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REPORT

^(ch Hi_

OF THE

SECRETARY OF THE NAVY.

18 8 9.

IN TWO PARTS.
F»art I.

WASHINGTON :

GOVERNUENT PRINTING OFFICE.

1890.

REPOET

THE SECRETARY OF THE NAVY

Navy Department,

November 30, 1889.
To the President:

The effective force of the United States Navy, when all the ships
now authorized are completed, exclading those which by the process
of decay and the operation of law will by that date have been con-
demned, will comprise 11 armored vessels, of which only three are
battleships, and 31 unarmored vessels, making a total of 42.

The following statement shows the number of war vessels on the
effective list of the principal foreign powers, built, building, or pro-
iected, at the present time, and exclusive of sailing and practice ships :

Country.

EngLmd

France

Kiuiaia

Germany

Holland

Spain' *

Italy

Turkey

China

Sweden and Norway

Austria

Armored-

Unar-
mured.

291

203

119

TotaL

367

260

168

105

The table shows that even when the present building program is
completed, the United States can not take rank as a naval power.

The purpose for which the United States maintains a navy is not
conquest, but defense. For reasons of economy and public policy, the
force should be as small as is consistent with this object. But it ap-
pears from the above comparison, that with all the additions authorized
by the legislation of the last seven years, the country, as far as its
capacity for defense is concerned, will be absolutely at the mercy of
states having less than one-tenth of its population, one-thirtieth of its
wealth, and one-hundredth of its area. While the element of defen-
sive strength is thus clearly deficient, the vulnerable points open to an

4 EEPOKT OF THE SECEETAKY OP THE' NAVY.

enemy's attack, and the interests liable at all times to injury, are nu-
merous and important. A coast line of 13,000 miles upon which are
situated mure than twenty great centers of population, wealth, and
commercial activity, wholly unprotected against modern weapons,
nfifords an inviting object of attack, with a wide range of choice as to
the points to be selected. Any one of the powers named could, with-
out serious difficulty, even after the completion of our fleet as now
authorized, secure in a single raid upon our coast, an amount of money
sufficient to meet the expenses of a naval war; an amount, one-half of
which, if judiciously expended over a series of years, would be suf-
ficient to afford this country a guaranty of perpetual peace.

The defense of the United States absolutely requires the creation of
a fighting force. So far the increase has been mainly in the direction of
uuarmored cruisers. These vessels, while useful in deterring commer-
cial states from aggression and as an auxiliary to secure celerity and
efficiency in larger operations, do not constitute a fighting force, even
when it is intended exclusively for defense. To meet the attack of iron-
clads, ironclads are indispensable. To carry on even a defensive war
with any hope of success we must have armored battleships. The capt-
ure or destruction of two or three dozen or two or three score of mer-
chant vessels is not going to prevent a fleet of ironclads from shelling
our cities or exacting as the price of exemption a contribution that would
pay for their lost merchantmen ten times over. We must do more than
this. We must have the force to raise blockades, which are almost as
disastrous to commercial cities as bombardment. We must have a fleet
of battle-ships that will beat off the enemy's fleet on its approach, for it
is not to be tolerated that the United States, with its population, its
revenue, and its trade, is to submit to attack upon the threshold of its
harbors. Finally, we must be able to divert an pnemy's force from our
coast by threatening his own, for a war, though defensive in principle,
may be conducted most effectively by being offensive in its operations.
If the country is to have a navy at all, it should have one that is suf-
ficient for the complete and ample protection of its coast in time of war.
If we are to stop short of this, we might better stop where we are, and
abandon all claim to influence and control upon the sea. It is idle to
spend our money iu building small, slow-going steamers, that are un-
necessary in peace and useless for war. It is little better than a repe-
tition of the mistaken policy that prevailed in our early history, of build-
ing gunboats that were laid up or sold as soon as war broke out. The
country needs a navy that will exempt it from war, but the only navy
that will accomplish this is a navy that can wage war.

The policy of military aggrandizement is totally repugnant to Ameri-
can institutions, and is not likely ever to be entered upon. The present
question has nothing to do with such a policy. It is a practical business
question of insuring our property and our trade, in which the commer-
cial cities of the coast, the ports on our lake frontier, and the centers of
production in the interior are alike interested. The naval force before

REPORT OP THE SECRETARY OP THE NAVY. 5

the war, when the population numbered thirty millions, included ninety
vessels of all classes. Before the completion of the present program,
which will give a total of less than half that number, the population
will have more than doubled, and the wealth on our coast subject to
injury or destruction will have increased tenfold. The annual increase
of wealth in this country is estimated to equal that of England, France,
and Germany, and before it can create an effective navy its population
is certain to exceed that of any two of these powers combined. Such
a nation can not be indifierent to events taking place in close proximity
to its own coasts, threatening the freedom of its commerce and the
security of its sea-port cities. The questions that have arisen and that
will continue to arise in the Gulf of Mexico and the Pacific concern the
prosperity and development of the United States too closely to be fur-
ther ignored, and our interests in these localities are too important to
be left longer unprotected.

The cost of building a navy casts no perceptible burdto upon a coun-
try of our vast resources. It is the premium paid by the United States
for the insurance of its acquired wealth and its growing industries.
Compared with the Interests that are secured, the rate is low. It is a
cheap price to pay for safety. We collect in duties in six months at a
single port a greater sum than we could spend in building a new navy
in six years. For the past two years the Government has paid its
creditors for the privilege of discounting its debt before it was due twice
the sum we have spent in reconstruction. And the fact must be re-
membered that of the amount which we spend for the construction of
a ship, only a small fraction, perhaps one-tenth, goes for absolutely
raw material, while the remaining nine-tenths represents, in one form
or another, the earnings of American labor.

It is sometimes asserted that there need be no haste about building
ships, upon the supposition that our reserve strength is sufficient to
improvise a force in time of war. This is a fatal mistake. Kaval wars
in the future will be shorthand sharp. It is morally certain that they
will be fought out to the end with the force available at the beginning.
The natron that is ready to strike the first blow will gain an advantage
which its antagonist can never offset, and inflict an injury from which
he can never recover.

Under the n)ost favorable circumstances, with the largest experience
and the best mechanical appliances, the construction of warships takes
a long time. In the United States much has been learned in the last
eight years, and facilities have been greatly enlarged, but much still
remains t^ be done, and a longer time is required here than in the ship-
yards of Europe. The design and construction of the innumerable
and complex details of a modern war-ship can not be hurried. There is
no branch of mechanical art in which haste leads more certainly to
wastefulness and imi)erfection. The limited capacity of our establish-
ments, public and private, is a further cause of delay. If Congress were
ready today to authorize the construction of all the ships that we need

6 REPORT OF THE SECRETARY OF THE, NAVY.

it would be a mechanical impossibility for the country, with its present
appliances, to furnish them within fifteen years ; while the first six
months of hostilities would not only see our exposed cities forced to
submit to heavy contributions, but every ship-yard in the country, pub-
lic or private, destroyed, and thus the last hope extinguished of creat-
ing a navy to meet the emergency of war.

THE NEW CRUISERS.

The new cruisers are eight in number, the Chicago^ Boston, Atlanta^
and Dolphin, contracted for in 1883, and the Baltimore^ Charleston,
Yorktown, and Petrel^ contracted for in 1886 and 1887.

In looking back at the work of naval reconstruction, begun seven
years ago, the country has reason to be congratulated on the success
of the undertaking. The building of the first four ships was an exper-
iment in a field hitherto untried in this country, but they have fully
sustained the high reputation of American mechanics. In 1882, when
these cruisers were designed, the Department was wholly without ex-
perience in the construction of modern war vessels. Nothing of the
kind had been undertaken since 1874, and but little then. Boards and
bureaus were without precise information as to progress abroad, and
without the means of acquiring it.

Notwithstanding these difficulties, the results accomplished by the
earliest cruisers compared favorably with those obtained by foreign
ship-builders. In 1882 there were but eight war vessels iu existence of
less than 5,000 tons which were capable of making 16 knots. Our three
earliest cruisers developed a mean speed of between 15 and 16 knots —
the Chicago, 15.335 the Atlanta^ 15.54, and the Boston, 15.58. The At-
lantah highest average for one hour was 16 knots, and the Chicago^s
16.35, while the Boston, in her best run over the measured mile, on
September 21, 1889, made 16.33. These figures put an end, fully and
finally, to all controversies over the speed of the vessels. The Boston
and Atlanta have made cruises, and their performance at sea shows that
they are thoroughly stanch and seaworthy vessels in all weathers, and
although it is possible that the world may have contained, at the time
they were designed, a ve'ry few swifter cruisers, their high efficiency
can no longer be called in question.

The record of the Dolphin, which vessel began with a speed of 15.11
knots on her contract trial, and which has recently returned from a
cruise around the world, is not less satisfactory. The results of the in-
spection of the vessel, after she has been three years and nine months
in commission, are reported by the Board of lnsi>ection, under date of
October 2, 1889, as follows :

The material used in the consfruction of tbis vessel, aud the workmanship, speak
well for the desij^uers and the builders. Aside from the slight repairs to her bearings
she is ready for another cruise. By the most liberal estimates the work in the con-
struction department can be done inside of a month. This, the first of the new Navy,
makes a splendid showing for structural strength, fine material, and good care.

Her captain reports that she can average 14 knots an hour for any length of timoi
and under favorable circumstances she can run 16 at sea.

REPORT OP THE SECRETARY OF THE NAVY. 7.

In the coarse of her craise the Dolphin has run 58,000 miles in
twenty months^ and has been under steam 9,000 hoars. In this pro-
longed ran she has been stopped for repairs but once, and then for only
two hours. This performance is probably without a parallel in the his-
tory of naval vessels, and bears conclusive testimony to the high skill
of American artisans and the excellence of their work. Nor is it the
less remarkable, in view of the confident predictions with which, at the
outset of her career, the of&cial condemnation of the vessel was some-
what prematurely pronounced by expert and by inexpert judges.

It is therefore proved by the test of actual cruising that these first
modern experiments of the Department have come close to the highest
standard of speed which had been reached at the date of their design,
and that in structural strength, endurance, and workmanship they are
not inferior to anything now afloat.

In view of these facts, the extraordinary statement, put forth in the
Secretary's report for 1886 and never afterwards corrected, that a com-
parison of these vessels with the Esmeralda and other foreign ships in-
dicates '' a simple abandonment on the part of the Department of any
attempt to reach the conditions which should have been attained," must
be set down as a mere flight of political rhetoric, absolutely without
warrant or justification. If the Department requires any vindication
from such a charge, its complete vindication is to-be found in the ves-
sels themselves.

At the very time when the first cruisers were being designed the
Department took steps to supply its want of experience by the sys-
tematic acquisition of information as to naval progress abroad. The
establishment of the Office of Kaval Intelligence and the assignment
of naval attaches to duty in Europe, both of which measures date from
1882, have been of incalculable assistance in the work of reconstruc-
tion ; and it is proper to refer especially to the untiring arid successful
efforts of Commander F. E. Chadwick, the first attach6 sent out, whose
extraordinary ability and judgment during six years of diflicult service
in England and on the Continent have had a lasting influence upon
naval development in this country. The results subsequently obtained
have shown the wisdom of the policy adopted at the outset.

The importance of a knowledge of progress abroad was increased by
the rapid strides which it made during this period. In 1882 the com-
pound engine was the highest development of marine engineering in
practice. The first successful example of the triple-expansion engine,
that of the steam-ship Aberdeen^ was designed about this time. Little
progress was made in its application until 1884, and not until 1885 did its
use become general, even in the merchant service. In that year the keels
were laid of the first ships of war provided with triple-expansion engines.
These were the English belted cruisers of the Orlando class, in which the
new type of engine was substituted at the last moment, after tenders
had been invited and awards made for the old or compound type.

Of this extraordinary development in ship and engine constmctioni

8 REPORT OP THE SECRiJTARY OP THE NAVY.

by which, between 1882 and 1885, the art was almost revolationized,
the attainment of high speed made practicable, and the standard ad-
vanced FROM 16 TO 20 KNOTS, the Department was thus able to reap
the full benefit. The measures which had been previously taken kept
it fully informed of the progress of naval science in Europe, while the
completion of the experimental cruisers of 1882 enabled our construct*
ers to study the practical application of the problem as they had never
studied it before. Of the new cruisers which were started about this
time, the designs of two, the Baltimore and the Charleston^ came from
abroad. They were provided with the latest foreign appliances, with
the exception of the Charlestons whose engines, built from plans pur-
chased in the latter part of 1885, were of the compound type. All the
other vessels had triple-expansion engines.

Of these cruisers four have undergone their official trial — the Balti-
more^ Charleston, Yorktowrij and Petrel.

The Baltimore^ of 4,400 tons, showed at her first trial 8,977.88 horse-
power, 19.57 knots average speed for four hours, and 20.2 knots speed
during the best hour of the four. The horse-power marking a slight
deficiency (22.12) below the contract requirement, the contractor, at his
own request, was given another trial. The Department is glad to re-
port that this trial has proved a brilliant success, the horse-power being
somewhat in excess of the contract requirement, the average speed
for four hours being 20.1 , and the highest speed for one hour being 20.39.
This result is unparalleled by any war ship of the Baifiwore'* displace-
ment in the world.

In all respect the Baltimore has proved thoroughly satisfactory. An
undue vibration about the forecastle during the working of the engines
has been remedied by heavier bracing, at inconsiderable cost. This
temporary "structural weakness'' was not the fault of the contractor,
but of the plan. Material improvements were made in the ship's
engines during the progress of construction, and she appears to-day a
sound, strong, and well-built vessel, creditable to her builders alike in
honest material and honest workmanship, and creditable no less to the
administration of the Department which adopted the design and carried
it to successful comjiletion.

The Charleston^ of 3,730 tpns, shows 6,66G.16 horse-power, 18.2 knots
average speed for four hours, and 18.3 knots speed during the best hour
of the four. The Japanese Naniica, of 3,730 tons, built in England
from the same designs, has made 7,650 horse-power and 18.0 knots
average speed.

The YorZrto^rn, of 1,700 tons, has developed 3,398.25 horse-power, 15.0
knots average speed, and 16.4 knots speed during the best hour of the
four. At her subsequent steam trial, September 21, 1889, the speed
obtained was 16.7. The English Archer, of 1,770 tons, has mfide 3,982
horse-power, and 17.2 knots. The Racoon, also English, of the same ton-
nage, shows 4,582 horse-power, and 17.6 knots. Both are the average
results of a four-hours' trial.

' BEPOBT OP THE SECRETARY OP THE NAVY. 9

The Petrel^ oi 870 tons displacement, has developed a mean speed of
11.55 knots, and a maximum speed for one honr of 12.85 knots. The
English Magpie, of 805 tons, at her four-hours' trial in May last, showed
a speed of 14.13 knots.

In reference to the very low average made by the Petrel, as compared
not only with the M<igpie but with the lower standard that prevailed in
1882, it should be stated that the trial was managed, as all such trials
are, by the contractor. It being for the contractor's interest to get the
best results, it ifi reasonable to suppose that he will take care to have
all the circumstances such that the vessel will make the best possible
showing. The ignorance or inexperience of the contractors, however,
in the case of the Petrel, was such that the trial can not be regarded as
a fair indication of what the vessel can do. The coal used was of bad
quality and the firemen were without experience. In the four hours'
trial the ship began with a collective horse-power of 1,473 and a speed
of 14 knots, which ran down before the trial was over to a horse-power
of 640 and a speed of 9.6. These figures prove conclusively that the
results were caused, not by poor engines, but by poor ei^gineering.

There is one foreign cruiser, not exactly corresi)onding in size to any
of the four recently completed, which has sur)>assed all the results that
our vessels, or any other vessels, have been able to attain. This is the
Italian cruiser Piemonte, built by the Elswick Works in England, and
recently completed and placed in commission. In size the Piemonte is
intermediate between the Yorlctown and Charleston, having a displace-
ment of 2,500 tons. She has a protective steel deck and an armament
of quick-firing guns. In a trial on May 14, 1889, she developed 13,000
horse-power and a speed, for an hour and a half, of 22 knots per hour.
Her two runs over the measured mile showed an average speed of 22.3
knots. She is undoubtedly the fastest cruiser now afloat, as the Esmer-
alda was five years ago; and she bears to the new United States cruis-
ers about the same relation in comx)arative speed that the Esmeralda
did to the first three cruisers.

In reference to the speed results of the Charleston, TorJctown^ and
Petrel, it appears that among contemporary vessels of the same class
abroad, some few may be found, as was the case with the cruisers of
1882, whose recorded trial shows a figure slightly in excess. Upon this
point, it must be stated that, while the Department and the country
should never be fully satisfied unless their new vessels actually equal
the best results obtained elsewhere, the public must not be misled by
the figures of the foreign trials. The contract trials in Europe are
carried on by ship-builders of great experience, who understand much
more fully than those in this country the way to get the highest attaiu.
able results out of the ship for a short time. Every detail is attended
to that can contribute to this result, and the forcing of the engine is
sometimes carried so far that, after it has shown its capabilities in the
contractor's trial, and been accepted on the strength of that trial, it is
found by its owners, when put to everyday use, to have become a

10 REPORT OP THE SECRETARY OP THE NAVY. .

damaged article. From this misfortune we have so far been exempt,
and we have good reason to be satisfied that it is so, even if oar speed
results are thereby rendered less sensational.

It is notorious that the fast war steamers abrop.d, of whose wonder-
ful performances on contract trials we hear so much, rarely or never
equal these results when put into actual service, and not infrequently
commanding ofiOicers, have been instructed not to attempt to obtain
contractor's results for fear of further injury to the machinery. Thus
the Naniiva is reported to have made 18.9 knots at the contractor's
trial, while the TaJcachihOy her sister ship, made only 17.88 on being
tried by her Japanese purchasers. It is a noteworthy fact that most
of our new vessels, namely, the Baltimore^ Chicago^ Boston^ Dolphin^
and Yorktoicn^ have, at later trials, or in later service, beaten their own
record on the contract trial; and it is equally a fact that the usual ex-
perience with European vessels is just the other way.

The net results of the Department's operations for the last seven
years are more than satisfactory. The assaults made, with more au-
dacity than judgment, upon the four experimental cruisers of 1882 have
been met successfully by the performance of the vessels, and all doubts
of their efficiency, if such doubts ever really existed, are laid at rest
forever ; while the four cruisers of 1886, assuming that the Petrel will
eventually come up to the mark, in their advance over their predeces-
sors, prove that both designers and constructors have kept themselves
abreast of the extraordinary development in ship-building since the
earlier cruisers were laid down, and have taken full advantage of the
information and experience which they were enabled to acquire through
the measures adopted at that time by the Navy Department.

INCREASE OF THE NAVY.

To stop now in the work of reconstruction, is to abandon everything
we have gained. We have proved that at a time when war-ship con-
struction had seemed almost a lost art in this country, American me-
chanics could create it anew and place the United States where it was
seventy years ago, when the vessels of its Navy were the best of their
class afloat. We have fostered and developed a branch of industry in
America which may, if kept up, attract to itself no inconsiderable share
of the profits that now go to ship-builders abroad. We have secured
for our Navy a certain number of excellent and useful vessels of the
unprotected cruiser type, at a fair and reasonable cost. We have thus
laid a solid foundation. But we must not for a moment deceive our-
selves by supposing that we have an effective Navy. We have two
distinct and widely separated ocean frontiers to protect, and there is
only one way in which they can be protected, namely, by two separate
fleets of armored battle ships, with coast-defense ships suitably dis-
tributed to cover the most exposed localities.

Of the great cities on the Atlantic, and of the long stretch of unpro-
tected coast on the Gulf, from Key West to the Kio Grande, which is

REPORT OF THE SECRETARY OP THE NAVY. 11

faced by the territorial possessions of a multitude of foreign states, it
is hardly necessary to speak at length. On the Pacific coast there are
large and growing interests of vital importance, not only to that imme-
diate neighborhood but to the whole country, throughout its length and
breadth. Among the enterprising and rapidly growing citie? which
form the bulwarks of our commercial prosperity in that quarter, there
are some, like Tacoma and Seattle, which it is physically impossible to
protect by any land fortifications. To abandon these cities, defensible
only by the ^avy, to the possible ^attacks of an enemy, and to subject
to needless risk this coast and the vast region which it borders, a region
second in importance to no other part of the United States, is to be
guilty of an almost criminal negligence.

The necessities of our vulnerable position therefore demand the im-
mediate creation of two fleets of battle-ships, of which eight should be
assigned to the Pacific and twelve to the Atlantic and Gulf. They
must be> the best of their class in four leading characteristics: arma-
ment, armor, structural strength, and speed. The last is nearly as
essential to the battle-ship as it is to the cruiser. It may safely be as-
sumed that, other things being equal, the battle-ship of the highest
speed will as a rule be the victor in action, for she can choose her posi-
tion and keep the enemy at a disadvantage. Not only must the speed
'of our battle-ships be high, but it must be uniformly high, for the speed
of the fleet is regulated by that of the slowest vessel.

In addition to the battle-ships, the situation of the country requires
at least twenty vessels for coast and harbor defense. These vessels, al-
thougl) restricted in their range of effectiveness, are necessary compo-
nents of a naval force which has a sea-coast to defend. Their employ-
ment as floating fortresses requires that they should have a powerful
battery and the heaviest of armor, combined with moderate draft. At
the prci^ent time eight vessels of this type are under construction, five
of which are reconstructed monitors.

Tlie one problem now before the Government, in the matter of a naval
policy, is to get these forty vessels built at the earliest possible moment.
The steps necessary to their completion, namely, legislation, design, and
construction, can not take less than five years in the case of each one.
Unless the existing yards, public and private, are enlarged and re-
stocked with plant, not more than eight could be built at one time, and
the construction of the others would have to wait for the launching of
the first. Uifing the utmost promptness, the ships most essential to ef&-
cient protection could not be supplied in less than twelve or fifteen years.

It is therefore recommended that the construction of eight armored
vessels be authorized at the coming session, and that they be of the type
of battle-shipa rather than coast-defense ships; the former being more
generally serviceable, and there being only three of them now in pro-
cess of construction as against eight of the latter.

In reference to fast cruisers, all modern experience goes to show that
they are essential adjuncts of an armored fleet, and the proportion of

12 REPORT OP THE SECRETARY OF THE NAVY.

three cruisers to one battle-ship is believed to be sound and reasonable.
. This would make the future navy consist of 20 battle-ships, 20 coast-
defense ships, and 60 cruisers, or 100 vessels in all, which is believed to
be a moderate estimate of the proper strength of the fleet. Of the 60
cruisers required, 31 are now built or authorized. For an increase in
the number of cruisers, considered simply as auxiliaries to the fighting
force of battle-ships, we may wisely wait until the latter are in process
. of construction.

It must be remembered, however, that cruisers have another and
equally important function in the attack and defense of commerce.
Any stanch vessel wilh a good coal papacity and the highest rate of
speed, armed with a few rapid-firing guns, though built and used prin-
cipally for commercial purposes, may by certain adaptations in her
construction be made readily available for this form of warfare. The
fast transatlantic liners, nationalized in foreign countries, but supported
and maintained by American trade and American passenger*— many of
them, even, owned by American citizens — are a powerful factor in the
naval force of the Governments whose flag they bear and at whose dis-
posal they must place themselves in time of war.

It is a matter for serious consideration whether steps may not be
taken towards the creation of such a fleet of specially adapted steamers
of American construction, owned by American merchants, carrying the
American flag, and capable, under well-defined conditions, of \ emporary
incorporation in the American Navy. The advantages of such an ar-
rangement, which enlarges the merchant marine and makes it at the
same time self-protecting, are overwhelmingly great. The diflSculty is
that American capital will not be drawn into the enterprise unless it
can be sure of specific compensation for the concessions which it makes
to the Government, first, in the adaptation of its vessels to the latter's
needs, and secondly, in the surrender of a privilege to use them when
the exigency arises.

In the absence of such an arrangement the naval policy of the
United States can not neglect to take account of the fleets of fast
cruisers which foreign states maintain under the guise of passenger and
merchant steamers. They constitute an auxiliary navy, and must be
reckoned as a part of the naval force of the governments maintaining
them. It is difficult to imagine a more effective commerce destroyer
than the steam-ship City of Paris ^ armed with a battery of rapid-firing
guns. She can steam over 21 knots an hour, and can average 19.9
knots from land to land across the Atlantic. No manof-war could
overtake her; no merchantman could escape her. A fleet of such
cruisers would sweep an enemy's commerce from the ocean. This fact
is well understood in Europe, and states that are unprovided with a
convertible merchant fleet are preparing to meet the possible emergency
by partly-protected cruisers that are substantially as fast as the City
of Paris. Of this type the Piemonte is the latest development, and
others equally fast are now building.

EBPOB^ OP THE 8ECEETABY OP THE NAVY.

Oar deficieDcy should be supplied either by a line of fast merchant-
men, constructed with special reference to use in time of war, which
will enable the Governmeiit to avail itself of their services at critical
moments, or we should build a fleet of at least five first-class cruisers
of the very highest rate of speed, certainly not less than 22 knots.
The displacement of these vessels shduld not be less than 4,000 tons.
Even such a fleet will not supply the want of swift merchant-steamers for
coaling and transport service. Colliers and transports must alike be
fast, for they can not fight; and the collier can take no chances of cap-
ture, for she carries the life of the fleet.

In determining the size of the smaller type of cruisers, one point is
settled: All steel cruisers mast be large enoagh to admit of a double
bottom. A vessel like the Yorktown^ which has but three-eighths of an
inch of steel on her bottom, could hardly escape sinking if she touched
a rock, no matter how lightly. Such a ship mast not strike. She can
not run any of the risks which the old-fashioned ships used to run every
day with comparative safety, for a steel bottom will be penetrated
where a wooden one woald be merely scarred. Besides the Yorlitown,
we have the Concord^ the Benningtonj and the three 2,000-ton cruisers
(Nos. 9, 10, and 11), which are marked by this defect. It is not well
to add to the number.

In reference to the gun -boat class, any large increase in it must be
condemned. This class is now represented by the Petrel and the two
1,000-ton vessels (gnn-boats Kos. 5 and 6). To make any considerable
addition to it. is consuming the revenues of the Government without
any proportionate benefit. It is chasing the shadow and losing tlie
substance. Such vessels add nothing to the real strength of a naval
force. A craiser to be useful must be fast enough to overtake any mer-
chantman and to escape from any more powerful ship of war. These
vessels have neither the strength to fight nor the speed to run away.
A limited number of 1,000-ton vessels can be utilized in certain special
kinds of service on foreign stations, and for this particular x)urpose it
is recommende<l that three such vessels be constructed. Any larger in-
crease at the present time would be injudicious and wasteful.

Apart from the want of battle-ships the most marked defect of the
present fleet is in torpedo-boats. The number of these boats owned by
fifteen foreign States is as follows :

Conntr3*

Torpedo-
boats.

EngUnd

France...

Kossia...

lUly

OemiaDy
Austria. .
OrM06...
Turkey. .

207

191

138

128

Country.

China

Denmark

Japan

Swo<len and Norway

Flollaud

Spain

Brazil

Torpedo-
boats.

26
22
21
19
10
15
15

REPORT OF THE SECRETARY OP THE NAVY.

The United States has one such boat under construction. This branch
of defense can not safely be nejflected any longer. It is high time that
steps should be taken to supply these essential constituents of a naval
force. ^ therefore recommend that the construction of at least five tor-
pedo-boats of the first and second classes, in suitable proportions, be
authorized, as a beginning, at the coming session of Congress.

PROGRESS OP RECENT CONSTRUCTION.

ABMORBD VESSELS.
BATTLE SHIPS.

Name.

•

1889
1888

"Where bnilt or
building.

DiR.
place-
ueut.

Esti-
mated
liorse-
powcr.

Cost*

Date of act an-
tborizing build-
ing.

Bomarks.

Texan. ■••..«.*.. t

Navy.yard, Nor-
folk, Va.

Navy-yard. Brook-
lyn. N. Y.

Tons.
6.3U

6,048

7,500

8,600
9,000

$2, 500, 000
2,600,000
3. 500, 000

Aug. 3, 1886..

.... do a........

Cointncnced : keol

Ifalne ^......

partly laid.
One-fourth com-

Armored omiser

Sept. 7, 1888...

pletod.
Being designed.

No. 2.

COAST.DEFENSE SHIPS.

Foritan.

Ampbltrite

lionadnock...
Hiantonomoh.

1875

1^4

Terror

1874
1874

Coaat-defenae
▼esaeL

Steel oruiaing
monitor.

Bam tor harbor
defense.

1874

R o a c h'a Yard,
Chester, Pa.,
and Brooklyn
navy.yard.

Harlan and Hol-
lin^sworth,
Wilmington,
Del., and Nor-
folk navy-yard.

Navy-yard, San
Francisco, Cal.

Roach's Yard,
Chester. Pa.,and
Brooklyn navy-
yard.

Cramp's, Phila-
delphia, and
Brooklyn navy-
yard.

Union Iron Works,
San Francisco,
Cal.

6,060

3,815

3.815

3,700

1.600

3, 815

4,003

3,130

3,000

tl,426

1,600

Har. 8. 1883;

Mar. 3, 1885;

Aug. 3, 1880;

ifar. 3, 1887.
— do .....

.do

:2,ooo

5,400

7,500

.do

Half finished.

Do.

Two-fifths com
pleted.
Do.

1,628,950 Mar. 3, 1887 ...

1. 500, 000

Mar. 2, 1880

Half finished.

.do

Under oontrftct of
Juno 14, IHSd.

rian««ronipl<'ting.
Koady for ad-
vertising in two
months.

Phins not com-
menced.

* Statutory limit or oontiact prices

1 1ndicated.

I About

^▼7 REPORT :0P THE SECRETARY OP THE NAVY. 15

^ ^toposals havlDg been invited January 28, 1889, for the machinery
e TexaSy now in course of construction at the Norfolk navy-yard,
rv ' were received in due course and opened May 1, as follows-:

- \ Morris Company, Philadelphia, Pa. (machinery to be constructed ac-
Dg to Department's plans and specifications, with certain modifica-

^ ons thereof and changes therein, as proposed by the bidder) $694, 750

3fco Richmond Locomotive and Machine Works, Richmond, Ya., (machinery

%o be constructed according to Department's plans and specifications) 634, 500

« F. Palmer, jr., &. Co., New York, N. Y. (machinery to be constructed ac-
cording to Department's plans and specifications) 682, 500

^mthwark Foundry and Machine Company, Philadelphia, Pa. (machinery
^ to be constructed according to the Department's plans and specifications) 645, 800
Salaries Reeder & Sons, Baltimore, Md., (machinery to be constructed ac-
cording to Department's plane and specifications) 718, 900

The bid of the Richmond Locomotive and Machine Works, of Rich-
lond, Va., for $634,500, was accepted, and a contract was entered into
the Department with this company on May 30. The contract pro-
^des that the machinery, which is to be constructed in accordance
^^ith the plans and specifications furnished by the Department, shall be
Oompleted and set up at the works ot the contractor within two years
and six months from the date of the contract, and be erected and con-
^nected on board the vessel and ready for delivery within one year there-
after.

Under the advertisement of the Department of November 20, 1888,
inviting proposals for the construction of machinery of the armored
cruiser Maine, now building at the New York navy-yard, only one bid
w^ received, that of N. F. Palmer, jr., & Co., of New York, for
$735,000. This proposal was accepted, and the contract was exe-
cuted April 3, 1889, for the construction of machinery in accordance
with the plans and specifications prepared by the Department. The
time allowed for completion is the same as in the case of the machinery
of the Texas.

Under the act approved August 3, 1886, authorizing the completion
of the double-turreted monitors Puritan^ Amphitritej MonadnocJc, and
Terror, proposals have been received and contracts made during the
year for the materials required to complete the MonadnocJc and Terror^
and proposals have been received and contracts awarded for materials
required to complete the Amphitrite. Plans for the proposed change
of the Puritan having been approved by the Bureau of Construction,
they were submitted to examination by the board of bureau chiefs, and
after receiving a favorable report were approved by the Department,
and the work was ordered on June 26, 1889. By these changes the
armament and armor protection are greatly increased, and the quarters
for the officers and crew are improved. A similar change was ordered
August 30 in the Amphitrite. The details of these changes will be found
in the report of the Chief Constructor.

The act of Congress approved March 3, 1887, appropriated towards

• 16 EEPOBT OF THE SECEETARY OP TPE NAVY.

the construction of ^^ floating batteries or rains or ofher naval stractares
to be used for coast and liarbor defenses," $1,000,000, and provided that
the final cost of ^^ said floating batteries, rams, or other naval structures,
exclusive of armament, should not exceed $2,000,000." As stated in the
annual report of the Chief of the Bureau of Ordnance for 1888, an adver-
tisement was issued inviting the submission of proposals, on the 4th of
January, 1889, for the construction of a submarine boat under the au-
thority conferred by the act. On February 15, to which date the time
was subsequently extended, bids for the construction of the boat were
received.

It had also been decided, as stated in the last annual report of the
Department, under the authority conferred by the above-mentioned
act, "to build one light-draft, heavily-armored, harbor-defense floating
battery or ram." Designs having been prepared by the Bureaus of
Construction and of Steam Engineering after consultation with the
Bureau of Ordnance, advertisements were issued inviting bids to.be
submitted February 15, 1889, which time was subsequently extended
to April 3. On that date the following proposals were received ;

Tho William Cramp & Sods Ship and Engine-Building Company, Phila-
delphia, Pa. (hilU and machinery to be constructed according to plans
and specifications provided by the Secretary of the Navy, with certain
modilicatiuns thereof and changes therein, as provided by the bidder).. $1,614,000

N. F. Palmer, Jr., & Co., New York, N. Y. (hull and machinery to be con-
structed according to the Department's plans and specifications) 1, 690, 000

The Union Iron Works, San Francisco, Cal. (hull and machinery to be con-
structed according to the Department's plans and specifications) 1,628,950

On the 4th of April tbe Department appointed a Board, consisting of
the Chiefs of the Bureaus of Ordnance, Equipment, Construction, and
Steam-Engineering, to report as to the cost of the vessel, including the
armament and equipment, in case of the acceptance of one of the pro-
posals made, and whether within the limitation fixed by the' act, namely,
$2,000,000, the vessel could be built, and also the submarine torpedo-
boat before referred to. The Board was further directed to report " a«
to which of said companies is the lowest bidder,'' and to furnish the
Department " with such recommendation as the Board may deem proper
to make in the matter."

The Board, after careful consideration of the subject, reported that
the two vessels could not be built within the limitation of $2,000,000,
and recommended that all the proposals for the submarine torpedo-
boat should be rejected; and that the proposal of the Union Iron
Works for the construction of the armored coast-defense vessel, being
the lowest that conformed to the requirements of the Department's ad-
vertisement, plans, and specifications, should be accepted.

In accordance with this report, the Department. April 23, 1889, re-
jected all the proposals for the torpedo-boat, and on June 14 entered
into a contract with the Union Iron Works for the construction of the
armored coast-defense vessel, at a cost of $1,028,950. The contract

REPORT OF THE SECRETARY OP THE NAVY. 17

provides that the United States shall furnish the necessary armor, ar-
mor bolts, and their accessories, trim the armor-plates to size within
reasonable manufactnring limits, and drill and tap all necessary holes
therein, and deliver the armor, etc., at the ship-yard of the Union Iron
Works, who shall fit, fix, place, and secure the armor to the vessel, and
famish all other materials and labor required. The vessel is to be com-
pleted in three years from the date of the contract.

The plans for the three remaining armored vessels authorized by law
are not yet completed. It is estimated that those of the armored
cruiser of 7,500 tons will be ready in three months. The plans for the
steel cruising monitor will be ready in two months, and the plans for
the harbor-defense ram are not yet begun.

The Bureau of Construction recommends, with reference to the single-
tarreted monitors, that some action be taken looking to the reclaiming
of these vessels from " their present worse than useless condition." In
view of the fact that the amount necessary for this purpose will reach
about $-100,000, and that the vessels, with their present ineffective guns,
will be no material addition to tbe force of the Navy, the Department
can not concur in this recommendation. The only use to which these
vessels can be advantageously put is to assign them to service as prac-
tice ships for the naval reserve in those States which have created such
a branch of tbe militia, should they be desired for the ])urpose.

NA89-

REPORT OF THE SECRETARY OP THE NAVY.

ITKABMORBD

Ship.

Chicago.

Atlanta.
Dolphin

Newark ...
Charleston.
Baltimore..

Philadelphia..
San Francisco

Yorktown . .
Concord ....
Bennington

Vcsuvins

Petrel

No. 6
No. 7

No. 8

No. 9

No. 10
No. 11

No.5 ,

No.6

Steel practice ves-
sel.
Torpedo boat No. 1

Type.

1—4

Where built or Imilding.

Boston do

Cmiser

...do

Dispatch

vessel.
Cruiser

Dy namite-gun
boat Na 2.

.do

.do
.do

.do

Dyna mite
gun-boat
Gun-boat . . .

Cruiser
...do..

.do

.do
.do

Gun-boat
Gun-boat

1883

1883
1883
1883'

1887

1888
1888

1887

1888

Hoach's yard, Cheater, Pa . .

do
do
do

Cramp's yard, Philadelphia,
Pa.

Union Iron Works, San Fran-
cisco., Cal.

Cramp's Yard, Philadelphia,
Pa.

Union Iron Works, San Fran-
cisco, Cal.

Cramp's Yard, Philadelphia,
Pa.

Delaware Kivor Iron Works,
Chester, Pa.

do....

1867 Cramp's Yard, PhUadelphia,
I»a.

1887 Culunibian Iron Works and
Dry Dock Company, Balti-
more, Md.

Navy-y^rd, Brooklyn.

Navy-yanl, Norfolk, Va.

Columbian Iron Works and
Dry Dock Company, Balti-
more, Md.

Uarrison Loring, Boston

1888

Uerrcshoff's yard, Bristol,

ToflM.

4,500

8,189
3,189
1,485

4,083

3,730

4,400

4,300
4,083

1,700

970

870

6.300
3,000

3,000

2,000

2,000
2,000

1,000

800

Coat'

t5,084

13.780
t3,356
t2,240

8,500

to, 066

9,000

10,500
9,000

t3,398

3,400

13,200

tl, 100

10,000

5,400

5,400
6,400

1,000
1,600
1,300

1,600

1889,000

619,000
617,000
315,000

1,248,000

1.017,000

1,325,000

1,850,600
1,428,000

455.000

490,000

850,000

247.000

1,600,000
1. 100, 000

1, 100. 000

612,500

612,500
674,000

350,000
350.000
260.000

82,750

450,000

* Statutory limit or contract price.

t Indicated

^Contract.

REPORT OP THE SECRETARY OP THE NAVY.

VBSSSLS.

Ship.

Date of act

authorizing

baildin);.

•8^

CoDtract ex-
ecuted.

Remarks.

Chicago I Aug. 5,1882,' July 26,1883

'Mar. 3,1883 1
BoetOQ ....do I July 23,1883

Atlanta.

Dolphin • — do

Jnly 23, 1863
July 23, 1883

Oct. 27,1887

Newark Mar. 3,1885,

I Mar. 3,1887
Charleston , Mar. 3. 1886 ; Dec. 28,188C

Baltimore Aug. 3, 1886 , Deo. 17, 1880

Philadelphia i Mar. 3, 1887 i Oct 27,1887

San Francisco L...do Oct 26,1887

ifM.'

In commission.

Da
Do.
Da

24 ! Two-thirds completed; nearly ready
for laonohing.
Prejwring fur commission.

18
18

Preparing for commission.

24 Launched ; eight-tenths completed.

24 ' Do.

Yorktown Mur. 3,1885 Jan. 31, 1887 12 lu commission.

Gincord Mar. 3, 1887 ' Xov. 15, 1887 18 Boilers In ; eight-tenths completed.

I
Bi-nnington Mar. 3, 1887 Xuv. 15. 1887 ! 18 Boilers in ; eight-tenths completed

ready for launching.

Vesuvius Aug. 3, 1886 | Feb. 11, 1887 | 12 Reported ready for delivery.

Petrel Mar. 3, 1885 Dec. 22, 1886 12 Pn;paring for comm isslon.

Nu. (cruiser) Sept 7,1888

Ka7 '....do

Ko.8.

.do

KaO.

.do

Design commenced.
To be constructed at New York navy-
yard. Bids for material liave been
• n^ceived and work commenced.
To be constructed at Norfolk navy«
yard. Bids for material have been
received and work commenced.
Nov. 2, 1880 30 Contracted for.

NalO do i do 30 ^ Do.

No.ll Sept 7, 1888 ! Nov. 11, 18it9 ' 30 ■ Contract awarded Nov. 1 to Harrison

No. 5

. Mar. 2, 1889
. ' Mart 2, 1K8U
. Sept 7, 18S8
1
. Ang. 3, 1886

. Mar. 2. 1880

Loring.
Under advertisement.

No. 6 (gunboat)

Steel practice ves^'I

Torpedo boat Na 1

Dynamite-gan boat No. 2. .

Do.

Under advortisement

Mar. 1,

1888

Completed except boiler.
Not yet begun.

20 REPORT OF THE SECRETARY oV THE NAVY.

Of the unarmored vessels in course of construction, four have been
completed within the past year, as follows: The Yorlctown^ accepted
April 4 ; the Petrel^ October 24 ; the Charleston^ November 6, and the
Baltimore.

By advertisement of May 24, 1889, the Department invited proposuls
for the construction of the three cruisers of about 2,000 tons displace-
ment each, at a cost of not more than $700,000 each, authorized by act
approved September 7, 1888; and by another advertisement of June 14,
invited proposals for the construction of the two cruisers of about 3,000
tons each, at a cost of not more than $1,100,000 each, authorized by
the same act. All the proposals were opened at the Department Au-
gust 22, as follows :

For the construction of two 3.000-ton cruisers, Nos. 7 and 8 :

The William Cramp & Sons Ship and Engine Building Company, Phila-
delphia, Pa., for the construction of one of said cruisers (hull and
machinery to he constructed according to Department's plans and speci-
fications) $1,225,000

Same company, for the construction of the other of said cruisers (hull
and machinery to he constructed according to Department's plans and

specih cations) 1,225,000

For the construction of three 2,000-ton cruisers, Nos. 9, 10, and 11 :

The Bath Iron Works, Bath, Me., for the construction of one of such
cruisers (hull and machinery to he constructed accordin;;: to Depart-
ment's plans and specifications) 780, 000

The William Cramp &, Sons Ship and Engine Building Company, Phila-
delphia, Pa., for the construction of one of such cruisers (hull and ma-
chinery to be constructed according to Department's plans and speci-
fications) 875,000

Same company, for the construction of another of such cruisers (hull and

' machinery to be constructed according to Department's plans and

specifications) 875,000

Same company, for the construction of the other of such cruisers (huU
and machinery to bo constructed according to Department's plans and
specifications) 875,000

As the amounts for which these several proposals offered to construct
the vessels were in excess of the limit fixed by Congress all of them
were rejected. The Department then decided, as authorized by the act
to build the two 3,000 ton vessels in the navy-yards, and on October 1,
1880, advertised for proposals for steel required for the construction of
cruiser No. 7 at the New York navy-yard and for cruiser No. 8 at the
Norfolk navy -yard. On the 5th of October another advertisement in-
vited proposals for materials for use in the construction at the New
York navy-yard of the machinerj^ for both these cruisers. Proposals
have been received under both these advertisements, and contracts
have been awarded for 2,284 tons of steel for the hulls of these vessels.

It was decided to readvertise for proposals for the construction of
the three 2,000- ton vessels, and the advertisement was accordingly is-
sued August 24. The law having directed that in the contract for these
vessels such provisions for increased speed and premium should be

RBPOttT OP THE SECBETARY OP THE NAVY. 21

made as in the discretion of the Secretary of the Navy might be deemed
advisable, the conditions of the previous advertisement were so far
modified as to reduce the required speed from 18 knots to 17 knots, and
to fix the premium for increased speed at $25,000 for each quarter-knot
in excess of the guarantied speed of 17 knots. A penalty of $25,000
was afllxed for every quarter-knot that the vessels failed of reaching
the guarantied speed ; and in case of failure to develop and maintain
for four consecutive hours a speed of 16 knots, the vessels could be re-
ected. The time fixed for completion was also extended from two years
to two years and six months.
The following proposals were received :

Tbe UDion Iron Works, San Francisco, Cal., for the construction of oue of
said vessels (hnll and machinery to be constructed according to Depart-
ment's plans and specificatioDs) 8775,000

Same company, for the construction of two of said vessels (same plans
and specifications) l,4r)0,000

Same company, for the construction of three of said vessels (same plans
and specifications) 2,054,001

N. F. Palmer, jr., Sl Co., New York, N. Y., for the construction of one of
said vessels (same plans and specifications) 674,000

Columbian Iron Works and Dry Dock Company, Baltimore, Md., for the
construction of one of said vessels (same plans and specifications) . . . 625, 000. 00

Same company, for the construction of two of said vessels (same plans
and specifications) 1,225,000.00

Tbe Bath Iron Works, Bath, Me., for the construction of one of said
vessels (same plans and specifications) 675, 000. 00

Same company, for two of said vessels or three of said vessels at same
rate.

Harrison Loring, Boston, Mass., for the construction of one of said ves-
sels (same plans and specifications) 674,000.00

October 28 the Department awarded to the Columbian Iron Works
and Dry Dock Company of Baltimore, Md., contracts for the construc-
tion of two of these cruisers for the sum of $612,500 each, and on the
first of November awarded to Harrison Loring the contract for the
construction of the other cruiser for the sum of $074,000.

The Department, on November 19, invited proposals for the construc-
tion of the two vessels (gun-boats Nos. 5 and 6) of 1,000 tons, authorized
by the act of March 2, 1889, and of the steel practice vessel of 800 tons,
authorizeii by the act of September 7, 1888. These proposals will be
opened in January.

The dynamite-gunboat Vesuvius^ authorized by the act of February
11, 1887, has been completed but not yet accepted.

Of the two remaining unarinored vessels authorized by law but not
yet completed, the most im portant is the cruiser ot 6,300 tons (cruiser
No. 6). The designs of this vessel are begun. The second vessel is the
dynamite gunboat No. 2, of the Vesuvius type, which was authorized by
the act of March 2, 1889, under the proviso that the Secretary of the
Navy should be satisfiecl, after official tests made with the Vesuvius and
her guns, as to the efficiency of the armament of that vessel. Action

22 REPORT OF THE SECRETARY OF THE JJAVY.

has therefore been deferred until the final decision as to the Vesu-
vius.

The appropriation for the fiscal year now current provided for the
construction or purchase by contract of four steam-tugs. One of these,
the Triton^ has been purchased, and another is under consideration.
Bids for the two remaining tugs have been received within the statutory
limit.

ENLISTED MEN.

•

Of equal importance with the construction of suitable vessels is the
creation of an efficient personnel. A ship is worth what her captain
and crew are worth. She is of no use unless her officers and men have
the qualities to fight her. To insure the thorough efficiency of the
corps of enlisted men in the ]N"avy, three things are necessary : first,
that it should be composed of American citizens or of those who have
declared their intention to become citizens ; secondly, that they should
have adequate training for their work; and, thirdly, that the system ol
enlistment and discharge should be so regulated as to secure the reten-
tion of good men in the service

At the present time the crews of our naval vessels are in large part
composed of foreigners, or of men whose nationality is uncertiiin, and
who are ready to serve any government that will pay them. It can
not be expected that crews so composed will be a safe reliance for the
country if their services should be needed in war. Such men are held by
nothing but their contract of enlistment, and subject at the first tempta-
tion to desert the flag of a country in which they have never resided,
and to which they are bound by no ties of birth or allegiance. To them
the flag represents nothing. The American who deserts must expatri-
ate himself, but the foreigner who deserts the American service goes to
his own home. For a man so i)laced desertion has no penalties.

In the matter of training, the altered conditions of naval warfare and
the exceptional character of the implements now employed have made
great changes necessary'. In the old sailing frigate any mariner could
in a short time be converted into a good man-of-war sailor, and ships
were manned chiefly and successfully by men of this class both in our
own country and in Europe. Even at that time training was of great
importance, above all, training in the handling and fighting of guns ;
and it was to the superior skill of our American seamen in this respect
that the victories of the war of 1812 were largely due. At the present
day the necessity of training has greatly increased. It is not to be
supposed that men taken at haphazard from the sea faring class can
suppl}', after a little practice and drill, as was formerly the case, efficient
crews for such complicated structures as the modern ships of tiie ^avy
armed with modern guns. The training required to make good seamen
can only be given by taking them in their youth and putting them
through a thorough course of practice. Even then they will hardly
reach a fair standard of efficiency until after some years of experience.

REPORT OF THE SECRETARY OF THE NAVY. 23

To meet the want of trained American seamen, the naval-apprentice
i^stem was established. The Department, at great labor and consid-
erable exi>ense, has steadily improved this system, nntil at the present
time it turns out apprentices of excellent quality. From all this, how-
ever, the Kavy derives little benefit. All terms of enlistment of ap-
prentices now expire at twenty-one years of age. When they reach
this point the majority of them leave the service forever. They have
received an education at great expense to the Qovernment, and yet
have been too short a time in the service to have formed an enduring
attachment to it. They carry off with their discharge the benefits of
the Government's outlay, and apply them to the pursuit of other careers.
The Qovernment educates them as boys to lose their services as men,
and the result is that while we have provided an elaborate system of
training, we are forced to dei)end for seamen on an untrained service
largely composed of foreigners.

The plain remedy lies in a statutory extension of the term of enlist-
ment to twenty-four years of age. During the additional three years, the
formation of associations and a mature judgment will lessen the in-
clination for change, and the Government will get the services of those
whom it has trained, for at least one full cruise. In the English navy, the
adoption of a rule retaining those who enl ist as boys u n til the age of twenty-
eight or thirty has completely changed the character of the enlisted force.

It is further recommended that the number of apprentices be in-
creased from 750, as now allowed bylaw, to 1,500, making the total
enlisted force 9,000. At the same time, the course in the training-ships
should be extended by the formation of a special class for training in gun-
nery on board a ship devoted exclusively to this purpose. The incalcu-
lable importance of giving to enlisted men this train ing, especially in view
of the change in naval armaments that is now in progress, has induced
me to set apart the Lancaster as a gunnery-ship ; and I strongly urge
that authority be given to procure for her at once a modem battery.

To perfect the system of manning theNavy,afurther reform is needed
in the method of enlistment. Under existing law (Eev. Stat., sec.
1418) men " may be enlisted to serve for a period not exceeding five
years, unless sooner discharged by direction of the President." Al-
though this law was enacted as long ago as 1837, the custom of the
Department has been to enlist men as a rule for three years, and the
statutes relating to honorable discharges have been conformed to this
usage.

The duration of a naval cruise is, in general, three years. The crews
of vessels preparing for sea are necessarily brought together in re-
ceiving-ships before she sails, frequently several months before, as
the completion of her outfit may be delayed. As the crews are en-
listed for exactly three years, in the majority of cases the time of the
men expires several months, sometimes even a whole year, before the
ship retnmSi and the advance of 25 per cent, additional pay, to which

24 REPORT OP THE SECRETARY OP THE NAVY.

those holding over are entitled under the law, is a heavy addition to
the cost of maintenance. To remedy this defect the Department pro-
poses to adopt a fonr-years' term of enlistment, and it recommends that
the laws (Rev. Stat., sections 1426, 1573) relating to honorable dis-
charges after three years' service, and to allowances upon a three-years
re-enlistment, be amended accordingly.

The lengthening of the term of enlistment, although an important
measure, will not secure a character of permanence in the corps of en-
listed men. In order to obtain a body of trained American seamen upon
which the Kavy and the country can rely, it is absolutely necessary tliat
the whole system of temporary enlistment should be replaced by a con-
tinuous-service system, the four years' term being retained only to meet
necessary emergencies. This system should be based upon the principle
of retaining the services of the enlisted man for life. We shall never
get the crews that wo need until wo make the navy a career for the sea-
men as well as for the officers. To accomplish this the continuous-serv-
ice man should be permanently enlisted, and be entitled to retirement on
three-fourths pay after thirty years of service, as provided by law, (Act
of February 14, 1885) for the Army and Marine Corps. There is no
reason for a distinction between the Army and Kavy. Ko alien should
bjB accepted for continuous service, and no man above the age of thirty-
five, unless he has had previous naval experience. At the end of the
first four years of service he should have an option of taking his dis-
charge or remaining, but failing to take it at that time, his connectioii
with the service should thenceforth be permanent, unless the Depart-
ment should, in its discretion, grant his application for discharge, or
unless he should be removed by sentence of a court-martial. Discharges
in any case should work a forfeiture of all prospective benefits of pay and
retirement. Continuous-service men should be entitled to one month's
leave for each year of service, to be granted at the convenience of the
ITavy Dopartm'ent, and to be cumulative up to four months, which
will be equivalent to the three months' leave now granted for re-en-
listment, and which may be similarly commuted, and a small addition,
of $1 per month or thereabouts, should bo made to the pay of the
various ratings for each completed term of four years' service.

The reform proposed above has been carefully considered, and is be-
lieved to be indispensable to tlie eflicien(*y of the corps of enlisted men.
In no other way will it be possible to obtain for the Navy American
seamen of the required exi)erience and qualilications. The service is
now entering upon a new era, in which the obsolete fleet of eight years
ago is to be replaced by modern constructions, whic^h have been ac-
quired at considerable cost, and arc the produirt of the highest pro-
fessional intelligence and skill. To risk this new lleet in the hands of
mongrel crews, and to diminish, if not destroy, its elllriency for service
by a bad system of manning the Navy, is a shortsighted and foolish
I>olicy that can only result in loss and disaster.

BEPORT OF THE SECRETARY OP THE NAVY. 25

Under existing law (sections 4810, 4813, Eevised Statutes) pensioners
who become inmates of the Naval Home, formerly known as the Naval
Asylam, are obliged to relinquish their pensions during their residence
at the Home. A similar provision formerly existed with reference to the
Soldiers' Home, but it was done away with by the act of March 3, 1883,
which provided that pensioners therein should continue to draw their
pensions under certain regulations. As there is no reason whatever for
this discrimination, which works great injustice to naval pensioners, the
Department recommends the passage of a law placing them on the same
footing with their comrades of the Army.

NAVAL RESERVE.

The question of the creation of a naval reserve demands the early
attention of Congress. This reserve should be composed of ships,
officers, and seamen. I have spoken elsewhere of the necessity of mak-
ing arrangements by which the owners of merchant steamers may be
induced to adapt their vessels to naval use, so that the Government
may employ them as an auxiliary force* in time of war. During the
civil war the number of ships in the Navy increased from 90 to 700,
and the efficiency of this force would have been incalculably strength-
ened had provision been made beforehand for adapting vessels to war
service.

The necessity for a trained reserve of officers and seamen is equally
great. In accordance with the wise policy of American institutions,
the force maintained constantly in the service is small. Any sudden
demand upon this force would compel immediate expansion. Arrange-
ments should be made beforehand to meet this demand.

The numerical strength of our Army is not measured by the standing
force, but by the trained militia behind it. The same should be true
of the Navy. The necessity is even greater in this branch of the serv-
ice, because a naval militia must have a special training to render it
efficient in case of emergency, and it must be drawn from a limited por-
tion of the population.

The subject has already received considerable attention, both in Con-
gress and in the State legislatures. Congress has as yet failed to pass
any law on the subject, but the legislatures of several States, taking the
initiative, have made arrangements for the creation of a naval militia.
In so far as these measures require the co-operation of the United
States Government, I am heartily in favor of giving it. Where station-
ary vessels are desired for puri)oses of gunnery training, I recom-
mend that the Department be authorized to furnish such vessels as
are now laid up, unfit for sea service, to States making provision
for a naval militia, upon their request. Authority should also be given
for the issue of arms, and such legislation should be adopted by Con-
gress as is necessary to give the new system vigor and efficiency.

26 BEPOBT OP THE SECRETARY OF THE NAVT.

NAVY-YARDS.

On the broad question, which arose in the case of the two 3,000ton
cruiHcrs, of the comparative advantages of the two systems of naval
construction, the first in the Government yards and the second by con-
tract with private firms, the Department is firmly of the opinion that
the latter is the best method. The importance of encouraging private
enterprise in this direction and of creating and developing one of the
most valuable and useful industries to which American labor and capi-
tal can be devoted is sufficient to turn the scale, provided that the re-
sults obtained are equally good. The success of the experiments made
thus far in constructing modern ships by contract proves conclusively
that our private works and workmen have the skill and talent to give
the !N"avy as good ships as the world affords.

The recent growth aud extension of the ship-building industry is a
gratifying evidence of the benefits that have come from this encourage-
ment by the Government. The builders have met the demands of the
Department in a large and enterprising spirit. Additional capital has
been invested, workmen have been trained, and materials have been
improved to answer the requirements of the official inspectors, new
processes have become familiar, and one difficulty after another has
been overcome. It may reasonably be expected that as ship-building in
America is gradually improved and cheapened, additional private busi-
ness will be attracted to these growing establishments, until in time
the world's market for ships will be divided between this country and
Europe.

All these advantages are lost by a policy that confines the construc-
tion of vessels exclusively to the navy-yards. Still, it is advisable that
the Navy should build some of its ships. The number of private con-
cerns is so small that circumstances might readily arise which would
place the Department at the mercy of combinations. To prevent this
it must itself enter the field and become at least a possible competitor
with other bidders. Apart from this danger, and supposing that there
were room enough at private yards, which there is not at the present
time, for them to undertake all the large vessels that we need, the Gov-
ernment should have at its command the skill and the plant for build-
ing its vessels occasionally, and for repairing them at all times. For
this purpose its own officers must have practice in carrying out their
designs through all the stages to the finished product.

It is therefore believed that, while the great majority of our new ves-
sels should be constructed by private builders, the Government yards
should also be utilized to a limited extent. If they fail to produce as
satisfactory results as the private buildervS, either in workmanship, in
cost, or in time, those in whose charge they are should be held to a
rigid responsibility. If this is exacted there is no inherent reason why
building in the navy -yards should not be as well done as by any other
process, and at approximately the same cost

REPORT OP THE SECRETARY OF THE NAVY. ' 27

The only naval stations now in ase as constrnction yards are Brook-
lyn, iSTorfolk, Mare Island, and Portsmouth, the last for wooden ves-
sels only. The other navy-yards were closed, as far as construction
and repair were concerned, by order of the Secretary, June 23, 1883,
under the provisions of the act of August 5, 1882.

The Department having taken this action in pursuance of law, the
yards referred to must remain closed uatil the law shall re-open them. It
rests with Congress to decide whether the steps that have been taken
shall be retraced, and the number of places at which vessels may be
constructed and repaired shall be increased. At some future time such
an increase will certainly become necessary. Whether it is needed now
depends primarily upon the rapidity with which Congress desires to
construct an effective navy. At present there are building sites for
eight ships at Brooklyn and jSTorfolk, and for three at Mare Island.
Of the former, five are now occupied. Provision has been made for
supplying these yards with a working plant, which is now in part de-
livered. A further appropriation of $50,000 is required for tools at
Brooklyn. The three construction yards will then have a working outfit
If additional facilities are needed to hasten the construction of the
navy, they may be provided either at Boston or League Island, each of
which presents considerable advantages of situation.

The Boston navy-yard was fitted out several years ago with an ex-
cellent plant for building the old wooden ships. It has the necessary
tools for making boats, furniture, blocks, spars, and other articles of
outfit. It has facilities for building machinery and large tools. The
yard is capacious and possesses substantial buildings, a stone dry-dock,
three ship-houses, and three building slips. The harbor is a fine one
with deep water, and the surrounding population affords an ample
supply of good mechanics. A modern plant for building steel vessels,
sufficient for work on an extensive scale, can be set up at moderate
cost.

The League Island yard has remained since its transfer to the ISTavy
Department largely in an undeveloped state. It has no ship-houses or
building slips, and a considerable part of its acreage, though not over-
flowed, is below the level of high water. Nevertheless the fact is rec-
ognized that it has exceptional advantages of site. It is in the center
of the steel and iron produciug and manufacturing district. In its im-
mediate neighborhooil are some of the largest ship-buildiog establish-
ments of the country. Finally, and of the'greatest importance, it has
fresh water in which to lay up iron and steel ships. In this last respect
it stands alone, and this consideration is of itself sufficient to warrant
its gradual improvement. The yard should therefore be put in such
order as to make it available at least for purposes of repair. The ap-
propriations made at the last two sessions, for a protecting wall and
landing wharf, for filling in and dredging, and above all for a timber
dry-dock costing half a million, which is now in process of construction.

28 EEPORT OP THE SECRETARY OF THE NAVt.

■

clearly indicate that the last Congress had sach an intention. A farther
outlay with the same general object would supply the necessary fur-
naces, tools, and other plant, at a reasonable figure. At some .future
time, as the steel vessels of the l^avj are completed, the use of this yard
with its fresh-water anchorage will become a necessity, and a compre-
hensive plan of development should then be considered.

With a view to determine plans for the gradual improvement of the
League Island yard, a board of officers was appointed jto consider the
question in detail and to make a report to the Department. A second
board was appointed to make a similar report in reference to the
Brooklyn yard, the latter being the most extensive, and on the whole
the best equipped of all the navy-yards: The reports of these boards,
transmitted, respectively, October 14 and November 9, 1889, favor a
large and expensive scheme of development, involving an outlay of
$14,000,000 in the case of League Island and $8,000,000 in that of
Brooklyn. There is nothing at the present time to warmnt such an un-
dertaking. The views of the Department in reference to League Island
have been already stated. All that it now recommends for the ferook
lyn yard is a sufficient appropriation to prevent the destruction of the
property. The insufficiency of appropriations in recent years has per-
mitted the cob-dock to go to ruin, and the wharves and buildings to be-
come dilapidated. According to the report of the board on permanent
improvement, many of the buildings have fallen into decay, and a few
show signs of ultimate collapse.

The same state of things exists at other yards, and has existed for
some time. The Chief of the Bureau of Yards and Docks, Commodore
(now Rear- Admiral) D. B. Harmony stated in his annual report for 1886:

Scarcely a week has passed since I assamed control of this Bureau that reports have
not been received of buildings tumbling down or liable to do so at any moment, roofs
leaking to such an extent as to involve destruction of property, wharves rotting and
falling into the water, and others so defective that they can not be used, water service
defective on account of worn-out pipes, and a complaint of decay that implies gen-
eral destruction.

The small appropriations for the past year have been expended with the greatest
economy, and as much done as was possible with the limited amount to arrest this
deterioration of the Government property, but being so inadequate it has had but
little effect.

The present Chief of Bureau, in his report of the 14th of October last,
tells the same story. He says :

The general condition of the buildings, wharves, and other Government property
is lamentable, and Congress should make sufficient appropriations to arrest the decay
and deterioration.

As stated by my predecessor in his last annual report, in a compari-
son of the naval expenditures for the fiscal yeiirs 1882-84 with those
forl886-'88, considerable reductions were effected bv him in the run-
ning expenses of the Bureaus. Among these reductions was one of
$550,000 for yards and docks. The appropriation referred to by Com-

REPORT OP THE SECRETARY OF THE NAVY. 29

modore Harmony as being so inadeqaate as to have little effect in ar-
resting deterioration is one of the three in which the redaction was ac-
complished. The result is that the present administration of the De-
partment finds itself handicapped by this tumble-down condition of
navy-yard property. In accepting this responsibility it is proper that
the facts should be made known. I propose to adhere rigidly to a policy
of economical administration ; but I do not propose to shirk the task
of keeping the navy-yard property in a decent state of repair merely
for the sake of showing a creditable balance-sheet. The state of things
should be remedied at once, even if it costs money to doit. It will cost
more now than it would have cost if it had been done earlier, and a fur-
ther delay will only involve he&vier expenditure. There is no economy
in such a policy.

The plan which I would recommend is a simple one and involves no
drain upon the Treasury. I shall have occasion to speak elsewhere in
this report of the vast quantity of stores which have been allowed to
accumulate at the navy-yards. These stores amounted in nominal value
on June 30, 1888, to $15,000,000. A large part of them are useless.
So far from decreasing during the fiscal year 1888-'89, the stock on
hand at its close showed a net increase of over $189,000. I recommend
that these useless stores, which are only a source of expense, be sold,
and that out of the proceeds of sales the sum of $550,000, being the*
amount by which the expenditures of 1886-'88for yards and docks were
reduced below those of 1882-'84, be re-appropriated for the preserva
tion of Government property in the navy -yards. It is believed that this
sum, in addition to the regular appropriation, will be sufficient, for a time
at least, to arrest the xieterioration that has been reported by the
Bureau for the last four years.

In compliance with the act approved September 7, 1888, two com
missions were appointed, one ^' to report as to the most desirable loca-
tion on or near the coast of the Gulf of Mexico and the south Atlantic
coast for navy-yards and dry-docks," and the other " to examine the
coast north of the forty-second parallel, * * and select a suitable
site • • for a navy-yard and dry-dock."

The conclusions of the first board, of which Commodore W. P. McCann
is president, have been submitted as this report is going to press, and the
Department has not been able to consider the subject sufficiently to
make the recommendation required by law at the present time. The
board visited and carefully examined all the available sites on the
South Atlantic and Gulf coasts, and recommends the establishment of
a navy -yard at Algiers, on the Mississippi River, opposite the city of
'Sew Orleans. The Navy unquestionably needs a station on the Gulf
or its tributary waters, and the only question is the selection of the
most suitable site. As soon as the subject can receive the attention
.which its importance deserves, the report will be transmitted to Con-
gress with the Department's recommendations.

30 REPORT OF THE SECRETARY OP THE NAVY.

The suggestion thp.t the naval station at Pprt Eoyal, S. C, be pro-
vided with a dry-dock and other necessary facilities for docking ves-
sels is heartily approved.

The second commission, of which Capt. A. T. Mahan was president,
presented, September 15, 1880^ an able and exhaustive report, which is
transmitted herewith. The commission narrowed down their selec-
tion to the shores of Paget Sound ; and among the various sites in that
neighborhood there were two that seemed entitled to special considera-
tion. One of these was upon Lake Washington, a' large sheet of water
lying back of the city of Seattle. The other was at Point Turner, on the
opposite side of the sound. The commission, while stating their opinion
that " a suitable site can be found on the lake," decided in favor of Point
Turner, mainly on strategic grounds.

As Lake Washington has no natural navigable outlet, it could only
be made available by the construction of a canal of some 4 miles in
length. The Commission believe that such a canal can be built, the
only questions being those of cost and expediency, on neither of which
did they feel called upon to express or form an opinion. The Depart-
.ment is therefore without information on this important point. The
advantages of the lake site are a fre^h- water basin, immunity from at-
tack, aud convenience of access to the center of population and of com-
hiercial and manufacturing activity. The second of these advantages
the Commission find equally present at Point Turner. The first and
third are entirely absent, but the Commission consider their force to be
outweighed by the disadvantage, from a military point of view, of a
canal as the only means of ingress and egress.

The Department, in presenting the report, is not satisfied as to the
finality of its conclusions. Upon the military problem involved some
difference of opinion exists among experts, and it is doubtful whether the
strategic side of the question has not been considered too much at the
expense of the industrial. On the other hand, the Department is not suf-
ficiently advised as to the proposed canal to make any recommendations
in reference to it. If, as would seem to be the case, it will be largely used
for commercial purposes, and thus be of great benefit to the city of
Seattle, the cost of its construction should not be borne wholly by the
general Government. In any case, the Department can notj^ecommend
that the canal should be built solely for the benefit of a possible navy,
yard on the lake.

The olyects of a navy -yard are threefold : it may be a construction
yard, a repair yard, or a naval station, or all combined. For a new con-
struction yard the Navy Department has no use. A repair yard in the
Northwest will be necessary at some future time, and the time is not
very far off. Vessels in those waters must not be under the necessity
of going 2,000 miles, to San Francisco and back, to clean their bottoms
or to have slight repairs made. The site for such a yard is unquestion-
ably in Puget Sound, which has all the advantages of favorable posi-

EEPORT OP THE SECKETARY OP THE NAVY. 31

tion, great extent of navigable waters, freedom from dangers and from
obstraction by ice, a temperate climate, a promise of extraordinary de-
velopment, and great natural resources in coal, iron, and timber. A
naval station there is needed now. Apart from the c^nal, the lake site
would probably be the most desirable and also the cheapest, in view of
the possibility, in fresh water, of substituting wood for masonry in the
construction of wharves and docks. Until the Department sees some
prospect of such a canal, however, it can not recommend this site, and
if the canal should not be built, the station should be established at'
Point Turner.

Whatever policy may be adopted by Congress in reference to new
nav3'-yards, or to the reopening of those that are now closed, any ex-
tension of the existing system should be made with caution. The object
of tbe Government at the present time is to get efficient ships and guns,
and every expenditure for material development should be retrenched
unsparingly, unless it tends directly to this result, or is necessary to
keep in an efficient state the working establishment and the Govern-
ment property ashore and afloat. The reduction adopted in 1883 was
a wise policy. The changed conditions of to-day may modify that pol-
icy to a limited extent, but development should come slowly. Navy-
yard officials tend naturally to a magnified view of their wants in the
matter of improving the property in their charge, and do not feel the
restraints which a close margin of profits imposes on a private manu-
facturer. The double character of the yard as a workshop and as a
military post promotes this tendency, and the demands of the surround-
ing community strengthen it and give voice to it in Congress.

The number of military posts for naval purposes is none too large,
but the number of work-shops should be limited strictly to actual neces-
sities. Every increase of this kind draws after it an annual series of
long bills for maintenance. If the door is once opened to large schemes
of so-called improvement, upon official recommendations ably seconded,
perhaps in part induced, by local influences, the Government will soon
find that instead of maintaining its yards for the benefit of the fleet, it
is maintaining its fleet for the benefit of the yards; and enough mill-
ions will in a short time have been spent to build the best navy in the
world, with nothing to show for it but a large number of imposing but
adnecessary shore establishments.

COALING STATION AT SAMOA.

In February last the Department purchased and shipped to. Pago
Pago 1,912 tons of coal. This coal was discharged and stored on the
land leased by the Government.

In pursuance of the act approved March 2, 1889, the Department has
caused surveys of the harbor to be made with a view to the selection
of a Bite for a coaKng station and for the location of the necessary
wharf and store-houses* Bear- Admiral Eamberly , under whose direction

32 EEPOBT OF THE SECEETARY OF THE NAVY,

these sarveys were made, has selected a suitable site, consisting of 121
acres of land. The necessity of establishing foreign coaling stations,
and the increasing commercial importance of these islands, render it
desirable to place this station as soon as possible on a permanent basis*

ORDNANCE.

The number of high-power steel cannon for the Favy completed
to date includes two 5-inch, forty-eight 0-inch, eight 8-incb, and
three 10-inch. During the past year twenty-one 6-inch guns have been
finished at the Washington navy-yard, three at the West Point Foun-
dry, and three at the South Boston Iron Works. Besides these, nine
guns are in course of construction.

The material for several guns has been received from the Bethlehem
Iron Company, and the Bureau has begun the manufacture of four of
them for the Baltimore and two for the Charleston, These are the largest
and most powerful guns ever made from steel produced wholly in the
United States. Two lOinch guns bave been completed, making three
now ready for the armament of the Miantonomoh, Designs have been
made for the 12.iiich guns, of which four are to be mounted on the Puri-
tan and two on the Texas,

Experiments continue to be made with promising results with a view
to peilecting carriages, fuzes, primers, and the various classes of pow-
der. The question of projectiles is still in an unsatisfactory state. The
cast-steel common shell so far furnished fail to show sufficient resist-
ance to disrupting strains caused by their passage through steel plates
such as are used on the sides of unarmored vessels. In armor-piercing
shells we are far behind foreign manufacturers, the projectiles breaking
up after striking or entering the target. In order to induce American
manufacturers to produce better results, proposals have been invited
for projectiles to the amount of $200,000.

Of the ninety-four Hotchkiss guns contracted for, seventy-seven bave
been delivered, all of which, together with their ammunition, have been
manufactured in the United States. The Maxim automatic machine
guns having undergone a satisfiujtory test, negotiations with the com-
pany have been entered into for the supply of sixty-six guns of this
type of American manufacture. The domestication of their manufact-
ure in the United Stat«is is now assured, and thus an important gain
has been made to the producing capacity of the country.

The Bethlehem Iron Works have completed their gun-forging plant,
and the 120-ton hammer to be used in forging armor-plates has made
good progress. The plant erected at the works is of 8ui)erior character
The first gun-forgings were delivered in June last, and it is thought
that every endeavor will be made by the company to hasten all the
forgings contracted for.

The gun-factory at the Washington navy-yard, under the direction of
Commander William M. Folger, has made extensive progress during the
year. The 25-ton and 40-ton cranes are working satisfactorily, and

EEPORT OP THE SECBETARY OP THE NAVY, 33

have shown their gi*eat nsefalness. The 110-ton crane is nearly com-
pleted. All the boilers, and the engines, with one exception, are in
place, and a large number of the machine tools are erected and run-
ning. The powerful tools for the manufacture of the heaviest guns are
still to be procured, the offers thus far made on bidders' designs having
been excessive in price, and the Department having therefore decided
that it would call for new bids on its own designs. The completion and
installation of the extensive plant for the gun-factory have somewhat
exceeded the original estimate, and a further appropriation of $145,000
is asked for. The importance of this work justifies the expense, and it
is believed that whto the plant is completed, the United States will
have a gun-factory as well equipped and as efficient as any in the world.

NAMING, BATING, AND OOlSMAND OP VESSELS.

The laws relating to the naming, rating, and command of vessels
(llevised Statutes, sections 1529-1531) should be amended to conform
to modern conditions. The classification in the statutes relates to the
types of thirty years ago, and not only does not apply, but is impossi-
ble of application, to modern ships. According to section 1530, which
prescribes the ratings, steam-ships of forty guns or more are classed as
first-rates; those of twenty guns and under forty, as second rates; and
all those of less than twenty guns, as third rates. We have not now,
nor are we likely ever to have, a first-rate ship, as described by the
statute, and it is doubtful whether such a vessel can be said to exist in
any of the navies of the world. The only classification which can prop-
erly be applied at the present day is that made on the basis of dis-
placement.

The law limiting details for command to certain specified grades is
also nnsuited to the conditions now prevailing. It .is therefore recom-
mended that the la^ be repealed and that the war ships of the Navy,
of whatever type, be hereafter classified as follows : First class, of 5,000
tons displacement and over ; second class, of 3,000 or more and below
5,000 ; third class, of 1,000 or more and below 3,000 ; fourth class, under
1,000 tons.

It is recommended that the following rule be adopted for the naming
of vessels:

Battle-ships, after the States of the Union; cruisers, after the cities;
coast defenders, armored, after important events or names connected
with the history of the United States ; coast defenders, unarmored,
after rivers of the Union. Vessels of special classes should be given
names appropriate to the service for .which they are intended.

SHIPS IN COMMISSION.

The North Atlantic Squadron is commanded by Kear-Admiral Ban-
croft Gherardi, who succeeded Rear- Admiral S. B. Luce February 13.
The squadron at present consists of the OaknUj Kearmrge^ Dolphin^ and

34 BEPORT OF THE SECRETARY OP THE NAVY.

Tantie^ the Atlcmta having for a short time been employed with it, the
Pensacola having been detached for other dnty, and the Ossipee pat out
of commission. The Kearsarge was detailed to this squadron upon her
return from the South Atlantic Station, with the crew of the Tallapoosa.
The Yantio recently sailed for the West Indies, conveying Lieatenant
I^orris and party, who will be engaged in the telegraphic determination
of longitudes.

Owing to the unsettled condition of affairs upon the Isthmus, and to
the Hay tian revolution, these vessels have been stationed during most of
the year in West Indian waters. Their presence at Port-au-Prince upon
several occasions brought about a prompt and equitable arrangement
of misunderstandings which might otherwise have resulted in long and
tedious controversies, the principal of these occasions being the seizure
of the steamer^ Haytian Republic and Ozama for alleged violation of
the blockade. The negotiations which resulted in the release of the
vessels reflected credit upon the oflBcers concerned.

A riot having been reported on the guano island of Kavassa, where the
Navassa Phosphate Company, an American concern, is operating, the
flag-ship Galena was dispatched to that place and secured nine of the al-
leged ringleaders, who were brought to Baltimore and turned over to
^ the Federal authorities.

The Pensacola sailed in October for St. Paul de Loando, on the west
coast of Africa., taking out the expedition for the observation of the
total eclipse of the sun, December 22, 1889, in pursuance of the act of
March 2, 1889.

The Department having been advised that three men had been left by
the American schooner Anna on the uninhabited island of Arenas Gay^
and were likely to perish by starvation, the Ossipee was sent there and
rescued the two survivors.

The South Atlantic Squadron continues under the command of Act-
ing Eear- Admiral James H. Gillis, and consists of the flag-ship Bich-
mond and the Tallapoosa, the former having been assigned to this sta-
tion within the year. The Sicatara was detached and ordered to the
Asiatic Station via Madagascar, where she assisted in procuring the
arrest and trial of the master i>f an American schooner, who was
charged with the murder of the TJ. S. consular agent at Andakab6.

The Alliance^ having completed her cruise, was detached, ordered
home, and put out of commission.

The Asidtic Squadron is commanded by Eear-Admiral George B. Bel-
knap, who assumed command April 4, his predecessor, Eear-Admiral
llalph Chandler, having died suddenly at ilong-Kong, February 11.
The vessels composing the squadron are the flag-ship Omaha, the Marion^
Monocacy, Palos, and Sicatara, the Essex having returned home upon
completing her eomniission.

The Pacific Squadron continues under the command of Kear-Admiral
L. A. Kimberly, and consists of the Mohioany the Adams^ Alerty Nipsie^

REPORT OF THE SECRETARY OP THE NAVY, 35

Pintay IroquoiSj and the store-ship Morumgahejfl. The Trenton and Va/f^
dalia were wrecked in the harbor of Apia on the 16th of March. The
Nipsic was beached at the same time, but afterwards got afloat^ and
although she had lost her rudder and smoke-pipe, and was otherwise
badly injured, she was repaired and fitted for the voyage to Honolulu*
Here permanent repairs were made and the ship rendered fit to con-
tinue her cruise. Much property was saved from the wrecked ships by
their crews, who were thus given occupation until they could return to
San Francisco. The correspondence relating to the disaster at Samoa
will be found in the Appendix.

The political uueasiuess in the Hawaiian Islands renders the presence
of a ship at Honolulu a necessary precaution, and one has therefore
been kept at that point.

The European Squadron was under the command of Acting Bear-
Admiral James A. Greer until the 24th of June, when he was ordered
home. The Lancaster and the Quinnebaug were detached upon the
completion of their commissions, leaving the Enterprise^ under Com-
mander B. H. McCalla, the only vessel on the station. The Enterprise
was temporarily employed on the east coast of Africa, to investigate
the case of the American schooner Solitaire^ alleged to have been en-
gaged in the slave trade, and to protect the lives and property of Amer-
ican citizens npon that coast, which were thought to be in danger from
the natives.

Squadron of evolution, — The completion of a snf&cient number of new
ships enables the Department to form a squadron of evolution. The
squadron, composed of the Chicago^ Boston^ Atlanta^ and Yorktown^
sailed from New York November 18, for Europe, under the command
of Acting Bear- Admiral John G. Walker, and with the addition of the
Enterprise will constitute the United States naval force on that station.

The Training Squadron consists of the Jamestoton and Portsmouthjhotli
of which have made the usual summer cruise, the latter having also
made a cruise to the West Indies last winter. The Saratoga has been
thoroughly refitted, in pursuance of the acts of June .20, 1874, and July
26, 1886, and turned over to the State of Pennsylvania for use as a naut-
ical school ship at Philadelphia. •

Special aiui detached service. — The Despatch^ Banger ^ Michigan^ and the
Thetis continue on the same service as during last year. The Thetis has
made a cruise to the Arctic, rescuing three of the survivors of the Amer-
ican whaling bark Little Ohio^ and one of the crew of the bark Ohio
Second^ the former wrecked on Point Hope on October 3, 1888, and the
latter at Nanwak Island, Behring Sea, on June 6, 1889.

DISASTER AT SAHOA.

The severest disaster which has befallen the Navy in recent years
took place at Apia, Samoa, on the 16th of March, 1880. During a hur-
ricane on that date, two vessels, the Trenton and Va/ndalia^ were totally

36 REPORT OF THE SECRETARY OF THE NAVY.

wrecked, and the Nipsic \wii8 run on shore to save her from destrao-
tion. Capt. 0. M. Schoonmaker, Paymaster P. H. Arms, Lieut. P. E.
Sutton, U. S. Marine Corps, and Paymaster's Clerk John Boche, and
46 enlisted men lost their lives in the performance of duty. The re-
port of Eear- Admiral Kimberly, commanding the Pacific station, shows
that nothing that skill or experience could suggest was left undone
to avert the catastrophe, but the vessels, with old-fashioned engines
and defective steam-power, were wholly unable to withstand the fury
of the hurricane. The loss of the Trenton and Vandaliaj two of the best
of the old wooden fleet, is a serious blow to the I^avy in its present con-
dition. They were abandoned on the 7th of July, after much of their
armament and equipment had been saved. The ^ip^io proceeded to the
Sandwich Islands, where she has since been repaired and fitted for act-
ive service. The escape of the British ship Calliope, by steaming out to
sea in safety during the hurricane, illustrates the value of high-power
engines in war vessels. ^

The gallantry and fortitude displayed by Eear- Admiral Bamberly,
his officers and men, at the time of the disaster, were such as to call
forth the warmest commendations of the Department.

The natives of Samoa rendered valujible assistance in the rescue of
life and saving of property, and their efforts have been suitably re-
warded. Much suffering was caused among them by the destruction of
their crops by the storm, and Eear-Adniiral Kimberly was authorized
to issue rations to them from the store-ship Monongahela^ thea at Pago
Pago.

The Department authorized the charter of a steamer in Australia to
convey the survivors to San Francisco, where they arrived on the 20th
of May, with the excei)tion of a few ofiicers and men who were detained
at Apia to look after American interests until the arrival of another
vessel.

The heavy expense involved in the transportation home of the
wrecked crews, amounting to about $50,000, should be made the sub-
ject of a special appro))riation, instead of being charged as a deficiency
against the miscellaneous and contingent funds.

NAVAL WAU COLLEGE.

Kecent legislation and administrative re;^ulation have so complicated
the situation of the Naval War College at Newport, R. I., that the
Department does not i'oel justified in undertaking the construction of
the building authorized March 2, 1889, until Congress shall have ex-
pressed itself more definitely on tlie (luestion of* site.

The Dei)artmont feels no doubt, however, as to what that site should
be. Goat Island lias a restricted si)ace, whic^li is already sufliciently
taken up. The Navy has only a ri^ht of temporary occu])ation on the
island, which may determine at any time. Under these circumstances,
it is recommended that no additional buildings be jJaced there. On

REPORT OF THE SECRETARY OF THE NAVY. 37

the other hand, Coaster's Harbor offers an excellent site, with abandanc^
of room, and it can be i*eached by land. It belongs to the Navy, and
it should ultimately be the headquarters of all the consolidated nava
establishments at Newport.^

The present condition of things, in which the college is made a sort
of appendage to the Torpedo Station, under the Bureau of Ordnanoe,
should be corrected. It is attaching the greater to the less. The work
of the Bureau of Ordnance has no connection with that of the War
College, and uo reason can be assigned for placing the college under
that Bureau. Torpedo instruction should be a part of the training
given in the science of war, but the school at which this training is
undertaken should not be a torpedo school with a subsidiary course in
naval strategy. Ultimately, all the educational establishments at
Newport should be placed under a single officer, and the consolidated
establishment, like all others pertaining to education, should be under
the Bureau of Navigation.

For the present, the Department has only to recommend that the
building for which appropriation was made at the last session be placed
on Coaster's Harbor, and that the appropriation be made under the
head of '* Bureau of Navigation."

The War College is unquestionably one of the most important institu«
tions connected with the Navy. Its establishment, in 1884, represented
a marked advance in naval development. Its work, even in the re-
stricted sphere to which it has hitherto been confined, has been of im-
mense benefit to the service, and it is of the highest importance that
nothing should be done that will in, any v^ay interfere with its efficiency.

ORGANIZATION OP THE DEPARTMENT.

Under the authority conferred by section 419 of the Eevised Statutes,
which provides that " the business of the Department of the Navy
shall be distributed, in such manner as the Secretary of the Navy shall
judge to be proper and expedient, among the following bureaus : First,
a Bureau of Yards and Docks," etc., I judged it proper and expedient
to distribute anew certain branches of Navy Department business
among the bureaus, and to that end issued a general order June 25,
1889, which order has subsequently undergone certain slight modifica-
tions.

At the time of my entry into office, and until the date of this order,
the Navy Department, while it had the supervision of eight bureaus
chargetl with special branches of manufacture or of supply of materials,
contained no single office upon which devolved the detailed administra-
tion of the working establishment. The details of construction of ships
and engines, of accounts, of the care of health, of the manufacture of
guns and other articles of equipment were fairly provided for, but the
details of administering the Navy, as an existing force, its vessels in
commission, its officers and its crews, were scattered, without system

38 REPOET OF THE SECEETAEY OF THE NAVY.

or coherence, among a variety of offices, bureaus, and boards. The as-
signment of officers to duty and, to a limited extent, the movements
of shipsin commission, were in charge of an J^ office of detail,^ at the head
of which was the chief of the Bureau of Navigation, which Bureau was at
the same time supplying compasses, chronometers, and navigating in-
struments, electric-light plant, ship's libraries, and other miscellaneous
articles. The enlistment and assignment of seamen belonged to Equip-
ment, which was also engaged in the supply of another list of miscel-
laneous articles, and in the manufacture of cordage, galleys, chains,
and anchors. The direction of gunnery i>ractice by sliips in commis-
sion was in charge of Ordnance, whose all-important duties in provid-
ing the Navy with a modern armament left little opportunity for super-
vising the occupations of vessels at sea. The examination of these
vessels on their return from a cruise was the duty of a board of inspec-
tion which was not associated with any bureau. The training of of-
ficers and men was in part conducted independently by the Naval
Academy, and in other parts assumed by Navigation, Equipment, and
Ordnance. To all these fragments of authority there was no central
Unity of direction, except such as could be given by the personal atten-
tion of the Secretary, to the exclusion of that broad and general super-
vision over all executive business which is required by a department as
comprehensive as the Navy; and cases were not infrequent where a
ship received simultaneous orders from three separate bureaus which
were so directly contradictory that it was impossible to execute them.

With the obsolete vessels that until recently composed the whole
naval establishment, the need of reform was not so apparent, since no
mere syst^em of administration could secure efficiency in a worthless
fleet ; and in view of the coming reconstruction of ships and armaments,
any new regulations would be largely provisional. For this reason,
the main eflfort of the Department for some time past has wisely been
directed to supplying its most pressing wants. With the acquisition
of modern ships and guns, however, as was pointed out by my pre-
decessor, reform became an administrative necessity.

The plan adopted is that which would be dictated by common sense
In the management of any business concern, namely, to put the details
of the working establishment in one office, and to separate from that
office the details of construction, manufacture, and supply. The fleet,
including vessels, officers, and seamen — training, assignment, enlist-
ment, inspection, and practice — falls under the Bureau of Navigation,
while miscellaneous branches of equipment, and the supervision of sub-
ordinate offices connected therewith, or engage<l in investigations not
pertaining to administration proper, fall under the Bureau ot Equip-
ment. The llydrographic Office, which would naturally be grouped
under the latter class, is placed by the statute under the Bureau of
Navigation, with which it has no logical connection, and it is therefore
recommended that the law (section 431, Kevised Statutes) be so amended

REPORT OF THE SECRETARY OP THE NAVY. 39

as to admit of its transfer to the Bnreaa of Equipment. Incidentally,
the order also included the consolidation of branches of similar
work which had grown up in diflerent bureaus. Thus, electric lighting
in general was under Navigation, and the supply of electric search-
lights under Ordnance — a manifest absurdity, which has been corrected
by placing all electric lighting where it properly belongs, under Equip-
ment. The change has already produced the most beneficial results,
and only requires this slight modification of existing law in reference
to the Hydrographic Office to become a complete and homogeneous
systejn.

Another change of equal importance was made by this order. As
already suggested, the work of the Navy Department for some time to
come must consist largely in the design and construction of modern
vessels. Upon assuming charge of the Department I found that this
work, so important, so complex, and involving such heavy expenditure,
was conducted in much the same manner as the management of the
working establishment — by separate bureaus acting independently and
with no unity of direction except what was given by the Secretary him-
self. In the old days of sailing ships the constructor was rightly placed
in charge of the whole vessel, for he built the whole vessel. There were
no engines, and the battery had no influence upon the construction of
the ship otherwise than as an article of heavy furniture. Now the con-
structor builds only the hull. The vital forces of the ship are given to
her by the engineer. The hull can not be built until a definite conclu-
sion has been arrived at as to the weight and disposition of the machin-
ery, and that in turn, as well as the design of the hull, must be con-
sidered with reference to the weight and disposition of the guns. To
attempt to reach a conclusion by means of three co-ordinate bureaus
working independently, without unity of direction, and without any
established organization by which differences may be harmonized and
an agreement reached, must produce delay, confusion, changes of plan,
and additional expense.

To remedy this serious defect the only plan which the law admitted
was adopted ; and it was provided in General Order No. 372 that the
chiefs of the Bureaus of Yards and Docks, Ordnance, Equipment, Con-
struction, and Steam Engineering should constitute a board having
general supervision over the designing, constructing, and equipping of
» new ships for the Navy. The order brings together for consultation all
the chiefs of bureaus who are concerned in the design and construction
of the ship, her engines, battery, and equipment. Th^ general plan of
such designs must be agreed upon and a harmonious conclusion thus
arrived at by all the independent agencies concerned before the detailed
work is undertaken. Eesponsibility for delay can be placed at once
where it belongs. It Is not possible to say any longer that one bureau
is waiting for another to reach a conclusion. Conclusions must be
reached, and promptly reached, by the board.

40 EEPOET OF THE SECRETARY OF THE NAVY.

In this connection I would suggest the propriety of a change in the
name of the Bureau of Provisions and Clothing, which designation
represents very imperfectly the functions of the Bureau. It i^iight
properly be called the " Bureau of Supplies and Disbursements.'' The
words " and Eecruiting" should also be dropped from the designation of
the Bureau of Equipment and Recruiting.

It is recommended that authority be given for the appointment of
assistants to all chiefs of Bureaus, in the manner now provided for the
Bureau of Medicine and Surgery (Rev. Stat., sec. 1376).

The reports of the Bureaus, and of the Naval Academy, Naval Obser-
vatory, and Hydrographio Office, annexed hereto, will be found to
contain many important and valuable suggestions.

ESTIMATES AND APPROPRIATIONS.

■

As was predicted by the Secretary in the annual report for 1883, the
policy adopted at that time of discontinuing repairs on the old wooden
vessels, and removing them gradually from the list, has brought about
a material reduction in the ordinary expenses of the Bureaus of Con-
struction and Repair, Steam Engineering, and Equipment. The extent
of this reduction is reported by my predecessor. In furtherance of the
policy of retrenchment thus initiated, it has been found possible to re-
duce the estimates for the support of the naval establishment, which
are transmitted herewith, $1,168,023.95 below those ])re8ented by the
Department last year.

As appears from the report of the Bureau of Equipment, the general
appropriation of that Bureau was practically exhausted on the 1st of
March last. All work on equipment of vessels fitting out was therefore
stopped, and a large proportion of requisitions for necessary supplies
was disapproved, great embarrassment to the service resulting. Not-
withstanding these retrenchments, the necessary expenditures, many of
which, being for vessels on foreign stations, were beyond the control
of the Department, resulted in a deficiency of over $100,000.

The practice of appropriating an amount too small to keep up the
work of the Department, and then working off in advance the appro-
priations of the next year by a provision in the annual bill that they
"shall be immediately available'' to cover deficiencies in the current
year, will place the Department under the disagreeable necessity of ask-
ing for a new deficiency appropriation before the year is ended. The ,
general appropriation for the Bureau of Construction, under the head of
" Preservation and repair of vessels," for the year now current, was
reduced in this manner $150,000 before the year began, and it must
therefore be supplemented by a new appropriation early in the ses-
sion, unless the current work is to come to a stop.

A deficiency for the past fiscal year also exists in the appropriation.
" Pay of the^avy," which is stated by the Fourth Auditor of the Treas-
ury to have been " partially caused by the payment out of that fund

REPOET OP THE SECRETARY OF THE NAVY. 41

of claims settled, under recent decisions of the Supreme Court, for lon-
gevity and for service on board receiving-ships."

There will also be a small deficiency in the appropriation " Pay mis-
cellaneous, 1889," due to the causes which produced a similar deficiency
last year, and which were thus explained by my predecessor in his an-
nual report :

The expend it nres nnder this head pf appropriation can not always be controlled
and kept within the amount specifically appropriated, as from it are paid all travel-
ing expenses of officers or others on public duty, and the travel performed is depend-
ent upon the necessities and requirements of the service.

The Department would call attention to the disadvantages of limit-
ing, by act of Congress, the cost of vessels of specified requirements.
It may be suitable in theory, but it works badly in practice. The sum
named is necessarily conjectural to a large extent, and may be wide of
the mark. After the type has been decided on, some particular feature
of the design, involving a small excess over the limit, may make the
difference between the efftciency and the ineflftciency of the ship. An
improvement not in itself expensive, yet which may be enough to turn
a second-rate into a first-rate ship, may thus be prevented by the fixing
of a limit. If the limit is too high it draws bidders np to it, if too low
it postpones the contract to the next 'session of Congress. The con-
struction of the Newark was delayed a year and a half pending a refer-
ence to Congress for an increased limits More recently, in the case of
the two 3,000-ton cruisers (Nos. 7 and 8) the cost had been limited to
$1,100,000, and the act authorizing them required that they should de-
velop a speed of 19 knots. The lowest bid was $125,000 in excess of
the prescribed limit, and the Department being thus compelled to delay
the work, or to do it in the navy -yards, adopted the latter alternative.
It is therefore desirable that the act should appropriate for a certain
number of ships, aiiid Indicate their type and general characteristics,
leaving the Department to award contracts to the lowest responsible
bidder.

In considering the economical administration of the Navy Depart-
ment, a distinction must be drawn between the fixed charges, such as
the pay of the Navy and Marine Corps, the charges for improvements
authorized by statute, and the running expenses. The first are practi-
cally outside of departmental control. The second class includes appro-
priations based to a certain extent upon the Department's recommenda-
tions, but fixed in amount by Congressional action, prescribing certain
specific works. These are the appropriations for the increase of the
Navy, which are kept distinct from all others. A similar distinction,
which has not hitherto been very carefully made, should set apart the
expenses foi: permanent improvements at the navy-yards, and put them
under this head. The third class includes the ordinary expenses of the
eight bureaus and the miscellaneous and contingent funds. It is in this
class, amounting to something like five millions a year, that careful
administration is most necessary to secure economical results.

42 REPORT OF THE SECRETARY OP THE NAVY.

In the last class of charges, most of which are under the detailed admiu-
istratiou of the bureaus, the Department intends to limit expenditures to
the actual necessities of an efficient navy ; but it believes that a navy,
to be efficient, must be, to a reasonable extent, in a condition of readi-
ness for war. The reduction in expenditure which followed the adop-
tion of a fixed limit of repairs on wooden vessels may be maintained,
in nearly all directions, until the wear ^nd tear of service shall make
repairs necessary to the new fleet, which it is to be hoped will not be
for some time to come. On the other hand, one important item, that of
coal, will necessarily show a large increase, as many of the new ships
have little or no sail power, and all will be heavy coal consumers. This
is a drain that must be met. A modern navy requires fuel no less than
a railroad. It is the life of the cruising ship, and the cruising^ ships are
the life of the whole establishment. Without a considerable increase,
and that at no distant day, in the supply of coal, the new navy will
stop running.

The following is an exhibit of the estimates of the Department proper
and the several bureaus :

Department proper:

Pay of the Navy - §7,656,312.00 '

Pay, misceUaneous 240,000.00

Contingent, Navy 7,000.00

$7,903,312.00

Bureau of Yards and Docks 1,796,836.32

Bureau of Navigation :

Proper $164,900.00

Naval Academy 281,617.45

446. 517. 45

Bureau of Equipment and Recruiting.... 1,128,625.00

Bureau of Ordnance :

Proper $279,224.00

Increase of the Navy 3,971,500.00

Gun plant, Washington navy-yard 145,000.00

Submarine torpedo-boat 150,000.00

4, 545, 724. 00

Bureau of Construction and Eepair :

Proper $1,194,972.50

Increase of Navy .4,000,000.00

5, 194, 972. 50

Bureau of Steam Engineering :

Proper $1,000,070.00

Increase of Navy 1,120,000.00

2, 120, 070. 00

Bureau of Provisions and Clothing 1,350,392.53

Bureau ot'Mcdicine and Surgery 159,500.00

Marine Corps :

Pay department 8607,492.27

Quartermaster's department 2r>5, 811. 72

953, 303. 99

Total 25,699,253.79

EBPOBT OP THE 8ECBETART OP THE NAVY. 43

Appkopeuatioks, kxpendituses, and balakcks, fiscal ybar KNt>iMa Jusic 30, 1889.

Hsadi of ■pproprUtlnD.

P»rofthflN»ry

Tky.miiicelluiMDa

CoDitiiireDt,lJ«Ty

T»y ortlie Harin* Carpi

Ksrlor Corpat

PrOTlBioilB

Clolhing

Fm!

MmtairnoTH

TruupoTtAtiDQ uid nemitlD^, .

Kejuln oflwmoki

Bira of qnuton

QoDtlbgCDt ------- _---....

f 17, Ninl Acadnnj

Kaval AodviBT:

Sperlal oouTss

RepsliB

BHtlnKiiadUshlintt

Uabriila ,

SDudDfTitKiin

UiacUuwDs

ClvU «Ubllihidrtii.iHTteKK»i

Bb™1 Vtx CnUeae

Ordnance iDd orduuma sMna .

Ordnaoca:

CUII mlablUhiDsit

Torpada L'oip*

EqiiipBii'iilaf vunrli

BqulpmrDt anrl neruiUDff:

TraoipoTtadon aad rvonitlnc.*'

LiTJI C!itAUi»hmtDt

Ctnlln^rKDi

Kvnl UbIbUiK "lalloo, OouUtr**

Ttarbn lalAud, K. I

JfaJBlmaDfc, j aula and dock*

Tard«BBdOoelu:

Ciril MUlilIabmaBl

ConttiiitMiI

Xfpalra ami ptnariBtkn at saTy-

VaTal Aayluni. PhUaddpbia, Pa---.

Modiinl DgpaitmenC

Kara) Boapltal fund

63.lfU.05

18. MO. 00
lU.TWSO

I!. ML 00
ID.TSO.OO

■.500.0a

D.SbO.M
10. 000.00

ao.Doaoo

11.KU.O0

l^ouo.l>o

t5.M5.378.OT

SO5,t03.OS

1,»4.38

Del. 371. 42

GS.Ml.SS

10, 733- SO

i3,su.co
0,500.00

B, 900. 00

M, 1.80. 09
103.700.00

3.130.30

16, 4M. °0

l.S70.i3
I.32S.S1

770. Z3

ssa.os

1.900.00
20. 110. W

B4.:)M.a

ani.ss

33S,DeT.01

11. 000.08
JS.W7.M

*,0I1.3B
47. US. SO

B,We,08

s,Ms.e2

11I,M3.2»
2,410.90

B7.00
94.00

a,03SL«8

08.70
2,228.45

28,810.S7
30,110.05
1.102.27

EEPOBT OF THE SECRETARY OP THE NAVY.

Appropriations, expexditurks, and balances, etc. — Continned.

Heads of Appropriation.

Appropriations

for flRcal year

endlDg June 80,

1889.

Medicine and Snrgery :

Repairs

Contingent

Provisions, Navy

Provisions and Clothing :

Civil establishment ..,...»

Contingent

Construction and, Repair

Civil establishment, construction

and repair. ;

Steam machinery ,

Steam Engineering :

Civil establishment

Pontingent

$25, 000. 00

25,000.00

1,066,000.00

67,287.56

80,000.00

825, 000. 00

20.162.01
605,000.00

17,018.63
1,000.00

12, 028, 624. 58

Amount drawn,

fiscal year
ending June 30,

•Issa.

Balances

undrawn, June

30.188a.

$16,411.14

19, 33L 60

681,21&17

•

65,510.39

27,840.00

75i,26&.99

19,924.95

540,505.78

16; 923! 18
844.71

10,437,002.57

$8 588.86

5,668.40

384,781.83

1,777.17

2,659.10

70, 734. 01

237.06
64,494.22

95.50
155.29

2,490,722.01

Balances
undrawn Octo-
ber 81, 1889.

$2,290.51

10,785.24

2,611.45
30L96

41,205.78

558.69
25,262.87

857.84
65.04

1,027, 344.09

As will be seen from the foregoiog exhibit —

The amoant of appropriations for the fiscal year 1889, ii^cluding |2,500
bj appro]i>riatioii warrant No. 10, for transportation and recruiting
Marine Corps, 1889 ; also $117,000, which was by appropriation war-
rant No. 13 transferred from ordnance and ordnance stores of said
year; $12,000 to "ammunition for the Vemviu^^ and |105,000 to
** modern guns and ammunition," was $12, 928, 624. I>8

Drawn by requisition to June 30, 1889 10,437,902.57

Balance undrawn July 1,1889 2,490,722.01

In hands of disbursing officers, June 30, 1889 307.034.37

2, 797, 7.56. 38
Drawn by requisition from July 1 to October 31, 1889 1, 463, 377. 95

Drawn by requisition from November 1 to November 21. 1889,

Due from p«iy of the Navy to oflicers and men. $680,482. 19

Due from pay of the Marine Corps to officers and men ... 47, 200. 64

1, 334, 37a 43
171, 192. 34

1, 163, 186. 09

727,682.83

Available balance

435,503.26 •

This baljftice will be decreased by liabilities incurred during the fiscal
year 1889.

SALES OF GOVERNMENT PROPERTY AND VESSELS.

As will be seen from the detailed statement given in the appendix,
the total amount deposited in the Treasury from November 1, 1888, to
November 1, 1889, fus receipts from the sale, at public auction, of con-
demned property pertaining to the Navy and Marine Corps, from sales

REPORT OF THE SECRETARY OP THE NAVY. 45

to other departments of the Government, from rents, interest, and pre-
miams on exchange, was $87,372.18, inclading $16,000 proceeds of the
sale of condemned vessels, which was covered into the Treasury by my
predecessor. Of the total amoant, $27,835.06 were carried to the credit
of the proper appropriations and $59,537.12 covered into the Treasury
in pu^rsuance of law.

The sales at Norfolk in September last of old materials condemned
by statutory board, under the provisions of the second section of the
act of August 5, 1882, have not yet been reported, and are therefore
not included in the above total. They will net about $15,000.

Ko sales of old vessels have taken place during the year. In pursu-
ance of the act of August 5, 1882, the Juniata and Quinnebaug have
been stricken from the Navy Register as " unfit for further service,'^
and in pursuance of the act of March 3, 1883, have been appraised.
The sum of $940.47, being the balance on hand of -proceeds of sales of
old vessels, transferred to me by check on my entry into office, has
been covered into the Treasury.

The tug Pilgrim which was condemned and offered for sale in 1886,
but for which no bids were made, was re-appraised July 6 last, and will
shortly be re-advertised for sale.

Of the other wooden vessels the Lancaster has been recently sur-
veyed and ordered to be repaired for use as a gunnery ship. The Brook-
lyn was also ordered to be repaired, but upon opening her up was found
to be badly decayed, and a resuf vey has been ordered which will prob-
ably result in her condemnation. The Osaipee has been surveyed, and
as it will cost $100,000 to repair her, including new boilers, it has been
decided to remove the old boilers and use her as a sailing ship for the
instruction of apprentices.

On the 1st of March last the Department had directed the sale of the
Monocacyy in accordance with the recommendation of a board of survey.
The sale was advertised to take place May 13. On May 7 the Depart-
ment suspended the sale and ordered a resurvey. The board found
the vessel was worth repairing, and that the repairs could be made at a
^^asonable cost As a vessel of this class is indispensable for river
service on the Asiatic station, and as the repairs, amounting to a little
over $10,000, would put her in condition for three years, the necessary
order was issued, and the work is now completed.

The returns annexed to the report of the Paymaster-General show
that the stock on hand at shore stiitions of articles belonging to the Navy
June 30, 1889, amounted in value to $16,486,885.24. The largest items
in the list are: Guns and carriages, $4,624,047.23; ammunition and ex-
plosives, $2,292,120.05;, oak timber, $1,721,485.03; paints and chemicals,
$909,558.61, of which about $800,000 is represented by a stock of niter
acquired during or subsequent to the war for prudential reasons ; gun
equipment and implements, $802,214.25; brass, copper^ etc., $541,070.69;
chain, $503,881.03,

46 REPORT OP THE SECRETARY OP THE NAVY.

These stores, which take up valuable space atnavy-yards, and involve
expense for preservation and custody, and a large part of which will
never in any contingency be used, ought to be condemned under the
act of August 5, 1882, section 2, not being such as " can be profitably
used by re-working or otherwise in the construction or repair of vessels,
their machinery, armor, armament, or equipment.'^ The act requires
that all such sales shall be at public auction, a method which is well
adapted for small sales, but which gives opportunities for combinations
of bidders against the Government, where the amounts involved are
large. I recommend that this statute be amended so as to provide for
sales in the discretion of the Secretary, either by public auction as at
present, or by public advertisement inviting sealed proposals, in the
manner now prescribed by law for sales of condemned vessels. •

A copy of the statement of the Fourth Auditor particularizing the
several deposits on account of sales during the year will be found in
the appendix.

MARINE CORPS.

The report of Col. 0. 6. McOawley, commandant of the Marine Corps,
advocates an increase in the number of privates now appropriated for.
The full strength of the force as prescribed by law is 2,500, but the
appropriation allows only 1,600. This number is not large enough for
the work to be done, and as a result the men are overtasked and deser-
tions are frequent. An additional difficulty is caused by the insuffi-
ciency of the appropriations for transportation and recruiting, which
makes it impossible to open recruiting offices in the interior, and thus
to fill up the ranks of the corps. A small addition to the amounts al-
lowed would correct these evils.

CENTENNIAL INTERNATIONAL EXHIBITION AT MELBOURNE.

At the request of the State Department, Lieut. Adolph Marix was
detailed for duty at the Centennial International Exhibition at Mel-
bourne, Victoria, as disbursing officer and secretary of the United States
Commission. He also served as superintendent of the United States
court at the exhibition, and from January 15 until the close of the ex-
hibition, March 31, 1889, he was in charge of the Commission, the Com-
missioner having returned home. The services rendered by Lieutenant
Marix are favorably referred to by the Commissioner.

THE REVENUE MARINE SERVICE.

Tlie recommendation is made by the Board of Visitors at the IS'aval
Academy, that the officers of the Eevenue Marine Service should be
taken from the graduates of the Academy. This suggestion is sound
and timely, but does not go far enough. The extravagance of main-
taining in the United States what are practically two uavies, one for

REPORT OP THE SECRETARY OF THE NAVY. 47

ocean service and the other for coast service, supplied by two naval
academies, one of which discharges half of its papils at graduating,
has at different times been pointed out, and nowhere more forcibly
than in the reports of the Secretary of the Navy for 1882 and 1883.
The report for 1882 says:

In the interests of economy the cbanj^ce snggest^d is desirable. While the Navy-
proper is being reduced the Grovernment is keeping up a revenue navy of 34 cap-
tains, 86 lieutenants, and 65 engineers; in all, 185 officers. Two training-schools are
maintained to do the work of one. The Naval Academy at Annapolis is supplied with
a full corps of instructors/ and every appliance for the training at all times of 335
naval cadets. At the same time, another school is maintained at New Bedford for
the training of Revenue Marine cadets, covering the same ground, only in a limited
degree, and with imperfect appliances. The Revenue Marine cadets receive |900 a
year during their service at the school.

Recent legislation has provided that only apart of each graduating class at Annap-
olis shaU enter the Navy, while the remainder shall be given a year's pay, and
remanded to private life. All these young men, upon whom the Crovemment has
bestowed a gratuitous education, are well fitted for their profession, from which
they are thus excluded ; and by opening the cruising cutter service to these graduates
of the Naval Academy the Gk>veniment will save, at a single ^oke, the whole cost
of a duplicate establishment.

The Department therefore strongly recommends a consolidation of
the coast-guard navy and the ocean navy. It is believed that no prac-
tical diflBculties lie in the way of its accomplishment. The present
Bevenne Marine, composed of some two hundred officers, should be
taken bodily into the naval service and organized as a separate corps,
to be known as the Eevenue Marine Corps of the Navy, subject in all
respects to the laws, and entitled to all the privileges which attach to
the naval commission.

The interests of the existing Eevenue Marine officers being thus
carefully guarded, their employment and emoluments will continue as
at the present time. As vacancies occur at the foot of the list they
should be filled, not by special appointment, but by the temporary de-
tail of junior naval officers, thereby diminishing the number of cadets
discharged each year from the gra<luating class at the Academy. As
the numbers of the Revenue Marine Corps decrease, the number of
junior officers of the Navy employed on the duty would increase, nntil,
in the course of time, the corps would pass away by the operation of
natural causes, such as retirement, death, and resignation.

As to employment, the officers of the Revenue Marine Corps, as long
as it lasted, and those of the Navy supplying the places made vacant
in the cori)S, would perform the duties now incident to the Revenue
Marine. The harbor boats now used by the inspectors of customs,
which do not require a special corps of officers, should remain, as at
present, exclusively under the customs service, as the light-house ten-
ders are under the Light-House Board The cruising cutters, however,
should be officered and manned by a force fully incorporated in the
naval organization.

48 EEPORT OF THE SECEETAKY OP THE kAVY.

The duties of the Navy and Kevenue Marine are identical in general
character, and differ only in their administrative objects. One polices
the ocean, the other the coast. The seizure of smugglers, the only duty
of the Revenue Marine that has direct relation with the collection of
customs, is precisely similar to the duty of naval officers in seizing ves-.
sels engaged in contraband trade in time of war. Other duties of the
Revenue Marine, such as the enforcement of the neutrality laws and
the suppression of piracy and of mutinies in merchant vessels, are now
actually imposed on and performed by the Navy in common with the
sister service.

The rescue of distressed vessels and seamen on our coast is as much
the duty of naval as of revenue officers, and the only reason why the
former do not perform it is because they are not on the coast, or have
no suitable vessels for the service. For the other miscellaneous duties
of the Revenue Marine, such as the enforcement of the laws applicable
to shipping, the prevention of unlawful traffic in fire-arms in Alaska,
and the protection of the seal fisheries in Behring sea, naval offi($ers
are perfectly well fitted. Finally, in time of war both law and custom
sanction the employment of the Revenue Marine in naval operations.

The practical identity of the services lies in the fact that both are
nautical, and both are military. There is absolutely no reason for a
distinction between them, and a consolidation would inure equall3'^ to the
advantage of both ; and it is believed that the officers of both services
would regard the change with favor. The Revenue Marine would be
placed on a substantial footing, absolutely the same as that of naval
officers, and could not fail to find satisfaction in being connected
with the past traditions and future development of the Navy, The
junior naval officers, who would gradually obtain employment in the
cutters, would find the service of great practical benefit, and the knowl-
edge they would thus obtain of the pilotage of our own coasts and har-
bors would be an overwhelming advantage to the Government during
their whole professional career. Finally, in the interests of a sound
economy, the consolidation must sooner or later take place, and the
sooner it comes the better it will be for the country, for the Navy, and
for the Revenue Marine.

It is now eight years since the Navy entered upon its present course
of development. The sixteen years that preceded this period v^re
marked by the reaction and relaxation that naturally follow a costly
and haid-fought war. The turning-point was reached with the begin-
ning of the year 1882, and it is now possible to estimate at their true
value the successive steps by which this eight years' development has
been accomplished. The first was the rigorous limitation of repairs on
the old wooden ships to a small fraction of their cost, and the removal
from the list of those that could not be made serviceable within the
limit. Without this bold and judicious measure the new navy would
not yet have been commenced. The construction of efficient cruisers folt

REPORT OF THE SECRETARY OF THE NAYY 49

lowed at once. The closing of anuecessary yards and the concentration
of work at those remaining in operation was another act of retrench-
ment which opened the way for a more profitable outlay. Ont of it has
grown the Washington naval gnn-factory, a working establishment
second in its way to no other in the world.

The investigations of the Gun Foundry Board of 1883-'84, of the Board
of Fortifications of 1885-'86, and of the special committees of the Senate
and House, combined with the efforts of the Department and the man-
ufacturers, contributed to the same result, and brought about the do-
mestication in the United States of the manufacture of steel armor and
gun forgings, and of machine and rapid-firing guns. The Bureau of
Ordnance, in whose work these converging influences united, has now
begun the supply of high-power cannon of its own design and make,
which are fully equal to similar guns abroad. The construction of war
ships has been continued successfully, the designs increasing in efficiency
with every advance in the science of naval architecture.

A like progress has been made in naval administration. The estab-
lishment of the Office of ^aval Intelligence and the employment of trained
observers abroad in connection with it ; the foundation of the War Col-
lege, which has developed the study of problems of modern warfare in
a manner at once scientific and practical ; the consolidation of stores
and accounts; and, it may be hoped, the introduction of unity of admin-
istration into the management of the fleet and of unity of purpose into
the bureaus concerned in ship design, armament, engineering, and equip-
ment, are important steps in the direction of reform. To these meas-
ures Congress, the Department, and, by no means least, the professional
talent of the service itself, have all contributed. It is a work in which
both the administrations covering the period have had their share, and
the citizens of this country should congratulate themselves that its po-
litical parties, instead of attempting to detract from and belittle each
other's contributions to naval development, are engaged only in a geun
erous rivalry to see which can do the Navy the most good.

Notwithstanding the progress of the last eight years, it must not be
forgotten that the fleet has still only a nominal existence. During the
past year four ships have been added to the list, and seven have been
or will shortly be removed. At no previous time in the present cen-
tury has the country been relatively so powerless at sea. The wooden
ships are a makeshift, and will soon cease to be even that. The old
monitors are worse than useless. The force actually available at the
present time comprises eight modern vessels, of no great fighting power
because of their weakness for defense. The main force has yet to be
authorized. Until the United States has a fleet of twenty battle-ships
with coast-defenders, cruisers, and torpedo-boats in suitable proportions
for efficient defense, and an establishment in such working order, as
to administrative machinery, officers, men, reserves, and vessels, that it
can be brought without delay into effective action, the country can not
jf A 89 i

50 BEPOBT OF THE SISCBETABT OF THE NAVY.

consider that it possesses a Navy ; and a Navy it can never afford to
be withoat.

The true principle for ns to follow is that laid down by President
John Adams in his message of 1800, when he said : << Seasonable and
systematic arrangements, so far as oar resources will jastify, for a Navy
adapted to defensive war, which may in case of necessity be quickly
brought into use, seem to be as much recommended by a wise and true
economy as by a just regard for our future tranquillity, for the safety of
our shores, and for the protection of our property committed to the
ocean."

B. F. Tbaoy,
Secretary of the Navy.

APPENDIX.

HO. 1.— ESTIMATES, GOITrEACTS, ETC., SECBETABTS OFFICE.

EsHmaiea of appropriations required for the service of the fiscal year ending June 30, 1891,

hy the Navy Department,

Detailed objecta of expenditure, akid explanations.

BALABIBB, OFFICB OF 8BCBBTABT OF THB NAYT.

Secretary CFebmary 28, 1889)

Chief clerk. Navy l>epartinent (same act)

Clerk to the Seoretarv (submitted)

DisbnrsinfT clerk (Febraary 20, 1889)

One clerk of class four, in charge of files and records (same

act)

Two dlerks of class fonr (same act)

One stenographer (same act)

Two clerks 01 claM three (one additional, in lien of one

derk of clasn two dropped) (same act)

One clerk of class two tor Inspection Board (same act) . . . .
One clerk of class two, one dropped as above, and one ad*

ditional (in lion of one of class one dropped) (same act) . .
Tout clerks of class one, one dropped as above, and one

transferred from Office of Judge Advocate General (same

act)

One clerk of class one for Examining and BeUring Board

(same act)

One clerk (same act)

One telegraph operator (increase of f200, submitted) (same

aet)

One carpenter (increase of $100, submitted) (same act)
Three messengers, at |840 each (one additional, in Hen

one assistant messenger droppj^) (same act)

Two assistant messengers, at f720 each, one dropped as

above (same act)

Two messenger boys, at $420 each (same act)

One messenger boy (increase of $120, submitted) (same act)

One laborer (same act)

One laborer for Inspection Board of Vessels (name act)

Oie laborer for Steel Inspection Board ( submitted)

NoTB. — The following clerks, appropriated for the Secre*
tary's office for the current fiscal year, have been trans*
ferred and estimated for under other bureaus for the next
fiscal year : Three clerks of class four to Bureau of Navi-
gation; two clerks of class three to Bureau of Navigation ;
two clerks of class two, one to Bureau of Navigation, one
to Offloe of Jtulge Advocate General; one clerk at $1, 000
per aanom to Bureau of Navigation.

COBTDfGBKT EXFKKBB8, HAVT DBPAJmCEMT.

Stationery fbmitare, newspapers, plans, drawings, draw-
ing materials, horses, carnages, freight, expressage,
pottage, and other absolutely necessary exipenses of the
Navy Department and ita various bureaus and offices.
(Approi^ated February 26, 1880)

NoTB.~This estimate is proportioned as follows :
Office of the decretarv of the Navy, including the

offloa of the Judge> Advocate-General $6,000

Bareaa of Ordnance 1,000

Estimated
amountwhich

will be re-

qnired for
each detailed

object of
exi>enditure.

$8,000
2,500
2,250
2,250

1,800
3,600
1,600

3,200
1,400

1,400

4,800

1,200
1,000

2,520

1.440
840
360
660
660
660

Total amount

to be
appropriated
under each

head of
appropriation

$44,340

18,000

Amount
appropriated

for the
onrrent fiscal
year ending
June 30, 1890.

$51,690

12,0t0

52 REPOBT OF THE SECRETARY OP THE NAVY.

Eitimates of appropriatwne required for the service of the fiscal year, cio.-r-Continued.

I>etailed objects of ezpenditare, and explanations.

COKTIKGBXT EXPENSES, NAVY DEPABTMENT^COntinued.

Bnreaa of Yardsand Bocks $750

Bareaa of Provisions and Clothing 1, 800

Bnreaa of Constmction and Kepair 1,000

Bnreaa of Steam Engineering 800

Bareaa of Medicine and Surgery 300

Bnreaa of Navigation, inclnoing the Hydrographic
Office. Navy Department libran^. office of Naval

"War Records, and office of Naval Intelligence 5, 350

Bnreaa of Eqaipment and Recmiting. including the
Nantioal Almanac office. Compass office, and office
of Inspector of Electric Lighting 1, $00

Tbereconstmctionof the Navy necessarily afifects almost
every bareaa and office of the Navy Department, and
creates additional demands npon the contingent f and. An
hicrease of employ68 involves additional outlay for farni-
tore, stationery, and other items of a contingent nature.
The appropriations heretofore for this purpose have been
totally inadequate, not meeting prdssing needs.

PAT OF THE NAVY.

For the pay of officers on sea dnty; officers shore and other
duty; officers on waiting orders ; officers on the rotired-
list; Admiral' t« and Yice-Admirars secretaries; clerks
to commandants of yards and stations; clerkH to pay-
masters at yards and stations; inspections ; rcceiving-
sbms and other vebsels ; extra pay to men re-enlisting
anoer honorable discharge ; pay of petty officers, seamen,
landsmen, and boys, including men in the engineers*
force, and for the Coast-Survey Service and Fish Cora-
mission, 7,500 men and 750 boys, at the pay prescribed by
law (March 2, 1889)

Note.— The foregoing estimate is made np as
follows :

Pay of ] .615 officers on the active-list $3, 466, 250

Pay of 270 naval cadets under instruction 135, 000

Pay of 846 officers on the retired-list 801, 762

Pay of 2 secretaries and 92 clerks 121, 300

Pay of petty officers, seamen, landsmen, and

boys 3,000,000

Extra pay of petty officers and seamen re-enlist-
ing under nonorable discharge (1,200, at an
average of $110) 132,000

Total 7,650,312

PAY, MISCELLANEOUS.

Por commissions and interest ; transportation of funds ; ex-
change: mileage to officers while traveling under orders
in the united States, and for actual personal expenses of
officers while traveling abroad under orders, and for
traveling expenses of apothecarie?*, yeomen, and civilian
employes, and for actual and ne«'essary traveling ex-
penses of naval cadets while proceeding from their
homes to the Naval Academy for examination and ap-
pointment as cadets ; for rent and furniture of buildincs
andofficesnotin navy-yards; expeuHosof courts-niarlial,

{)risoners and priaona. and courts of inquiry, boarda of
nvestigation, examining boarda, with clerka and wit-
nesses' fees, and travel in gexyjenaea and coata; atationcry
and recording ; expenses of purchaaingpaymastera' olh-
ces of the various cities, including clerlta, furniture, fuel,
stationery, and incidental expenaea : newapaporaand ad-
vertising ; foreign posta;:© ; tele^ra piling, foreign and
domestic; telephones; copying; caro of library, includ-
ing purchase of booka, printa, manusoripta, and periodi-
cals; ferriage, tolls, and expreaa fee^; coata ot suits;
commissions, warrant*, diploraaa, and diaehargoa; relief
of vessels in distress ; canal tolls and pilotage ; i-ecovery

Estimated
amountwhich
will be re-
quired for
each.detailed

object of
exx>enditure.

$7,656,312

Total amount

to be

appropriated

under each

head of

appropriation

Amoont
appropriated

for the

current fiscal

year endinjz

June 30, 1690.

$7,250,000

BEPOBT OF THE SECRETARY OF THE NAVY.

5r.

Eaiimaiea of appropriationa required for the service of tJie fiscal year, etc, — Continned.

Detailed objects of expenditure, and explanationn.

Estimated
amountwhicb
will be re-
quired for
each detailed

olvject of
expenditure.

Total amoant

to be

appropriated

under each

head of

appropriation

Amount
appropriated

fnr the
current fiscal
' year ending
June 30, 1890.

PAT, mscsLLANicouB— continned.

of valnables from shipwrecks ; quarantine expenses ; re-
ports, professional investigation, cost of special instruc-
tion at homo or abroad in maintenance oi students and
attaches, and infonuation from abroad and tho collection
and classification thereof, and other uecesnary incidental
expenses (Appropriated March 2. 1889)

•

$240,000

7,000

•

90,000

$225,000

CONTWOKST, NAVY.

For all emergencies and extraordinary expenses arising at
home or abroad, but impossible to be anticinated or class-
ified, exclasive of persomil services in tho jTavy Depart-
ment or any of its subordinate bnrcaus or oflices at
Washington, D. C. (March 2, 1889)

7,000

PRINTIlfO AND BINDrXO.

Printing and binding for the Navy Department, inblnding
$28, 000 for the Ilydrographic OMce, to be executed under
the direction of the Public Printer. (March 2. 1889)

60,000

.64

REPOftT OP THE SECRETART OF THE NAVY.

11 i-.

iiiai

Iliiili'iS Siill

IHilM II siHS

;lslil

il!i;

ilSI! i!l I!

:SI IS sSIlS!

il! ii !!!!!§

USUI IS!

-«.«»»sjg g« gsjag!2 -= »a -"sssa "a"

Il lllll

i iiitf

■4 -silf

■gliilliJ^I

5fi|s5|KS|5lSlsl|5«liM.

BEPOBT OF THE 8ECBETABT OF THE NAVY.

§ii : i II i ': :i I :$l 11 : :§ 11 i i : ! i : i i illll!

Si U]

ii! illSS i
is-' sS5-!f a

Si! i!§ IllitSiS

ii !

SI niu !

lil !i! itUUn

lllii! Ill

CC33S- SSSI

■i !!

illili

ISiSI I :

;!S!!M HI

!i!l

llill lit

iihI lis
ii|tiiiii

ill! ais II I i ill!
illidiillWiiilllllli

MKffiLiil

liiltifi

1lills|lllil}ll

I a h

EEPORT OF THE 8ECBETAEY OP THE NAVY.

Grade.

...

Piiy|*r

...».

GradB.

No.

^yper

a™...

W.OOP

a, ton

■■a

2,Ba5

l,2«0
l.MO

»fl,Mfi
fl.(Kll)

WW
13,135

i;3M

a,4uo

10. son

I,B5«

i;i

2.eai

l.«U)
1,837
1.900
1,ST6
1.1MI

MO
SUO

%iiO

^'400

1.M0

1,B50

■■s

1.M0

S;::::;;:;:.::::::::

Asitilim t paFmuW r

1.435

rmneil flMittaDteiigintors.

LifutM»nMo.n«wu.ler. ....

I>av»l conglruvtiura

«oi,7aa

) pagniattera of yard*, to intpectort, and i

Wliere employed.

f^.

?4'S3:v:Ji'::.t*sS:;;:

»5,0»t

S»^-y»^iitf«Yoii,il.Y

On.'CUTktuiiiiipeclIoiiofpnivWoiissinlrJ.jlhitiK

(J»Ty-r^ League IbI^, ip». . . .

OnBClerli lo uayiiiiineruf yiird

UneolerktoLi^pecIioiiorpioTltlonoandelothiiig

*»

REPORT OP THE SECRETARY OP THE NAVT.

Number of 8coretarie8 and clerkSy and their pay ^ etc. — Contiuned.

Number and designation.

One clerk to paymaster of receiving-ship

One clerk to paymaster of vessels on James River

One first clerk to commandant

Two second clerks to commandant, at $1,200 each

One clerk to paymaster of yiurd

One clerk to inspection of provisions and clothing

One clerk to paymaster of receiving-ship

One second derk to commandant

One clerk to paym^wter of yard

One first clerk to Commandant

One second clerk to commandant

One clerk to paymaster of yard

One clerk to inspection of provisions and clothing

One clerk to paymaster of receiving-ship

One clerk to commandant

One clerk to paymaster of station

One clerk to commandant

One clerk to paymaster of receiving-ship

One clerk to paymaster of station

One clerk to superintendent

One clerk to com mandan t •

One clerk to paymaster of station

One first clerk to commandant

One clerk t>o cadets' store- keeper

One clerk to general store- keeper

One clerk to commissary

Ono clerk to paymaster of Academy

One (ilerk to paymaster of ships

One clerk to commanding officer

One clerk to paymaster

One clerk to general inspector pay corps

Ten clerk i to paymasters of flag-ships, at $1. 100 each

Seven clerks to paymasters of second-rate snips, at $1,100

each.
Twenty-one clerks to paymasters of third-rate training

and store ships, at $1,000 each.

Total

Where employed.

Navy -yard, Norfolk, Va

Navy-yard, Washington, D. C

Navy-yard, Pensacola, Fla

Navy-yard, Mare Island, Cal

do ,

Naval Station, New London, Conn .

do ,

Training Station, Newport, B. I. . .

do ,

Torpedo Station, Newport, R. I . . .

War College, Newport, R I

Naval station. Key West, Fla

do ,

Naval Academy, Ax^napolis, Md . .

, do

Naval Asylnm, Philadelphia, Pa. .
do *

Pay.

$1,300
1,000
1,600
2,400
1,600
1,600

i.aoo

1,200
1,400
1,800
1,200
1,800
1,300
1,800
1.500
1,300
1,500
1, 300
],3U0
1,500
1,500
1,300
1,500
1,300
1,300
1,300
1,300
1,300
1,500
1,300
1,300
11,000
7,700

21,000

121,300

RECAPITULATION.

Total pay for 1.518 officers on the active list $3,466,250

Total pay fur27U naval cadets under instructions ..^ •• 135,000

Totalpay for 346 officers on the retired list 801,762

Total pay for2 secretaries and 92 clerks 121,300

Total 4,624,812

REPORT or THE SECRETARY OP THE NAVY.

Schedule of hide and statement of contracts awarded and entered into to furnish stationery
for the Secretary's Office and Bureaus of the Xavy Department for the fiscal year ending
June 30, 1890.

Bidder.

•

3
o

•

William H. Teepe

*$682.06

$18.55

$22&99

$69.44

$203.00

P. P. Kellocff & Co

*$939.57

WyckofC; ibeomans & Bene-
dict.

V. G. Fisher, manager

K. Morrison

806.41

1, 110. 18

t$127.82
175.88

C)
*1C8. 82

i2.97
10.90

t$14.63
•19.08

6
7

Bo wland iL Bobbins

Arrastronc Craiir & Co. ....

1,182.20

*$l, 055. 11

863.76

202.83

160.87

William BaUantvne &■ Son..

♦178.41

*46.45

*126.87

2
3

6
6

Bidder.

William H.
Tocpc.

P. KolloKK & Co.

Wyckotf, Sha-
mans &. Bene-
dict.

V. G. Fischer,
manager.

E. Mon'ison

Bowlond A. Bob-
bins.

Armstrong,
Craig & Co.

William Ballan-
tyno & Son.

Total

00
on

$275. 94

♦149. 07

153. 97

s
S

r-l

$270. 58.*$429. 00 ^$90. 45

*«00.31

*$51.22

58.74

*$87.27

91.78

Date of ad-
vertisoment.

May 28, 1889

.do
do

.do

...do

— do

do
do

Date of con-
tract.

July 12, 1889
Jnly 11, 1889

July 13,1889
Joly 5,1880

July 3,1889

$820.55
939.67

12.97
1, 143. 61

720.86

4^237.56

*A warded the contract.

t Altered schedule.

X Informal, and thrown oat.

Schedule of bids and statement of contracts awarded and entered into to wash toweiU and
furnish ice for the Navy Department during the fiscal year ending June 30, 1890.

TOWELS.

No.

1
2
3
4
5
G
7

Bidders.

Mrrt. Cliarlotte Smith.

('at.liarinc (>. Lee

Olivia Wost

Luoinila Smith

M. A. Weiivt-r

Mary E. Thomas

Lucy Cook

Date of ad-
vertisement.

Muv 28, 1889

...."do

....do

...do

....do

Amount of bid.

Per hundred.

$1. 50

2.00

.48

.98

*.44

.67

l.GO

Date of con-
tract.

July S, 18>»

ICE.

Independent Ice Comi)any, J. K. Yorke.s, superin-
tendent.

Mav 17,1880

*3fi* cents per
100 pounds.

June 26,1880

* Awarded.

REPORT OF THE SECRETARY OF THE NAVY. 59

Tabular Statement of Proposals Received and Opened in the Office op
THE Secret AHY of the Navy between December 1, 1888, and December 1,
1889.

[A * marks each sncoeufiil bid.]

Tabular statement of proposals received and opened February 15, 1889, for the consiruoiion
of a submarine torpedo-ltoatA under autharitu conferred by the act approved March 3,
1887.

The Columbian Iron Works and Dry-Dock Company, Baltimore, Md., for
the constmction of such boat, complete, according to bidders' plans
and specitications $150,000

Same company, for the construction of said boat, complete, according to

other and different plans and specifications of the bidders 115, 000

Same company, for the construction of said boat, complete, according to
a third and dillerent set of plans and specifications of the bidders 100, 000

George C. Baker, Des Moines. Iowa, for the construction of such boat,

complete, according to bidder's plans and specifications 75, 000

(No awards were made under the above-mentioned proposals.)

Schedule of proposals for machines and tools required for use at the Navy- Yard, Mare

Island, Cal,

Class 1. Plate-planing machine :

Niles Tool Works $7,397.00

•Bement, MUes & Co '. 5.30t>.00

a C. Forsalth Machine Company j^ [""" e^SOoioO

Class 2. Plate-pi aning mach ine :

NUes Tool Works 2,274.00

Bement, Miles «fc Co 3,300.00

aC. Porsaith Machine Company 2,817.00

Class 3. Planing machine:

'Detrick d& Harvey 3,520.00

S. C. Forsaith Machine Company 3,961.50

Class 4. Punching and shearing machine :

Niles Tool Works 4,550.00

Bement, Miles dt Co 7,450.00

8. C. Forsaith Machine Company 5,365.00

Dunham, Carrigan & Haydeu Company 4,190.00

Class 5. Punching and sheanng machine :

•Niles Tool Works .- 3,287.00

Bement, Miles & Co 4,170.00

S. C. Forsaith Machine Company 2,995.00

Dunham, Carrigan Sl Haydeu Company 3,480.00

Class 6. Punching and shearing machine :

NUes Tool Works 2.296.00

Bement, Miles & Co 3,800.00

8. C. Forsaith Machine Company ^ 2, 125.00

Dunham, Carrigan A, Haydeu Company 2,760.00

Class 7. Punching machine:

NUes Tool Works. 2,047.00

Bement, Miles dt Co 2,425.00

S. C. Forsaith Machine Company 1,899.00

Dunham, Carrigan & Haydeu Company... 1,675,00

Classes 8 and 9. Punching machines :

NUee Tool Works...... 2,758.00

Bement, MUee^bCo 3,200.00

60 EEPOHT OF THE 8E0RETABY OF THE HATY. .

Cliuuiefi 6 anil !). Piindiinj; maehiikCii^Cniiti lined.

K. C. F(n«il[fj MocliiiK-'Coniiiuiiy t2,:e6.00

Danbftm, Carriftitii &. Ha;duu Compaay 2, lUV. 00

Cla«a 10. FnDcbiiiu; iiisoliioo:

Miles Tool WurkM 1,126. 00

•Boinecit,Mi1(w*Co 1150.00

8. C ror«nitIiJluthini'Cor.ii.nny 941.00

Duiihani, CarriKnuA Hay Uoh Company 760.00

CIms 11. Beam-lH'nilingBnd horizoutul pancbiug machiiie;

'NIleaTool Works 3,560.00

Rement, HUps & Co , 3,6^0.00

8. C. Forsaith Machiue Company 3,1113.00

C1m8 Vi. Horiznntol puDcb :

*NileH Tool Works 1,836.00

Bemunt, Miles A. Co 2,l>7fi. 00

8. C. Forsailh Machine Company a, 765. 00

Class 13, DoLihle an^lu. bar shearing machine :

Nile* Tool Works 2,447.00

JiBment, Miles <&. Co 2,700.00

S.C.Fontaith Machine Company 3,439.00

Class U. Ikiam and angle setting and bending machine :

Niles Tool Works ,- 3,576.00

Deiii.'m, MUwiarCo 4,000.00

8. t'. Fonuith Machine Company 3,453.84

Class V). AtiKle-baror beam-straightening mnchino:

•Nil»sT..,il Works 625.00

B.C. Furnailh Machine Coinpany 627.00

Clam 16. s.-i of hirudin g rolls :

•Niles ToulWnrka 40,207.00

8. C. lV.rn:ii(liM..i-l.incromp.iny 24,838.00

Class 17. Set of bending rolls :

■ """■'«■'*»'-!$":;;;:::::::::;":;::;:::::::::::;::::;:::::: SiSSS

Joseph J. White fi, 100.00

*Beni«nt, Hilen & Co 5,ori0,00

S. C. Forsiath Haohine Company 5,706.00

Class la. S«t of bending rolU :

Niles Toot Works I,!i84.00

C. Ritteiibon»e&8o»sJ^ i'toi'm

Joseph J. Whito '...........'.'.'........'. i^Hryi, 00

Dement, Mili-s ik Co 1,1(10,00

8. C. Fonuiitb Machine Couiii;inv 1,»56.00

Ctaasltf. rhit.>.i.ttaiuhioniNU machine:

NilcsTool Works ._ 3,7'.I2.00

'Buuicnt.M ].>!>& Co 3,'.t00.00

8. U. roMiiiili M.i. liiin'Couipanv 3,398.00

Claas20. 1< .:.... umulalor:

Nile* ' ■ 2,935.00

•BuLlihira' Iron Koiinilry 2,700.00

Joseph J. While 3,A')0.00

8. c. Fo™.i,i, M..bi™ co.„.a,„- j * :;::;::;;:;:::;::;:;;:;:::;;;; 'Si.Z

Class 21. Dnplcx pn-iuiure-pnmp :

NilHsTool Worka IjOTu'y.OO

A. ],. Fixb , . 7'jr.,00

Jom-jdi J. Wiiite 3,(NHI.O0

8, C,F«r«iiiihMncliine Company 887.50

•H. 1', CJrt'Korv A Co 1,27.1.00

William t-Coild 890.00

K.A.Kobhins I.ISIT.OO

ClaHH^J. Portable hyilraulic riveting-machine:

SileHTiH.! Works 2,72r..0O

Jiwpb J. White 1,600.00

8. C.Foreaith Machine Company?^ 2'^'oo

Class 23. Portable hydiaDllcriTeting-iuachine: ~

Niles Tool Works 2,294.00

Josoph J. White _ 1,400.00

a CForsaith Machine CorapanyJ^ IKslw

BEPOET OF THE SECEETAKY OF THE NAVY. 61

CltMWB 24 »nd 23. Portabla bydraulic rivcting-iiiiiiihiDeH:

Miles Tool Works KOfia.OO

Jowpb J. White U,450.00

" .,,..„ (A 4;38a.0O

8.C.PuTsaitb MdohineConipunyJ jj 3,5(W.OO

ClawtiG. VerticahWlliiiemacliine: „.„ ^

KUmToo! Works , 925.00

JosephJWhit* 1.0«-00

•Beiuei.t,MileH&Co.— - ' ^-»0

S.C. FotanitliMachiDfiOoniiHiDy 891. IW

Claee«a^ and 2>i. auspuuded drilling inncliint-s :

Nile*. Tool WorkB ^'^-^Si

-Joseph J White.. 87U.00

Bement. Miles*. Co l.bOO.OO

S.C.FoMaitUMaohineCorapauy 1,820.00

UniverBftl Kadlal Drill Company 820.00

CIbm -29. Portable drilling inuohine : • o,= »,

•8.C. Foraaitli Miuliine Company - Mb.W

R.A.Koll.inB..-. vv- V- ^■'^*'

ClaBsesSO and A\ SiiHpended coaDteniinkinK macliiiien :

KiiestoolWnrks '^'SSS

Bemeiit.Milet.iCo 'W.OO

d.C.Foraaith Machine CoinjiaDy 9.I-I.0O

•tTniYerBalBailial Drill Company 6d0.00

C1kw32. Conntfrainkiugiaaohine:

•B«meiit,Alik-.&Co .- mOO

S-CroraaithMocyne Company 7S7.0O

UnivetMl Radial Drill Company I,ai5.00

Claaa St. MillinR machine :

S.C. Foraaith Maoh ins Company 1,084.00

Brown & SharpoMauiil'actnriug Company 1,165.00

E.A.Hulhiiia 1:307.00

ClHa34. Port aide trnne „ ™. ™,

Hil«T..olWf.r!-. ?'^:-?2

6. C. Foisiailli Miicliiiifi Company l.Sfti.M

•JameiW. 8op«r 1,700.00

CIbm 35. Cold-Bawing moahine: i ooo nn

"fl, C-ForeaitliMacliino Company J b!'^"! !...,! '*I"!i.."^^i"!"! slsfioloo
CIhsSO. Griu-iiiism.tc.hin»:

B.C,rorfliii11iMacliiiie Company 534,40

JwnesW. Sopor 630.00

K. A. Bobbins '«■«>

Claw 37. Emery wbeel tool grinder: „„ ^

•8. C. ForsHilh M nob in e Company Ifii9.00

JaraeaW Soper 1(77. 00

E. A. Eobbins 324.00

ClftMSS. Snirtevantblowec:

George Place J'?£'SS

"8. C.ForsaiihMaohioo Company }'£-'Sn

H. P. Gregory and Company 1, !i8:j. 00

B. F. atlirfevant '■'f^'^S''

E.A. Robbiua 1,4,J.OO

01aM39. Fonndry rfttllec!

8. C, PorsnitliMachhifl Company 27:1.00

brown dt Sharpe Uauufaoturing Company 2tH).O0

-JftmesW Soper «;<>■<>"

E. A.KoU.l]i« *^-W

Claaa 40, l'iir(,T.Me riv«t (orgea :

"a C. Komnitb Macbino Company 272.04

Danbam, Carrigan & Hayden CompanyJ jj|""^| """"""m"|' 4(id 00

."w c codd 'fy}^

AlbeMGallalin aw4. 00

CIb»41, ■Ratchet drillH:

a. C. Fowaith Machine Company '.m i nn

Dunham, Carrigan and Hnydtin Company ^t'^.

William C. C.«ld 347.00

AlbertG^llafin \f.-^

-James W Soper »«^-"l>

E.A.Kobbin9 •MS-""

REPORT OF THE SECEETABV OP THE NAVY.

ClaaB42. Ratctiet dtilla!

8. C. Fonaitb Maobine Company $205.00

Dunham, Oarrisan oiid Hayden Compooy 150.00

W.C. Codd 148.50

Albert Gallatin 123.75

•Jamea W. Boper „ 110,00

E. A. Hobliins 874.35

Claas A:t. Batohet drilla :

a. C. Forsaith Machine Com nany 236.00

Dnnbatn, Carrigan aod Haydeu Company aso. 00

W.C. Cod>l ; .*. 154.75

Albert Gallatin 131.25

•Jamea W. Bopec 125.00

R. A. Robbins , 310.00

Ctaw44. ['[jlli>y blocka:

8. C. Forsaith Machine Company - 245.00

Dunham, Carrigan amd Hay den Company 27)4.25

W. C. Ccwld 251.30

■Albert Oaliatin 192.50

JaueaW Soper : 196,00

E.A. Robbias 273.00

CloN 45. Pullev blocks:

5. 0. Forsaiih Machine Company 165.00

Dunham, CarrigBnand HajdenCompMiy 17.=;. 00

W.C. Codd 174.00

'Albert Gallatin 119.00

JomeaW^per 120,00

B. A. RttbinH 194.00

Claaa 46. Pnllev blocks

8. O.Fonaltb Machine Company 220,50

Dunliam. Carrijan and Hayden Company 220.50

W.CCodd 210.00

•Albert. Oallatin 14.1.50

Jamea W. Soper 147,00

R. A. Rol)bin8 327.60

CUaa 47. Moaxncing tools :

Gocr-i^ riu.,. 435.00

6. C. fursiiiTli Machine Company 442.50

Rrown aud-t^liarpeMannfactarlnfc Company 515.25

Diinbam, Catriganand Hayden Cumpauy 431. S>

'Albert Gallatin 414.50

JameaW Sopsi 423,00

H,A. Hobhins^ 447.70

Claw m. Corlissenicine

•Gcorjte PlaoB 16,900.00

TJuiou Iron Work 20.500.00

Tulouu Iron Works 34,793,00

Claaa 411. Sbikftin^:

C ffitlenhoiiBe & Sons 696.00

Oeorpo Place 379.52

•B.C. Forsaith Machine Company 227.60

TJniouIrou Works 688.00

Viilc?aii Iron Works 1.008.00

W.C. Codd 40.<t.57

H, A. Rohbins 309.60

Machinerij for the United State* armored emUtr Maine.

'. Diirjoo $1,303,75

wgan 1,617.60

BEPOET OF THE 8ECBETABY OF THE NAVY. 63

Class 7. Yellow-pine logs :

•J. W. Duryee $13,038.88

J.Cregan 14,758.01

L. H. Ross 13,928.88

Class 13. White-pine plank boardB :

J. W. Daryee 5,903,75

•Watson dt Pittinger 4,773.60

J. Cre^^^an - 5,943.00

L. H.Ross 6.086.25

Class 15. White ash !

J. W. Dnryee -. : 1,284.*60

J.Cregan 1,346.00

•L. H.Ross 1,235.00

Class 16. White-ash oars :

•J. W. Soper 95.16

E.J. Griffith & Co 99.05

R. A. Rohbins 97.55

J. W. Duryee 158.70

A. Flagler 99.05

J.Cregan 125.75

Class 18. Black walnut, mahogany, maple, cherry, etc. :

J. W. Duryee 1,796.50

• Watson & Pittinger 1,525.00

J.Cregan 1.773.50

J. J. Donovan y 1,732.00

L. H. Ross 1,715.00

Class 22. Cypress cedar :

•C. F. Hodsdon 588.70

J. W. Duryee 599.00

Class 24. White-oak staves and headings :

•R. A.Robbins 109.25

J. W. Duryee 111.25

J. Cregan 148.00

Class 26. Furniture:

•Wechsler d& Abraham 123.93

R. A. Robbins 128.60

J.Cregan 155.00

J. J. Donovan 159.00

Class 32. Wrought-iron :

•R. A. Robbins 1,376.07

C. H. Tucker, jr 1,470.02

T.N.Motley 1,474.12

A. R. Whitney 1,425.35

Class :iS), Stve\ :

•R. A. Robbins 20.00

C.H. Tucker, jr 29.97

T.N.Motley 31.95

Class 37. Bolts and nuts :

B. A. Robbins 571.00

C. H. Tucker, jr 738.74

*Donegan & Swift .537.25

J.J. Donovan 762.13

Class 39. Iron cut nails :

R. A. Robbins 166.10

C.H.TuckerJr 166.71

•F. T. Witte Hardware Company 148.38

A. Flagler 171.71

T. N. Motley 148.76

Class 43. Zinc :

E. J. Griffith dtCo 85.00

R. A. Robbins 57.00

C. H. Tucker.jr 61.00

Donegan & Swift 59.00

•T. N.Motley 52.00

Class 44. Tin:

E. J. Griffith & Co 780.00

R. A. Robbins 711.90

C. H. Tucker. Jr 699.00

Donegan & Swift 705.00

A. Magler 840.00

•T. N. Motley 696.00

64 BEPOKT OF THE SECRETARY OP THE NAVY.

Class 48. Locks, hingos, bolts, of brass and iron:

E. J. Griflith & Co $344.20

R. A. RobbiDS 346.29

C. H. Tucker, jr 319.03

F. T. Witte Hardware .Company 357.00

•A. Flagler 311.19

Class 49. Screws of brass and iron :

J. W. Soper 491.12

E.J. Griffith & Co 454.57

. R. A. Robbins 480.16

C. H. Tucker, jr 4:W.79

F. T. Witte Hardware Couipauy 459.76

A. Flaffler 446.59

»T. N. Motley 42S.^

Class 54. Hardware :

E.J. Griffith & Co 4,360.95

K. A. Robbius 4,215.94

C. H. Tucker, jr 3,885.78

F. T. Witte Hardware Couipany 3,956.66

Donegan & Swift 4,810.72

A.Flagler 4,124.32

•T.N. Motley 3,260.53

J. J. Donovan 4,434.69

Class 56. White lead :

E. J. Griffith & Co 448.50

Pleasants & Wootl worth 458.85

R. A. Robbins 462.30

•C. H. Tucker, jr 431.25

A. Flagler 445.05

T.N.Motley 469.20

J.J. Donovan 469.20

Class .57. Zinc paints:

Pleasants & Woo<iworth .*... 297. 15

R. A. Robbins 241.50

C. H. Tuckt-r, jr 224.00

A. Flagler 227.50

•T.N. Motley 189.00

J. J. Donovan 234.50

Class 58. Colored paints, driers:

E.J. Griffith & Co 9(59.40

Pleasants & Woodworth 848.78

D. J. Isaacs , 846.40

R. A. Kobbins 9:»>.:^

C. H. Tucker, jr 888.35

A. Flagler 844.05

•T. N. Motley 756.75

J. J. Donovan 925.85

Class 59. Linsred oil :

•E. J. Griffith &, Co 369.60

PleasantH & Woodworth 385.34

R. A. Robbins 405).20

C. H. Tucker, jr :«)6. 00

A. Flagler 42i».00

T.N. Motley 382. HO

J. J. Donovan 396.00

ChiMstJO. Varnish, HpiritH f>f turpentine:

Pleasants & Woodworth 306.00

I). J. Isaacs 306.20

R. A. Kobbins 301. :tf>

•C. H. Tuekrr, jr 295.75

A. Flagler 342.60

J. J. Donovan 316.50

ClasHGl. Ah'oliol :

^Pleasants A- Woodworth 99.00

H. A. Kol.bins 135.00

T. N. Motley 110.25

J. J. Donovan 121.50

Class f)'). Fish oil :

Pleasants & Woodworth 1^24

R. A. Robbins 16.96

BEPOBT OF THE SBCKETABIf OF THE NAVY.

Cliws 65. Fish oil — Continued.

•T. N. Motley $12.80

J. J.Donovan 19.20

Class tW. Glass:

Pleasants & Wood worth : 17.50

K. A. Bobbins 17.00

•A. Flagler 14,50

J. Cregan 27.90

J. J. Donovan 19.00

Class 69. Brnshes :

E.J. Griffith & Co 139.00

Pleasants & Woodworth 173.10

•R. A. Robbins 93.41

C. H. Tucker, jr 163.85

A. Flagler 167.90

J.J. Donovan 152.00

Cliiss 70. Dry goods for upholstering :

Wcchsler & Abraham 343.11

•R. A. Robbins 199.96

J. J. Donovan 343.12

Class 73. Ship chandlery :

•Pleasants «fc Woodworth 35.80

R. A. Robbins 38.80

J.J. Donovan -.. 125.50

Class 75. Rosin, pitch, crude turpentine:

E. J. Griffith & Co 76.50

-Pleasants & Woodworth 28. rj

R. A. Robbins 28.90

J. J. Donovan 85.00

Class 78. Leather:

•R. A. Robbins 71.20

T. N. Motley 160.00

J. J. Donovan 96.00

Class A. Steel plates :

Temple & Lockwood 5,430.33

A. R. Whitney 4.384.28

•Linden Steel Company 4,001.31

Chiss B. Bulb T-bars, steel :

A. U. Whitney 926.30

Class C. Stool angle^bars:

Temple & Lockwood 1,165.00

A. R. Whitney 992.84

Class D. Steel rivets:

Temple & Lockwood 607. 50

R. A. Robbins 729.00

•C. H.Tucker, jr 627.73

J. J. Donovan 641. 25

Class E. Steel plates :

Temple & Lockwood 9, 247. 59

A. R. Whitney 7,466.21

'Linden Steel Company 6,814.01

Class F. Bnlbl-bars:

Temple & Lockwood ; 299.70

A. R. Whitney 23L75

Class G. Steel T-bars:

A. R. Whitney 10.97

Class H. Steel angle-bars:

Temple & Lockwood 2.070.36

A. R. Whitney 1,764.41

Class I. Steel rivets :

Temnle & Lockwood 501.57

R. A. Robbins 601.88

•C.H.Tucker, jr 518.25

J. J. Donovan 529.44

Class K. Steel plates:

Temple & Lockwood 324.04

A. R.Whitney 261.62

'Linden Steel Company '. 238.77

Class L. Steel T-bars:

Temple A Lockwood 47.56

A.R. Whitney 37.62

NA 89 5

66 BEPORT OF THE SECRETARY OF THE NAVY.

ClaBs M. Steel angle-bars:

Temple & Lockwood $38.88

A.R. Whitney 33.13

ClaAs N. Iron castings:

Robert Wetherill & Co 1, 170. 00

Class O. Steel castings :

•Standard Steel Casting Company 8,826.00

Class P. Composition castings :

•C. H. Tucker, jr 2,627.84

Sohedule of proposals for materials required for vse in the oonstruction of the United State9

Monitor Monadnook, at the Navy^Yard, Mare Island, Cak

Class 6. White oaK :

•A. Powell 12,720.62

A. S. Carman 3,114.50

James McCnddeu j 3,348.&0

Class 7. Oregon pine logs :

A. Powell. 15,099.99

A. S. Carman 15,980.74

James McCndden 14,490.00

•William Walker 11,118.61

Class 13. Redwood plank, boards :

A. Powell 3,977.50

A. S. Carman 4,035.70

James McCudden 4,074.00

•William Walker 3,109.30

Class 15. White ash:

A.Powell 2.9H6.50

A. 8. Carman 3,0<)7.5O

James McCudden 3,0(>5.0O

•William Walker 2,262.00

Class 16. White-ash oars :

A Powell •. 169.80

•A.Crawford 110.74

Albert Flagler 138.75

James W. Soper 127.29

A. S. Carman 179.80

James McCudden 180.20

Class 18. Black walnut, mahogany, maple, cherry, etc. :

A. Powell 3,037.00

A. S. Carman 3,176.00

James McCudden 3,206.00

•William Walker 2,713.20

Class 22. Cypress, cedar :

A. Powell 1,600.00

A. 8. Carman 1,700.00

James McCudden 1,750.00

•William Walker 1,000.00

Class 24. White-ouk staves and headings :

A.Powell 213.75

A. S. Carman 237.60

James McCuddon 2:^0.00

•William Walker 194.75

Class '-iH. Furniture:

-WiUiam V. Whittier 162.00

Rowland A. Kobbins 163.35

Class 32. Wrought-iron, round and sciuare:

•George W. Gibbs & Co 1,302.86

Dunham, Carrigau & Hay don Couipany 1,894.60

Class 3r>. Steel :

J. H. Walker 40.00

\V. U. S. Fove 16.22

•George W. Giblw& Company 14.58

Class 37. Bolts and nuts :

J. TI. Walker 906.99

W. K. S. Foye 1,053.50

REPOBT OF THE SECBETART OP THE NAVY. 67

Class 37. Bolts and nats — Continaed.

Danhani, Carrigan & Hayden Company $2,153.40

•Rowland A. Robbins •. 867.50

Class 39. Iron oat nails :

J. H. Walker 251.48

A.Crawford 269.68

W. R. 8. Poye 25i?.64

*Dunham, Carrigan & Hayden Company 250.75

Class 43. Zino :

J. H.Walker 100.00

•Anstin & Phelps 70.00

Danham, Camgan & Hayden Company , 77.50

Rowland A. Robbins... ^ 90.00

Class 44. Tin:

J. H. Walker 885.00

Austin d& Phelps 780.00

'Dunham, Carrigan A, Hayden Company 780.00

Rowland A. Robbins 861.90

Class 48. Locks, hinges, bolts, of brass and iron :

J. H. Walker : 481.80

•W. R 8. Foye 385.55

AU)ert Filler 721.40

Dunham, Carrigan & Hayden Company 713.00

Rowland A. Robbins 455.05

Class 49. 8crews of brass and iron :

T.N. Motley 599.50

J. H. Walker 529.04

Austin & Phelps 589.34

W. R. 8. Foye 487.97

•Albert Flagler 468.96

James W. Seper 469.87

Dunham, Carrigan A Hayden Company 474.40

Rowland A. Robbins* 546.70

Class 54. Hardware:

T. N. Motley -. 6,029.85

J. fl. Walker 4,410.85

W. R. 8. Foye 5,078.12

Albert Flagler 4,450.98

*Dnnham, Carrigan &. Hayden Company 2,670.56

Rowland A. Robbins 5,662.66

Class 56. White lead:

J. H.Walker 614.00

Pleasants & Wood worth 427.80

•WiUiam F. Whittier 407.10

Danhara, Carrigan d. Hayden Company 483.00

Charles M. Yates 474.37

Class 57. Zinc paints:

J.H.Walker 297.50

Pleasants & Woodworth 178.50

•William F. Whittier 227.50

Charles M. Yates 262,50

Class 58. Colored paints, driers :

J.H.Walker 1,210,54

Plea8antsand Woodworth 830.80

•William F. Whittier 861.05

Charles M. Yates 903.78

Class 59. Linseed oil :

A. Crawford 475.20

Pleasants d& Woodworth 379.50

•William F. Whittier 412.50

Charles M. Yates 422.40

Class 60. Varnish, spirits of turpentine :

Pleasants d& Woodworth 293.00

William F. Whittier 318.76

•Charles M. Yates 316.65

Class 61. Alcohol:

Pleasants d& Woodworth 98.65

•William F. Whittier 101.25

Charles M. Yates 103.60

68 REPORT OF THE SECRETARY OF THE NAVY.

CliiBS 65. Fish oil :

A. Crawford $16.00

Pleasaut8& Woodworth ia§J4

•William F. Whittier 13L60

Charles M. Yates 14.40

Classes. Glass:

Pleasauts «& Woodworth 17.50

•William F. Whit tier 12.25

Charles M. Yates 18.00

Class tJ9. Brushes :

T.N.Motley 200.00

J.H.Walker 203.00

Pleasants & Woodworth i. 120.90

WUliamF.WMilttier 130.00

•Charles M. Yates 128.35

Class 70. Dry goods for upholstering :

T.N.Motley 316.06

Rowland A. Robhms 306.52

Class 73. Ship chandlery :

T.N. Motley 49.50

•A. Crawford 39.20

Pleasants & Woodworth 35.80

William F. Whittier 41.50

Rowland A. Robbins .49.50

Class 75. Rosin, pitch, crude turpentine :

A. Crawford 68.90

Pleasants & Woodworth 38.73

•WilliamF. Whittier 54.00

Class 78. Leather, pump, rigging, lacing:

T.N.Motley 144.00

•W.R. S. Foye 96.00

Rowland A. Robbins 99.90

Class A. Steel plates — hull :

•Park, Brother (fc Co 4»835.89

Danham, Carrigau & Hayden Company 6, 001. 96

Linden Steel Company, limited 5, 887. 63

Class B. Bulb T-bars, steel— hull :

^Danham, Carrigan &, Hayden Company 1, 258. 84

Class C. Angle- bare*, steel — hull:

•Austin & Phelps 1,190.89

Dunham, Carrigau &, Hayden Company 1,359.17

Class D. Rivets, steel — hull :

J. H. Walker 940.85

Austin & Phelps 877.50

•Dunham, Carrigan & Hayden Company 810.00

Rowland A. Robbins 999.00

Class E. Steel plates — turret :

•Park, Brother & Co 8|104.17

Dunham, Carrigan & Hayden Company 10,058.37

Linden Steel Company, limited 9,866.78

Class F. Bulb T-barH— turrets :

•Dunham, Cairigan& Hayden Company 349.66

Class G. T-bars, stiiFeners, steel — turrets:

•Dunham, Carrigau &, Hayden Comi)any 28.88

Class H. Angle-bars, steel — turrets:

Austin & Pbrlps 1,363.99

•Dunham, Carrigan db Hayden Company 2,415.42

Class L Rivets, Kte«*l —turrets :

J. H.Walker 778.79

Austin «&. Phelps 724.49

•Dunham, Carrigan & Hayden Company 668.76

Rowland A. Robbins 824.80

Class K. Steel plates for military masts :

*Park, Brother <fc Co 288.68

Dunham, Carrigan & Hayden Company 3r>8.15

Linden Steel Company, limited 351.33

Class L. T-bars, stiffeners, steel — militarv mast :

•Austin & Phelps * 55.50

Class M. Angle-bars, steel — militarv mast :

^Austin & Phelps %).74

BEPOET OF THE SECBETABY OF THE NAVY. 69

Class N. Castings, iron — tnrret :

♦* Robert WetheriU & Co $1,560.00

Class O. CavStings, steel — tnrret :

•Standard Steel Casting Company 11,032,50

Class P. Castings, composition — turret:

J. H. Walker 3,:«8.64

Crown Smelting Company 2,452.80

•B.H. & H. Cramp 2,321.40

Tiibular atatement of proposals received and opened April 3, 1889, for the construction oj
an armored coast-defense vessel, authorized hy the act approved March 3, 18b7.

The William Cramp &, Sons Ship and Engine Building Company, Phila-
delphia, Pa. (huli and machinery to be constructed according to plans
and specifications provided by tne Secretary of the Navy, with certain
modifications thereof and changes therein, as proposed by the bidder) $1,614,000

N. F. Palmer, jr., & Co., New York, N. Y. (huil and machinery to becon-
stmcted according to the Department's plans and specifications) 1, 600, 000

•The Union Iron Works, San Francisco, Cal. (hull and machinery to be
constructed according to the Department's plans and specifications) . . 1, 628, 950

Machinery for the United States armored hattU-ship TexoB,

I. P. Morris Company, Philadelphia, Pa. (machinery to be constrncted
according to Department's plans and specifications, with certain modi-
fications thereof and changes therein, as proposed by the bidder) $694, 750

*The Richmond Locomotive and Machine Works, Richmond, Va. (ma-
chinery to be constructed according to Department's plans and speci-
fications) 634,500

N. F. Palmer, Jr., & Co., New York, N. Y. (machinery to be constrncted
according to Department's plans and specifications) 682, 500

Southwark Foundry and Machine Company, Philadelphia, Pa. (ma-
chinery to be constructed according to the Department's plans and
specifications) ^. 645,800

Charles Recder &, Sons, Baltimore, Md. (machinery to be constructed
according to Department's plans and specifications) 718, 900

Tabular statement of proposals received and opened Auffust 22, 1889, for the construction of
the tvDO cruisers of about 3,000 tons each, in displacement, and of the three gun-boats or
cruisers of about, but not exceeding ^ 2,000 tons each, in displaoementf authorized hy the
aet of September 7, 1888.

For the construction of the two crnisers of about 3,000 tons each, in dis-
plHcement,cruisers No. 7 and No. 8.
The William Cramp & Sons Ship and Engine Building Company, Phila-
delphia, Pa., for the construction of one of said cruisers (hull and
macliinery to be constructed according to Department's plans and

specifications) $1, 225. 000

Same company, for the constrnction of the other of said crnisers (hull
, and machinery to be constrncted according to Department's plans

and specifications) 1,225,000

For the constrnction of the three cruisers of about, but not exceeding,
2,000 tons each, in displacement, cruisers No. 9, No. 10, and No.
11:
The Bath Iron Works, Bath, Me., for the construction of one of such
cruisers (hull and machinery to be constructed according to Depart-
ment's plans and specifications) 780,000

The William Cramp &, Sons Ship and Engine Building Company, PI ila-
delphia, Pa., for the constrnction of one of such cruisers (hull and
machinery to be oonstfucted according to Department's plans and
specifications) 875,000

70 BFPOET, OP THE SKCBETABT OP THE NAVT.

For the cojistrnction of the three cruisers, eto. — Continned.

S*ine compaDy, for the construction of another of such cruisers (hull ^

and macninery to b^ constructed according to Department's plans and ^

specifications) $875,000

Same company, for the construction of the other of such cruisers (hull
and machinery to be constructed according to Department's plans
and specifications) 87&,000

(No awards were made under the above-mentioned proposals.)

Sohedule ofpropoaaU for materials required far ihe United States monitor Ampkitrite, at
the Navy-iard, Norfolk^ Va.^ under the Department's advertisement of August 6, Idt^.

Class 5. White oak:

*J. Kenny $331.25

R. A. Bobbins , 371.75

Class 7. Teliow pine logs :

•J. W. Gaskill & Sons 11,589.62

Class 13. White pine plank boards:

•J. W. Gaskill & Sons 4,798.10

J.Kenny 4,916.00

R. A. Robbins 5,725.00

Class 15. White ash:

*J. W. Gaskill & Sons 1,082.10

J. Kenny 1,227.00

R. A. Robbins 1,220.00

Class 22. Cypress cedar:

•J. W. Gaskill & Sons 900.00

Class 24. White oak staves and headings :

•R. A. Robbins 106.00

Class 32. Wrought- iron:

T.N.Motley 1,006.60

J. R.Michael 7,838.37

R. A. Robbins 744.61

•E. J. Griffith & Co 543.04

Class 35. Steel :

T.N.Motley 32.00

J.R.Michael 40.00

•R. A. Robbins laOO

K.J. Griffith & Co 43.75

Class 37. Bolts and nuts:

•T.N. Motley 467.50

R. A. Robbins « 613.20

E. J. Griffith <fe Co 792.00

Class :)9. Iron cut nails :

T.N.Motley 181.16

J. W. Soper 172.40

•R. A. Robbins 154.35

A. Flagler 178.04

E.J. Griffith &Co.... 179.75

Class 43. Zinc:

T. N.Motley 62.00

R. A. Robbins 61.25

•E.J.Griffith & Co 69.00

Cliis.s44. Tin:

T. N. Motley 696.00

•R. A. Robbins 681.90

E.J.Griffith & Co 727.60

Class 49. Screws :

T. N.Motley 556.87

J. R. Michael 640.01

J. W. Soper 581.32

R. A. Robbins 569.49

C. H.Pleasants 600.21

*A Flagler 552.80

E.J.Griffith & Co 575.93

REPORT OF THE SECRETARY OP THE NAVY. 71

Class 54. Hardware:

%T.-N. Motley * 12,102.79

. M. W. i$oper i,896.'43

R. A. Robbins 1,992.62

A.Flagler 1,89a 89

E.J. Griffith & Co.. , . 1,975.89

Class 58. Colored paiuts :

T.N. Motley 705.00

R. A. Robbins 701.00

C. H. Pleasants 713.00

•E. J. Griffith & Co 637.00

Class 59. Linseed oil :

T. N. Motley 126.00

R. A. Robbins 138.00

C.H.Pleasants....: 132.00

•E. J. Griffith & Co .' 119.50

Class 60. Varnish :

•T.N.Motley 47.00

R. A. Robbins 69.00

C. H.Pleasants 61.00

E.J. Griffith & Co 63.50

Class 61. Alcohol :

J. R. Michael 79.80

. *C. H.Pleasants 43.80

Class 65. Fish-oil :

: T. N. Motley i - 290.50

R.A. Robbins 267.30

•C.H.Pleasants 236.44

E.J. Griffith & Co 275.60

Class 69. Brnshes :

J. R. Michael 106.42

•E.J. Griffith & Co 72.00

Class 73. Ship chandlery :

•J. W. Soper 66.50

R.A. Robbins 57.00

C. H. Pleasants 60.19

E.J. Griffith & Co 68.00

Sdiedule ofpropoaaUfar mttchinei and tooU required far ueeai the Navy- Yard, Brooklyn,

New York,

Class 1. Bolt-cutter :

George Place |734.00

•The Pratt and Whitney Company 660.00

R. A. Robbins 674.40

Class 2. Screw-machine :

Bridgeport Machine Tool Works j ^ 1*180*00

•The Pratt and Whitney Company 1*275.00

R. A. Robbins , 1,298.90

Class 3. Screw-cutting engine lathe :

Niles Tool Works 405.00

George Place 449.00

Class 4. Screw cutting engine lathe :

NilesTool Works 376.00

George Place 429! 00

*Browu and Sharpe Manufacturing Company 740.00

Class 5. Planer:

Niles Ttxil Works 490.00

•The Pratt and Whitney Company 710.00

R. A. Robbins 720. 50

Class 6. Toolmaker's engine lathe :

•The Pratt and Whitney Company 770.00

R. A. Robbins *. 772.40

Class 7. Shell-reamers :

Manning, Maxwell & Moore 627.80

•8. C. Forsalth Machine Company 544.97

72 EEPORT OF THE SECRETAEY OF THE NAVY

Class 8. Head punches :

Manning, Maxwell & Moore •$777.00

J.W.Soper i 678.09

*R.A.Robbins 3(55.15

B.C. Forsaith Machine Company 856.15

ClaHsQ. Stock and dies:

The Pratt and Whitney Company 858.50

*R. A. Robbins 815.00

S.C. Forsaith Machine Company 1,028.65

ClaHs 10. Pipe wrenches :

Manning, Maxwell <& Moore 758.45

J. W. Soper 734.93

•R. A. Robbins 694.52

8. C. Forsaith Machine Company 845.98

Class 11. Milling cutters :

"Brown and Sharpe Manufacturing Company 229. 10

R. A. Robbins 288.49

Class 12. Ratchet-drills :

Manning, Maxwell &, Moore 858.80

•S.C. Forsaith Machine Company 846.00

Class 13. Twist-dnlls :

Universal Radial Drill Company ; 1,080.00

Manning, Maxwell & Moore 930.00

•J. W. Soper 904.20

R. A. Robbins 950.40

S. C. Forsaith Machine Company 970.20

ClaHs 14. Chain-tongs :

"Manning, Maxwell & Moore 194.75

J.W.Soper 197.70

R. A. Robbins 202.00

S. C. Forsaith Machine Company 202.97

Class 15. Bolt-heading and rivet-making machine:

*Nilo8 Tool Works 1,340.00

George Place 1,399.00

Manning, Maxwell & Moore 1,:^95.00

S. C. Forsaith Machine Company 1,495.00

Clans 16. Planing-machine:

•J. W. Soper 2,040.00

Class 17. Riveting-machines:

•Manning, Maxwell & Moore 450.00

J. W Soper 510.00

Class 18. Steam-hammer :*

Niles Tool Works 1,900.00

William Sellers & Co 2,319.00

•Bemeut, Miles & Co 1,845.00

Class 19. Fittings for pnnches and shears:

The Pratt and Whitney Company 246.46

•R. A. Robbins 245. b2

Class 20. Fittings for punches and shears :

Niles Tool Works 1,092.00

The Pratt and Whitney Company 546.02

•R. A. Robbins , 544.47

Class 21. Pulley stand :

Manning, Maxwell & Moore 1,042.60

•J.W.Soper 930.66

8. C. Forsaith Machine Company 1,031.17

Class 22. One ** G " special grinder :

J. W. Soper 981.89

•S. C. Forsaith Machine Company 935.65

Class 23. Twist- drill grinding-machine :

The Pratt and Whitney Company 468.00

•R. A. Robbins 467.80

Class 24. Knife-grinding attachment :

•J. W. Soper 347.41

8. C. Forsaith Machine Company 376.68

Class 25. Drop- lever scales :

•Manning. Maxwell & Moore 388.00

R. A. Robbins 394.80

8. 0. ForsAith ICaohine Company 475.00

REPORT OF THE SECRETARY OF THE NAVY. 73

Class 26. Otto gas engiDes :

•J. B. Morrell&Co , |1,348.00

S. C. Forsaith Macbino Company 1,400.00

Class 27. Fnruishing and placing a system of transmission of power by
wire rope :

R. A. Robbins 1,986.00

•N. B. Cnshing _ 900.00

Class 28. Forges :

Manning, Maxwell & Moore &56.00

J. W. Soper 550.75

R. A. Robbins 502.00

*S. C. Forsaith Machine Company 454.88

Class 29. Inspirators :

•Manning, Maxwell & Moore 290.00

R. A. Robbins 298.40

S. C. Forsaith Machine Company 364.24

Class 30. Anvils :

'Manning, Maxwell & Moore 384.00

R. A. Robbins 404.40

S. C. Forsaith Machine Company 432.00

Class 31. Oil cabinets, etc. :

Manning, Maxwell & Moore 124.00

•J. W. Soper 122.09

R. A. Robbins 125.00

8. C. Forsaith Machine Company 184.45

Class :I2. Magnesium covering for tops and steam-drams :

•R. A. Robbins 378.00

Class 34. Hoists :

Manning, Maxwell & Moore 146.40

•J. W. Soper 131.45

R. A. Robbins 203.00

S. C. Forsaith Machine Company 150.48

Class 35. Boring-bar:

'Manning, Maxwell & Moore 366.00

R. A. Robbins 402.00

8. C. Forsaith Machine Company 415.00

Class 36. Feed pomp :

Manning. Maxwell & Moore 406.00

R. A. Robbins 444.90

•8. C. Forsaith Machine Company 366.17

Class 37. Miscellaneous :

Manning, Maxwell & Moore 158.60

J. W. Soper 159.85

•R. A. Robbins 149.24

i;, C. Forsaith Machine Company 178.99

Class 38. Planing-machine :

KUes Tool Works 1,369.00

D.F.Walker 249.98

Manning, Maxwell db Moore 1,195.00

B. A.Robbin8 1,148.00

•8. JD. Forsaith Machine Company 1.120.00

Class 39. Saws :

•Niles Tool Works 739.00

Manning, Maxwell &. Moore 1,110.00

E. A. Robbins 868.90

8. C. Forsaith Machine Company 900.75

Class 40. Circular-saw mill:

*Iiane Manufacturing Company 2,150.00

a C. Forsaith Machine Company 2,367.80

Class 41. Baud sawing-machine :

•J. W. Soper 1,690.00

Class 42. Log-canter, etc.:

•NUes Tool Works 370.00

George Place 608.00

B. A. Robbins 409.40

8.C. Forsaith Machine Company 416.50

Clata 43. Timber planer :

Nilea Tool Works 1,997.00

D. F.Walker 1,499.93

74 REPORT OP THE SECRETARY OP THE NAVT.

Class 43. Timber planer — Continaed.

George Place $1,350.00

GoodeH & Waters * ;.. 1,550.00

Manning, Maxwell & Moore 1,615.00

R. A. Robbins 1,823.00

*S. C. Forsaith Machine Company 1,537.50

Class 44. Mast roll :

•Niles Tool Works 3,790.00

William Sellers & Co 5,330.00

Bement, Miles & Co 4,875.00

The Universal Radial Drill Company 3,750.00

Class 45. Molding machine :

Niles Tool Works 256.00

George Place 429.00

Manning, Maxwell & Moore 395. 00

R. A. RobbioB 389.00

•S. C. Forsaith Machine Company 384.50

Class 46. Portable balancing voltnieter, etc.:

•Electro Dynamic Company 499. 17

Class 47. Edison lamps, etc. :

*£lecti^ Dynamic Company 865.08

R. A. Robbins , ^ 948.10

Class 48. Supplying and placing two electric- wiie circuits :

•Electro Dynamic Company , 1,480.00

Class 49. Shunt wound-drill motor : . •

•Electro Dynamic Company 1,550.00

(Mass 50. Edco shunt wound-drill motors :

•Electro Dynamic Company 2»520. 00

Class 51. Shunt wound drill motor :

•Electro Dynamic Company 350.00

Schedule of proposals for tools required for ihe United States Xavy-Yardy Norfolk^ Fa.,

Idb9.

Class 1. Ben ding-rolls:

•Niles Tool Works $21,527.00

William Sellers & Co 29,923.00

Bement, Miles & Co 29,870.00

Class 2. Jib-cranes :

Bement, Miles & Co 1,200.00

•A. Box &Co 600.00

Manning, Maxwell & Moore 1, 250. 00

S.C. Forsaith Machine Company j f^ l'l50*0O

GeorgePlacej^;;;— -;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;; }J24aoo

Class 3. Band-saw mill :

D. F.Walker 4,799.90

Niles Tool Works 5,8a5.00

•Bass Foundry and Machine Works 5,534.00

S. C. Forsaith Machine Company 5, 775. 00

George Place 5,849.00

Class 4. WeHtinghouse automatic compound enuiine :

D. F. Walker 2,000.00

•Manning, Maxwell & Moore 2, 168. 00

8. C. Forsaith Machine Company 2, 187. 00

Class r>. C u t- off sa w :

Nilos Tool Works r)21.00

•S. C. Forsaitb Machine Company 487.50.

George Place 549.00

ClasH 6. Sand-papering machine :

D. F. Walker 41>9.93

Niles Tool Works 5:i5.00

•George Place 569. 00

Class 7. Portable hydraulic ship-riveter :

•Niles Tool Works 4,250.00

REPORT OP THE SECRETARY OP THE NAVY. 75

CI118S 8. Hand-taps :

J W SoDer i $204,000

J. w. soper ^ 255.000

The Pratt and Whitney Company 294.00

Manning, Maxwell & Moore * 1('9. Oq

*K. A. Robbing 68.70

s. C. Porsaith Machine Company 2:35.24

C1ji8.s 9. Nine- wheel grinder :

•J. W. Soper 244.92

Manning, Maxwell & Moore 245.00

8. C. Forsaith Machine Company 254. 40

Class 10. Morse taper twist-drills :

J. W. Soper 94.78

Manning, Maxwell & Moore 105.95

•R. A.Robbins 103. tM)

S. C. Forsaith Machine Company 115.90

Class 11. Miscellaneous:

•R. A.Robbins 256.90

8. C. Forsaith Machine Company 291.50

Claas 12. Westingbonse standard automatic engine:

D. F.Walker 480.00

*Manuing, Maxwell & Moore , 480. 00

8. C. Forsaith Machine Company 499.00

Cla.HH 13. Shafting, hangers, couplings, collars, pulleys:

NileH Tool Works 1,392.21

•WilUam Sellers & Co 1,201.63

AFlaj^ler 1,524.17

Manning, Maxwell & Moore 1,631. 88

R. A. R<»bbins 1,481.54

8. C. Forsaith Machine Company 1,440.95

George Place 1,417.41

Schedule of propoaaU recHved far steeh about 611 tana of proteotiverdeck plates, required
for u8e in the coMtruction of the United States armored battle-ahip TexaSf under the
DcpartmenVs advertisement of August 6, 1889.

Linden Steel Company $116,970.56

Carnegie, Phipps & Co 125,854.40

Schedule of proposals for steel plates for use in the construction of the United States arm-
ored cruiser MainCy at the Navy-Yard^ Brooklyn^ N. F., opened at Navy Department, July

8, 1889.

•Linden Steel Company $34,753.60

Carnegie, Phipps&Co 38,348.80

Proposals for furnishing or for constructing hy contract four steam-tugs for the United

States Navy.

Tug for Navy- Yard, Washington, D. C.
For Aimishing :

A. Booth Packing Company, for one tug $23,500.00

P. Dougherty & Co., for one tug 33,000.00

"Same company, for one tug 35,000.00

Same company, for one tug 31,000.00

For constructing:

Neafle & Lev^, for one tug 32, 990. 00

The Hohenstein Manufacturing Company, for one tug 34,000.00

The Atlantic Works, forone tug 32,978.00

Tog for Navy- Yard, League Island, Pa.
For constructing:

Neafle& Levy, for one tng 32,490.00

The Hohenstein Manufacturing Company, for one tug 34, 000. 00

Same company, for one tug " 34,000.00

76 REPORT OP THE SECRETARY OF THE NAVY.

Schedule of propoaaU for steel required for use in Ihe construction of cruiser Ifo. 7, opened

at the Navy Department^ October 31, 16^9.

Class A. — Steel plates:

* Carnegie, Phipps & Co |fi5, 856. 00

Linden Steel Company 71,500.80

Class B. — Steel plates :

Carnegie, Phipps & Co 30,856.00

* Linden Steel Company 27, 664. 00

Class C. — Wrought steel :

* Bethlehem Iron Company 7, 476. 00

Class D. — Steel shapes : .

* Carnegie, Phipps ife Co 20,160.00

Class E, — Steel rivets :

•Oliver Iron and Steel Company 7, 840. 00

Class F. — Steel castings:

* Standard Steel Casting Company 31, 606. 40

Schedule of proposals for steel required for use in the construction of erniser No, 8,

opened at the Nary Dtpartment^ October 31, li:J89.

Class A. — Steel plates :

•Carnegie, Phipps & Co $65,856.00

Linden Steel Company 71,600.80

Class B. — Steel plates :

Carnegie, Phipps & Co 30,856.00

•Linden Sieel Company : 27,664.00

Class C. — Wrought steel :

•Bethlehem Iron Company 7,476.00

Class D, — Steel shapes:

•Carnegie, Phipps & Co 20,160.00

Class E. — Steel rivet*:

•Oliver Iron and Steel Company 7,840.00

Class F. — Steel castings :

• Standard Steel Casting Company 31,606.40

Schedule of proposals for materials required for use in the oonstructioUf at the Navy^
Yard, Brooklyn, N, Y., of the machinery for two cruisers of about 3,000 tons displace-
ment each; opened at Navy Department, November 6, 1889.

Class 35. — Pattern-maker's lumber :

•Watson APittenger $2,006.00

John Kenny 2,189.00

J.W. Duryee 2,150.00

Class 38, A. — Finished steel shafting :

Midvale Steel Company 75,018.60

• liethlehem Iron Company 31 cts. per lb.

Same class. — Rough-turned steel shafting :

Midvale SteelCompany 62,232.30

Bethlehem Iron Company 2d J cts. per lb.

Class 38, B. — Corrugated steel furnaces:

•Continental Iron Works 36,080.00

Class :^, C. — Condenser tube sheets and packing:

•D.B.Cobb 4,900.00

B. H. Cramp & Co 7,000.00

Class 39, A. — Anti-friction metal:

•J.J.Donovan 900.00

R.A.Robbin8 1,095.00

B. H. Cramp & Co 1,245.00

Deoxidized Metal Company 1,200.00

Class 39, B.— Pig_Tin :

William A. Wheeler 2,700.00

•R. A. Robbins 2,390.00

Class 39, C. — Steel Castings:
'Standard Steel Casting Company 35,840.00

REPORT OP THE SECRETARY OP THE NAVY. 77^

Class 44, C— Steel rods, shapes, and forgings for boiler bracing: v

Midvale Steel Company $31,360.00

Class 44, D. — Steel engine forgings :

• Midvale Steel Company 65,577.60

( 35 cts. per lb.

Bethlehem Iron Company < 20 cts. per lb.

( 36 cts. per lb.
Class 53, A. — Boiler tubes :

• William A. Wheeler 15.489.33

George A. Taylor 16,718.33

8. C. Forsaith Machine Company 21,886.21

Class 53, B. — Condenser tubes :

Waiiam A. Wheeler....' 13,206.69

American Tube Works 11,405.35

Benedict & Bumham Manufacturing Company &iVir ots. per ft.

Ansonia Brass and Copper Company 6^- cts. per ft.

11,405.32

Class 56. —Steel rivets :
•Oliver Iron and Steel Company .' 5,040.00

No. 2.^DETAILED MOVEMEITTS OF VESSELS.

NOETH ATLANTIC STATION.

The sqaadroD on this station is now under the comuiaud of Bear-
Admiral Bancroft Gherardi, who succeeded Bear- Admiral Stephen B.
Luce. The vessels composing it are the Qalena^ Kearsarge^ TantiCy and
Dolphin. The Kearsarge and Dolphin have been added to the command
since last report, the Atlanta and Pensacola detached for other duty, and
the Ossipee put out of commission.

GALENA.

The Oalena (flag-ship), after undergoing repairs at the navy-yard,
New York, sailed from that place, accompanied by the TantiCy for Port
au Prince, Hayti, December 12, 1888, to recover the American steamer
Haytien EepubliCj which vessel had been seized by the Haytian authori-
ties for alleged violation of the blockade. The Oalena arrived at Port
au Prince December 20, and a few days later the Haytien Republic was
suirendered to the force under Bear- Admiral Luce. The Oalena sailed
for Port Boyal, Jamaica, January 1, 1889, and arrived at that port the
next day. Left January 12, and returned to Port au Prince on the 14th.
Sailed again January 16, and arrived at Key West three days later.
She remained at this port until the 17th of February, when she sailed
for Cape Haytien, where she arrived February 2i, From this time
until May 18 following she was actively employed in Ilaytian waters,
visiting at different times St. Marc, Gonaives, St. Nicholas Mole, and
Port au Prince, upon which date she sailed from Cape Haytien for Key
West, where she arrived May 21. Sailed thence May 24, and reached
New York on the 29th of that month. She remained at New York until
August 25, when she again sailed for Haytian waters. She arrived at
St. Nicholas Mole September 4, and sailing thence the next day visited
Cape Haytien, St. Nicholas Mole, Port au Prince, and arrived at Gi3-
naives September 21. A riot having occurred on the island of Navassa,
she left for that place October 4 and arrived IIktc two days later. Hav-
ing investigated the cause of the riot, and after securing nine of the
ring-leaders, she proceeded thence to Ijaltiuiore, Md., via Kingston,
Jamaica, and reached Baltimore October 25, where the nine men were
turned over to the custody of the United States inarslial. Left Balti-
more October 29 and arrived at New York on the 31st of that month.

KEABSABGE.

The Kearsarge arrived at Porto Grande, Cape de Verde Islands, Decem-
ber 25, 1888. Sailed December 29 for Montevideo, and arrived January
24, 18)89. Left for the United States February 15, and arrived at
Hampton Boads A])ril 12, having touched at Barbadoes en route.

REPORT OF THE SECRETARY OF THE NAVY. 79

Sailed April 18, and arrived at New York the following day. Jane 12,
1889, she was assigned to duty on the North Atlantic station. She
sailed from New York on the IGtb of that month, and arrived at Cape
Haytien June 25. From this date until the 11th of 8ei>tember she re-
mained in Ha^ tian waters, visiting and revisiting the following-named
ports: St. Nicholas Mole, Port an Prince, Gonaives, and Cape Haytien.
Sailing from the latter port September 11, she arrived at New York
September 17. Sailed for Port an Prince October 1 with Mr. Douglass,
the Unite<l States minister to the Haytian Republic, and party on board.
Arrived at Port an Prince October 8. Sailed the same day and arrived
at the Delaware Breakwater October 22 and New York October 27.

YANTIO.

The Yfintio sailed from New York December :^2, 1888, for Port au
Prince, where she arrived December 20. Sailed thence December 23,
and reached Santiago de Cuba the next day, where she remained until
December 27, when she again sailed for Port au Prince and arrived at
that place December 28. Yellow fever having made its appearance on
board she left January 1, 1889, for New York, and reached the quaran-
tine station, that port, January 12, and the navy yard January 22.
After being thorojighly fumigated and disinfected, she left New York
May 11 to destroy certain derelicts on the Atlantic coast. She touched
at Delaware Breakwater May 13, and left the next day. She returned
to New York May 24, having lost her fore, main, and mizzen top-mast,
jibboom, and four boats in a cyclone encountered May 21. After
undergoing repairs at the New York Yard she sailed from that place
September 5 for Baltimore, to participate in the ceremonies attending
the centennial anniversary of the bombardment of Fort McHenry and
battle of North Point. She arrived at Baltimore September 9, remain-
ing at that port until the 15th, when she sailed for Norfolk, where she
arrived on the 17th, leaving there for Hampton Roads November 4.
She sailed November 6 for Santiago de Cuba with expedition for deter-
mining certain longitudes in the West Indies.

OSSIPEB.

The Osfiipee having completed her repairs left the navy-yard, Nor-
folk, January 6, 1889, and sailed for the West Indies the following day;
arrived at Port au Prince January 14, and left on the afternoon of the
15th for Port lioyal, Jamaica, with the steamer Haytien Republic in
tow, arriving there January 17. On the 19th of January the Haytien
Republic was formally turned over to the agent for her owners. The
Onaipee sailed for Aspinwall January 23, and arrived at that port on
the 28th. ^he remained at Aspinwall until March 3, when she left for
Port Royal, where she arrived March 7. Leaving on the 11th, she vis-
itetl Kingston, and returned to Port Royal March 12. Sailed the same
day for Cape Ilayiien, and reached that port two days later. She re-
mained in Uaytian waters until A))ril 24, visiting at diii'erent times the
following-named ports: St. Marc, Gonaives, St. Nicholas Mole, Port
Paix, and Cape Haytien. She left the latter port April 24 for Hava-
na, where she arrived April 28. After a visit of two days she left for
Key West, arriving May 1. Leaw^ing the latter port May 9, she arrived
at Hampton Roads May 14. Left the 19th, and arrived the same day
at Norfolk, Va. Left Norfolk May 25, and arrived at St. Nicholas
Mole June 2. From this date until the 2d of August she was actively
employed in Haytian waters, when she sailed from Port au Prince for

80 REPORT OP THE SECRETARY OP THE NAVY.

Port lloyal, and reached the latter place August 4. After a stay of
two days at Port Royal sl.e left for Cay Arenas, and reached that
place August 11, and rescued two of the survivors left on the Cay by
the American schooner Anna. She left the same day, and arrived at
Key West August 16. Sailed on the 16th, and arrived at Hampton
Boads August 21. Went to Norfolk August 23, remained in that i>ort
until August 30, when she returned to Hampton Roads. Left Septem-
ber 4, and arrived the next day at Baltimore, Md., to participate in the
centennial ceremonies of the bombardment of Fort McHenry and bat-
tle of North Point. She remained at Baltimorer until September 23,
when she left for Norfolk, and arrived at that port September 26. Was
put out of commission November 12, 1889.

DOLPHIN.

The Dolphin sailed January 22, 1889, from Honolulu, Hawaiian Islands,
for the United States, via the Asiatic and European stations, and ar-
rived at Yokohama on the 13th of February following. Leaving that
port on the 2(>th of that month she visited Kobe, Chemulpo, Nagasaki,
Chin-Kiaug, Wu Hu, Hong-Kong, Singapore, Colombo, Bombay, Aden,
Suez, Alexan<lria, Naples, Leghorn, Genoa, Villefranche, Toulon, Mar-
seilles, Barcelona, Gil)ralta'r, Plymouth, Funchal, and Bermuda, and
arrived at New York September 27. She was assigned to the North
Atlantic station November 19, 1889.

ATLANTA.

The Atlanta having been again temi)orarily assigned to the North
Atlantic station sailed from New York January 21, 1889, for Ilaytian
waters and arrived at (>ape Ilaytian on the 28th of that month. Sailed
thence February 1 ; visited Port Royal, Jamaica, and arrived at Aspin-
wall February 6. She remained in this port until April 9. Leaving on
that day she visite<l Kingston, St. Marc, (Jonaives, and Cape Ilaytian,
which port she left April 21 and arrived at New York April 28, and
reached the navy-yard at that ])laee the next day. Sailed August 3 for
New])ort, arriving there the next day. Left August 7 and returned to
the New York yard on tlu* 11th. Leaving again September 9 she went
to Newport and returned to the N(?w York yard October 5.

PENSACOLA.

The Pemacola rc^mained at the navy-yard, Norfolk, undergoing re-
pairs until September 7, 1889, when she sailed for Baltimore to partici-
pate in the centennial ceremonies attending the bombardment of Fort
McHenry and battle of North Point. She arrived at Baltimore Sep-
tember 8, left on the 10th of the same mouth, and arrived at New
York two days later. She sailed tor St. Paul de Loando, west4*,rn coast
of Africa, October 16, with expedition to observe the eclipse of the sun
December 22.

SOUTH ATLANTIC STATION.

The South Atlantic station remains under the command of Acting
Rear-Adminil James 11. Gillis, and at present consists of the Richmond
and Tallapoom. The Richmond has been added to the command since
last report. The Alliance has returned home and been put out of com-
mission, and the ISwatura detached from the squadron and ordered to the
Asiatic station*

REPORT OP THE SECRETARY OF THE NAVY. 81

RIOHMOND.

The Richmond left the navy yard, New York, December 26, 1888,
arrived at Hampton Eoads two days later, and went ap to the navy-
yard, Norfolk, December 31. She left the yard January 2, 1889, aud
anchored the same day at Hampton Koads. The following day she
sailed for the South Atlantic station. She arrived at St. Vincent, Cape
de Verde Islands, January 31, where she remained until Februarys,
when she left for Montevideo, arBiving at that port March 8. Sailed
March 23, arrived at Maldonado the same day and returned to Monte-
video April 4. She again visited Maldonado April 24 and returned to
Montevideo May 8. Left May 20 and arrived at Buenos Ayres the next
day. She remained at this port until August 9, when she saile4 for La
Plata, where she arrived August 12. After a visit of five days she
proceeded toColonia, and reached that place August 18. Sailed August
30th and arrived at Montevideo on the 31st. Left September 11th and
arrived at Buenos Ayres on the 13th of that month.

ALLIANCE.

The Alliance sailed from Montevideo October 8 and arrived at Eio
de Janeiro October 14. She remained at this port until November 22,
when she left for Pernanibuco, arriving there December 4. Sailed
December 6 and arrived at Bahia December 9. Left the latter port
December 10 and arrived at Montevideo the 27th of the same month.
She remained at this port until February 27,* 1889, when she sailed for
M;ildonailo, aud arrived there the same day. Keturned to Monte-
video March 2, and after remaining at this port until the 2d of April,
she again left for Maldonado, and reached that place the next day and
Montevideo on the l>th. Left April 25, visited Colonia aud Buenos
Ayres and returned to Montevideo May 14. Sailed again May 18 and
arrived at Pemambuco June 6, and on the 20th of that month left for
Hampton Koads, arriving at that place July 18. Went up to the navy-
yard, Norfolk, Va., August 9, aud was put out of commission August
20, 1889.

TALLAPOOSA.

The Tallapoosa sailed from Montevideo October 16, 1888, and ar-
rived at Maldonado October 20, Sailed thenctiOctober 24 aud arrived
at Montevideo October 29. Left December 20 and arrived at Oolonia
the next day. She remained at that port until January 14, 1889,
when she sailed for Montevideo, arriving there the next day. Left
again March 1 and arrived the same day at Maldonado, from which
port she sailed on the 5th and returned to Montevideo the same day.
Went to Maldonado again on the 10th and remained there until the
23rd, when she left for Lobos Island, where she arrived the same day,
returning to Maldonado on the 20th of March. After remaining there
until April 3, she left for Montevideo and arrived the next day.
Sailed April 20 and visited Buenos Ayres, Martin Garcia, Dos Herma-
nos, Rosario, Anna Maria, La Paz, Bella Vista, Corrientes, Asuncion,
SanUi Elena, San Nicolas, and arrived at Buenos Ayres July 8. Left
August 1 and arrived the same day at Moutevideo. Leaving that
port August 8, she visited Buenos Ayres, La Plata, Colonia, New Pal-
myra, Fi-ay Bentos, New Berlin, Conception, Paysandu, and arrived at
Buenos Ayres September 21. Left on the 26th, and arrived at Monte-
video the next day.

82 eeport op .the secretary of the navy,

sWatara.

The titoatara sailed from Maldonado November 27 and arrived at
Montevideo the same day. She remained at the latter port until De-
cember 19^ when she left for Sandy Point, Straits of Magellan, arriving
there December 29. On the 2d of January, 1889, she proceeded to the
Falkland Islands and arrived at Port Stanley on the 8th of the same
month, and after a visit of one week she left for Montevideo, where she
arrived January 21. February 27 she left for Maldonado, and reached
that place March 2, returning the same day to Montevideo. She re-
mained at this port until March 11, when she sailed for the Asiatio
station.

PACIFIC STATIOK

The Pacific squadron continues under the command of Rear- Admiral
L. A. Kimberly, and consists of the Alerty Adams^ Mohieatij IroquaiSj
Nipsic, Pinta, and store-ship Monongahela. Since last report the JVen-
ton and Vandalia have been totally wrecked, the Dolphin detached from
the squadron, and the Iroquois added.

ALERT.

The Alert left Honolulu February 22, 1889, for a cruise aroand the
Hawaiian Islands, stopped two days at Hilo, and returned to Honolnla
March 2. April 18 she sailed for Apia, Samoa, where she arrived May 3.
She remained at this port until May 9, when she sailed for Auckland,
as convoy to the Nipsic, Both vessels, however, returned to Apia May
15 and sailed the same day for Pago Pago, reaching that place May 16.
Sailed again, in company with the NipsiCy May 31. Touched at Fannin^^
Island June 14, leaving the Nipsio at this port, and arrived at Honolulu
June 25. Sailed again on the 8th of July and arrived at Fanning
Island July 14. Left this port in company with the Nipsic and reached
Honolulu August 2.

ADAMS.

The Adams continued in active employment in Samoan waters until
December 6, 1888, when she sailed for San Francisco. Touching at
West Cape and Honolulu, she arrived at San Francisco January 30, 1889.
Went up to navy -yard. Mare Island, and was put out of commission
March 25. She was again commissioned April 22, at the navy-yard,
Mare Island, and left that place for San Francisco June 14, and the
latter port on the 18th for Honolulu, where she arrived July 4. She
sailed for Apia August 4 and arrived there on the 2()th of the month.
Sailed the same day for Pago Pago and returned to Apia August 22,
having towed the Monongahela out of port and into Apia. Sail^ again
for Pago Pago August 25, and returned to Apia September 8,

MOHIOAN.

The Mohican sailed for Panama February 7, 1889, and arrived there
March 4, having touched at Acapulco en route. I^eaving Panama
April 18 and stopping at Cape Pasado, Bahia de Caraquez, Salango
Island, Manta, and Point St. Elena, reached Payta, Peru, May 3.
Sailed thence and arrived at Callao July 8, which port she left Septem-
ber 12 and reached Honolulu October 14,

REPORT OF THE SECRETARY OP THE NAVY. 83

NIPSIO.

The Nipsio arrived at Apia, Samoa, November 7, 1888. She was
beached during the harricane in that harbor March 16, 1889, and sus-
tained severe damage. She left for Auckland for repairs May 9, con-
voyed by the Alertj but returned to Apia May 15, after an unsuccessftd
attempt to reach that port. She sailed the same day for Pago Pago,,
reaching there the 16th and leaving May 31 for Honolulu under convoy
of the Alert. She arrived at Fanning Island June 14 and at Honolulu
August 2, where the vessel has been repaired and put in condition to
continue her cruise.

IROQUOIS.

The Iroquois was put in commission at the navy-yard. Mare Island
California, June 19, 1889. Went to San Francisco September 5, and
sailed from that port for Honolulu on the 16th of that month. She ar-
rived at Honolulu October 14.

PINTA.

The Finta was employed in Alaskan waters until April 10, 1889, when
she sailed for the navy.yard, Mare Island, for repairs, and reached
that place April 29. Left again for Alaskan waters October 6, and ar-
rived at Sitka October 17.

MONONOAHELA.

The Monongahelaj after receiving stores and supplies for the Pacific
squadron, sailed from the navy-yard, Mare Island, for the Samoan
group, February 21, 1889, and arrived at Apia April 6. Sailed the
next day for Pago Pago, and arrived there April 8. She remained at
this port until August 21, when she sailed for Apia, reaching that place
on the 22d. Sailed for San Francisco September 13 ^ arrived at that
port October 28.

DOLPHIN.

The Dolphin left Oorinto November 28, 1888, and arrived at Panama
December 1, having touched at Punta Arenas en route. Sailed De-
cember 18 and arrived at Acapulco December 25, which port she left
on Uie 28th for Honolulu, where she arrived January 12, 1889. She
sailed for New York, via the Asiatic and European stations, January 22.

TRENTON.

The Trenton left Payta, Peru, December 2, 1888, for Panama, where
she arrived December 7. Sailed January 13, 1889, for the Samoan
Islands. Arrived at Tahiti February 22. Left that place March 1 and
arrived at Apia, Samoa, March 10. She was totally wrecked in that
harbor March 16, 1889, during a severe hurricane.

VANDALIA.

The Vandalia sailed from the navy -yard. Mare Island, for the Samoan
Islands January 20, 1889. Arrived at Honolulu February 2. Left that
port on the 7th, and arrived at Apia February 22. She was totally
wrecked in that harbor March 16, 1889, during a severe hurricane.

84 REPOKT OF THE SECRETARY OF THE NAVY,

ASIATIC STATION.

Bear- Admiral George E. Belknap assumed command of the squadron
on this station April 4, 1889, succeeding Kear- Admiral Balph Chandler,
who died at Hong-Kong February 11, 1889. The vessels composing this
command are the Omahay Marion^ Palo8, Swatara^ and Monocacy. The
Brooklyn, Juniata^ and Essex have returned to the United States and
been put out of commission.

OMAHA.

The Omaha sailed from Shanghai, China, January 29, 1889, visited
Nagasaki, and arrived at Chemulpo February 8. Left that port the
next day and arrived at Shanghai on the 19th, having touched at
Chin Kiang en route. Sailed March 5, visited Nagasaki and Kobe, and
arrived at Yokohama on the 27th of that month. She remained at that
port until August 3, when she went to the dock-yard at Yokosuka and
returned to Yokohama August 8. Left September 6, arrived at Kobe
September 7 ; sailed September 19 and arrived at Nagasaki two days
later.

MARION.

The Marion sailed from Shanghai February 4, 1889, and arrived at
Hong-Kong February 10. Leaving February 23 and touching at Amoy,
she arrived at Shanghai March 4. She left that port on the 22d of that
month and arrived at Nagasaki two days later. Bhe remained at that
port until April 4, when she sailed for Yokohama, where she arrived
April 7. Left April 24, arrived at Kobe on the 2Gth, and reached Na-
gasaki May 3. From the latter port she sailed June 8, and arrived at
Yokohama on the 12th of that month. Leaving this port July 15, she
visited Kobe, and arrived at Nagasaki July 27, from which port she
sailed August 3 and reached Chemulpo August G.

PALOS.

The Palos arrived at Tien Tsin October 24, and went into winter
quarters at that place. Sailed March 7, 1889, upon the re-opening of
navigation, and arrived at Chefoo March 11. Sailed from that port on
the 14tb, and arrived at Chemulpo March 16. She remained at that
port until August 8, when she sailed for Nagasaki, where she arrived
August 11. Sailed thence on the 17th of the same month, and arrived
at Kobe August 20, having touched at Nak-Sima and Yarumi-no-Ura
en route. Kemaining in this port until September 19, she sailed that
day for Nagasaki, where she arrived September 24, having touched at
Matsuhama and Gogo Sima.

MONOCACY.

The Monocaeif has remained at Yokohama since last report. She has
recently beiMi thoroughly repaiivd and refitted and is now again in
condition lor active service on the station.

SWATAKA.

The Swatara sailed from Montevideo for the Asiatic station March
11, 1889 ; visited Cape Town, TuUear Bay, Morondava, Mozambique,
Johanna, Tamatave, Zanzibar, Singapore, and arrived at Hong-Kong
October 30, 1889,

REPORT OF THE SECRETARY OP THE NAVY, 85

ESSEX.

The Essex left Chemulpo October 20, and arrived at Tung-Chan-fu
October 22, Sailed thence October 27, and arrived at Shanghai Oc-
tober 31, having touched at Chefoo en route. Sailed January 3, 1889,
for New York ; arrived at Hong-Kong January 7, Singapore January
15, Colombo January 25, Aden February 9, Suez February 20, Port
Said February 26, Malta, March 7, Gibraltar, March 18, Madeira, March
20, and reach*jd New York April 24. Was put out of commission May
11, 1889.

BBOOKLYN.

The Brooklyn arrived at St. Thomas, West Indies, March 31, 1889.
Sailed thence April 7, and arrived at New York April 24. Was put
out of commission at that place May 14, 1889.

JUNIATA.

The Juninla sailed from Alexandria, Egypt, December 3, 1888; ar-
rived at ViUefriinche December 13, having stopped at Naples en route.
Leff December 17, arrived at Gibraltar December 23, Madeira Decem-
ber 31, St. Thomas January 22, 1889, and New York February 4. Was
put out of commission at that place February 28, 1889.

EUROPEAN STATION.

The force on this station has been under the command of Com-
mander B. H. Mc'Calla, commanding the U. S. S. Enterprise^ since the
detachment of Acting Rear, Admiral James A. Greer, June 24, 1889.

The Enterprise is now the only United States vessel of war on the
station, the Lancaster iind Quinnebaug have been detached from the
squadron since last report.

•

ENTBBPBTSB.

The Enterprise sailed from Rouen November 2, 1888, and visited the
following ports : Le Trait, Plymouth, Paulliac, Bordeaux, Lisbon, Cadiz,
and Gibraltar, arriving at the last-named place December 23. She re-
mained at Gibraltar until January 8, 1889, when she sailed and visited
Negro Bay, Morocco, and Malaga, and returned to Gibraltar January
19. Sailing again on the 23il, she arrived at Yillefranche January
29. She remained at that port until March 7, when she sailed for
Naples, en ronte to Zanzibar and Madagascar. She arrived at Naples
March 10. Proceeding thence three days later she touched at Port
Said, Suez, Aden, and arrived at Tamatave, Madagascar, April 11.
Leaving the latter place, she visited Nosi Vei, Belo, Morundava, and
Mozambique, and arrived at Zanzibar May 1. She remained at this
port until May 18, when she left for the European station; arrived at
Aden May 26, Suez June 4, Port Said June 5, Leghorn June 13, and
Yillefranche on the 25th of the same month. She sailed the next day,
and arrived at Gibraltar June 30. Lett July 1, touched at Cher-
bourg, and arrived at Southampton July 9. She remained at this port
until Augusts, when she sailed, visited Cowes, and returned to South-
ampton August 13. Proceeding thence on the 24th, she visited Port-
land, Plymouth, Carrickfergus, Greenock, Wemyss Bay, and Inver-

86 REPORT OP THE SECRETARY OF THE NAVT.

aray, and arrived at the Mull of Galloway September 26, Iieft 8^
tember 30, visited Holyhead and Bristol, and arrived at Brixbam
Boads October 31.

LANCASTER.

The Lancaster sailed from Yillefranche December 24 and arrived at
Genoa the following day. She remained at this port antU January 1,
1889, when she left and retarned to Yillefranche. Sailing from this
port May 4, she again visited Genoa, arriving there May 5. Sailed
thence for New York May 13 j arrived at Spezia May 14, Leghorn May
22, Gibraltar July 2, Madeira July 10, and reached N^ew York August
8. Was pat out of commission at that place September 7, 1889.

QUINNBBAUO.

The Quinnehaug sailed from Constantinople November 15, 1888, vis-
ited Smyrna, Beirut, and arrived at Alexandria November 27, at which
port she remained until April 10, 1889, when she sailed for Malta,
arriving there April 16. Left April 21 and arrived at Yillefranche
April 24. Sailed for Gibraltar May 1, and arrived at that port May 6.
Sailed thence for New York May 9 ; arrived at Madeira May 12, and
reached New York June 17. Was put out of commission at that place
July 3, 1889.

APPRENTICE TRAINING SQUADRON.

JAMESTOWN.

The Jamestown was put in commission at the navy-yard, Norfolk,
Ya., April 13, 1889, and sailed for New York on the 22d of the same
month, arriving there on the 25th. Sailed for Newport May 7, arriving
there May 9. She remained at Newport until the 5th of June, when
she proceeded to sea for the usual summer cruise. Arrived at Cher-
bourg, France, July 1, 1889 ; sailed thence for Cadiz, and arrived at
that place August 2 ; sailed August 7 ; visited Tangiers on the 9th,
sailing the same evening for Gibraltar, where she arrived the next day.
Lefc August 14, and arrived at Madeira August 19. From this port
she sailed direct for Newport and reached that place October 6.

PORTSMOUTH.

The Portsmouth was put in commission at the navy-yard, Portsmoaib,
N. H., July 10, 1889, and sailed from that port August 6 for her summer
cruise. Arrived at Fayal, Western Islands, August 22, where she re-
mained until the 27th of that month, when she sailed for Funchal,
Madeira, reaching that port September 5. After a visit of two weeks
she sailed for Newport, and arrived October 28. Left for New York
November 11 in tow of the tug Nina^ and reached that place the next
day.

OONSTBLLATION.

The Constellation arrived at Barbadoes December 2, 1888. She re-
mained at this port one month, when she sailed for Port of Spain, Trin-
idad, arriving January 8, 1889. Left February 18, arrived at Basse
Terre February 28, and sailed thence March 11, and arnved at St

EEPORT OF THE 8ECBETARY OP THE NAVY. 87

Thomas on the 13th of that month. On the 20th of March she sailed
for Hampton Boads, arriving April 4, and at the navy-yard, JSTorfolk,
April 9. Here she transferred the majority bf her officers and crew to
the Jamestown^ and sailed for Annapolis April 25, and arrived at that
port April 30, when she was turned over to the Superintendent of the
Naval Academy.

SPECIAL SERVICE.

The vessels on special service are the Ranger^ Despatchj Michigan^ and
Thetis.

BANGBB.

The Ranger returned to the navy-yard, Mare Island, California, June
26, 1889, and, after undergoing slight repairs, sailed from that place
November 6 to resume her work on the coast of Lower jOalifornia.

DESPATOH.

The Despatch has been employed during the year on the North Atlan-
tic coast, and has visited at different times the following-named ports:
Norfolk, Washington, Annapolis, Philadelphia, New York, Elizabeth-
port, Newport, Boston, Portsmouth, and Bar Harbor, and is at present
at the navy-yard, Washington, D. C.

MiomaAN.

The Michigan has been employed during the past year on the north-
western lakes.

THETIS.

•

The Thetis sailed from the navy-yard. Mare Island, California, April
20, 1889, and arrived at Sitka June 2, having touched at Tacoma, Port
Simpson, Fort Tongass, Port Chester, and Wrangell. She remained at
Sitka until June 8, when she sailed for Ounalaska and ports to the
northward ; arrived at Ounalaska June 17. Sailing thence on the 24th
she visited St. Paul Island, St. Matthew's Island, Plover Bay, Cape
Tchaplin, St. Lawrence Bay, Point Hope, St. Michael's, Port Clarence,
Cape Tichiboukak, Cape Prince of Wales, Cape Blossom, and arrived
at Point Barrow July 29. She left this place August 8, touched at Cross
Island, CoUenson Point, Uerschel Island, Mackenzie Bay, and returned
to Point Barrow August 24. Left on the Slstof that month; visited
Point Lay, Icy Cape, Point Hope, and arrived at Ounalaska Septem-
ber 2G. She left that i)ort October 3, and arrived at Sitka October 10.
She is now under orders to the navy-yard. Mare Island, California.

SQUADRON OF EVOLUTION.

This squadron, created under the Department's order of Septem-
ber 30, 1889, is composed of the Chicago^ Boston^ Atlanta^ and Yorlc-
town, and is under the command of Acting Rear- Admiral John G-.
Walker.

OHIOAOO.

The Chicago was put .in commission at the navy-yard, New York,
April 17, 1889. Sailed for Newi>ort September 4 for speed and turning

88 REPORT OF THE SECRETARY OF THE NAVY.

trials, and returned to New York September 23. Sailed for Bostou,
accompanied by the vessels of the squadron, November 18. Anchorecl
at Sandy Hook and Provincetown, and arrived at Boston November 22.

BOSTON.

The Boston remained at the navy-yard, New York, until May 15,
1889, when she sailed for the navy-yard, Norfolk, Va., reaching that
place May 17. Left on the 18th, with tbe Monitor Puritan in tow, and
arrived at the navy-yard. New York, May 21. Sailed July 4, arrived
at the navy-yard, League Island, the next day, and, taking the Amphi-
trite in tow, left July 6 and arrived at Norfolk on the 8th of that month.
Leaving the next day, she arrived in New York July 10. From thence
she left, July 29, for Newport for speed and turning trials, and
returned to New York August 5. She was assigned to this squad-
ron, September 30, 1889. She sailed for Boston with the other vessels
of the squadron November 18, and reached there November 22, having
touched at Sandy Hook and Provincetown.

ATLANTA.

The Atlanta was assigned to this squadron September 30, 1889, and
accompanied the other vessels of the command from New York to
Boston.

YORKTOWN.

The Yorictown was put in commission at the navy-yard, League
Island, Pa., April 23, 1889, and left for New York two days later,
arriving there April 28. Went to sea for final trial July 27, and re-
turned to New York July 29. Sailed August 13, and arrived at New-*
port on the 16th, having visited New London en route. Ilaving com-
pleted her speed and turning trials, etc., she sailed from that port Sep-
teuiber 25, and reached New York the next day. Left October 2 ;
arrived at West Point the same day, and returned to New York Octo-
ber 5. She was assigned to duty with tliis squadron September 30,
1889, and accompanied the other vessels of the command from New
York to Boston.

EEPORT OF THE 8ECBETAKT OP THE NAVY.

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Ho. 4.— DISASTER AT APIA, SAMOA.

REPORT OF REAR-ADMIRAL L. A. KIMBERLT.

Apia, Samoa, March 19, 1889.

Sib : It becomes my paiufal daty to report to the Department the
disastrous injury and loss sustained by the vessels under my com-
mand in the harbor of Apia during the hurricane which swept these
waters March 15 and IG. When the gale commenced there were in the
harbof the following menot'-war: TJ. S. ships I^enUm^ Vandalia^ and
NipHc; H. B. M. ship Calliope, and H. I. G. M. ships Adler, Otga, and
EUer. There were also a few merchant vessels and small craft. The
Nipaic had the inner berth, and the Trenton (last to arrive) had the
outer berth.

Indications of bad weather appeared during the forenoon of Friday,
March 15, and at 1 o'clock on that day I commenced preparations to
meet a gale by sending down the lower ysurds and housing topmasts. '
Fires were lighted and steam raised. By 3 o'clock the gale had developed.
It blew hard during the evening, and about 8 p. m. we parted our port
bower cable. During the night it blew with great violence, but with
aid of steam the vessels kept in good shape till morning. At daylight
we had hoped for a moderation of the wind, but were disappointed.
The gale set in with renewed fury, and early in the forenoon it was evi-
dent that some of the inner ships were ashore and those nearer to us
were riding uneasily. The flag-ship lost her wheel about this time. It
carried away with a crash and seriously injured some of the helmsmeh.
Relieving tackles and spare tiller were applied promptly, but it was dis-
covered that the rudder was broken, and soon it was entirely useless.

The wind by this time was blowing with hurricane force and the seas
were very heavy. The ship had begun to make water during the early
morning. The hand pumps were manned and all bilge pumps in the
engine-room put on. The water gained and threatened to put out the
fires 'f the greater part of it seeming to come in through the hawse pipes
which are situated on the berth deck. Every effort was made to stop
the entrance of water at this i>oint, by jamming in bedding, and by
putting wonlding on the chains, and veering into the hawse pipes. It
could be checked in this way but not stopped ; for the violence of the
seas was so great that it would force back everything that opposed it.
All hands were set to bailing, and the handy billy rigged, but by 9.30
a. m. the fires had been put out and the men driven up from the fire-
room. Work at the hand pumps and with the buckets continued from
this time throughout the gale, with the hope of being able to relight the
fires and keep the ship sSoat.

A little before noon the Calliope was seen to be very uneasy at her
moorings, and soon she steamed towards us, having parted or slipped
her cables, and making an effort to go out the harbor she came near
colliding with us and steamed out in the face of the hurricane. In the
afternoon, the wind having hauled a little, the flag-ship was more un-
steady at her moorings and parted two chains, one soon after the other.
We then drifted over towurds the eastern r^^ escaping the wreck of a

96 BEPORT OF THE SECRETARY OF THE NAVY.

merchant bark by the mere chance of her dragging as we approached
her. We drifted until our stern was almost against the reef. Destruc-
tion seemed imminent, as tlie vessel was within a few feet of the reef
for a long while and pitching heavily. We drifted in this i>08ition
along the reef for a considerable distance until we came to where it
turned more toward the eastward. Here we fotind smoother water and
our remaining anchor seemed to hold quite well for a time. This posi-
tion, however, put us directly in the hawse of H. I. G. M. S. Olga^
which vessel had one of the smoothest berths in the harbor at this
time. She was riding well and had control of her engines. Efforts
were at once made to heave over the 8-inch rifle-gun from the fore-
castlCy to assist in holding, but it could not bo done in time. We
slowly drifted upon her, and she avoided us twice by skillful use of
helm and engines, but soon after cut into our quarters, first one
side, then the other, carrying away boat's rigging and quarter galleries,
but not essentially injuring the hull.

During all this time the officers of the flag-ship made every effort to
manage her by the storm sails and putting men in the rigging. We
drifted by the port side of the Olga^ and across to the western reef,
dragging the anchor and tailing now on the western reef as we had be-
fore done on the eastern. Some of the wrecked vessels were now in
plain sight; Nipsic well inshore on good bottom, stern to the seas; Van-
dalia sunk against the reef, masts standing and tops and rigging filled
with men ; spray and surf flying to their mastheads. Eber nowhere to
be seen. Adler on her aide, high on the reel*. The Olga had turned for
the shore and going ahead under steam and vsail was beached on good
bottom and in a good position, stern to the seas.

All this time the gale was blowin*^^ with unabated fury. About 6
o'clock we were expecting to strike the- reef momentarily. It was di-
rectly under our stern ; but, as on the eastern si(h», an under tow or
current seemed to carry us along the reef and keep us just clear of
striking. Thus we came on to where the VandaUa was lying, and it
was evident that our stern would soon strike against her port side. As
we approached her rockets were fired, carrying lines, with the hope of
rescuing the people on her masts. This proved Tery successful, and
the men from the main and mizzen were rescued first. Soon after we
struck the Vandalia with violence, and her main and mizzen masts
went by the board. We then swung gradually and settled into a x)osi-
tion alongside of her, just touching the bottom, and our stern grazing
a sniiiU wreck and the reef. The men were niscued from the foremast
of the Vandalia^ and thence on during the night we continuetl to beat
upon the bottom and a;^ainst the VandaUa with great force.

The wind durin^r this (Saturday) night blew with hurricane force,
squall following scpiall with hardly any iipj)reciable interval. The seas,
however, wercs not so high as they wi^n* further out, and we got through
the night without additional serious misfortune.

Just before daylight the llag-sliii> was visited by two boats manned
entirely by natives, who (tarried lines to the shore. This was danger-
ous work, owing to X\\i\ darkness, to the sea and current, to the reefis
and wreckage, and to the difficulty of ai)proaching the Trenton on ac-
count of tln^ Vandalia's wreck.

The men were kept at the pumps andbuckets without cessation, with
a view to hauling ott'the ship, if possible, and keeping her afloat when
the gale abated. In the morning the wind moderated. It was then
ascertained that the propeller was missing. The ship had settled hard
on the bottom, and the water could not be reduced ; it was up to the
engine-room platform and rising. Under these circamstances, and in

REPORT OF THE SECRETARY OF THE NAVY. 97

the absence of auy docking facilities or marine railway a[ipliance8 and
powerful pumps, the abandonment of the ship became necessary.
Stores were gotten up as rapidly as possible, and the people got their
effects ashore. Immediately thereafter tUe crew was set to work getting
out and saving from her everything possible. On Monday the water
was up to her gun deck, and she had settled a little on her port side. Oa
Tuesday she had settled more to port and was still lower in the water.

The Vandalia is completely submerged, only her foremast and head-
l)ooms showing above the water. The Nipsic is lying in about 7 feet
of water at low tide (rise and fall about 4 feet). She would probably
have to be hauled astern some 500 feet to float her at high tide. She
has lost her smoke-pipe, also her rudder, and her x^ropeller is badly
damaged. Her crew remain on board, and she keeps her bilges free of
water by the steam-pump. I have ordered a board to investigate at
once the possibility of saving the Nipsic^ and to further investigate
and report upon all circumstances connected with the loss and damage
of the vessels by the gale. The report of this board will be forwarded
by the first opportunity after its receipt by me. The crews of the Van-
dalia and Trenton a;e in barrack on shore. The Calliope steamed into
the harbor this morning, showing signs of having experienced heavy
weather. She goes to Sydney as soon as possible for repairs, and
through the kindness of Captain Kane her diving outfit has been
turned over to us, and it will be of the greatest assistance in saving
stores. 1 commend his services to the Department, and trust that they
will be regarded as worthy of recognition.

Lieutenant Wilson goes to Auckland to report the catastrophe to the
Department by cable, and to charter a steamer to take to San Fran-
cisco the Vtindalia^s cvevf and others of the squadron who are sick and
disabled. By the Calliope 1 send a dui)licate dispatch to Sydney to be
lorwarded by the United States consul to the Department.

I have received the most valuable assistance from MalietoaMataafa,
who has sent a large number of his men to help in getting stores and
public property froni the ships.

The CaUio2)e when she went out the harbor carried 90 poundsof steam,
making seventy four revolutions, and then wasjust able to make head-
way against the gale; and when outside, duriug the period of four hours
she made no headway, engines running at full speed.

I regret to rei)ort the following loss of life:

On the Vandalia^ four officers and thirty-nine men, viz :

Capt. C. M.Sehoou maker. | Frank Lissman, sergeant.

£. M. Hammer, eeamau.
George Gorman, carpenter.
M. Crai;^n, captain after-guard.
WiUiam Brown, tirst quarterinastfT.
T. G. Downey, payraajiter^s yeoman.
Michael Cusben, corporal.
Nicholas Kinsella, corporal.
II. C. Gt'hrin^, private marine.
Aclolph Gohluer, private marine.
Frank JoncH, private marine.

Paymastirr Frank H. ArmH.

First Lieut. F. E. Sutton, marine

corps.
Pay Clerk John Roche.
George Murray**, baynian,

B. F. Davis, en^ineer'rt yeoman.
M. H. Jos<*ph, engineer's yeoman.
N. B. Gre«'n, havman.
H. P. Stalinan. hay man.

C. H. Hawkius, steerage steward.

C. E. G. Stanford, landsman. • Georg«? Jordan, private marine.

W. Brisbane, cabin steward. ' John Willford, private marine.

Joseph Grithu, first-class iiieman. I Henry Wixted, private marine.

M. Erickson, ordinary seamau. Aylmer Montgomerie, private marine

Thomas Kelly, second-class Areman. John Sims, private marine.

W. Howat, c<»al heavei. ; G. H. Well.s, private marine.

C. P. KnitztT, ordinary seaman.

Thomas Kib\v, landsman.

John Kelly, ordinary seaman.

Henry Baker, landsman.

John Hantchett, sergeant*

JUJl

Charles Kraus. private marine.
Ah Kean, cabin cook.
Ah Pack, seamen's cook.
Pen Dang, landsman.
Yee Hor, ward-room cook.

98 REPORT OF THE SECRETARY OF THE NAVY.

On t\n} Xipsie^ seven men, viz:

Joshuji Heap, a])prpntice.
C»e()rj;<) W. CaHau, ajiproutico.
*I<*ury Pont seel, coxswain.
William Watson, lirst-class fireman.

David Patrick Kelleher, coal beaver.

John Gill, seaman.

Tbomas Johnson, cabin steward.

On tlie Trenton., J. Hewlett (landsman) was struck on the head by
the broakinj? in of a port, and died soon after.

Diiiin<iC the entire time Caj)tain Farquhar showed great care and
ffooil judfjment iu handling the ship through this terrific gale and never
Irit the bridge. lie was ably seconded by his executive and navigating
ofiicers, wlio did all in their power to save the ship. In fact, so far as I
could observe, all the olllcers behaved extremely well under the trying
circumstances and jjcrformed their duties cheerfully, effectively, and as
well as could be desired.

This disaster I classify among the incidents and accidents inse])arable
from the prosecution of duty. Its magnitude, however, gives it a dis-
tinguishing feature which, fortunately, the service is rarely compelled
to witness.

Captain Farquhar has demanded a court of inquiry. No disinter-
ested oflicers are available here. 1 therefore respectfully refer the entire
matter to the Department, and if further investigation is deemed neces-
sary I should be pleased to have a court of inquiry ordered.
Very respectfully, your obedient servant,

L. A. KiMBERLY,

Rear- Admiral., U, 8. Navp,
Commanding U. 8. Naval Force on Pacific 8tation,

The Secretary of the Navy.

lUCrOIiT OF CAPT. N. II, FAIIQUIIAU, COMMANDING U. S. S, TUENTOX.

Apia Samoa, March 19, 1889.

Sir: T have the honor to inform you that the U. S. flag ship Tren-
/ow, under my command, was driven ashore in a hurricane on Saturday,
iMan*h 10, about tS p. m., alongside the wreck of the U. S. S. Vandalia
in this harbor.

The ship has since* filled with water and, in my opinion, has broken
in two places — abreast, the mizzcMi mast and near the smoke-stack.

it is possil)U>i the shi]) mi<>ht 1h^ floated to dock with the assistance
of ))oweif'ul j)nin|»s used by wrecking compai^ies, but, as there are no
facili(i<*s of this kind, she will be a total loss.

On Thursday, .Mareh 1 1, the wind <*ame out approximately from the
southwanl, with much rain, the barometer slowly falling, being 29.70
at noon, 29.(Jt) at midnight ; the force of tin* wind from 2 to 4. l)uring
the mid-watch, March h"*, got up steam, wind remaining in the same
dire<^tion and varying from i) to -t, the baiM)m(»ter falling from 29.(>() to
29.o<). At 4 a. m. tin* wind, and until 8 a. m., was from 2 to G in force,
the barometer at 8 a. m. luMug 29.42.

J5y noon, though the barometer fell to 29..'U), the wind had not in-
creased, or practically changed in direction.

During this watch i)repared to send down lower yards and housetop-
masts. From meridian to 4 p. in. sent down lower yards, boused toj)-

REPORT OF THE SECRETARY OF THE NAVY. 99

mast, and made preparations for bad weather. At 1 p. m. the wind was
east, force 1 to 2, barometer 29.24 ; at 2 p. m. wind variable, force 1 to
2, barometer 29.20 ; at 3 p. m. wind northeast, force 2 to 4, barometer
29.20 ; at 4 p. m. wind north, force 4 to 7, barometer 29.29.

This seemed to indicate that the gale had broken and that the wind
would haul to the west. Instead, however, it backed to the northeast
barometer, rising at 8 p. m., being 29.36, wind northeast, force 4 to 8.

Up to this time the ship was moored with 62 fathoms on port bower,
45 fathoms on starboard bower, with starboard sheet under foot. At
7.57 parted port bower chain, let go port sheet, steamed ahead, veer-
ing to 60 fathoms on it and starboard bower.

The barometer during this watch, 8 p. m. to midnight, was steady
about 29.40, wind northeast by north to north-northeast, force 7 to 8.
Midwatch of March 16, barometer 29.36 to 29.38, wind north-northeast,
force 7 to 8, steaming ahead slowly to relieve strain upon anchors. At
6 a. m. barometer fell to 29.23, wind north by east, force 6 to 9, tre-
mendous sea. About 7 a. m. wheel ropes carried away, rudder broken
in two pieces, so as to be useless. About 9 a. m. wind came out from
north, force 8 to 10, barometer rising to 29.30 at 11 a. m. At 9.30 fires
were extinguished by water in fire-room, which came from hawse
pipes, notwithstanding every precaution in the way of jackasses, ham-
mocks, etc., having been used to keep the water out, but being on the
berth deck, low down^ and a full bowed ship, it was impossible to keep
thie water out. The hand as well as steam pumps were going, with
men bailing besides, and the hatches battened down.

I attribute the loss of the ship primarily to the location of the hawse-
pil)es. I have several times reported officially against their location to
the Navy Department.

Up to noon the ship had dragged very little, if any ; at noon, barom-
eter 29.29, wind blowing hurricane from the north.

At 1 p. m. the barometer fell to 29.19, the lowest reading, the hurri-
cane continuing with the same force till about midnight, the barometer
rising slowly, reaching 29.52 at that hour; wind north-northwest.

From 4 to 8 p. m., dragging slowly at times, set storm, mizzen, and
mizzen-stay sail, with sheets amidships to prevent any sheering of the
ship. About 3 p. m. parted ])ort sheet chain, and shortly after star-
board bower veered to 90 fathoms on remaining anchor.

Shortly after 8 p. m. dropped alongside the Vandalia^ took off her
crew from the tops and rigging, and made fast to her. Pounding ter-
ribly all night, but the wreck of the Vandalia kept us off the reef.
Notwithstanding every effort could not keep the water down in the
holds. About midnight the wind had somewhat abated. At daylight,
the morning of the 17th, a line was sent to us from the shore.

As much of the provisions as could be handled were gotten on the
spar deck. In the afternoon of the 17th, the water still gaining, it was
deemed advisable to land the officers and crew.

Permit me to express my most heart-felt thanks to you for your most
valuable counsel and for keeping us in good cheer, particularly when
in our greatest danger, by your good example.

During these trying days the officers sustained the reputation that
our Navy is prouil of. The crew generally worked well.

Lieut. li. M. G. Brown, the navigator, was by my side the whole time,
and to his excellent judgment, one time at least, the ship was cleared
of a reef. Had we struck it I fear few of the four hundred and fifty
people on board of the Trenton would be alive to-dav.

100 EEPORT OF THE SECEETAEY OF THE NAVY.

Several officers and many men were injured, but only one man killed,
J. Hewlett, landsman, whose skull was broken by the sea. His remains
were interred there.
1 respectfully demand a court of inquiry.
Very respectfully,

N. n. Farquhab,
CaptaiUj TJ. 8. Navy^ Commanding U. 8. F. 8, Trenton.

Bear- Admiral L. A. Kimbebly,

U. 8. Nary, Commanding U, 8. Naval Forces on Pacific Station.

CAPTAIN FAllQUHAR TO THE SECRETARY OF TUE NAVY, COMMENDA'

TOBY OF COMMANDER U, W. LYON

XJ. S. S. Trenton (2d bate),

Apia, Samoa, April 22, 1889.

Sir : It may happen that I will not have an opportunity, before a
court of inquiry, to brin^ to the jiotice of the Department the good
conduct of Lieut. Commander EL. W. Lyon, U. S. Navy.

I therefore take this means of testifying to his excellent service dar-
injjf the hurricane of March IG and 17, 1889, and since then, in savin^^
valuable property from the wreck.

During the gale he intelligently carried out my orders: personally
supervising the many plans to keep out water, getting lines to the
Vandalla to prevent the total destruction of the Trenton, and many
other dutieu besides. Since leaving the ship he has, under most un-
favorable circumstances, succeeded in getting all the battery on shore
without accident or loss.

Very respectfully, your obedient servant,

N. II. Farquhab,
Captain, Commanding.
The honorable Secretary op the Navy,

Navy Department, Washington, 7>. 0.

U. S. Flag-ship Trenton (2d bate),

Apia, ApHl 22, 1889.
Approved and forwarded.

L. A. Kimberly,
Bear-Admiral, Commanding U. S. Naval Force, Pa^Jic Station.

CAPTAIN FARQUUAR TO TUE SECRETARY OF THE NAVY, COMMENDlNa

CADET R. II. J A CKSOy,

Washington, 1). C, October 20, 1889.

Siu: It has retrntly vxnxw to my knowkMl^uv that when the crew of
the H. 8. S. Trenton^ during the rrciM thurriciinc in Samoa, were ordered
into the mizziMi ri^jj^^iii^ to act as a sail to l)rin^ the ship head to wind,
>'aval Cadet l{. 11. Jackson. jnmpcMl into the ri^.uin<jr, leading the way,
thus setting a ^'ood examph* to the men. 1 be,!*' to bring this gallant
conduct on his j)art to the notice of tiie Kavy l)ej>artment^
Very respect tally, your obedient servant,

N. 11. Farquhae,
Captain, IL 8. Navy, Lately in Command of tits U. & 8. Trenton^

' . JJo;j. B. l\ TUACV,

*: :}ikcretary of the Navy.

REPORT OF THE SECRETARY OF THE NAVY. 101

the 8ecbetaby of the navy to b. h. jack son, late n a fal cadet.

Navy Department,
Washington, October .28, 1889.

Sir: Ttake pleasure in furnishing you with a copy of a communica-
tion addressed to the Department on the 26th instant by Capt. N. H,
Farquhar, late commanding officer of the U. S. S. Trenton, in which he
brings to its notice an act of gallantry on your part, on the occasion of
the wreck of that vessel, which recently came to his knowledge.

He reports that when, during the hurricane at Samoa, the crew of
the Trenton were ordered into the rigging co act as a sail to bring the
ship's head to the wind you led the way, and set a good example to
to the men.

The foresight and promptness exhibited by you on the occasion in
question belongs to that class of gallant acts and deeds under trying
emergencies which reHect honor on the naval profession and lead to
good results.

The Department is pleased to place on its files Captain Farquhar's
tribute to your gallantry.
Yery respectfully,

B. F. Tracy,
Secretary of the Navy.
Mr. E. H. Jackson,

Late Cadet, U. S. Navy,

University of Virginia, Charlottesville, Va.

gallant conduct of fugi hacuitaboy cabin stewabd of the

u. s. s. trenton,

Naval Examining Board, I^^'avy Department,

Washington, July 3, 1889.

Sir: The Naval Examining Board, to wliom was referred the dupli-
cate report, dated May 11, 1889, of Lieut. John C. Wilson, U. S. Navy,
of the late U. S. IS. Vandalia, and a supplementary report dated July 1,
1889^ and a sketch from the same officer, together with a report of in-
vestigation by Lieut R. M. G. Brown, U. S. Navy, dated May 11, 1889,
a letter from the Japanese consul at San Francisco, Oal., and one from
Capt. N, H. Farquhar, U. S. Navy, commandiiifi: the late U, S. S. Tren-
ton, dated June 24, 1889, have carefully consi(h5rod the facts set forth
in these reports, and are of opinion that the act of Fu^ Hachitaro,
cabin steward of the U. S. S. Trenton, in goin<? to the assistance of
Lieotenant Wilson, under the circumstances described, was one of ex-
treme and heroic daring.

We therefore resi>ectfully recommend that he be awarded a life-sav-
ing medal of the Urst class, as provi<led for in section 7, jm^e 127, vol.18,
Statutes at Large, and that his conduct be commended in general orders.
The letters and reports in the case are apj>ende(l to this rej>ort.

A. \V. Weaver,
Commodore, U, S. Nary, ]*residcnf.
li. K. Wallace,
Captain, U. 1^. Navy, Member.
Silas W. Teruv,
Commander^ U. S. Navy^ Member.

Hon. Benjamin F. Tracy,

Secretary of the Navy, Navy Department.

102 REPORT OP THE SECRETARY OP THE NAVY.

Charter Steamer Eookton,

At Sea, May 11, 1889.

Sir : • • • Fugi Hacbitaro (cabin steward), of the TT. S. fla£^-8hip
Trenton, is the man wbo came down over tbe stern of the Trenton and
helped me out of tbe water, putting a rope about me by which I was
hauled on board tbe Trenton.

Tbis be did at tbe imminent risk of his life, as tbe sea was raDDing
bigb, tbe ships rolling violently, and the mainmast to which I was*
clinging in danger of being carried away at any moment, and was act-
ually carried away verv soon after I was rescued. • • •

I consider tbe act of Fugi HacbiUiro particularly worthy of commen-
dation, as be voluntarily placed bis life in great jeopardy to a^ist me,
when 1 most likely would have drowned without such assistance.
Very respectfully,

J. C. Wilson,
Lieutenant, V. 8. Navy.

Kear-Admiral L. A. Ktmberly, U. S. Navy,

Commanding U. IS, Naval Forces, Vavific Station.

May 11, 1889.

Forwarded,

J. W. Carlin,
Lieutenant, U. S. Nary, Commanding.

Forwarded.

N. IT. Farqtthar,
Captain, Commanding V. 8. 8. Trenton.

Washington, July 1, 1889.

Sir : I beg to submit tbe following 8ui)plementary statement con-
cerning tbe conduct of Fugi Hacbitaro therein referred to.

About 9 o'clock on tbe nigbt of March IG, during the hurricane at
Apia, Samoan Islands, in wbicb tbe U. S. S. Vandalia was wrecked, in
attempting to get from tbe Vandalia to tbe Trenton I fell from the rig"-
ging of tbe Vandalia into tbe water, but succeeded in catching hold of
tbe Jacob's ladder, running up and down tbe after part of tbe mainmast,
to wbicb I clung, but found myself too weak to get any higher than
with my bead just above tbe surfaee of tbe water. Had 1 been left
tbere I would probably bave drowned, as tbe water was continually
breaking over me. Tbe sbip at tbis time was entirely submerged and
tbe waves breaking over ber from side to side.

Tbe main yard wa>; secured across and on tbe rail, being swept from
time to time l)y tbe lieavy seas. Tbe bnrricane was at its height and
tbe sbip was rolling violently. Tbe Trenton bad drifted down until
ber stern was pressing bard against tbe main-yard, wbicb might be
carried away at any moment, and tbe mast must soon follow.

My position was very i)erilous, and it seemed as if no aid coald
reacli nie. Fugi Hacbitaro (cabin steward), of tbe Trenton, bad observed
me falling and aiterwards clinging to tbe ladder. He climbed over the
stern of tlie Trenton aird succeeded in getting on tbe main yard of the
Vandalia, along wbicb be made bis way until be got within reach of
me. Lie tben assisted me onto and along tbe yard till we reached the
rigging, when a line was sent down, wbicb be passed around me, and

REPORT OF THE SECRETARY OF THE NAVY. 103

by which I was baaled on board the Trenton. He remained until the
line could be sent down again for him.

The fact that the seas were breaking over the yard, that the ship was
rolling, and that the yard and mast were in danger of being carried
away at any moment (and were actually carried away a few minutes
after I left it), made this act of Hachitaro's one of great bravery, by
doing which he voluntarily risked his own life and was undoubtedly
the means of saving mine.

I have the honor to be, sir,

J. C. Wilson,
Lieutenant, V. S. Navy.

Hon. Benjamin F. Tracy,

Secretary of the Navy, Navy Department.

]S^AVY Department,
Washington, August 6, 1880.

SiB: I have the honor to inclose herewith a copy of the report of a
board of three officers of high rank in the Navy, who were directed by
this Department to consider the facts reported in the case of Fugi
Hachitaro, cabin steward, late of the U. S. S. Trenton, who went to the
assistance of Lieut. John C. Wilson, U. S. Navy, who was clinging to
the wreck of the late U. S. S. Vandalia when that vessel was lost
in a hurricane at Apia, Samoa, March 16, 1889.

You will observe that this board has found that the act of Fugi
Hachitaro referred to was one of extreme and heroic daring, and that
it recommends that he be awarded a life-saving medal of the first class
as provide<l for in section 7, page 127, volume 18, Statutes at Large,
and that his conduct be commended in general orders.

I inclose herewith for the files of the Treasury Department the evi-
dence in this case, together with the recommendation of the board,
which has my approval.

Very respectfully, B. F. Tracy,

Secretary of the Navy.

The SSGRETART OF THE TREASURY.

Treasury Department,

November 18, 1SG9.

Sir: I have the honor to transmit to you, by messenger, a gold life-
saving medal, which has been awarded Fugi llachitaio, under author-
ity of section 7 of the act of June 20, 1874, and section 9 of the act of
May 4, 1882, for signal heroism in rescuing an officer of the U. S. S.
Vomdalia from drowning March 10, 1889.

I will thank you to cause the medal to be forwarded to Lieut.
John C. Wilson, U. 8. Navy, to be delivered to Mr. Hachitaro, with the
accompanying letter.

Kespectfully, yours,

Geo. S. Batcheller,
Acting Secretary of the Treasury.

The SSCBETASY OF THE NAYY.

I
104 REPORT OF THE SECRETARY OF THE NAVY.

REPORT OF COMMANDER D. W, MULLAN, COMMANDING U. S. S. NiPStC.

U. S. 8. NIPSIC (THIRD RATE), .

Apia^ Samoaj March 21, 1889.

Sir: I regret to report that I was compelled to beach this vessel in
Ai)ia Harbor on the morning of March 16, 1889, in order to save her
from total destruction and to save the lives of those under my commancl.
Tbe necessity was occasioned by the severe hurricane raging on that
day and the parting of all the chains. During this hurricane the ves-
sel had three anchors down and veered to their full scopes as far as j>o8-
sible in order not to collide with either of the German men-of-war Olga
or ajbevj the former on the port beam and the latter astern and close
aboard. During the height of the hurricane and at about 5 a. ni. of
March 16, the German war vessel Olga fouled this vessel, carrying awa,y
the whale-boat, dinghy, and i)ort railing of poop deck, bending davits,
etc. About 6 a. m. the Olga again fouled this vessel, this time cutting
away the port hammock rail from the bridge to the gangway, and the
upper and a portion of the lower section ot the smoke-stack, the after
ventilators, the port main yard arm, the steam launch, and second cutter.

Having lost the smoke stack and there being no draft, I found it nec-
essary to use pork in the furnaces.

During the morning watch three men were washed overboard and
swam safely to the sliore. The seas wx»re breaking over the ship so
rapidly that some of the gun ports were let down and the water baled
through them overboard. At this time an elfort was made to get the
forecastle gun overboard as an additional anchor, when at 6.30 a. m. the
starboard bower chain parted and the ship continued to drag towards
the reef astern the ship. Finding it impossible to keep steam up and
there being every probability of the ship going ashore on the reef, I de-
cided to beach her in order to save life. At 6.50 a. m. the port chain
was slipped and the ship was beached in front of the United States con-
sulate. Prior to slipping, all the prisoners were released. As soon as
the ship was beached all the sick were sent on shore. In attempting to
lower the gig in ordc»r to run a line on shore she was capsized, and the
following-named men, I regret to re])()rt, were lost, viz : Henry Pont-
seel, seaman; John Gill, seaman; George W. Callan, apprentice;
Joshua Heap, apprentice, and Thomas Johnson, cabin steward; D, P.
Kelleher, G. II , and William Watson, oiler, jumped overboanl and
were also lost. Lin«*s wen* run from the forecastle by means of which
all hands aban<l()ned shi]» on the aforesaid morning. During the aban-
donment the kSamoans did excellent work. The casualties of the ship
during the hurricane are as follows: Cut-water gone;. both Iwwer an-
chors gone; jibhoom sj)rung; starboard fore toj)sail sheet bitt gone:
mainmast broken at si'cond band from spar deck ; port hammock rail
carried away from bridge to gangwr^y ; jmrt main chains carried away ;
four shrouds of port main rigging carried away; port mizzen chains
carried away; stt*ani launch, second cutter, whale-boat, and dinghy all
gone; sailing lauMch badly damaged ; deck-seams opened on quarter-
deck ; rudder-ijost and rudder gone; main-yard gone; upi)er section of
smokestack cairied away and lower section ba<lly damaged; both after-
vent ilat(U-s gone.

In the ordnance departnuMit many articles, such as priming wires,
cartridge-boxes, bi^lts, lock strings, etc., were either damaged by salt
water or washed overboard.

REPORT OP 'the secretary OP TItE i^AVY. 105

In the navigation department such articles as deck lamps, log-lines,
and leads were swept overboard.. The three working chronometers and
comparing watch have been rendered useless by being filled with salt
water, the seas coming down the wood-room hatch. In examining the
magazine 4 inches of water were found therein, but it is now compara-
tively dry. More or less water was found in the storerooms of the
paymaster, containing provisions and clothing.

In the engineer's department boilers Nos. 6 and 6 have spread about 3
inches, bending the tie-rods and lugs attached to after side. The forward
cylinder of main engine appears to be raised about 2J inches. The after
blinker, starboard side, is carried away along the lower edge. The en-
gines can not be jacked a full revolution, showing that they are con-
siderably out of line. From an examination by a diver it is found that
the three blades of the propeller are bent attd a portion of the fourth
gone ; a portion of the false keel gone ; also a portion of the stern post.
The planking on the port side from abreast the smoke-stack to break of
forecastle is slightly chafed. Several sheets of copper are off. There
are some sails and hawsers now foul of the propeller. The rudder and
rudder-post are gone and the shoe is carried away. The ship is at pres-
ent making no water.

In conclusion I will say that everything was done that could have
been done to save the vessel from a total wreck and the lives of those
attached to the ship. Regretting this sad occurrence,

I am, sir, very respectfully, your obedient servant,

D. W. MULLAN,
Commander J Commanding.

Rear- Admiral L. A. Kimbebly, U. S. Navy,

Commanding U. S, Nat^il Force on Pacific Station,

REPORT OF LTEUT. JAS. W. CARLTX, EXECUTIVE OFFICER OF THE VAN-

DALIA.

Apia, Samoa, March 21, 1889.

Sir: On the 15th and 16th of March a violent gale swept over Apia,
wrecking and beaching every craft in the harbor except 11. B. M. S.
Calliope^ a powerful steamer, which saved herself by going to sea.

The gale was long foretold and the Vandalia was prei)ared for heavy
weather, having sent down lower yards, housed topmasts, and got up
steam in obedience to signals from the flag-ship. We were moored with
our anchors northeast by east and southwest by west, 45 fathoms on
each chain, starboard anchor well over to the eastern reef. The shifts
of wind i>revions to the final blow i)ut an elbow in the hawse. When
the strength of the gale came upon us we were directly in the hawse
of the Calliope^ rendering it injudicious to veer.

All the vessels in the harbor were to leeward of us except the Tren-
ton. About midnight of tin* 15tli we began to drag and commenced to
steam up to our anchors, and continued to steam with but few inter-
missions until we struck, the speed varying from 18 to 42 revolutions.
The engines worked well, with the exception of a short time when the
steam ran down to 25 pounds, caused by an accident to one of the boil-
ers. We had on seven lK)ilers of the eight, and they furnished all the
steam the engines could use.

106 KEI>0RT OF THE SECRETARY OP THE NAVY.

We had bnt one sheet-anchor, and the stock of that was broken in the
last gale. This anchor was held in reserve as long as possible, in ex-
pectation of the wind coming out from the northward and wedtward,
but was let go about 2 a. m. of the 16th as near the weather reef as pos-
sible.

At daylight we saw that the vessels in the inner harbor were in
trouble. The JBber soon disappeared entirely, and the Adler struck the
reef, the seas heaving her on top of it and capsizing her. The Calliope
was our nearest neighbor, and from daylight until 9 a. m. we were in
imminent danger of getting foul of each other, and also of striking the
reef, being frequently within 50 feet of it and sometimes within 20 feet.
The current was so strong that spanker, helm, and two anchors oh
weather bow were not sufficient to bring the ship's head to wind. The
seas were of immense force, and the steering gear was carried away
about 8 a. m. The ship was steered thereafter by the relieving tackles.

The Calliope put to sea about 9 a. m., and one obstacle was removed
from our path. Feeling that we must go on the reef if we remained
where we were, wo made every exertion to get into the inner harbor,
hoping to escape the extraordinary current we had heretofore encoan-
tered. In doing so, we passed between the Olga and the lee reef with
but a few feet to spare on either hand.

We slipped the sheet-chain to avoid fouling the Olga^s ground tackle,
and veered on both bowers to clear the ship herself. After passing the
Olga we made strenuous exertions to bring her head to the wind, bat
they were of no avail, and the stern took the inner point of the reef at
10.45 a. m. The engines were kept going until we were convinced that
the ship was hard and fast. They were then stopped, safety valves
opened, and the firemen called on deck. The ship's head swung slowly
to starboard, she began to fill and settle, and the rail was soon awash,
the seas sweeping over her at a height of 15 feet above the rail. We
were within 200 yards of the shore, but the current was so strong aud
the seas so high that swimming was a reckless undertaking.

We found the Nipsic beached and abandoned just inside of us. A line
was got on board her, but more were drowned than saved. It was im-
possible to get a line to the shore. There is no apparatus for tbrowiug
a line and our buoys floated to seaward. E. M. liammar, seaman, at-
tempted to carry a line, but was swept back against the ship and killed.
Many men attempted to swim, but so many were drowned that the
remainder were deterred.

The commanding oillcer was washed overboard from the poop aboat
half an hour after striking, his strength had been exhausted by cou-
stant work for so long a time and he was unable to sustain the shock of
the heavy seas. Ue was surrounded by ofiicers and men and had been
rescued s(n'eral times, when a sea of unusual violence swept him, and
all in his immediate vicinity, overboard. The crew then deserted the
poop and forecastle and took refuge in the tops and rigging, where they
remained until about H j). m., eight hours. The Olga was driven on shore
about i) ]K m.

About dark the Trenton draggc^l down on us, and we expected her to
carry away our masts and throw us into the sea, but she came down so
gently and was so ex])ert in throwing us lines that nearly all our men
oscaj»ed Ironi tiieir j)erilous position in the rigging to the comparative
saiVty of the Trcnton^n decks. The mizzen-mast ami the mainmast soon
went by the board. In tliii morning the seas had gone down consider-
ably and the crew was sent on shore in boats.

REPORT OF TftE SECRETARY OP THE NAVY.

107

The following is the list of the lost:

Capt. C. M. Schoonmaker.
Pavmaster Frank H. Arms.
First Lieut. F. E. Sutton, U. S. Ma-
rine Corps.
Pay Clerk John Roche.
George Murrage, B. M.
£. M. Hammer, seaman.
George Gorman, carpenter.
M. Craigin, captain after-guard.
William Brown, Ist quartt^rmaster.
T. G. Downey, paymaster's yeoman.
B. F. Davis, engineer's yeoman.
Thomas Riley, landsman.
John Kelly, ordinary seaman.
Henry Baker, landsman.
John Hanchett, sergeant.
Frank Lissman, sergeant.
Michael Cashen, corporal.
Nicholas Kinsella, corporal.
H. C. Gtohring, private marine.
Adolf Goldner, private marine.
Frank Jones, private marine.

N. B. Green, bavman.
H. P. Stalman, Dayman.
C. H. Hawkins, st. steward.
G. H. Wells, private marine.
C. E. G. Stanford, landsniau.
W. Bransbane, cabin steward.
Joseph Griffin, first-class fireman.
M. Erickson, ordinary seaman.
Thomas Kelly, second-class fireman.
W. Howat, C. H.
C. P. Kratzer, ordinary seaman.
M. H. Joseph, eq. yeoman.
George Jordan, private marine.
John Willford, private seaman.
Henry Wixted, private marine.
Aylmer Montgomerie, private marine.
John bims, private marine.
Charles Kraus, private marine.
Ah Keau, cabin cook.
Ah Pack, seamen's cook.
Ten Dang, landsman..
Yee Hor, wardroom cook.

The VandaJia is a total loss. Her rail is awash and she is filling with
sand. There is nothing standing except the foremast. The safe has
been brought on shore, but aside from that the articles recovered will
bo insignificant. The crew is at work doing everything possible in the
way of wrecking.

All records having been lost, this report is devoid of data concerning
wind, weather, barometer, etc.

The loss of the Vandalia was doe to the extreme violence of the gale,
the great height of the seas, the extraordinary strength of the current,
poor holding ground, and the unprotected condition of a small harbor
Ciinged with coral reefs and crowded with vessels.
Very respectfully,

J. W. Carlik,
Lieutenant^ U. b. Navy^
Executive Officer U. 8. Yandaliay Commanding Survivors.

Bear- Admiral L. A. Kimberly, U. S. Navy,

Commanding U, S. Naval Force on Pacific Station.

REPORT OF BOARD OF INVESTIOATION.

Apia, Samoa, March 20, 1889.

Sir : In obedience to your order of the 18th instant, herewith ap-
pendeil, marked A, we have the honor to report as followd :

The cause of the losses of the Nipsic, Trenton, and Vandalia^ by being
driven on shore and the sinking of the Vandalia and Trentony was the
hurricane of March 16 last.

The Vandalia is sunk so that her poop and forecastle are at the water's
edge at half tide. Her foremast is standing. The ship is well broken
up, as evidenced by the divers finding the wardroom filling with sand.
The rigging of foremast, the foretop-sail yard, and the foreyard can be
saved. So also might her battery and stores, in a damaged condition,
provided there were divers and wrecking facilities. As it is, it is proba-

10ft MIPORT OT THE SECRETARY OF THE NAVT.

ble that she will continue to go to pieces, so that another gale or time
will shortly finish her destruction.
Her loss in officers and men is as follows, viz :

Capt. C. M. SchooTimaker.
Paymaster F. H. Anns.
Paymaster's Clerk Jobn Roche.
First Lient. F. E. Sutton, U. S. Ma-
rine Corps.
John Hantchett, first sergeant.
Frank Lissman, sergeant,
Michael Cashen, corporal.
Nicholas Kinsella, corporal.
H. C. Gehring, private marine.
Adolph Goldner, private marine.
Frank Jones, private marine.
George Jordan, private marine.
John Will ford, private marine.
Henry Wixted, private marine.
Aylmer Montgonicrie^ private marine.
John Sims, private marine.
G. H. Wells, private marine.
Charles Kraus, private marine.
George Murrage, boatswaiu^a mate.
E. M. Hammer, seatuun.
G. Gorman, carpenter.

M. Craigan, captain after-guard.
Wm. Brown, first quartermaster.
F. G. Downy, paymaHter^s yeoman.
M. H. Joseph, eq., yeoman.

B. F. Davis, engineer's yeoman.
N. B. Green, baymau.

H. P. Stalman, bay man.
Pen Dang, landsman.
Y<*e Hor, wardroom cook.
Ah Keau, cabin cook.
Ah Pack, seamen's cook,

C. H. Hawkins, steerage steward.
C. E. G. Stanford, landsman.
William Brisbane, C. S.
Thomas KUy, lirst-class fireman.
JoHopli Grithn, first-class fireman.
M. P>icks(m, ordinary seaman.
W. Howat, coal heaver.

C. P. Kratzer, ordinary seaman.
Thomas Riley, ordinary seaman.
John Kelly, ordinary seaman.
Henry Baker, landsman.

Statement of her commanding oflicer aj)]>onded, marked B.

The Trenton is sunk to her gun deck. JStatemoiit of her commanding
officer api)ended, marked O.

With proj)er wreckiijg facilities almost everything could be saved.
As it is, everything above the gun-deck will probably b(^ unless' a gale
should break her up. It is hoped that, with the aid of our divers, a
diving suit having been obtained from II. M. S. CnUiope^ a greater i)art
of her stores will be save<L The Trenton seems to be broken in two
places, one abreast of the mizzen-mast, the other near the smoke-stack^
and can not be saved.

The Nipsic is now afloat, with the following damages, as per state-
ments of commanding officer, navigator, and chief engineer, marked
D, E, and F. Forefoot gone: port main chains carried away; port
mizzen-chains carried away; mainmast head sinung; steam-launch,
second cutter, whale-boat, and dingliy all gone. Sailing launch badly
damaged ; deck seams opened on (|uarter-deck ; stern-post and rud<ler
gone; main-yard gone; upper section of suioke-stack carried away
and lower section biully damaged ; both after ventibitors gone. In the
ordnance department many articles, such as priming- wires, (jartridge-
boxes, belts, lock strings, etc., were either damaged by salt-water or
washed overboard. In the navigati(m departmewt, such articles as
deck-lamps, log-lines, and leads were swei)t overboard ; the three work-
ing chronometers and couij){iring watch have been rendered useless by
being filled with salt- water, the seas eomiiig down the wardroom hatc'li.
In examining the magnzine 4 inches of water were found therein, but
it is now comjKiratively dry. More or less water was found in the
store-room? of the paymaster, containing i)rovisir)ns ami clothing.

In the engineer's de]>art!nent boilers Xo. o and 6 have spread about
3 inches, bending the tie-rods and lugs attached to after ends ; the for-
ward cylinders of main engines appear to be raised about 2J inches;
the after bunker (starboard side) is carried away along the lower edge.
There is now every indication that between the turn of the bilge, star-
l)oard side, and keel, from about boiler No. 3 to center line of main en-
gine, it has raised from 3 to 4 inches. The engines can not be jacked
a full revolution, showing that they are considerably out of line. The

REPORT OF THE SECRETARY OP THE NAVY. 109

fiteam-pnrops are iu ^ood couditioD, and also the distilling apparatus.
No. 6 boiler leaks badly; side rods of low-pressure engines bent op;
deck beams of after smoke-pipe carried away; auxiliary piping above
boilers broken off; safety valve ^o. 4 boiler bent; floor plates in fire/
room will not go into their proper places; jacket of high-pressui*e cyl-
inder cracked across ; forward cylinder raised 1 J inches. The rudder
and rudder-post are gone; three propeller-bla^les twisted and one
broken; connection (shoe) between sterii-|>ost and rudder-post carried
away ; stern post damaged at after end ; fiilse keel broken off, and cop-
per strips, two sheets wide, gone to after end of mizzenchains on star-
board side. The planks are in good condition, but have the copper
stripped off in places.

We are of the opinion that it would be unsafe to send the Nipsio in
her present condition to either Honolulu or San Francisco, as these
l)orts are distant and to windward. We are, however, of the opinion
that when good weather sets in she might be towed or convoyed to some
leeward port, as Auckland, to be docked and repaired.
Very respectfully,

N. H. Fabquhar,

Captain, U. 8, Navy.

D. W. MULLAN,

Commander^ TJ. 8. Navy.
J. W. Carlin,

Lieutenant^ U. 8. Navy.

Apia, Samoa. March 18, 1889.

Sir: Yoa aro appointed tho senior member of a board to inveHtij^ate and report on
the causes and comlition of losses nud present cimdition of the NipniOf Trenton^ and
Vandaliaf driven on shore, and in two cases sunken, respectively, the Fandalia and the
Drmton,

You will also state your opinion in re<:^ard to the Xipsio, as to whether she can be
got into deep water and as to whether she can be rendered seaworthy to proceed
either to Honolulu or San Francisco.
Very respectfully,

L. A. KiMBERLT,

Hear- Admiral J U. S, Nartf^
Commanding U, S, Naval Force on Pacific Station,
Captain Fakquiiak,

i'. a, yavy.

li.

statement ok LIEUT. J. W. CAKMN, U. 8. NAVY, EXECUTIVE OFFICER, U. 8. 8.

VANDALIA, AND COMMANDING 8UUV1VOU8.

Apia, Samoa, March 19, 1H89.

On tho I'lth and Kith instant a t<»rrilil(? gjjilo swept over Apia, wrecking; or beaching
every craft in th«^ harbor except II. B. M. S. Calliope^ a powerful steamer, which put to
sea at tlio li«'i};ht of tho ^alo

The Vdiidiitia was ]»rfpart'd for heavy weather, with steam up, lower yards down,
topmasts housed, and «v«Tytliin«x sccnred for tvr.i. 8he was moored with her anchors
northeast and east and southwest and west, 4o fathoms on each chain. The shifts of
wind before the tinal blow cam«» on put on elbow in the hawse. There was but one
sheet anchor and that had a broken stock, the resiilt of tho gale a week before. It
was held in reserve as long as ])0!isible in expectation of the wind coming out from
northward and westward. It was let go about 4 a. m. well over to eastern reef. It
waa about that time that we began to drag the anchors and begafi to steam up to
them. From G a. m. till U a. m. we were a dozen times in danger of fouling tho Calliope,
the nicest calculation being reciuired to keep clear cf her and the western reef. We
were frequently within half a snip's length of that reef and several times within 50

110 REPORT OF THE SECRETARY OF THE NAVY.

feet. We conld not bri ng her head to the wind anct sea on account of a Tery strong car-
rent coming in alons; the western reef. We could not go to sea, because we were too
close to the reei to clear it when the chains were slippef All our chains were tending
on starboard bow.

When the Calliope went t-o sea we attempted to get into the inner harbon dragging
the three anchors after us, and passing between the Olga and the lee reef, with but
a few feet to spare on either hand. We slipped the sheet-chain to avoid fouling the
Olga*8 anchors and veered both bower-chains to clear the ship herself.

It was found impossible to get into the middle of the channel or to bring the ship
head to wind, and at about 10.45 the ship struck on the western reef. She began to
fill and settle, and in a short time the rail was awash, with the seas washing over
her at a height of at least 15 feet above the rail. The boats were all gone except
steam-launch and second cutter. The state of tbe sea forbade an attempt to lower,
though there were volunteers for the hazardous task.

Several officers and men were washed overboard from the poop, among them the
commanding officer about half an hour after she struck. All the people then took
refuge in the rigging, and from time to tim ^ many attempted to swim to the shore, but
the greater portion were drowned in the attempt. A few reached the Nipaic by means
of a line, though more were drowned than saved. Tbe natives and other shore people
were of infinite assistance in rescuing swimmers from the surf.

The Trenton dragged dowu on us about dark, which was regarded as an additional
calamity, but which proved to be our salvation, as the men escaped, from their danger-
ous position in the rigging to the comparative safety of the Trenton^ b deck. The main
and mizzen masts went by the board half an hour or so after tbe Trenton came down
on us. The next morning the seas having gone down all the people were transferred
to the shore. A muster showed four officers and thirty-nine men missing and pre-
sumably dead. The officers were Captain Schoonmaker, Paymaster Arms, First Lieu-
tenant Sutton* U. S. Marine Corps, and Pay Clerk John Roche.

The Vandalia is a total wreck, nothing standing except the foremast. Her rail is
under water and she is filling with sand. Tbe safe has been recovered and our men
are doing what they can in the way of wrecking.

All our records were lost and the above statement is therefore devoid of data re-
garding wind, weather, barometer, etc. The lowest point of barometer was 29.17,
on the forenoon of the 16th.
Very respectfully,

J. W. Carlix,
Lieutenant, U, S. Navy, Comtnanding Survivora.

STATEMENT OF CAPTAIN N. 11. FARQUHAR, U. 8. NAVY.

Apia. Samoa, March 19, 1889.

The Trenton dragged alongside the U. S. S. VandaliUf which vessel was alongside a
reef in the harbor of Apia, in a hurricane on March 16, 1889. During the gale rud-
der and rudder-post were carried away, and the fires put out by water taken into the
ship.

The ship is sunk and her back is broken ; in my opinion for want of docks and
other facilities can not be saved. A properly equipped wrecking company could save
everything in her.

The small arms and ammunition, field and UotchkiHs guns have been landed, as
well as all of the provisions that conld be taken from the holds. Such boats as were
not carried away, and in general everything on and above the guu deck, will be
saved by ns.

The only loss of life was J. Hewlett, landsman, who was killed by a sea when the
bridle port was stove in. ,

The rudder, rudder-post, and wheel were carried away early in the day ; the pro-
peller is also gone. The German corvette Olga collided with us, carrying away both
quarter galleries, the Hotchkiss guns that were mounted on them, as well as com-
pletely destroyiupf the barge gig and first cutter. The head-booms were carried
away by the sea; both bowers and starboard sheet-chains parted.
Very respectfully,

N. H. Farquhak,
Captain, XJ, S, Navy^ Commanding.

i11|ii

Illlll

~««-i4i

fliiii

REPORT OF THE SECRETARY OF THE NAVY. 113

as bis experience daring the night and his extreme coolness made him
a most vahiable assistant.
C. W. Johnson (seaman) made a gallant attempt to.take a line to the

Apostola Callarito (2 of.) swam to the Nipsic^ got a line from her to
the VandaUa^ and saved the lives of about a dozen men.

After several failures to swim to the shore with a line, one of which
resulted in the death of the swimmer, William Fooye (seaman) came
to me quietly and we talked over the situation while watching the cur-
rents, swimmers, and driftwood. He then offered to take a line on
shore but the attempt w'as forbidden. Fooye is the subject of General
Order No. 3G8.

Sergeant Jolin Coleman and Private Carroll, XJ. S. Marine Corps,
volunteered for duty in the fire-room, and remained in the coal-bunkers
when the danger appalled the stoutest heart. . Coleman has a medal
for valor already. Ah Kee, a Chinese wardroom boy, weighing about
100 pounds, was seen dragging Paymaster Arms from the overwhelming
waters, and afterwards holding or trying to hold him to the standard
of a compass.

George Merrage (boat's mate), William Brown (quartermaster), B.
M. Hammar (seaman), and William Howat, (coal heaver), who were
drowned during the gale, were conspicuous for skill and valor, and will
live forever in the hearts of their comrades.

This does not complete the list of gallant acts and brave men.
Danger and suffering have effaced from the memory many deeds of
valor, and it is claimed for the men in general that their conduct be-
fore, during, and after the gale, will bear the closest inspection, and
now that the lips of their gallant commander are closed forever, the
executive officer raises his voice in their behalf, with the earnest hope
that, as they have left a clean wake, they may have a fair wind in all
time to come, and that they may encounter only the waves of prosperity
iu their course.

Very respectfully,

J. W. Carlin,
Lieutenant U, S. Navy^ Executive Officer of the
U. 6'. S. Vandalia^ and Commanding Survivors,

Hon. B. F. Tracy,

Secretary of the Navy^ Washington^ D. C

Commandant's Office,
Nary- Yardj Mare Iisla/ndj Cal.j May 22, 1889.
Forwarded.

A. E. K. Benham,
Commodore, Commandant.

Lieutenant Carlin showed himself a worthy leader of brave men.

additional repout of rear-admiral l, a, eimrerly; condition

of vessels,

United States Consulate,

Apia^ Samoa, March 21, 1889.

SiB: The Nipsic was off* last night, and is now afloat without rudder

or rudder-post, and her crew is engaged in trying to get up her chains.

The Trenton is sunk, the water coming over the port side of her guu-

HA 89 8

114 REPORT OF THE SECRETARY OF THE NAVY.

dock at hi^li water. I think her back is broken. She might possibly
be treed from water if we had the ])roi)er appliances' — powerful steam-
pumps, etc. She has no rudder, rudder post, or propeller, and lies with
her deck slightly inclined to seaward. She lies alonji^side of the wreck
of the Vandalia, which is shoreward of her. The latter vessel is a total
wreck and broken in two. At hi^h tide the water rises over her top-
gallant forecastle; only her foremast is standing. We are eugag^
securing moorings for the Nipsio and in wrecking the Trenton and Van-
dalia, A good deal of what we save mi^ht be sold at public auction,
to save exi)ense of storing and transportation. Our sick and injured
are doing well. It would i)erliai)s be well to send a wrecking vessel
here later in the season, to save the Trenton^s heavy guns, ammunition,
etc. I have received from Capt. lienry C. Kane, Koyal Navy, a diving
suit and ai)paratus, and will use for all it is worth, but we ought to have
another in case of accident to this.

I hope the Dei^artnient will not forget Cai)tain Kane's kindness tons
in our distress; he commands II. B. M. S. Calliope^ which vessel having
but one boat, I gave to her one of our ten-oared cutters. As she did not
consider it safe to lie here at this season of the year, she has sailed
this morning for Sydney, where she will be repaired, as she was consid-
erably damaged by the OU/a colliding with her. Almost every vessel
was at one time or another in collision with some other vessel, and a
great deal of the damage which occurred was owing to this cause.

If 1 can save the JSijmc^ which can be done if the weather permits,
I will send her under convoy to Auckland to be docked and repaired.
Another ship should be sent here for the purpose of convoying her, as
the risk of an improvised rudder is too great to send her there alone. I
have stdl to learn of the condition of her machinery and propeller, but
shall be informed in the course of a few days.
Very respectfully, your obedient servant,

L. A. KiMBEBLY,

Rear-Admiral^ U. S. Navy,
Commanding U. S. Naval Force on Facific' Station.

The Secretary of the Xavy.

LEPORTS OF REAR-ADMIRAL KIMBERLY OF ASSISTANCE RENDEUED.

Apia, Samoa, March 19, 1889.

Sir : I have to commend to the Government of the United States the
very great assistance we have received, in saving the public proi>erty
from our wrecked vessels at this place, from Mataafa Malietoa, who,
without any retpiest on my ])art, called on me personally and sent some
hundreds of his men to assist our peoi)le in saving stores and materials
from the wrecked vessi'Ks.

Also when the Nipaic an<l Vandalia went on shore the natives risked
their lives to save those of our men who endeavored to reach the shore
by swimming, and two of them lost their lives in tbese attempts.

Jf sonu^ recognition of these services could be made I think it would
be appreciated very highly by the Samoans, particularly as they have so
generally ^iven their si'rvices an<l in two cases their lives to befriend as.
Very resi)ectfully, your obedient servant,

L. A. KlMDERLY,

BearAdmiralj U. aV. Navy^
Commanding U, IS. Naval Force on Pacific Station.

Hon. W. C. Whitney,

Secretary of tlie Navy.

REPORT OP THE SECRETARY OP THE NAVY. 115

Apia, Samoa, March 20, 1889.

Sir: 1 have the honor to report that, at my request, Captain Kane,
of H. B. M. S. Calliope^ kindly gave me the complete diving apparatus
belonging to his vessel, and I trust the Department will take the
necessary steps to replace it.

Very respectfully, your obedient servant,

L. A. KlMBERLY,

Rear- Admiral^ U. S. Navy^
Commanding U. 8. Nuval Force on Facific Station.

Hon. W. C. Whitney,

Secretary of the Navy.

Apia, Samoa, March 26, 1889.

Sir: Seumanu, Tafa, chief of Apia, was the tirst to man a boat and
come to the Trenton after she struck the reef; he also rendered invalu-
able assistance in directing the natives engaged in taking our people
and public property on shore on the 17th and 18th of March, and was
of great service in many ways to all of us. 1 most sincerely wish that
for his services the Department will reward him, as 1 believe that in the
future he may prove of great service to shipwrecked sailors.

As a suitable present 1 would suggest a double-banked whale-boat,
with its fittings, for Seumanu, and a suitable sum of money or other
])resent for the following men, who composed his boat«' crews, viz:
Seumanu, chief of Apia, understands and speaks English; Muniaiga,
generally known as "Jack,'' speaks English very well; Anapu, son of
Seumanu; Taupau, Chief Manono; Mose, Fuapopo, Tete, Pita, lonia^
Apiti, Auvaa, Alo, Tepu.

Very respectfViUy, your obedient servant,

L. A. KlMBERLY,

Rear- Admiral U. S, Navy^
Commanding U, S, Naval Force on Pacific Station,

The Secketary of the Navy.

secretary of the navy to rear-admiral klmberly— acknowl-

eogment of assistance rendered,

Navy Department,

Washington J ApHl 27, 1889.

Sib : The Department is in receipt of your letters of the 19th and 26th
of March, describing the great assistance rendered to you by Mataafa
Malietoa in sending a large force of his own men to take part in saving
Htores and materials from the wrecked vessels, and also informing the
DejMirtment of the courage and self-devotion of the Chief Seumanu
Tafa and his l)oat\s crew, in risking their lives to rescue the officers and
crew of the Trenton.

I have to inform you that the Department has addressed letters to
the Secretary of State requesting him to express through the proper
channel its high sense of the bravery and generosity of the Samoans in
bringing succor to the shipwrecked officers and men of your squadron,
and that it has adopted your recommendations that some substantial
recognition of these services should be made by the United States Gov-
ernment,

116 EEPOET OP THE SECEETARY OP THE KAVY.

The Department has also to acknowledge the receipt of your letter ol
the 20th of March, stating; that at your request Gapt. Henry C. Kane,
Koyal Navy, commanding Her Majesty's ship Calliope^ generoasly placed
at your disi)osal the diving apparatus belonging to that vessel, thereby
materially assisting you in your effort to repair the damages caused by
the recent storm and to recover x>i^operty lost in the wreck of the
vessels.

I have to inform yoa that the Department has addressed a letter to
the Secretary of iState upon this subject, expressing its desire to repay
the cost of the Calliope^H diving apparatus, and requesting that a tender
of the amount may be made on its behalf to the Admiralty. It 1
further requested that the thanks of the Department be conveyed w
Her Majesty's Government, and through it to Captain Kane, for the
assistance so generously rendered by him to the United States squadron
in distress.

Very respectfully,

B. F. Teacy,
Secretary of the JN'ary.

Rear- Admiral L. A. Kimijerly, U. S. Nary,

Commanding U. S. Naval Force on ilw racijic Station^ Apia, Samotju

SKCHETAUY OF TUE NAVY TO BUUKAU OF COXSTHUCTIOy—BOAT FOB

CHIEF SEUMAXU.

i^AVY DEPARTIHENT,

Watfhingtony May 24, 1889.

Siu: Upon the recommendation of Kear- Admiral Kimberly,aud as a
mark of appreciation of the valuable assistance rendered by Chief Seu-
niaiiu to the «hip\vn»ck(Ml v<»ssels at Apia, the De])artment proposea to
j)resent him with a double-banked whale-boat, with its fittings, and has
to direct that you will take the necessary steps to have a suitable boat
prei)ared in California for this purpose.

Very resiiectfully, B. F. Tracy,

Secretary of the Navy^

The CUIEF OF TDE BUREAU OF CONSTRUCTION AND UePAIB,

Navy Department^ Washington^ 2>. (7.

SFCliETAJiY OF THE XAVY TOTlTESECnETARYOFSTATE—ACKNOWln
EDiiMEST OF SEliVlCES OF CAPT. JL C. KASE, li. N.

Navy Department,
Washlnntou, IK C\ April 27, 1889.

REPORT OF THE SECRETARY OP THE NAVT. 117

The Department desires to repay the cost of the diving apparatus of
the Calliope, and request that the United States minister at London
may be directed to ascertain from the Admiralty its value, and to tender
the amount on behalf of the Navy Depjirtment ; and it further asks that
the grateful- acknowledgments of this Department may be conveyed to
Her Majesty^s Government, and through it to Captain Kane, for the
assistance so generously rendered by him to the United States squadron
in distress.

I have the honor to be, sir, very respectfully, your obedient servant,

B. F. Tracy,
Secretary of the Navy,

The Secretary of State.

secretary of the navt to the secretary of state^acknowl-

edglsa assistance by natives of samoa.

Navy Department,
Washington, D. C.^ April 27, 1889.

SiB: In a report dated Apia, Samoa, March 26, 1889, from Rear-
admiral L. A. Kimberly, U. S. Navy, commanding the United States
naval force on the Pacific station, the Navy Department is informed
that invaluable assistance was rendered by certain natives of Samoa to
the shipwrecked vessels at Apia, during the storm of Saturday, the
16th March. Hear- Admiral Kimberly calls particular attention to Seu-
manu Tafa, chief of Apia, who was the first to man a boat and go to
the Trenton after she struck the reef, and who also rendered material
aid in directing the natives engaged in taking our people and public
property on shore on the 17th and 18th. Special commendation also is
given to the men composing his boat's crew, as follows : Muniaga,
Anapn, son of Seumanu, Taupau, chief of Manono, Mose, Fuapopo,
Tete, Pita, Ionia, Ai>iti, Auvaa, Alo, Tepu.

The Department has the honor to request that you will express to
the authorities of Samoa, through the proper channels, its high sense
of the courage and self-devotion of Chief Seumanu and his fellow-
countrymen, in thus risking their lives to rescue the shipwrecked
officers and crew of the Trenton from their position of peril and dis-
tress ; and that you will, at the same time, inform them of its intention
to send to the Chief Seumanu, in accordance with the recommendation
of Rear- Admiral Kimberly, and as a mark of its appreciation, a double-
banked whale-boat, with its fittings, and to reward suitably the men
composing his crew, for their brave and disinterested services.

I have the honor to be, sir, very respectfully, your obedient servant,

B. F. Tracy,
Secretary of the Navy.

The Secretary op State.

secretary of the navy to the secretary of state acknowi^
edging assistance by mataafa malietoa.

Navv^ Department,
Wanhington, D. C, April 27, 1880.

Sir: T have the honor to inclose herewith a copy of a report of
Bear- Admiral L. A. Kimberly, U. S. Xavy, commanding the United
Stated naval force ou the Pacific station^ dated Apia, Samoa, March 19|

118 REPORT OF THE SECRETARY OP THE NAVT.

1889, describing the very great assistance in saving thepablic pro t
after the wreck at Apia received by him from Mataafo Malietoa, \9
without any request on the part of Rear- Admiral Kimberly, called apa
him personally and sent some hundreds of his own men to assist
United States forces in saving stores and materials from the wreckec
vessels.

Hear* Admiral Kimberly further states that when the Nipsio and Fat
dalia went on shore the natives risked their lives to save those of oa
men who endeavored to reach the shore by swimming, and two of thei
lost their lives in these attempts.

I have the honor to request that the cordial thanks of the Depart
ment for the valuable and generous services of Mataafa and bis i
may be conveyed to him through the ])roper channels ; and I w( d
further add that the suggestion of Eear-Admiral Kimberly tbat 8<
substantial recognition of these services should be made by the XJni
States Government is favorably regarded by this Department and ■
submitted to the Department of State for its consideration and for si
action as it may deem wise to take in the matter.

I have the honor to be, sir, very respectfully, your obedient servant^

B. P. Tbaoy,
Secretary of the Nav^.

The Secretary of State.

SPECIAL llEPORT OF liEARADMIRJL L, A, KIMBERLY— CONDUCT Oi

OFFICERS AND MEN.

Apia, Samoa, April 16, 1889.

Sir : T take pleasure in calling the attention of the Department to ■
efficient and indefatigable services rendered by the following oflBceiii
who were on shore or who reached the shore during the recent harrii
at Apia, which was so destructive of life and property:

Ensign John L. rurcell, U. S. Isskvy.

Lieut. John A. Shearman, XJ. S. Navy.

Ensign I r. P. Jones, U. S. Navy. •

Ensign n. A. Field, U. S. Navy.

These ofticers WM)rked incessantly, doing all that it was possible to dc
saving the Xipsic^ in (efforts to launch boats and get lines to the Vandahmi
and in ])at rolling the beach and saving life. They all worked untfl
overcome by ])hysical exhaustion. Ensign Field was in ill health
he left the ship and worked until 4 p. m., when he succumbed.
since been on the sick-list and nigh unto death. Ensign Pnrcell
Lieutenant Shearman did not yield until after midnight and wen
]noniptly at hand early the following morning. Ensign Jones, in addi-
tion to his services on the shore, is highly commended by his command-
ing 4)llicer in a letter to me of March 20. of which the following is an ex-
tract:

I hv^ to rail yonr attention particularly to the valuable servicwi of Ensign H. P.
.Jones, jr., whowaH oiliccr of tlu) dock of tho morning watch and who snperiDtendfld
thf Ntrrrin^ of this hhi]) ]ir()]i(»rly and oarofuUy for two lung honrs to prevent tlM
()I(/a frnni rnttin;; us down. He stood bravely at his post by my side on the poop
tlirou;:h all till' .storm, rain, and volumes of smoke, wlien at times we could see botA
few feet ahead, as tlir blinding smoke and ]n>at were sim]dy terrible. Mr. Jones lift
young otlieer of great. ]>romise, and bids fair to be of vuluo to the service snd Ul
counlry.

Kiisipi C. S. Kii)leyan(l Pay Clerk S. T. r>rowne are worthy of notiea
for their active ell'oru and the valuabh* aN.siistance they rendered.

REPORT OF THE SECRETARY OF THE NAVY. 119

Teoteo, a Samoan of Apia, made a desperate attempt to swim off to
the Vandalia with a line while the gale was at its height. The heavy
surf, the jagged reef strewn with wreckage and swept by sti*ong cur-
rents, through and over which he attempted to pass, made this effort
one of exceeding danger, and in the futile attempt he nearly lost his
life. I have learned of no greater risk of life for others being accepted
by any one on this occasion, and I commend him to the favorable con-
sideration of the Department, trusting that his bravery will be recog-
nized in so enduring a manner that his example will be kept in memory
and the spirit that animated him fostered and developed wherever jicts
of courage and sacrifice are cherished. In his intrepid effort Teoteo
was assisted in the management of the line by Toga, a native of Sa-
moa, whose father was a Tongan.

Charles Fruen, sr., a native of Apia, saved the life of Surgeon E. Z.
Derr, of the Nipsic^ and in doing so risked his own.

Seumanutafa, chief of Apia, and Selu Ledu^nae did excellent serv-
ice in saving life, and took the lead in directing the work of the natives.
They organized boats' crews and carried out the suggestions of the offi-
cers. Seumanutafa took charge of and steered the boat which was
the first to carry lines to the wrecks in the early morning of the 17th,
while it was yet dark, and the passage across the reef and the ap-
proach to the Trenton beset with difficulty and danger.

All the Samoans were faithful, alert, and diligent in their efforts to
save life and assist the unfortunate people. Conspicuous among them
were the following:

Tatopaii. 8ofa.

Pauiola. ^ Tnalagi.

Sigito. * Papalii.

Fauala. Mtiniaiinnfa.

Folau. William Hunkln.

Charles Frenn, Jr. Neaniea.

Of the foreign residents of Apia, the United States vice-consul, Mr.
W. Blacklock, was pre-eminently conspicuous for his energy and good
services, not only in saving life, but in caring for the immediate and
])re8sing wants of the survivors of the Vandalia^ the most of whom
were taken to the consulate. Too much can not be said in justice to
his exertions and hospitality on this occasion.

Mr. J. P. Dunning, correspondent of the Associated Press, and
Messrs. H. J. Moore, Albert Vicking, Peter Paul, and J. S. Pike, of
Apia, were conspicuous in the work of saving life and property, and
deserve particular mention in this regard for most praiseworthy serv-
ices.

From a letter by Commander Mullan, of the NipsiCy dated April 26,
I quote as follows :

Among my own crew those who rendered services and set examples were John
Callahan (i|iiart4^rma8ter), wlio had the mid-watch on the night of March 16, and
who was stationed on the quarter to watch the movements of the EbeVf which vessel
was close under our stero, and to report her approach to the officer of the deck, who
was watching the 0/^a, close on our port beam; also Quartermaster R. H.Taylor,
who was at the conn from 4 a. m. to the time the vessel was betvchod, never leaving
it once, 1>ut conning the vesM*! auiid the volumes of smoke and soot ^'hich were
sweeping aft after the smoke-pipe had been carried away. We were 8tea ruing ahead
through the night watches. James Lane and Henry Pontseel, seamen, were at the
wheel from 1 a. m. till the vessel struck and daring the collisious with the O/z/a, and
remained there without flinching. I regret to say that Poutseel was drowned.
Chief Boatswain's Mate Jolm Hra<lley and Boatswain's Mate William Cosgrove wero
very conspicuous during the night in doing all possible. Bradley has been a most
valuable man to the IflpBio, and ou more occasions than one has ho shown himself a

120 REPORT OF THE SECRETARY OF THE NAVY.

•

thorongh Roainan. I would bo pleasod to see him fiox a boat8wain*8 warrant, for
which I now recorninend him. He in our loading H]>i"'t. iu times of danger. Brooks
CaHon, qiiartormaHter gunner, acted as my messenger during a good part of the oight
and assisKid me greatly. He is a brave lad and always at the pnmer place in time
of need. I would recommend the above-named men for medals of honor.

• • « . « • • •

Sergeant Grupp and Private William Campbell, U. 8. Marine Corps,
were conspicuous in worthy and earnest efforts along the beach, aiding
the officers and assisting in every undertaking to save life and property.

I commend to the notice of the Navy Department, Lieut. John M.
Ilawley, the executive oflicer of the Nipsie, for his zeal and energy in
getting the Nipsic afloat after she beached. He had the entire char|]^
of this work, and to his efforts in a large measure is due the fact that
the Nipsic is now afloat without more serious injury, and with the possi-
bility of future service to the Government.

Naval Cadets J. A. Le Jeunc, L. A. Stafford, and U. A. Wiley, serv-
ing on the Vandaliiu are commended as follows, by Lieutenant C3arliii,
commanding the survivors:

Tlie gale wa8 terrific and the danger extreme, the ship being on the brink of de-
struction for lifteen hours. These young olhcers did their duty in the m06t com-
mendable manuor, distinguishing themselves for coolness, zeal, and plack.

I have in previous letters to the De])artment called its attention to
the important services rendered me by Malietoa Matnafa, and to tbo
exceeding kindness of Cai)tain Kane, of IT. B. M. S. Calliope. These
services are fully described in my report dated March 19, Nos. 21 and
25; March 20, No. 22; and March 21, No. 23; but the subject-matter
of the present letter would be fatally deticient without a marked refer-
ence to them.

I have endeavored in the foregoing to make a just statement of the
worthy efforts made by the persons mentioned, my chief source of in-
formation being the written report^s of eye-witnesses; and I now re-
spectfully refer the matter to the Department with the statement of my
conviction that prom|)t recognition and reward, commensurate with the
character of the services rend(»red, will be but a simple act of justice,
and in the cases of our own otlicers and men will operate to the great
advantage of the service.

Very respectfully, your obedient servant,

L. A. KlMBKRLY,

Rear Admiral U, 8, iVary,
Commanding U. S. Naval Force on Facijic Station.

The Skcketary of tiik Navy.

SKCIiirrAIiY OF THE XAVY TO nEMl ADMIRAL KIMDEULT—ACTIOX OF

THE DErAKTMES T.

Navy Department,

Washintjton. April 27, 1889.

Sir : The Department is in receipt of your cable dispat<*ii of March
30, from Auckland, and also of your letter of March 11) trom Samoa,
with aecompiniying reports from Captain F:n<|nhar, Commander Miil-
lan, and Ijieutemmt Carlin, liarrating the cinMunstances of the over-
whelming disaster which has recently befallen your squadron in Apia
harbor.

HEPORT OP THE SECRETARY OP THE NAVY. 121

I need not say to you that this event has caused the Department pro-
found sorrow, which, as the appalling extent and character of the catas-
trophe became known, was reflected throughout the country. EveU' if
the Navy were possessed of an adequate number of ships to supply the
necessities of the service, the loss of three at one blow would be a seri-
ous diminution of the available cruising force. To a Navy passing,
as is that of the United States, through a stage of transition, when
most of its previously existing vessels have disapi)eared aud its new
fleet is only on the threshold of existence, the blow comes with crip-
pling force.

The Department learns with the deepest pain that the wreck at Sa-
moa resulted in the death of four officers. Captain C. M. Schoonmaker,
Paymaster Frank H. Arms, First Lieut. F. E. Sutton of the Marine
Corps, and Pay Clerk John Roche, and thirty-nine men of the Yanda-
Hay seven men of the Nipsic, and one man of the Trenton. However
severely the destruction of the vessels may be felt by the Navy, the
loss of so many valuable lives is a far greater and more irreparable
misfortune. Captain Schoonmaker died, as he had lived, at the post of
duty, a gallant and generous officer, and a devoted servant of his coun-
try to the last. Weakened by long ettbrt, he was swept by the sea from
the deck of his vessel, soon after she had drifted tq her final resting-
place. The hurricane at Samoa has brought affliction to many Ameri-
can households, which will receive the deepest sympathy of the Gov-
ernment, yet it cannot be said that those who died thus manfully,
facing danger in the execution of their duty, have died in vain.

The Department, having closely examined the reports of the circum-
stances under which the disaster occurred, learns that on the 15th of
March, when indications of bad weather first appeared, every prepara-
tion was made to meet the coming gale. The ships were strii)ped and
steam was raised. The force of the approaching storm could not be
foreseen, and there was every reason to hope and believe that the ves-
sels would ride it out at their moorings in safety. The extraordinary
violence of the gale rendered this impossible, while the crowded condi-
tion of the harbor, where the vessels lay exposed to the full force of the
wind and sea, yet shut in on both sides by the sharp edges of coral reefs,
made their position one of extreme danger. The Nipsic^ Commander
Dennis \V. Mullan, the innermost vessel of the fleet, was enabled to reach
a place of comparative safety on the beach, where her gig's crew were
lost while gallantly attempting to run a line to the shore. The Vayi-
^a/iVi, commanded by Capt. C. M. Schoonmaker, and upon his death by
Lieut. J. W. Carlin, after skillfully avoiding a collision fis she dragged
into the inner harbor struck the point of the reef not far from the Nipsic.
Here she remained, exposed to the fury of the storm, her officers and
men taking refuge in the rigging, while the seas swept over her and the
spray and surf were flying to her mast-heads. Many of her crew were
lost in the attempt to swim ashore, and one man, E. M. Hammer (sea-
man), met liis death in a brave but fruitless eflbrt to carry a line to the
JSlpnic. The survivors, after remaining for eight hours in momentary
expectation of death, were finally rescued through the efforts of the
Trenton, The latter vessel, Capt. Norman H. Farquhar commanding,
had the misfortune early on the morning of the 16th to lose her wheel
and break her rudder. Soon after the heavy sea, forcing its way into
the hawse-holes in spiteof obstructions, tilled the fire-rooms and put out
the fires. The flagship, now without steam or rudder, her anchors drag-
ging, drifted almost at the mercy of the gale along the edges of the east-
ern reef, at times not more than 20 feet from total destruction. Every

122 REPORT OP THE SECRETARY OF THE NAVlT.

endeavor was made to control her movements, and her commaDdiDg
officer states in his rei)ort that upon at least one occasion it was throu£rH
the excellent judgment of Lieut. R. M. G. Brown, the Davigating- officer,
that the shij) cleared the reef and the four hundred and fifty lives on
board were saved. The Department notes with satisfaction your com-
mendation of Lieutenant Brown and also of Lieut. Commander Henry
W. Lyon, the executive officer, for their effi)rts to save the ship. After
a collision with the Olga the Trenton passed over to the western reef,
where she drifted with the current until she struck the ground near the
Vandalia.

From your own report, and from other accounts that have reached
the Deptirtment, it appears that the conduct of those under your com-
mand evinced throughout that courage, resolution, and fortitude which
the United States has learned always to expect from the officers and
seamen of its Navy. When her Britannic Majesty's ship Calliope, for-
tunate in the possession of more powerful engines, succeeded in her
gallant effort to pass the Trenton and steam out of the harbor against
the hurricane, the ringing cheer from the American flagship, as her crew
were standing in the face of death, showed a spirit alike generous and
dauntless. During the whole of Saturday, when the Trentmi was help-
lessly dragging her anchors on the verge of destruction, the officers pre-
served their composed and heroic bearing, and directed her movements
with consummate skill ; the crew were thrown into the rigging as a sub-
stitute for sails, and through the cool and exact judgment of those
charged with her guidance, she was enabled to escape the extremity of
peril. Finally, at the close of the day, when she brought up alongside
of the Vandalia^ her officers and men, notwithstanding the suffering
through which tliey had i)assed, and the dangers by which they were
still surrounded, thought only of doing their utmost to Jissist their com-
rades of the Vandalia^ whose distress was greater than their own, and
by tiring rockets with life lines over the masts and rigging of the sunken
vessel, tliey succeecUMl in rescuing all those who had taken refuge there;
while under the insi)iration of a sentiment which hjis awakene<l a re-
sponse in every American heart, the band of the ilagship, to encourage
those who, dazed with fatigue and weakened by exposure, were still
clinging to the rigging, played the national anthem.

In reply to your reciuest and that of Captain Farquhar for a court of
in«iuiry, the l)(»i)artnient has to say, that it deems such a court uuueces*
sary. it is satisfied that the officers in command of the ships at Apia
did their duty with courage, fidelity, and sound judgment, and thattbey
were zealously and loyally seconded by their subordinates; that the
hurricane which caused the destruction of the vessels and the loss of so
many lives was one of those visitations of Providence in the presence
of which human efforts are of little avail; that the measures actually
taken by yourself and the officers under you were all that wisdom and
prudence couhl dicttate, and that it was due to these measures that ho
large a i)r<)p4)rtion of the crews were saved; that the one step wiiich
might have averted the catastroidie, namely, to have put to sea before
the storm had dev<d()iMMl, couhl oidy have been justified, in view of the
grave responsibiliti<»s resting ui)on you at ISamoa, by the certainty of
overwhelming danger to your fleet, which could not then be foreseen;
that you rightly deeid<Ml to remain at your jxist, and that the Depart-
ment,' even in the face of the terribh* disaster which it involved, ap-
])roves absolutely your decision, which has set an example to the Navy
that should never be forgotten.

EEPOKt OF THE StlCBETAItt OP THE UAVY. 123

To convene a court of inquiry under tbese circumstances would seem
to imply a doubt on the part of the Department where no doubt exists;
and instead of ordering an investigation, it tenders to you, and throngh
yon to the officers and men of your command, its sympathies for the ex-
posures and hardships you have encountered, and its profound thanks
for the fidelity with which you perlormed your duty in a crisis of appal-
ling danger.

Very respectfully,

B. F. Tbaoy,
Secretary of the Navy.

Rear Admiral L. A. Kimbebly, XJ. S. Navy,

Commanding V. 8. Naval Force on the

Padfio Station^ Apia^ Samoa.

Bo. 5.— EEPOET OF THE COMMISSION TO SELECT A SITE FOE A
NAVY-YAED OK THE PACIFIC COAST NORTH OF THE FORTY-
SECOND PARALLEL OF NORTH LATITUDE.

Navy Department,
Washington^ I), C, September 15, 1889.

Hon. B. F. Tracy,

Secretary of the Navy:

Sir: The Commission for selecting a site for a navy-yard on the Pa-
cific coast of the United States, authorized by act of C'ongress ap]>roved
September 7, 1888, and appointed by the Department's order of Novem-
ber 30, 1888, having com[)Ieted the work assigned to it, submits, respect-
fully, the following report:

The text of the act of Congress above referred to, directing the ap-
pointment of the Commission, reads as follows:

For the ex])CMisoH of a ConniiisHioii of tliroo ofticorH, to bo appointed by th« Secre-
tary of the Navy, to rciport as to tho most desirabh' location on or near the coast of
the GnU' of Mexico and the South Athmtie coast for navy-yards and dry-docks, and
for the expens<'s of soiindinjj^ an<l Hnrvcyin<jj and estinialin*; expenses, fifteen thou-
saud dollars. And tlio Secretary of the Navy he, and Im is hen*hy, re(|nired to ap-

Eoint a CoHunission composed of three competent naval oflicers, whose dniy it shall
eto examine the coast north of the forty-secotid parallel of north latitude, in the
State of Oregon and Territories of Washinj^ton and Alaska, and select a suitable
site, having <luo regard to the commercial and naval necessities (»f that coast, for a
navy-yard and dry-docks; and having: selected snrli site, shall, if upcui ])rivate
lands, estin)ate its value and ascertain the i)rice for which it can be purchased, and
of tln;ir proceedings and action make full and detailed reptn't to theSecretary of the
Navy; and the Secretary ot the Navy shall transmit such report, with liis recom-
mendations, to Congress. That to defray the expetiH«'s of such Connnission thc^ sum
of tive thousand dollars of the abovtwinu)unt, or as much thereof as may be neces-
sary, may be usetl.

The order of the Navy Department appointing the Commission, and
directed to the senior ofticer, is as follows :

Navy Department,

Sik: You are liereby a])point4'd presidiMit <»f a Commission, under the act of C'on-
gress a]»proved September 7, 1K«^^, to select a site for a navy-yard on the Pacifu- coast
of the I'nited States north of the forty-second parallel of north latitude in tlie State
of Oregon and Territories of Washington and Alaska. The Commission will can-fuUy
examine the coast of the State and Territories mentioned, and select a suitable site
for » navy-yayd and docks, having due reganl for the commercial and naval ne(;essi-
ties of that coast. Having selected a site, the Commission will, if it be upon private
lands, estimate its value and ascertain the pri<'e for which it can be purchased. The
Couimission will make a full and detailed repoTt upon the subject to the Secretary of
the Navy as s»)on as ])racticablo. Commander (J. M. Chi'ster and Li<Mitenant-Com-
niander C. II. Stockton wiU be associates^ it h you as meniluTs of the Commission.
The ConiniiHsiou will meet at the Navy Nrtment on the *dd of December next, and
124

RKPORT OF THE SECRETARY OF THE NAVY.

125

yon will accordingly proceed herte for that pnrpose. After organizing, the CommiB*
hiou will visit the localities mentioned, and carry ont these instructions.

A copy of the act of Congress, above referred to, is inclosed herewith for your in-
formation.

Very respectfully,

W. C. Whitney,
Secretary of the Navy.

Capt. A. T. Mahan, TJ. 8. N„

President Naval War College^ Nettport, B,L

Received December 7, 1888.

A. T. Mahan,

Captain, tl,18,N,

. Owing to a delay in issuing this order, the Commission did not meet
until Monday, December 10, when the members assembled at the Navy
Department.

Immediately after organizing, the president of the Commission laid
before it the following letter of instructions from the Secretary of the
Navy, summarizing, for the guidance of the Commission, the requisites
essential to be found in the proposed yard:

Navy Department,
Washington, D, C, November 30, 1888.

Sir : Ah president of the Commission to select a site for a navy -yard npon the north-
westei-n Pacific coast, the following instructions are herewith furnished you for the
information and guidance of the Commission :

Thf cIdusc of the naval appropriation act which requires the appointment of the
Commission states that its duty ** shall be to examine the coast north of the forty-sec-
ond parallel of north latitude in the State of Oregon and Territories of Washington
and Alaska, and select a suitable site, having due regard to the commercial and naval
nec<'ssities of that coast, for a navy-yard and docks; and having selected such site,
shall, if upon private lands, estimate its value and ascertain the price for which it
can be purchased ; and of their proceedings and action make full and detailed report
to the Secretory of the Navy."

In discharging your duty attention should be given to the following special require-
ments for a naval station:

First. A situation upon a good harbor, of sufficient size, depth, and accessibil-

ity for vessels of the largest size and heaviest draught.
Second. A favorable position with respect to the principal lines of defense.
Third. A local security from water attack due to position and natural sur-
roundings.
Fourth. Ample water frontage of sufficient depth and permanence, and with

currents of moderate rapidity.
Fifth. A favorable position with respect to the lines of interior communication

(by rail or otherwise) with the principal sources of supplies.
Sixth. That the character of the ground shall be suitable for the construction

of excavated docks and basins, and for heavy structures.
Seventh. Proximity to centers of labor and supplies of material.
Eighth. Healthiness of the climate and its suitability for out-of-door labor.
Ninth. The existence in the vicinity of an ample supply of good potable water.
Before leaving for the Paciti<* coast the Department desires you to place yourself in
commnnicatifMi with the Chief of* Engineers of the Army in order to ascertain the
principal lines of defense for these waters as far as they are formulated; and also the
works that are in progress, or under consideration, for the improvement of any har-
bors or waters that come within the scope of your examination.

It will also be advisable to obtain from the Coast Survey Office any hydrographic or
other information which vould be pertinent, and which is not to be found in the
charts or i)uhlications of that office.

The ^'onniiaiidant of the navy-yard, Mare Island, California, will be instructed to
afford you all necessary awsistance, autl a vessel will be detailed for the purpose ot
performing any hydrographic work re(|!iired an<l also for affording such transporta-
tion to the Conniiission as may be deemed necessary or advisable.
I am, verv respecMuIlv, vour obedient servant,

W. C. Whitney,
Secretary of the Navy,
Capt. A. T. Mahax, U. S. N.

126 REPORT OF THE SECRETARY OF THE NAVT. "

Having this letter before it, the GommisAion proceeded at once to an
iDRpectiou of the Coast Survey aud other charts, in order to familiarise
the members with the characteristics of the coast which they were to
examine, to determine what portions of it, or what harbors, offered
probable advantages, and to eliminate such as, from their hydrographic
features, were evidently unfitted for the establishment of an important
yard.

At the same time there was addressed to the officials of the principal
cities in the region to be visited, or to persons of reputation residing at
smaller centers near possible sites for a navy-yard, a list of questions,
twenty in number, as to the resources of the localities, the object being
to aiibrd them time to prepare as full a statement as they saw fit, for
the information of the Commission when it should arrive. This list of
questions is appended to the report and marked A.

While thus in Washington the Commission had several interviews
with the Chief of Engineers and other officers of the Corps of Engi-
neers, U. S. Army, with reference to works now in progress to improve
the navigable waters of the Northwest coast, and to the fortifications
contemplated for that coast. The Office of the U. S. Coast and Geo-
detic Survey was also consulted for the latest and fullest topograph-
ical and hydrographical datii, and the Geological Survey for information
'as to the general character of the geology, as bearing upon foundations
of buildings and excavation for docks.

On December 20 the president of the Commission went to New York
to confer with the Army Fortification Board and obtain its present
views as to the principal lines of defense. While there he was taken
ill, aud the departure of the Commission was thereby delayed nearly a
month. It finally left for the Pacific coast January 22, 1889, aud re-
assembled in San Francisco February 1.

After obtaining some further information and making some arrange-
ments about work, unnecessary to particularize, the Commission left
San Francisco for Portland, Oregon, arriving there on February 8.

It had been the intention of the Commission to proceed at once with
a personal examination of the Columbia Kiver, but, after deliberation,
this ])urpose was now changed for the reason that the Commission,
while furnished with the fullest and most precise information as to the
hydrography of the whole coast, including the Columbia Biver as far
as the Willamette, on which Portland is, had been unable to oittain any

6 miles from Paget Sound, has been prominently discussed and advo-
cated as the best site lor a navy-yard. It was j)ossil>le that the proper
decision of the qiu*stiou might depend ui)on a close survey, determining
accurately the (lei)lh of water and character of the shores over a great
part of the lake ; and if so, siieli survey should be begun with the least
j)ossible delay. The Commission therefore decided to i)roceed at once to
Seattle and make a reconnaissance of the lake. Accordingly, after an
interview with a committee of citizens of Portland and visiting some
l)oints of interest in the neighborhood, it started for Seattle February
12, rea(thing there February 13.

The following live weeks were spent in a minute examination of all
the waters colleetively known un<ler the name of Puget Sound, together
with the more important parts ot the ooast from Port Angeles, on the
Straits of Juan de Pu(;a, eastward to and including, lU^lliugham Bay;
also the Haro Archipehigo, or San Juan group of islands.

REPORT OF THE SECRETARY OF THE NAVY. 127

The light-house tender Manzanita had been placed at the disposal of
the Commission by the Light-House Board, and through the cordial co-
operation of Lieutenant Sebree, U. S. Navy, the inspector, the exami-
nation was made under the most favorable conditions and in the most
thorough manner.

During this time all points of interest indicated by the citizens of
the different places were visited, when they seemed to have any bear-
ing upon the object of the Commission.

On the 20th of March the Commission returned to Portland, received
a visit from the citizens of Vancouver, Wash, (on the Columbia Eiver,
6 miles from Portland), who desired to press the claims of their eity
as a proper site ; and afterwards, having been furnished by the presi-
dent of the Portland Board of Trade with a list of places on the Co-
lumbia which might be found suitable for a navyyard, proceeded to
Astoria. Here some other possible sites were suggested by the citizens
of that place ; and later the works for straightening and deepening the
channel over the bar of the Columbia were visited, under the guidance
of Major llandbury, of the U. S. Engineers, who is in charge and kindly
consented to accompany the Commission from Portland. The follow-
ing day the Commission returned to Portland in the Manzanita^ which
hawl been sent round from Puget Sound for that purpose by Lieutenant
Sebree. The banks and islands of the Columbia were thus viewed by
daylight, in the same manner as the shores of Puget Sound had been.

The Commission did not think it necessary to visit personally
Alaska, nor any parts of the coast north of the forty-second paral-
lel other than those already mentioned, for the reasons which will be
hereafter set forth in the report, and which will also be found in the
detailed record of proceedings hereto appended (marked F), which the
Commission, by the terms of the act, was directed to submit, along
with its report, to the Secretary of the Navy.

On the 24th of March the Commission, having finished its personal
examination of the ground, selected the site it intended to recommend,
and agreed upon the leading features of the report to be submitted,
left Portland for the East.

Having given thus briefly a summary of its proceedings, which will
be found more in detail in the appended record, the Commission now
presents its conclusions upon the whole matter and its reasons for fix-
ing on the site selected.

Neglecting for the moment^Alaska, the coast-line of the United States
on the Pacific from 42° N. to Cape Flattery, its northernmost point,
may be stated at 600 nautical miles — 550 statute miles. From San
Francisco to 42^ N. the distance following the shore line is 285 nautical,
or over 300 statute miles. The distance from San Francisco to Cape
Flattery is therefore close upon 900 miles.*

In this long distance the character of the coast is most inhospitable.
There are few harbors, and the shore is lashed by a sea so heavy as to
break in the almost unexampled depths of 40 to GO feet. With one
exception, such harbors as do exist are unimportant from a commercial
and naval point of view, on account of the shoalness and difficulty of
their entrances. The one exception is the mouth of the Columbia
Kiver, which, while at times impassable, will generally admit the en-
trance and departure of ships of heavy, though not the heaviest, burden.
Being the natural outlet of tlie great valley of the Columbia and of the
extensive region tributary to it, this harbor possesses great commercial

* The diHtance by rail from San FranciHco to Tacomai the termiuus of the Northern
Paclflo Bailroad on Paget Sonnd, U 891 mUe«.

■ ' - - > - '*-

128 UKI^OUT OF THE SECRETARY OF THE NAVY.

iuiportauce aiul couhl undoubtedly coutribute to the naval stren^h of
the uorthwest coast; but it is not accessible to war ships of the heavier
classes. The mouth of the Columbia is distant 140 miles from Cape
Flattery and over 7U0 miles from San Francisco.

At Cape Flattery a broad arm of the sea, known as the Straits of
Juan de Fuca, divides the United States from British Columbia. These
straits have an averaj^^e width of ten or twelve miles for a distance of
fifty ; alter which they rapidly widen into Washington Sound and the
Gulf of Georgia, the ibrmer of which belongs to^the United States aud
contains the San Juan group of islands. These waters form a natural
boundary between the United States and the British possessions until
the i)arallcl of 49 N. is reached, beyond which all belongs to Great
Britain.

Kighty five miles within the entrance of the Straits of Juan deFuca,
on the south side, is the opening to Paget Sound, a very exteursive
water aiea belonging wholly to the United States. The numerous
ramitications of the Sound, tbe depth and quietness of its waters, the
rich and extensive country surrounding it, and its rea<ly access lo the
ocean, at all times, by channels both wide and clear, all combine to
indicate it as a great commercial center of the future. The terminus
of one of the great transcontinental lines is already on its shores j it is
connected by rail with Portland and San Francisco; and branch lines
of road will doubtless soon extend all along its eastern shore to the
boundary of Canada, and open communications with the interior of
Washington and Oregon.

The Straits of Fuca, IHiget Sound, the Gulfs of Washington aud
Gi'orgia, form by nature a single water system, between all parts of
whirli exists easy and rapid communication, and which is easily sicces-
sible from the* ocean. Such conditions would render such a water
system of great military importance, even if it lay wholly within tbe
territory of a single nation ; but when the o]»posite shores of the main
entrance are held, as iu this case, by independent powers of the first
class, when the interior waters are also divided between the two powers,
and the termini of two great transcontinental railroads belonging to the
one and the otlM»r are found there, the natural strategic situation is
doiil)ly emphasized.

The conditions imposed by nature are such as to make the naval
forces tin* most imi)ortaTit element in the control of the region in ques-
tion. The Straits of Fuca, l)eing over 10 miles wi<le and from 2(H) to
(300 feet deep, can not be <*losed by either stationary fortiticatioiis or
suomarine mines. Farther in, the San Juan islands divide the ap-
proaches to the (iriilf of (reorgia into num(»rous comparatively narrow
channels, and the entrance to Pnget Soniwl is only .*i miles wide; but
in both cases thu d«*pth of water continues too great to admit of torpedo
defenses, and it is cm i lessee! ly ini|)ossible to hold a. passage against a
modern tleet nnh'ss obstructions of some kind can be ]vlaced to impede
Its progress and <lerain it under tlie lire of the hatteiies.

There is Ibund, therefore, in Pug(»t and Washington Scmnds and in
the Straits of Juan de l*'uca a great center and (Hitlet of commercial
activity, l)e!(Migii;g to llie United Si;ites, dependent entirely upon ade-
(|uate naval force lor its juoteclion against an enemy. The ColumbicL
J^iver |)iesents another such center, which vmu indeed receive passive
defense a;::ainsi atta<*k by torts and torpedoes, but in the absence of a
naval force strong enough lo prevent an enemy from holding his ground
olf the river its (roinmercc* by sea would be paralyzed.

These two regions aie near enough to eaijh other to be embraced in

REPORT OF THE SECRETARY OF THE NAVY. 129

the 8ame schema of uaval operations, offensive as well as defensive.
They are too far from San Francisco for such operations to depend
upon its yard for repairs and supplies. No vigor can be sustained nor
success expected when ships have to steam fifteen hundred miles, go-
ing and returning, in search of repair and supply. It may indeed be
conceded that the shipping of ©very foreign power, save one, would be
ill this respect under a disadvantage greater than our own if attempt-
ing to operate in these regions ; but the existence of one upon the strait
imposes upon us the military necessity of having near at hand a ycird
in which necessary repairs, even if extensive, can be made without re-
quiring the distant voyage to San Francisco. Such a voyage could not
be made by a single disabled ship if our fleet were confronted by an
equal, or nearly equal, enemy in the straits or on the coast. It must
be remembered, too, that a slight injury, and easily remedied, may un-
.fit a modern war-ship for a place in the order of battle until it is re-
paired. Thisis not a guestion of building ships; ships must now be
built in time of peace.' It is a question of establishing a base.of oper-
ations, without which our military position on the northwest coast can
not be maintained.

The situation of the outlying Territory of Alaska lends additional
force to all these considerations. It can only be held by control of the
sea, and such (control can not be based on San Francisco. It would be
a <lrawbiick to a fleet to fiave to traverse the distance which separates
Alaska from the nearest possible naval base in the United States, but
it. would therein be under no thsad vantage as compared with its enemy,
except that a British fleet could use, for great part of the way, a pas-
sage interior to its own dominions. It must not be forgotten, as an
element of the military situation, that by holding Vancouver Island
Great Britain has two approaches to the Gulf of Georgia and the ad-
jiicent continent, while the United States has but one.

For the i)urpo8es of further and more detailed discussion the Pacific
coast of the United States, north of the forty-second parallel (see Map
I), will be divided under the following heads:

I. The Pacific sea-board from the forty-second degree north to

Cape Flattery,
n. Alat^ka.

III. The coast line on the straits of Juan de Fuca, from Cape

Flattery eastward, to the frontier of British Columbia.

IV. The San Juan Islands, or Ilaro Archipelago.

V. Pugt^t Sound ; under which name is comprised all the exten-
sive water area inside the headlands of Point Wilson and
Admiralty Llead, and the narrow in<lei)end^nt entrance at
Deception Pass.
VI. Lak(» Washington ; for although this fresh-water lake does
not communicate with the sea by waters navigable, in the
strict sense of the word, it has been too prominently men-
tioned in official papers as a fit place for a navy -yard to be
overlooked in such a discussion as the present.

I. The Pacific sea-hoard, — The harbors or inlets of the sea on the
Pacific coast south of Cape Flattery fall under two classes. First, the
harbors with very shoal entrance, of which Koos Bay, Ya<iuina River,
ShiKil water Bay, and Grjiy's Harbor are the most favorable examples;
second, tin* Columbia River.

First. — Of the first class it is to be said that the water on the bar is

NA 89 9

130 REPORT OF THE SECRETARY OF THE NAVT.

shoal, the channels shifting, and that the sea often breaks completdj
across the entrance. The improvements now in progress do not promi«
the entire .removal of these defects, to which are probably due
slight development of these places and their imperfect comDQunicatii
witii the interior. The bad hy drographic condition^ and scanty resooroei
of the ])oints in question being perfectly well established, the Co i
sion did not think it necessary to make a personal ezaminatiou \m x
rejecting them as possible sites for a yard.

Second. — The Golambia Eiver presents^ though to a much less deg: ,
the same difficulties which characterize the harbors just mentio
The depth of water on the bar varies ; by the statement of a pilot ii> u
now 20 feet at mean low water, the same given by the Coast San
charts as obtaining in September, 1887. The mean rise of the tide
7 feet; and as allowance must be made for the rise and fall of sb
pitching in the heavy sea that is met during a great part of the y ,
the underwriters do not accept risks on draughts over 22^ feet, even anaa
the most favorable circumstances of weather. Ships with that dranght
are frequently detained for many days by the state of the bar. The
natural channel, which still remains the main ship-channel, has be
subject to extensive variations. The sea at times breaks heavily acrosi
and outside the bar ; and while the regular mail steamers are rarely de-
tained by it, they are so at times, though they draw only 18 to 20^(eet
of water, a draught which can not be accepted as approaching the maxi-
mum required for largo sliips-of-war.

By the works now in progress for the improvement of the bar of the
Columbia Kiver the engineer officers expect to substitute, for the present
indirect and variable channel, a new one that shall be straight and per-
manent, and maintain a constant depth of 30 feet at mean low water.
The Commission accepted this estimate to the same extent as the
engineers ; that is, as an expectation, not as a certainty. Aside, how-
ever, noni the uncertainty, the depth hoped for can not be considered
sufficient, in view of the extraordinarily heavy seas which mark the
Piujific coast of the United States from San Francisco north. It is well
established, by the testimony of many competent witnesses, that the
sea along this coast frequently breaks in from 40 to 60 feet. Despite
the improvements, therefore, the sea may be expected in the future to
break on, or outside, the Columbia bar, and war-ships which nothing
else could detain may be bar-bound at a time when the utmost expedi-
tion is required ; a danger in military operations which should not be
incurred when it can be avoided, as on the northwest coast it can. If
nothing better than 30 feet eouhl be had, the defect would have to be
made the most of; but as far better hydrographic conditions, yielding
perfect accessibility at all times to the heaviest ships, can be found not
far away, the inadequate *lepth on the Columbia bar determined the
Commission to reject tliat entrance, and consequently all i>ositions
within the river, as unsuitable lor a navy-yard.

II. Alaska. — With respect to Alaska, the Commission decided that,
as the (iharts show no probable site for a navy -yard ; as the territory
is separated from the rest of the United States by foreign territory, so
that in case of hostilities a yard there would be cut off by a temporary
loss of naval Hupremacy ; as the resources in ])opulation and manofact-
ure are so slight; and as the coumiercial and naval necessities of the
nortliwest coast do not admit of a navy-yard being placed there, a navy-
yanl in that territory would be undesirable. The Commission, there-
iorcj did not make a personal visit to Alaska.

REPORT OF THE SECRETARY OF THE NAVY. 131

III. The coast line from Cape Flattery eastward to the frontier of
British Columbia may conveniently be divided into two sections: First,
that lying west of Admiralty Inlet, the entrance to Pnget Sound. Sec-
ond, that lying east of the same inlet.

First — In the former of these divisions there are some good harbors;
but all, with the single exception of Port Discovery, are indefensible
against naval attack. Port Discovery formerly offered admirable facili-
ties for defense through the position of Protection Island; but under
modern conditions the great depth of water in the channels on either
Hide of that island forbids (at present) the successful use of torpedoes,
without which, to detain a hostile fleet under tire, batteries can not be
exi)ected to prevent the entrance of an enemy.

Second. — East of Admiralty Inlet the coast line is considered by the
Commission to run outside of Fidalgo Island; the latter being taken as
part of the mainland, because the waters which separate it are not navi-
gable.

There are good anchorages on this coast, with easy access to the sea
as far as hydrographic conditions are concerned, though not as good as
ean be found elsewhere. The best position is in Bellingham Bay; but
there the east shore, which alone offers good protection from prevailing
winds, is already octuipied by town sites, and the whole available water-
front will be required for commercial purposes if the sanguine expecta-
tions of the residents should be fulfilled. The. country back of Belling-
ham Bay, and to the frontier, is level and singularly favorably to rapid
military movements. Therefore while it may safely be assumed that
permanent occupation by any probable enemy could not be maintained,
it is possible that, to a navy-yard placed there, a sudden raid might re-
sult in injury irreparable for the time.

The most decisive argument, however, against the whole coast-line
here under discussion, from Cape Flattery to the frontier, is that in its
present state of development, it does not possess the importance which
wouhl justify a strong system of sea-coast defense ; and therefore either
a navy-yard placed there would be undefended, or an elaborate line of
works, otherwise unnecessary, would have to be erected for its sole pro-
tection. The undeveloped condition of the country implies, as is actu-
ally the ease, imperfect lines of communication with the interior, and
deficient resources of the kind required by a navy-yard.

IV. The San Juan IsUinds, or Haro Archipeldgo, — The anchorages in
this group of ishnuls, and the character of the approaches to them, com-
bine to present a strong attraction to the military seaman. It is con-
ceivable that, if confronted with a fleet of substantially equal force in
these and the adjoining waters, a strongly fortified naval station, or
out|K)8t, might be occupied here with great advantage. Grifliu's Bay,
with its high surrounding shores and its three narrow entrances (open-
ing, one on the Straits of Fuca toward the sea, the others to the north
and to the east, on the main ship-channel to the Gulf of Georgia and
on Bosario Straits), is peculiarly fitted for such a station; controlling
by its position all egress and ingress to the mainland by these ap-
l)roaches. Such a position on the fighting line, however, though well
suite<l for storing supplies of coal, ammunition, and provisions, and as
the station for ships in full fighting equipment, is not what is wanted
for a navy-yard. The latter bears to the coast and ships dependent
ui>on it the relation of an essential and permanent base of supplies.
Uiwn its efficiency, and therefore upon its security as well as upon its
accessibility, depends the successful maintenance of war. It can not

132 RKVORT OF THE SECRETARY OF THE NAVY.

l>ru(lently or uRofnlly be thrust to the front, to share and invite bloui
for Avhich, if serious, it alone can provide a remedy. The ships lyiii[
aloi)^ its front or in its docks should not be those which are r^kdy fo
battle ; but those which either are not yet prepared, or which have «
turned crippled by service or in action, and need the unmolested laboi
of the yard to fit them again for their work.

If, instead of being in equal or superior force to an enemy in th
waters, the United States should be inferior, a navy-yard in the
Juan Islands, not being itself a fighting element, would not add to
security of the islands, but would be cut off from communication w
the mainland ; without which its usefulness would last at best for i
very limited time.

For these reasons the Gommission did not make an exhaustive ex*
amination of the San Juan Islands, and does not recommend them
a site for a navy-yard. The selection or recommendation of posi
for naval stations, for coal or other uses, does not enter into its insu
tions.

V. Puget Sound. — ** Puget Sound " (see maps I and II) has now becoi
by authority, the collective name for a large body of water, the diftei
divisions of which have for the most part their own disting^uish
titles. Originally the name Tuget was confined to the subdivision ly
jibove (that is, south of) the Narrows.

There are two entrances to Puget Sound from the Straits of Ji i
Fuca, viz, through Admiralty Inlet, which is the usual and more
I»ortant channel, and through Deception Pass, 17 miles further nona.
between Whidbey and Fidalgo Islands. Of the latter it will be su
cieiit to say here that it is so narrow, the current so irregular, c
exi^ept for very short intervals at slack water, so violent, and the neo
sity of clear vision so imperative from the natural difficulties, that
very smoke of an engagement wouhl jnobably deter the boldest s<
from risking its ])as8age. It can be well commanded by batteries havi
both an enfilading and plnnging fire u])on ap])roaching vessels, ioc
naval attack it may be said there is but one entrance to Puget Sound

Kntrring by this more nsual passage, the main branch of the Sound
extends south with a constant width of 3 miles. Sixty miles* ft
the entrance. Just within the city of Tacoma, the Sound contracts to i
wi<lth of less than a mile, forming a ))assage 5 miles long, known as the
"Marrows,'- which makes u marked natural division between the upper
and lower sounds. Before ruaching the Narrow^s, however, the maia
branch of tin* Sound throws olf two large ollshoots. The first in order,
known as Hood's Canal, i)arts on the west side at Foulweather Bluff, U
miles from the entrance, and tends south-southwest for a distance of 45
miles, after which it tnrns sharply to the east-northeast for 13 inilei
more, when its head is reached. The second offshoot, which is sab-
named Possession Sound, Port Susan, Saratoga Passage, and Similk
Hay, separates from the main branch on its east side 25 miles from the
entran(!e. Its general direction is northerly, and being ii5 miles long^
it rea(*hes 17 miles north of Admiralty Inlet, ending in Similk Bay,
to wlii<'h admission is also gained from the Straits of Juan de Fuca by
l)e<'eption Pass, l)efore s|>oIven of.

Al)ove. the Narrows i*u^et Sound widens out over a large areSi
running through nunieious ch.ninels around luimerous islands, and
forming several inlets spread out like the lingers of a hand or ths

* 'i'liiou<^Ii(>ul this ivporl "iiiil(;s" iiieaii statute, nut nautical, loUea.

REPORT OF THE SECRETARY OF THE NAVY. 133

spokes of a wheel, and known by various names: Carr's Inlet, Case's
Inlet, Budd's Inlet, etc. As the tide in some of these, and notably at
the head of the Sound, has an extreme rise of 18 to 21 feet, and an
average rise of from 9 to 13, it will be conceived that when the excess
of water in this great area seeks to ebb through the Narrows, or on the
return of the tide has to flow, currents of unusual strength and, as ex-
periment has shown, of some irregularity are developed. These cur-
rents have had and still have an important military bearing; but that
bearing now is dififerent from what it was formerly.

One of the inlets above the Narrows (Case's) extends to within 4
wiles of the head of Hood's Canal. The land separating the two is said
to be low, forming a portage ; and it is thought by parties familiar with
the ground that a canal ^ould without diflticulty be made joining the
two bodies of water. This low narrow strip of land is the neck of what
is termed the Great Peninsula, which has a length of 40 miles north
and south, with a width varying from 25 miles at its base to 5 or less
at the north end. This peninsula is embracetl between the waters of
Hood's Canal and of Puget Sound, above and below the Narrows.

On the east side of the Great Peninsula there is an extensive recess
of the coast line, forming, with its ramifications, a water area of over
20 square miles. Immediately across the mouth of this great recess or
bight lies Bainbridge Island, 10 miles long from north to south. The
interi>osition of the island between the main sound and the recess in
question converts the latter into a spacious harbor, known generally as
Port Orchard (Map IH), though its subdivisions have each their special
names: Dye's Inlet (or Port Washington), Dog Fish Bay, etc. The
anchorage ground throughout this harbor has good and not excessive
depth; while the two entrances, north and south of Bainbridge Island,
are passable by ships of all sizes and are easily defensible. The pe-
culiarities of Port Orchard entitle it to be classed as a separate sub-
division of Puget Sound.

A marked peculiarity and drawback to this great water area, whose
leading outlines have so far been indicated, is the excessive depth
found throughout the greater part of it. This is a twofold disadvan-
tage: First, from the maritime point of view, in restricting the anchor-
age ground ; and, secondly, from the militiiry point of view, in that the
great depth combined with the rapid currents make it impossible to
employ any system of stationary torpedoes, as yet devise<l, to supi)ort
the defenses of the entrance, or any part of the principal channels, up
to and including the Narrows 5 for the latter also are of great depth
and rapid current.

This defect of excessive depth is indeed remedied by the existence
of virions harbors, larger or smaller, known generally as '' ports," as
Port Madison, Port Gamble, yovt Ludlow, etc. ; but, unfortuuat<»ly. it
exists in its most aggi'avated form along the very coast, the eastern,
which would naturally first be developed, and which may reasonably
be expected to retain in the future a preeminent importance due to
its greater nearness to the centers of the country and population. In
fact, the two great cities of the Sound, Seattle and Tacoma, despite
this disadvantage, are already established there. The moderateness
of the weather and wind allows ships to lie alongside the wharves,
which are thrust- out upon the narrow le<lge of shoal that fringes their
water front; but all the ** ports'' or other anchorage ground are to be
found either al>ove the Narrows, or on the west side of the Sound, or
on the Great Peninsula.

One other feature of the soundings needs to be mentioned. When

134 REPORT OP THE SECRETARY OP THE NAVY.

rivers or streams of any size euter the Sound, more or less.eztensh
flats are formed, which are often bare at low water. This feature.
most common on the eastern side. Dwamish Bay and CommenceD
Bay, the harbors, if they may be called such, of Seattle aud 1
respectively, are instances. The flats at the heads of these bays
off almost without interme<liate soundiugs to depths of 160 to 250 fee
The city of Olympia, at the head of Budd's Inlet, is separated by ov<
a mile of flat from water whore vessels of moderate draught can float a
low tide; but the anchorage beyond that distance is gooil, with re*
able depth. The most marked instances of these flats are in Possessio
Sound, Sanitoga Tassage, and Siinilk Bay ; where the Skagit and otht
rivors empty. These are so extensive as to nnrrow to 1,000 yards
channel between Saratoga Passage and Similk Bay; a fact which, fi
the military point oi' view, renders the prohibition of all hostile entra
through Deception Pass doubly sure. Even it an enemy had overcM
the diflu'ulty of the almost imi)regnable pass, he w^ould still have tonn
the gauntlet of this narrow channel, over 4 miles long, which, from
moderate depth, can receive torpedoes throughout'. Granting reai
able ])reparation, it may safely be said there is no entrance to ;
yound save by Admiralty inlet.

It has b(»en tliought best to enter into a detailed description of
leading features of this remarkable inland sea, because in the judgm
of tlH' members of the Commission it is clearly indicated as the watisn
ui)(>n which, somewhere,' should be i)laced the navy-yard, a site :
which they were directed to select, it alone, in all the great reg
undei' examination, combines with perfect accessibility to the lari
ships, at all times, such a present development as demands tl
interests sliould b(», embraced in a scheme of sea-coast defense, beu
which the proposed yard w^nild be established in safety, without i
absolute necessity of fortifications of its own ; and it is difficult to doi
that a sheet of water so favorably situate<l, with so vast a coast-li
will become the future center and outlet of interests growing yearly in
extent, and in importance to the whole country.

Accei>t.iiig Puget Sound as the locality in which the yard should
placed, the question of the j)articular site will be approached by c
sidering successively the several great subdivisions in the followi
order: (1) The Sound below (north of) the Narrows. (2) Hood's Gai
(o) Posst'ssion Sound, with Similk Bay and Port Susan. (4) 1
Sound abovi' the Narrows. (5) Port Orchard.

(1) The l^oiuid hcloic the Narrows, — The Sound below the Narrows
has a nearly constant width of 3 miles throughout its length flrom
Admiralty lh*ad to Point Defiance. It has no good and commodionf
haibors except the three grouping round the city of Port Townsend,
viz: Port TownscMid, Oak Bay, and Kilisut Harbor; Quart ermaster'lB
harbor in Vashon Ishmd; and Gig Harbor. The three first have good
anchorages, but the entrance to Kilisut is so shoal aB to throw it oat
ot Consideration. Port Townsend has an excellent anchorage, and at
till* head of the bay there is good shelter from the worst winds, which
blow from the southward and eastward, that is from up the Sound, and
which are at times heavy enough to prevent vessels from lying at the
city wharves.

it is t!ie oi)inion of th(» Ommission that, as the width of the Soand
is nearly uniform from t he i'ntran<'e to the Narrows^ and afi the cities of
Seattle an<l Taeoma,the most important on the Sound, are found in this
division, the ])rinci]>al line of defense for Puget Sound win natarally^

Rtl>OllT OP THE SficnEtARY OF THE NAVY. 135

be thrown as far forward as possible, namely, to the entrance^ because
such an advanced position will cover the greatest amount of ground in
its rear, and because the relative positions and individual advantages
of Admiralty Head, Point Wilson, and Marrowstone Point are pecu-
liarly adapted to cover the entrance with a cross and plunging fire.

Assuming this position for the outer line of defenses, and none can
be found farther forward, the Commission consider Port Townsend too ,
far to the front ; and that in case of the temporary naval superiority of
an enemy in the Straits of Juan de Fuca, a yard situated there might
be shelled from the straits without serious hinderance from the batteries.

The Commission also consider that, as the great depth of water at
the entrance, 200 feet, forbids the successful use of stationary torpedoes
or submarine mines, it would be possible for a hostile fleet, temporarily
superior, to run the batteries and destroy the yard; and that, if the
yard were at all worthy of its important purposes, the object of such
an attempt would be well worth the risk.

The Commission also consider that the position of Port Discovery
would offer a valuable means of approach to an enemy seeking to
attack a navy -yard at Port Townsend by land and sea; and that the posi-
tion is in so far a menace to Port Townsend, unless Port Discovery be
protected by a system of fortifications, for which its importance other-
wise does not call.

The Commission also consider that the resources and commanications
of Port Townsend, and generally of the country west of the Sound, are
as yet too limited, and their future too uncertain, to justify the selection
of this site for a navy-yard when such other objections as those before
named already exist.

It is manifest, of course, that these disadvantages would have to be
accepted if as good a site could not be found elsewhere ; but the Com-
mission are of the opinion that a better site can be had.

Quartermaster's Harbor, between Vashon and Maury Islands, is one
of the very few good inclosed ancborages to be found below the Nar-
rows. It was carefully examined by the Commission and two .points
were noted where the topography seemed fairly suitable. The position
is entirely insular: and, as the neck joining the two islands is so low as
to be nearly awash at low water, every part of the harbor is open to
attack by ships in the Sound, either from the northward or southward.
These two reasons mainly determined the rejection of Quartermaster's
Harbor.

Gig Harbor, at the entrance of the Narrows, opposite Point Defiance,
was also visited. The entrance is shoal and narrow, and the port at
once too contracted and too exposed for serious consideration. The
neck which so narrows the entrance is a sand spit, affording no cover.

As the imi)ortant cities of Seattle and Tacoma are both upon this
part of the Soun<l, this is the proper place to say why the Commission
have not selected a site in or near these cities

The principal reasons are the lack of anchorage ground, unfavorable
topography in the neighborhood, and that these cities lie open to bom-
bardment by any fleet which shall succeed in running the batteries
above. No position can be found in their neighborhood which would
not be open thus to a force which should, not subdue nor reduce, but
simply run bj^ the forts that may hereafter guard the channels.

The statement can still be accepted, as it has been for a hundred
years, that a fleet can pass any batteries through an unobstructed
channel, }f its motive power be assured. The depth of the Sound below
the Narrows is too great to admit of any obstructions yet known. Pro*

136 REPOKT OF TliE SECRETARY OP THE NAVIT.

tectioii, tliorofore, ninst <le])eii(l not upon fortifications alone, but also
upon tioatin*: juhI niovuhle strnctures, coastiliifense ships, aiul torpedo
vessels, wiiicii shall be rather the primary than auxiliary means of de-
fense. These in turn depend for their ellieiency upon the yard ; which
should, if possible, be so placed as to be out of risk of <lauj;er fi*oin a
sudden attack, a temporary reverse, or superiority of the enemy due
to backward jireparations on our own part.

The (Jommissiou do not consider any ])lace on Puget Sound below
the Narrows a suitable site for a navy-yard.

(2) BootTH CanaL — There ar(» ])ositions on Hood's Canal whicli from
depth of water and toi)ograi)hicaI surroundinfjs are apparently fairly
a<lapted for a navy-yard, but they are not intrinsically as ^(hh\ hs po-
sitions that can be found elsewhere. The whole of this region lyiiij; i>n
the west side of Pu^et {Sound is as yet little opened, and it is remote
from the present, and probable future, chief centers of activity and
connnunication.

(3) PoHHCHHion iSoundn icith Saj-atoga Pannage^ Shnilk Bay^ and Port
SuHon, — With the exception of Similk Bay the hydrography and tojiog-
raphy of these waters is such as to otter no sites for a navy-yanl at all
comi»arable to those that may be foun<l elsewhere. The shores aie bold
and precijjitous, with <leep water close to. Upo.n Similk Bay there is
a limited area of groun<l of gentle slope with moderite water in itM
front. The ])Osition is one susceptible of strong local defense a^^ainst
naval attack, being ai)proachable only through Deception Pass and the
narrow channel before alluded to, which connects Saratoga Passage
with Similk l>ay. >i'either the topograpliicj nor hydrographio cx)udi-
tions, however, are at all equal to those of the site which the Commis-
sion finally selected, nor are the facilities lor local defense superior, if
they be as good. The anchorage ground is contracted and of uiieveii
depth. This bay, betwec^n Mope Island and Deception Pass, is con-
si<lerably farther from the entrance to Admiralty Inlet by interior line
than the site chosen by the Commission, which would bo a disail van-
tage to the coast-defense vessels stationed at that entrance. Finally,
this ])osition is in a country as yet nndevelopeil and without railroad
communi<>ations; it is remote from the preseitt centers of commercial
activity and labor on Puget Sound.

Spet'dy ac('ess through Deception Pass to the Straits of" Puca and
the approaches to the (iulf of (leorgia is the only ]»lausible arguntent
in favor (»f this position. A navy -yard on the spot, however, 18 not
necessary; will not even improvi* this a<lvantage. Kven under friendly
guns Deception l*ass will be an awkward and dangerous channel for
lu'avv and costly ships. It, and the harbor behind it, can properly
serve only for vessels of the cruiser chtss, not for fleets. In short,
Similk Hay is lit ted not so iimch for a navy yard as for a naval station
an<l depot of sn]>plies, close to the tront of operations, like the San Juan
Islands, it is inferior to the latter Id natural advantages, particularly
in having but one exit on the .N<'ene of acti\'ity; but with reference to
maintaining th<* supplies that iniuht be centered there, it is superior in
])ossessing an interior line of eoinmunieatious, not liable to interruption
bv an enemv.

(4) The Sound ahorc flir \firroirs. — In the Sound above the Narrows
the dej>tli of water is for the most part eiinsidc-iably less than in the
lower Sound. •

REPORT OP THE SECRETARY OF THE NAVY. 137

In'tbe extensive length of the coast-line, due to th^ nnmerons inlets
and ishmds found within the Narrows, there occur several places whose
topography and hydrography seem to offer a suitable site for a navy-
yard ; and among these doubtless some would be found to stand the
test of a closer scrutiny than that the Commission thought necessary to
give.

It has also been urged upon the Commission that the distance of the
upper waters of the Sound from its entrance at Admiralty Head would
contribute to the security of a yard against an enemy, while the Nar-
rows form a natural and formidable line of defense.

The Commission consider, however, that a navy-yard may be too far
from the front as well as too near it ; and particularly when, as in these
waters, tiie sea-coast defenses must largely depend upon coast-defense
8hij)s of various kinds. In case of injuries, requiring perhaps but a
short time to repair, these ships should not be compelled to go from 90
to 100 miles to a yard, when an equally good situation for it can be
found at half the distance.

As regards the Narrows, considered as a line of defense, the neces-
sity of passing within close range of the batteries on either shore would
doubtless weigh heavily in the councils of an enemy; while the heights
of the bluffs on both sides insure a plunging lire, which could be made
of a most formidable character.

Nevertheless, the considerations that favor the passage of a fleet be-
fore batteries, without vital or decisive injury, remain in force ; lessened,
perhaps, by the characteristics of this particular passage, but by no
means destroyed. The shortness of the time under fire, the security of
the motive power, and the speed insured to modern steam shipsof-war,
the difficulty of hitting a target that moves so rapidly across the line of
lire, the smoke of battle, and finally, the opportunities offered by night
and fog, if the way be straight and clear as the Narrows, all concur to
assure the ])ractieal immunity of a fleet passing batteries in an unob-
structed channel. The Narrows can not, under any ])resent or as yet
probable system, be obstructed by stationary torpedoes or submarine
mines; the depth being from 120 to 250 feet, and the speed of the cur-
rent above 4 nauti(ral miles, probably at least 5 statute miles per hour.
It must be renjembered that the tiuhe of attack is at the choice of an
assailant, and that the speed of the current can be taken in favor of the
speed of his piissing. There are here no pilotage difliculties to embar-
rass him.

The Commission do not consider the Narrows susceptible of being
securely held against an enemy of the i)resent day. Owing to the
uncertainty an<l usual gentleness of the wind in Paget Sound they
were a formi<lal»le obstacle to sailing ships, which could rarely count
on a "commanding" breeze to make them manageable in the violent
and irregular currents. Their motive ])Ower was exposed to destruction,
and they themselves to being thrown by the tide athwart the passage,
the position most dangerous to them.

Further, it will be remembered that both Tacoma and Seattle, the
two chief <jitie8, lie below, outside the Narrows. The Commission can
not anticipate the decision of the Chief of Engineers; but it seems
probable that this fact will determine the principal line of defenses to
be below those cities, and, as has before been said, at the entrance.
There are not now within the Narrows any interests sufficiently great
to claim defenses for themselves alone. Consequent ly, any works placed
there for the security of the yard would be constructed for that i)urpose
only, and the Commission believes that the site it will present is ca<

138 REPORT OF THE SECRETARY OF TfiE NAVY.

pable of far mor^ efficient local defense by guns and tx>rpedoe8 than the
Narrows will admit.

There remains another drawback to the Sound above the Narrows in
the ^reat rise and fall of the tide. In Olynipia, at its head, the differ-
ence between extreme high and extreme low water is over 20 (20.7)
feet, while high-water springs rise 18 (18.4) feet. Wharves being built
so as to be a little clear of the high-water line, the inconvenience to ships
lying alongside them with these varying levels can be recognized, as well
as the greater height and consequently greater expense entailed in baild-
ing them. Like other difficuUios, this can be met when necessary, but
should be avoided if possible. Below the Narrows the variations are
much less. In the site to be presented the extreme difference is nnder
15 (14.0) ieet, sind high-water springs rise 13 (12.0) feet.

It remains to be said that the development and resources of the*
country within the Narrows are as yc^t inierior to the eastern shore of
the lower Sound, an<l seem likely so to continue.

For the reasons given the Commission, having found a site it thought
better situated for local defense, if such were desired ; better situated
with reference to the naval necessities of the whole water area; freer
from particular objections to which the S(mnd above the Narrows is
open, and bett(T situated with regard to centers of labor and supply, did
not proceed to a closer examination of the various localities noted b^' it,
in its preliminary reconnaissance of this subdivision.

(5) Port Orchard, — The Commission having been led, by a process of
comparison and elimination, to the conclusion that Puget Sound is the
best locality for a navy-yard in the entire region it was directed to ex-
amine, have, through a similar i)rocess applied to the Sound itself,
reached theoi)inion that Port Orchard ))ossesses advantages over all its
other divisions, and that the particular site should be sought behind
Bainbridge IslaiHl.

The chief and only substantial drawback to this position will first be
stated, it lies on the surface, as do also the reasons why, in the jud£^*
ment of the Commission, the drawbacks must be accepted. Port Or-
chard is on the west side of the low<»r Sound, separated by water ftom
the cities ot Seattle and Tacoma, whi<;li are now, and seem likely to
continue, the chief centers of commercial and manufacturing activity
on Puget S<)un<l. its advantages in other respects are so great that
s<!arcely any hesitation or argument w<mld be needed, before fixing upon
it, were it upon the <»astern instead of the western shore.

A cursory inspection of the charts will be sufficient to show the ab-
sence of good harbors and the openness to attack of all the east shores
of the Sound, and the Commission has satisfied itself that they do not
offer a favorable toi)o<,q'ai»hy.

A great navy yard has a twolbld aspect. It is on the one hand a
business establishment for carrying on certain work of a very special
kind. On the other hand it is, for the coast and fleet dependent upon
it, a base of oj)eratioiis in the most vital sense of the word; and nowhere
more so than in Puget Sound, when* the defense of the water and its
cities will rest mainly upon the armed shipping, and so ultimately upon
the efliciency and security of the yard.

The latter character, thcmgh obtaining only in time of war, is the
more important. The tendency of a business establishment to place
itself near the materials, labor, and sources of power which it uses-—
n(»ar its resources — must, therefore, in this case, be checked by a con-
sideration of the military exigencies; and, if the two requirements can

HEPORT OF THE SECRETARY OF THE NAVT. 131).

not be perfectly reconciled, the military necessity mnst override the
convenience of bosiuess.

Allowing, for the moment only, that the business advantages are all
iu favor of the east side of tlie Sound, it must also be admitted as pos-
sible that hostile ships might pass any and all stationary defenses, in-
cluding the Narrows. Having effected such a passage, through the ab-
sence or the misfortunes of our armed shipping, their guns will command
the shore-line in question with its cities, unless the latter be adequately
protected by batteries in their immediate neighborhood; a condition
dif&cult of fulfillment and not likely to be met. A navy-yard close to
them would both be exi)Osed to and invite an attack, which considera-
tions of humanity might otherwise avert. Puget Sound is not among
those waters of which it can be affirmed that the art of the engineer
has solved the problem of absolutely excluding the entrance of an
armed fleet.

Port Orchard, on the contrary, admits the application to the utmost
extent, and in the least expensive manner, of all the resources of the
engineer. It is the citadel of Puget Sound, not to be reduced except
by long and regular approaches, even if the outer defenses be forced
and the rest of the Sound in the hands of an enemy. Suitably de-
fended, it is safe both from a sudden dash and from distant bombard-
ment by shipping. Within its ample limits not only the navy-yard but
all the merchant shipping of the Sound can find a secure retreat; while
with two natural outlets, 10 miles apart and of ample depth, the ships
of war can not be shut up as they might by the injury of an artificial
channel, but remain a constant threat to an enemy outside and a
hindrance to any extensive operations farther up the Sound.

But while the military reasons for selecting this locality are so strong,
the aHsun)ption, admitted for the moment, that the business considera-
tions are all in favor of the other side is not correct. In its busi-
ness capacity a navy-yard needs not only to be near centers of supply
and labor, and in easy communication with them; it requires also good
anchorage oft' it, water deep but not too deep, ample water frontage,
and a suflicient acreage of ground of slight elevation above high- water
mark, either level or of a light grade, to admit of the easy transporta-
tion of heavy masses and the inexpensive excavation of dry docks. If
in the former conditions Port Orchard is somewhat inferior to the neigh-
borhood of the Sound cities, it is greatly and decisively superior in the
fulfillment which it presents of the latter gioup of requirements; while
in the character of the ground for 8upj)ortiug heavy buildings, in the
healthfuIncKs of the climate, and in the supply of good drinking water,
the two localities are equally favored.

In regard to the position as somewhat removed from centers of sup-
ply, the Commission have not been disposed to attach much weight to
the necessity of trans shipment, by w ater, of supplies brought to the cities
b3' rail. It is admitted to be an inconvenience, but not more. Port
Orchard is distant by water from Seattle between 10 and 15 miles,
from Tacx)nia double the distance. Except this inconvenience, the re-
sources in the way of supi)ly of the rest of the Sound and of the whole
Northwest are equally the resources of Port Orchard. It may be added,
although the Commission has as a rule avoided surmises on the future
and confined itself to present conditions, that there is good reason to
expect railroad communications l>efore very long. A road has already
been built from the head of Hood's Canal toward Port Orchard, which,
although for logging only, is incorporated; the distance is only 10 miles,
the ground is reported as of easy grade, and this road would readilj

140 REPORT OF THE SECRETARY OF THE NAVY.

communicatee with others already projected. The question is important
rather from the military point of view than from that of convenience,
as affording a second line of communication less open to interruption
than that by water. (See letter from E. R. Co., Appendix B.)

The distance from centers of labor seems of more consequence. The
intermittent activity which characterizes our navy-yards, the taking
on and discharging of men according to the state of the appropriation,
the necessity for increasing the force largely on emergency, make it an
undoubted inconvenience to have a yard distant from the ordinary
abodes of the required labor. The inducements afforded by navy-
yards under present conditions, and especially under the eight-hour
law, may probably be relied on to meet this difficulty, which reduces
itself mainly to the question of providing lodging and food on the spot
for a considerable temporary increase of the working force. This diffi-
culty is minimized by the abundance and cheapness of lumber and the
conditions of the climate, which is so moderate as to admit of men liv-
ing comfortably and healthfully in the merest shells. A village named
Sidney is already establishea a mile from the site selected by the Com-
mission.

Tlu^ chief, and in the opinion of the Commission only, defect of Port
Orchard having now been stated and sufficiently discussed, the reasons
which dictated the selection of the particular site within the port will
be hrst given, after which the advantages of that site itself will be pre-
sented in full detail.

Four positions were noted in tlie preliminary but very careful re-
connaissance made by the Commission:

(1) A peninsula on tlu? west side of liainbridge Island.

(U) The north side of Dog Fish Bay.

(l\) The west side of l^oint Glover, just within the entrance by

Kich's Passage.
(4) Point Turner, at the entrance of Dye's Inlet, which was the

final choice of the Commission.

These four positions are marked with their resi)ective numbers on
the append<Hl chart of Fort Orchard. (Map III.)

Dye's Inlet, known locally as Port Washington, received also the
careful examination of the ('Ommission. There is more than one i)os-
sible site within it or on the narrow i)assage leading to it; but the
current in the ])assage is rapid, the depth not always sufficient for the
heaviest shij)s, and the positions within more o])en to shelling from
lloocFs C\'inal than Point Turner is from the lower Sound, it is not
d(»sirable that the yard should need sj)ecial protection against water
attack from the westwanl.

(1) The peninsula on Daiidnidge Island offered excellent topograph-
ical indications, with an ample water front so disposed that the build-
ings and shops of a yard would be centrally placed relatively to the
whole line. The anchorage before it is good and roomy. The deep
bight to the northwanl promised a good ordinary for ships laid up,
while that on tJie south presents an excavation already begun for a
dry-<lock.

This i)osition wa^ rejected mainly because on an island, the Commis-
sion being unwilling to cut the yard off from any probable direct com-
munication with the railroad system of the future. It was also con-
sidered to be too near the lower Sound ; its defense would necessitate
more extensive prej»arations at the north end of the island than would
be re<iuired merely to close Agate Piussage to the entrance of a fleet.

REPORT OF THE SECRETARY OF THE NAVT. 141

I (2) The topographical indications on Dog-Fish Bay were excellent,
presenting quite an extent of level ground, with ample water front.
The anchorage is somewhat contracted. Being on the main-land of the
Great Peninsula, this position is not cut off from the future railroads.

Like the first, this position is too near Port Madison and the open
waters at the north end of Bainbridge Island. The Agate Passage'
can be so easily closed to an enemy, as compared with the southern
entrance, as to dictate the accumulation of works for local defense
about the latter. A yard placed at the northern end of Port Orchard
would demand defenses for the special purpose of keeping hostile ships
at a safe distance; which works, but for the yard, would not be neces-
BiiTy.

(3) The position within Point Glover offered fair tojiography a^nd
water-front. The soundings immediately before it are very deep for
Port Orchard, and inconveniently so for ships at a yard. This site is
also closer than is desirable to the main entrance, Eich's Passage, and
the presumed fortifications covering it; and finally, it is at least 3 miles
nearer than Point Turner to the position at which it may be hoped hos-
tile ships can be kept, by suitably disposed local defenses.

(4) The considerations thus briefly given determined the Commission
to examine Point Turner first among the sites favorably noted in the
preliminary reconnoissance ; and, if the local features proved satisfac-
tory, to give it the final preference.

This part of Puget Sound having within the past few years been very
closely and carefully surveyed by the officers of the U. S. Coast
Survey, the hydrography was accurately known already by charts,
which, though not yet published, were in the hands of the Commission i
a copy from which accompanies the report. • It will be observed that the
depth, outside the 5 fathom line, is in Sinclair Inlet quite uniform ;
between and 8 fathoms (30 and 48 feet). In the channel leading to
Dye's Inlet (locally styled Port Washington Narrows) there is about
the same depth ; diminishing, however, in places to less than 5 fathoms,
a fact which weighed with the Commission in rejecting the inlet.

The belt in Sinclair Inlet, between low- water mark and the depth of
30 feet (5-fathom line) at the same stage of the tide, which marks the
probable line of the water- front and docks, averages about 250 yards
in width. This is not excessive, and, when filled in, the ground thus
reclaimed will be an important addition to the yard. There is more
than enough of hilly ground immediately behind to fill in this space.
The water in Dye's Inlet Narrows is deep close to shore.

The current through the Dye-s Inlet Narrows is rapid, but not so in
Sinclair Inlet.

The average rise and fall of the tide is between 8 and feet.

Finally, the hydrogra])hic conditions are satisfactory in that Point
Turner is ac<'essible to the heaviest ships at all times through Kich's
Passage ; and also, except at low water, through Agate Passage.

in the matter of topography and the character of the ground the
information of the Commission was much less definite; and, there being
but little cleared ground on the j)oint, a closer examination became
necessary. Owing to the dense growth of thicket and underbrush, with
fallen timber, this was a i)roceeding that rec^uired both time and trouble.
The Commission was able to satisfy itself that there was enough ground
either level or of slight incline for the purposes of a yard ; that a great
part of the general surface could be easily and inexpensively graded ;
and that when this was done the area included in the selected site
would readily lend itself to a convenient arrangement of docks, dry-

142 REPORT OF THE SECRETARY OP THE NAVY.

docks, workshops, offices, and quarters of every kind, inclndini^, if nee-
essary, marine barracks and hospital. But while the Gommiaaiou on
the spot was able by personal examination thas to satisfy itself, it was
im])os8ib]e so to describe the area as to be intelligible to a person called
upon to ])ass comment or take action; and as the act constituting the
Commission required a detailed report, and that the Secretary of the
Navy should transmit the report with his comments to Congress, it was
felt necessary to obtain such a survey as would show graphically and
precisely the character of the surface and lay of the ground. Througb
the kindness of the Superintendent of the Coast Survey the services
of Assiwstant J. F. Pratt, an accomplished surveyor, were placed at the
disposal of the Commission, and a copy of the survey made by him is
appended to the report. (See Map V.) This survey shows with great
])recision the contours of the shore, as well as the hydrography, along
Sinclair Inlet, which would naturally be the principal working fk)nt of
the yard. The funds at the disposal of the Commission were not large
enough to admit of an equally minute examination of the rest of the
ground.

From the report of Mr. Pratt, iiccompanying his survey (Appendix C),
the following details are siimmarize<l:

Tli(» site, within the limits recommended, contains 1,762.2 acres. Of
these there are, close upon and tributary to the Sinclair Inlet fh>ut,
about *592 a<Tes which are now of ]»ra<jticable sloj)e, merely correcting
irregularities. This amount can be increased to over 500 acres without
heavy expenditure for grading. By filling in to the 5 -fathom line at
low water, about 104.5 acnvs more will be redeemed. The earth for such
tilling in exists in more than suilicient amount in the high ground of
the site close to the water.

The site will afl'ord a mile and a half of water-iront on Sinclair lulet,
and on the whole shoreline can give between and 7 miles; while the
anchorage ground directly in Iront of it, in less than 10 fathoms and
more than 4, is 1:J scjuare miles.

There are upon Sinclair Inlet, within the limits of the site, two low
basins, the beds of vei->* small streams, named provisionally Jertseii
and Williams basins, both of which will be available for the excava-
tion of dry-docks. The former is 1 ,S00 feet wide and extends back with
that wi<ltli tlnee (|uarters of a mile from shore. In "Williams basin the
front is 1,400 feet wide and extends back about the same distance (1,400
feet), contracting to a ])oint.

It may be added that on Dye's Inlet Narrows there is a deep bight
witliin th<» site, well adapted for ships laid up in ordinary.

The limited amount of money at the disposal of the Commission pre-
vented it from having as many borings njade as it would have wished.
Six were ordered, as the most the a])proi)riation would stand ; but three
only could be ma<le owing to the character of the ground. The results
of these are given in detail in IMr. Pratt's letter (Appendix C). In one
case sand of coUvsiderable (lei)tli was struck, but this is probably a con-
tracted local ccjndition. In the other two the results justify the anticipa-
tion of tlie Commission, based \i\)ou an examination of the bluffs, that
the soil would be found suitable for foundations and for excavationM.
It luay be achled that the characteiistics of the ground in the site se-
lected are those of the Puget Sound region generally.

The (/ommission closes this detailed description of the site Si4ected
by a summary of the conditions as Ibund, corresponding to the require-

REPORT OF THE SECRETARY OF THE NAVY. 143

ments laid down by the Kavy Department's letter of November 30, 1888
(page 6).

(1) The situation is upon a good harbor, with ample extent and depth
of water for ships of the largest size and heaviest draught, and is ac-
cessible to them at all times.

(2) The principal lines of defense have not yet been laid down, but
the opinion given by the Commission as to their probable location co-
incides with the conclusions of the Chief of Engineers, U. S. Army, in
his letter of April 27, 1888 (Fiftieth Congress, Senate Executive Docu-
ment No. 165). The site chosen is well within any probable line of de-
fense intended to cover the principal cities of Puget Sound. It may be
added that it is also favorably situated to support that line of defense,
while itself remaining secure.

(3) Its position and natural surroundings are such as to afford ample
local security from attack by naval force, whether by dash or bombard-
ment, with unusually small expense in preparation of defenses. The
northern entrance, Agate Passage, is exceedingly narrow and, while
possessing sufficient depth for the heaviest ships at quarter-flood, can
be filled with submarine mines. In this direction 11 miles is the short-
est distance to which an enemy can approach the yard. The southern
entrance, Rich's Passage, makes at Point Glover a sharp bend of 110
degrees in its course -iiom the Sound to Port Orchard. Its shores
are lined by bluffs which, though often of moderate elevation, give both
enfilading and plunging fire upon a ))assing vessel, and which extend
over so long a line as to admit of guns being massed or dispersed, as
may seem most advisable. This passage is 3 miles long and nowhere
wider, from shore to shore, than 1,500 yards. At the throat, lor a mile,
it contracts to 700 yards, and the water throughout, though deeper than
desirable with the current, will admit of torpedo defenses. Two miles
outside of liich's Passage, in the Sound and almost mathematically
in the center of the deep bight between Baiubridge and Vashon Islands,
lies Blake Island, over 200 feet high and with slopes favorable to forti-
fications* (see Maps II and III), which possesses all the advantages
of an advanced post without the weaknesses of a salient; both flanks
and rear being covered by the coast line, generally high, extending from
Restoration I'oint by Point Orchard to Vashon Island, and nowhere
more than 2 miles distant from Blake Island. Such conditions make it
imi)Ossiblc for a fleet to surround the latter with a converging fire. By
occupying the line indicated, and assuming that a fleet intent upon bom-
barding an unseen distant object — a task which demands great precision
and some immunity from molestation — will not lie nearer than 2 miles
to batteries with plunging fire, thejard is found to be over 8 miles dis-
tant from a possible enemy. If an attempt at bombardment be made
from lower down Admiralty Inlet, to the east of Baiubridge Island, the
heights there are equally favorable to defense; and even if unoccupied,
the nearest approach there to Point Turner is 7 miles, with very high
ground intervening. More favorable conditions of position and natural
surroundings against naval attack, under the supposition of the princi-
pal line of defense to Puget Sound being forced, can rarely be found.

(4) The water-front on Sinclair Harbor is a mile and a half long,
which, after all deductions for dry docks, building slips, etc., will allow
at least a dozen of the heaviest ships known to lie at the docks in a
single tier. The Commission consider that the water front on the
entrance to Dye's Inlet (Port Washington Narrows) can be used for

* A letter from Mr. Pratt giving the resolta of a i^econnaissance of Blake I»laiid will
be found in tbe appendix* (Appendix D.)

144 REPORT OF THE SECRETARY OP THE NAVY.

lifjliter vessels, if more space is needed. The current, thoa^li strong,
will not prevent this. Tile two fronts together give a water-front of 6|
miles.

(5) The position with respect to lines of interior commanication has
been already incidentally, but fully, discussed. It is not as good as
could be desired, but the defect amounts at worst to a present incon-
venience. The site is on the main land and can be connected with the
railroad systems. By water, it is in easy communication with all the
resources of the country.

(G) From want of money it has not been possible to make an exhaust-
ive examination of the site with reference to its fitness tor supporting
heavy structures and for excavations.. It has the general external
characteristics of the Pnget Sound country, the sufface iudioatious are
favorable, and the borings are thought to promise satisfactory results.
The Commission believe that the ground will be found suitiible for the
l)urposes named.

(7) The site is 15 miles from Seattle, 30 from Tacoma, the principal
centers of labor and su])plies upon Tuget Sound. Both labor and sup-
l>lies can b<», obtained from those cities.

(<S) The climate is the same as that of Puget Sound generally. There
is a large amount of rain-fall throughout this region, though much more
in some places than in others, and the same remark is true of the Colum-
bia; but a distinguishing feature of the climate as compared with the
Atlantic coast is the small range of tem])erature, and consequent free-
dom from extremes of either heat or cohl. All accounts agree in the
natural healtlifulness of the region generally, and that out-door labor
can be carried on throughout the year with the loss of very few days.

(9) The few and scattered settlers now on Point Turner obtain water
from wells or small springs. There is little d(mbt that wells would
supply all the wants of a yard ; but to set at rest, even that small doubt,
the Commission examined J^ake Kitsap, (see Map IV), 3 miles from the
])n»i)osed site. The lake was found by two baronjetrical observations
to be V2\) an<l 14.j feet above high water; mean, 1.S7 feet. A specimen
of the water was taken, and pronounced to be wholesome and potable
by one of the leading ])hysi(jians of Seattle. From an examination of
the outlet a rough estimate^ was reached that 3ti7,00() gallons of water
hourly passed from the lake. This result was ]>ur})osely based on the
lowest estimates of d<»]»th and velocity of tlie stream. The lake is a
mih' long by a third of a mile wide. Soundings were taken at the head
and midway the length, in both cases near the axis of the lake; 9 feet
wen» foun<l at the former plare and 21 at the latter. A settler on the
shore stated that in the dry season the lake fell about 6 inches.

The Commission consi<ler it certjiin that with Lake. Kitsap in reserve
thrre can always be had a snlVuriciit snpi>ly of <lrinking-water. With
a view to fa<'ilitato. llu* nsc of thr water of 11m* Ijikt* by the Government,
the Coiniuission snltinit tlu' convenience of obtaining a lot (No. G, Kec>
tion 17) bordering npon it; which was vahuMl and a])praised in the
same Wiiy as the lots constituting the site selected, the results being in
the table ap])ended. Throughout thedreat Peninsula, south and west
of Point Turner, the map shows nnineions streams and ponds.

The Commission will add tiiat the general snrfa<M» of the country in
the Pnget Sound region relleets the deplh, abruptness, and irregularity
of the soundings. In a ])ersonal examination whieii extended over
nearly live, wci'ks, during whi<'h tin* whole shon^ was ])as8ed in review,
there was opi)ortunity to observe the gen<»ially broken character of the
ground. Places presenting an approach to the level surface desii*ed for a

REPORT OF THE SECRETARY OF T^BE NAVY. 145

navy-yard, and of sufficient extent, were relatively very rare. The Com-
nii88ioii had, therefore, uo hesitation in accepting a certain amount of high
land, provided the necessary level, or practicable, ground conveniently
disposed was found associated with it. The same natural conditions
compelled the Commission to recommend the obtaining of an unusually
large area, in order to make sure of the necessary space 5 but the size
of this area and the central location of the higher ground will permit
the disposal of the various accessories of a naval yard and stations,
each as marine barracks, hospital, officers' quarters, etc., in a manner
convenient, compact and yet not contracted, to a degree that is rarely
realized elsewhere.

YI. LaJce Washhigton. — West of the city of Seattle and 2 miles dis-
tant from it, but separated by very high ground, lies the large body of
fresh water known as Lake Washington.

This lake is 18 miles long, with a width of 1 J to 3 miles. Its axis is
nearly due north and south, and the greatest width is toward its natural
outlet at the southern end. JNIercer's Island, nearly^ miles long, lies in
the southern third of the length, and, being almost a mile wide, leaves
a channel of the same width surrounding it, on either side and at the
foot of the lake.

The west shore of the lake is parallel to the general direction of the
:idjaceut Sound, at a fairly constant distance of 6 miles, the approach
at Seattle being due to the deep bight called Dwamish Bay, at the head
of which Seattle is built.

The natural outlet of Lake Washington is at the south end, by Black
and Dwamish Ki vers, into Dwamish Bay; but immediately north of
Seattle, distant from the lake only half a mile, is a smaller body of fresh
water of considerable depth, known as Lake Union. The latter has its
own outlet, called Shilshole Creek, into Puget Sound. The project is
mooted of forming an artiiicial channel, deep enough and wide enough
for the largest ships, from Lake Washington to the Sound, utilizing
Jjake Union and the bed of its outlet. A water-way sufficient to float
large logs or very small boats has already been cut between the two
lakes. The mean water-levels above Puget Sound at high water are,-
Lake Washington, 20 feet; Lake Union, 12 feet; and as the fall of the
tide in Shilshole Bay is from 10 to 11 feet, the ditterence of level between
the two ends of the canal will be somewhat more than 30 feet. The
length of the artificial channel thus to be made, including dredging in
Lakes tJniou and Washington, is probably not less than 6 miles. Grant-
ing the canal made as projected, the i)eculiar advantages claimed for
Lake Washington depend upon the fresh water and the difficulty of
access by an enemy.

The Conimission believe that such a canal can be built, the only ques-
tions bt*ing those of cost and exi)ediency, on neither of which did it feel
called to exi)ri\ss, or form, an opinion. The project of converting this
large sheet of water, by a canal magnificent in depth and. proportions,
into a laiul locked harbor of extraordinary dimensions, lined by the
wharves and surrounded by the din and activities of a great commer-
<'ial mart, is fascinating to the imagination. The question of cost and
general expediency belongs to others to decide. The Commission had
only to determine whether it was desirable to build such a canal in order
to have a navy-yard on the lake, and also whether, if the canal were
actually built, the lake would offer the best site for the yard. Despite
many arguments in favor, the Commission is of the opinion that, were

NA 89 10

146 REPORT OF TUE SECRETARY OF TiIE NAVY.

any probable caual already in existence, Lake WaehiDgton would
be the best site for a yard.
The chief advantages claimed for the lake are, as already stated :

(1) Fresh water, involving the absence of the teredo, with its
effect ui)on submerged timber in vessels or wharves, and the prevenun
of fouling or corrosion of the bottoms of iron ships.

(2) Immunity from attack, owing to the distance of the lake firom th
Sound and the contracted, and therefore easily defended, channel Iq
which it must be reached.

To these should be added that —

(3) Being on the east shore of the Sound, it is convenient to tb
various railroad systems now existing, and to the resoarces of the whole
country.

The Commission admit these advantages, and further, after snfSch
examination, think a suitable site can be found on the lake 3 bat it m
of the opinion —

(1) That the water-front at the site selected can be of masonry, whidk
will obviate the difficulty from the teredo ; and as regards the ibnlint
of iron bottoms in salt water, that, as salt water is necessarily the ho
and scene of action of ships of war, it is more important to secare
access to it by channels which can not be interrupted than to have x
Hiivy-yard on fresh water. Ships need to be at a yard only when pre-
paring for service ; they can be docked, cleaned, and painted the
thing before sailing; and when 8inii)ly laid up in ordinary they < ,
if the proposed canal ever be built, be placed in the lake, either at \
chor or at wharves, without the nav^^-yard being there.

(2) Immunity from attack. As regards bombardment, the point
the lake which the Commission thought most promising as a site (whica
is marked 5 on the maps) is as far as Point Turner from any posr
that an enemy's fleet can occupy, except in Dwamish Bay; and fn
there the high ground on which Seattle is built would probably e-
vent any shelling by guns of low trajectory. Access by an enetny'i
ships to the lake could of course be stopped, in the last extremity, I9
injuring the canal.

(3) The convenience of having the yard on the east shore of Po
Sound has already been admitted.

The Commission might urge that the first article of its instrnctions
from the Navy I)ei)artment (see page G), of the importance of which it
is fully convinced, would rule out any j)osition not accessible to ships of
the heaviest draught, except at the cost of a i)reliminary work of great
expense and magnitude, requiring a long time to complete, and. so far

upon this coast ; that the defense of Puget Sound must be largely, if
not mainly, by naval means; and that therefore it will not do to pnt the
yard in a place where, though perhaps salV enough, it will be depend-
ent for access to the sea upon an artificial channel, which may become
useless through treachery, through the sudden raid of an enemy, or
through the necessity imposed upon us of destroying it ourselves trom
the unprepared ('ondition of its defenses. It may be added that, grant-
ing the presence of a hostile fleet not superior to our own before the
mouth of the canal, it will be no slight matter to get out and deploy a
number of shi]>s, through so narrow a pass, under an enemy's fire.

Supi)osing, on the other hand, the perfectly possible case that the
outer line of defense has been forced, the coast-defense ships and otbef

REPORT OP THE SECRETARY OP THE NAVY. 147

naval compoueuts of the line worsted and forced to fall back. The
eDeniy in pursuit can meet no position as strong as that which they
have, by the sup])Osition, .already overcome. Arriving at Shilshole Bay
the retreating ships, if as closely pursued as they ought to be, must, one
by one, be successively received within this narrow entrance. There
is no need to overdraw the embarrassment of a force so situated. If
the enemy be able and active the result will be close upon destruction.
If the attemi)t to enter be abandoned, the shipping, wherever else it
takes refuge, will be separated from a base essential to its maintenance
in good repair.

This difficulty could perhaps be met by the construction of an arti-
ficial port at the mouth of the canal, which could be strongly defended
from its walls and the blufts on either side. Such a work, however,
would l>e an enormous undertaking. As elsewhere on Puget Sound the
flats of Shilshole Bay, which are bare at low water, drop off at once to
a great depth. The soundings show from 120 to 150 feet close to the
flat. The port must therelore be thrust out into this deep water, or else
the flat must be excavated to the depth of over 30 feet within the walls
built upon it. The tlat is, moreover, exceedingly narrow.

If the entrance to Puget Sound could be made impregnable these
conclusions might be much modified, and especially if the commercial
necessities of the Sound, which the Commission have been directed by
the act of Congress to consider, required this additional water space.
The demand lor it, however, comes mainly from Seattle; and it appears
to the Commission that, since ships lie quietly at the wharves, as has
Iwiore been mentioned, there is no present commercial necessity for con-
nection with the lake, while the amount of flat still unredeemed for
wharf-room promises ample accommodation for a long time to come.

As regards the military question, the Commission does not think that
Puget S<mnd can be made imi)regnable except by the presence of a
naval force ecjual to that brought against it. Such a force, when com-
bined with suitable j)ermanent defenses, would be superior to the equal
eneroj' sopposed. When the hour of contest approaches, the mobile
defenses would concentrate near the fortifications — probably in Port
Townsend Bay. If powerful enough to hold their own, all will be well ;
but if, through some of the chances which must always be allowed for
in war, or through original inferiority, the defending naval force be-
comes decidedly weaker than the assailant, the principal line of defense
may be forced. In that case the defense ships must fall back ; and it
could not but be a matter of grave concern that they should then de-
pend, for their efliciency and for their freedom of access to the scene of
action, upon such a frail communication as an artificial water-way of the
dimensions that may here be expected.

After duly weighing all the considerations that have been set forth
above, the Commission has selected Point Turner as the site to be
recooimended to the Department for the establishment of a navy-yard
on the northwest coast. The lines marking the limits of the area recom-
mended are indicated on the accompanying map of Kitsap County
(Map IV), and also on the survev made by direction of the Commission
,Map V).

That i)ortion of the Congressional instructions which required the
Commission, alter selecting a site for a navy-yard, 'Mf upon private
lauds to estimate its value and ascertain the price for which it can be
purchased," was executed with much difiiculty.

The speculation in land in this section of the country is probably at
its ripest stage, aiid followers engaged in this business were ready to

148 REPORT OF THE SECRETARY OF THE NAVY.

poimcp upon any bargains that might be secured, and nse the objecti
the Commission for speculative purposes. In order to avoid this effoi
it was decided to consider this question while the prelimiDary examim
t ion was in progress. As many of the owners as possible were 8eeu,
a written pro])osition obtained from them to sell their land to the Uoi
ernnient within one year from date, for a specified snm. In soi io
stances, where the owners could not be found until after public
tion had been drawn to the investigations being made, prices were
])anded to exorbitant figures, or else parties declined to set any v
upon tlieir property. These instances are noted in the tabalated snui
ment aiipended and marked E.

In order to assist the Commission to arrive at a fair valaation of
land in question, in a district where values were so fluctnatin^, it v
decided to call upon persons who were more familiar with this subjee
than tlie Commissioners could be. Mr. A. H. Sroufe, of Sidney', W. T*
was seU^cted on the ])art of the Commissioners to act as one of three fa
this purpose, while the United SUites district attorney, Jadge W. H.
^Vhite, of Seattle, was requested to name a second. Hisnominee, W. E
Whitworth, of SeattUs an<l Mr. Sroufe, together, selected Douglas A
Allmond, also of Seattle, completing the organization required.

The three api)raisers thus appointed made a careful inspection of the
])ropo.sed site, and their report in the main has been used as the b^
for the data herein given.

In order that the subject of ownership might be officially determined
a des(!rii)tion of ihv, huul was submitted to the auditor for Kitsap County,
W. T., in which the recommended site is situated, who gave an abstract
of titles as far as ownershij) had been established to date.

in a number of eases claimnnts had not completed the reqnirementt
to se(Mne a tith», an<l a transcript of the records of the United States
lan<l ollice at Seattle was obtained covering these cases.

Some of the claims had been filed so recently that no clue could be
found to the parties holding them, and in one or two instances it i« be-
lieved the jKHties will not return to perfect their claims.

From such claimants iis could be found written stiitements were se-
<'ure(l, wherein they ])ro]K)sed to lelinipiish their rights for a stated sum,
l>rovided they could leloeiite elsewhere upcm public lands. If, therefore,
the valuations given in this ]v]>ort are made the basis of the transfer of
this hind t(» the United Stntes, it will be necessary for the Government
to nulhorize this<'hange of claims.

it will bes ii()ti(!ed that the owners' valuation varies, not in accordance
with the location and condition of the hind itself, but with the date (k
agreement.

The a])pnnsement is beli<'ved to give a fair (^compensation for the
owners in trase the (lovernment should aceei)t the property witliin the
year ending Mareli .'51, lSiM>. Tliest* values inelude the improvements
and pro.speetive iniproveiniMits to the date above given. The appraised
<*stiinate for the ciitin* site reeoninieiided, (M)m])rising 1,810 acres, is
$.').■>. 1L*1>; the <»\\in*r>' valuation for the same aggregating $37,9(>4. One
lot o I .")!>. 7.') aeres inehided in the above is situated on Lake Kitsap; in
order, as bt'tore state'. I, to facilitate the use of the waters of the lake by
tlu» <l(»verninent. if <lesir<'d.*

The Coininissinn (h'siivs to acknowledge its obligations to the Lig^ht-
Ibmse Hoard lor the use of the tender Mnnztnntay without which its

' Thr (MMitriiis of tin' sitr pmjM I anmiint t linrhn*' to I,7r»0.*J,'i ;i<rn?H. Accord in j^ to
the (iovcrniiM'iit I.iihI -^iir\(-\. Mr. I'ratt's roircrh-d t-^tiiiiato uf the bOluc is 1,702.2

arn»>i

,702.2

fttePOftt OF TflE StcnETARY OF TtlE NAVY. 149

"work could scarcely have been done so thoroughly^ and certainly not so
soon; and very especially to Lieutenant Uriel Sebree, United States
i^avy, the light-house inspector, whose cordial co-operation removed
every obstacle that might otherwise have been encountered.

Its thanks are also due to the authorities of the U. 8. Coast and Ge-
odetic Survey lor the ready and most valuable assistance extended by
theih. The Commission had occasion to use the local knowledge of
Lieutenant Mayo, United States Navy, acquired while surveying the
Sound; while the experience of Assistant J. F. Pratt was of great value
in making the examination of the topogrp,phy of the site selected, as
well as in other ways. The survey of the site which accompanies the
report is wholly the work of the latter. The skill and services of both
these gentlemen are heartily acknowledged.

Very respectfully, etc., your obedient servants,

A. T. Mahan,

Captain U, 8. Navy.

C. M. Chester,
Commander LL 8, Navy.

C. H. Stockton,
Lt. Commander U. 8. Navy.

APPENDICES.

Appendix A.

IKFORMATION DESIRED BY THE COmilSSION APPOINTED TO 8ELE0T A NAT!

TAED SITE VPON THE NOKTIIWEST COAST.

(1) From what sonrcen, in what qunntitios, and at what priceH can timber for sbip-
Lnilding purposes bo obtained T

(2) Can lauiber be obtained for wharves, etc., that is not sabject to tbo attacks of
the teredo T

(3) What are the sources for supplying? cast and wrought iron and steel? What
quantities can these sources HUjjply, and at what ]»riceT

(4) From what points can coal b(^ obtained, at what ])rice, and in what quantitiea,
by (lay or month, and what quality for steaming and manufacturing purposes?

(5) Is there any limestone in the vicinity T If not, from what points is lime pro-
cured, and at what cost?

(6) Are bricks of good quality made liero T If so, what do they cost T What is the
capacity of works for turning out quantities?

(7) What building-stone is obtained in the vicinity?

(8) Is there any hydraulic cement made in the vieinity ?

(9) What machine-shops are there in the vicinity? What kind and number of
persons employed ?

(10) What is the population within, say, twenty (20) miles radius around your city?

(11) How many men are liable to draft — i. c, between the ages of eighteen and
forty-five years ?

(12) Is there any authentic register of the temperature, snow and rain fall, direction
and force of winds? If so, i>leaHe furnish it to ns.

(13) Where is fresh water (»btained in the vieinity, and in what quantity?

(14) Costs of rents and living for niachinists, mechanics, and workmen.'

(15) What is the death-rate of the place, ami what tbo prevailing diseases?
(10) What is the character of the Koil for building-foundations in your vicinity?

(17) Will you give the ('ommission a list of the manufacturing establishments of
the city, their value, and the number of men employed?

(18) What are the m^ans of communication with the Kast, the Mississippi Valley,
San Francisco, and Port land, Oregon ?

(19) What is projected in the immediate future in the nature of manufacturing
establishments, railways, etc. ?

(20) What are the present market rates for articles used in the construction of
buildings and in iron and steel shii> building ?

Appendix B.

Port Gamblr, Wash., Marek 22, 1889.

Dear Sir: Tour favor of the 18th instant from Seattle is at hand, and in reply wo
would say that the railroad you refer to is the pr(»perty of the Union River Logging
Railroad Company, a corporation duly incorimrated under the laws of the Territory
of Washington, and their principal biBce and place of business is located at Port
Gamble, Wash. Ter. Being closely connected with the railroad company in a bnsioesf
way, we will oheerfally answer yoar inqairies as follows :
150

fttt>OtlT OP TttE SfiCHfiTAftY OF tHE NAVt. 151

The Union River Log^ng Railroad starts at tho head of Hood^s Canal (Lynch'a
(/Ove) and extends northerly. The articles of incorporation permit the railroad to
extend as far north as Seaheck, on Hood's Canal, and also northeasterly to Port
Washington* and Port Orchard. At present we have only completed ahout 6 miles
of the roady hut have 4 or 5 miles additional permanently located, and the extension
to Seabeck» Port Washington, and Port Orchard preliminarily located. We hand
yon herewith a map showing the location of the line and completed and uncompleted
portion of the road. It was originally built principally for the logging business, but
the articles of incorporation admit of the company doing a general transportation
bnsiness, which the company is always ready and willing to do. The grade is easy,
and the road well built and ballasted, twenty-six hundred ties to the mile, and 45-

])ound steel rails, standard ^auge. The rolling stock at present consists of one 17- ton
ocomotive and lifteen logging cars. The road could easily and cheaply be ext-ended
to Port Orchard from its present termination, and, should the Port Townsend and
Southern Railroad be built, it would be an easy matter to make the necessary con-
nections from Clifton to Union City. The Union River Logging Railroad Company
are grading an extension southerly from Clifton post-office, on the river, to a point
commanding deep tide water. Should occasion offer, the company might consider a
proposition to sell the plant, either to the Government or a road desiring a connection
witn Port Orchard. Any further information we can give you we shall be pleased
to send you at your request.

We are, dear sir, yours, respectfully,

PuGET Mill C')mpany,
Per E. G. Ames.
Capt. A. T. Mahax,
Care of Lieut. U, Sebreej Portland^ Oregon :

Appendix 0.

Port Orchard, W. T., June 22, 1889.

Dear Sir: By ycstcrday'i* mail I sent you specimens from three test borings made
in Jertson's Banin, the locations of which are indicated on the survey.

The augers Hcnt you from the Mare Island navy-yard were entirely useless in the
formation found hero, and other attachments had to be devised and made.

Boring No. 1 was made on the beach at high- water mark, and is about the middle
of the front of the easterly half of the Jcrtson Basin, and took from May 20 to JuDe
w to bore.

The first I.') feet was through beach sand and gravel, with two very thin layers of
a mixture of ])cat and mud.

Fifteen to 20 feet was through gravel, with a small proportion of cement and earth.

Tjireuty to 2;') feet was through gravel, with woo*!, tir bark, and cones, very hard
and slow boring, as the gravel had to be broken up with a drill before it could be
raised to the siirfnce.

Twenty-live to 35 feet through gravel and cement, also very hard and slow boring;
the gravel had to be ])ulverized before it could be raised to tno surface.

At :)5 feet the appliance broke at the bottom in such a manner that this boring
could not be continued further.

Boring No. 2 is about :i50 feet westerly from No. 1 and just inside the ridge of gravel
making the shore line : the surface is practically on a level with the high-water mark,
and took from Juik^ 10 to June 15.

The first If) feet was through l>each sand and gravel.

Fifteen to 18 feet thron^h gravel and cement ; the gravel had to be broken with a
drill before it could be raised to the surface.

Eighteen to 27 feet pure cement or clay.

Twenty-seven to 31 feet cement mixed with sand and occasional gravel stones with
vein of fresh water.

Thirty-one to 42 feet pnre cement or clay.

Boring Xo. 3 is about 'J7b feet easterly from No 1, and inside of the ridge of gravel
making the shore-line ; the surface is practically on a level with the high-water
mark, and it took from June 17 to June 20.

The first 1.5 feet was through beach sand and gravel.

Fifteen to 4 1^ feet throngh sand ; as the curbing was not long enough to drive
further, no solid foundation was reached.

* Port Washington is a local name for Dye's Inlet, a branch of the waters of Fort
Orohaid.

152 REPORT OF TIIK SECRETARY OF THE NAVY.

Judging from the topographical features and the borings it is ray opinion tbat then
once w:w » cafion or '* gulch," the center of which nnist have been very near, or*
iittle east of, Horing No. 1, which has in course of time filled up.

In the westerly half of Jertson's Basin there are no ** gulch" iudicatioDSy beaidesa
shallow well which is in clay, and clay mixed with gravel.

There was not sutlicient time or funds to make borings in the Williams Basin, bni
from the outcrop|>ing8 in the bluii'east of ir.. and in a wall about 15 feet below high-
water mark, the imiications are that it is composed of layers of gravel with day, cem*
ent, an<l soft sandstone rock.

Commencing at its mouth, soft sandstone rock outcrops at intervals on both sidet
of Port Washington Narrows at high-water mark, and down as far as the tides per-
mit seeing.

As you perceived when here, tire has at some time run over nearly all of the entire
site, burning the lH)undary posts, and the pitch exuding from the blazes on the treen
simply facilitated their entire obliteration.

The site has U|,\ miles of shore-line and a fnmtago ahmg the water, generalizing
the shore-line, of (JJ miles.

* As closely as I can approximate the area inside of high- water mark " shore-line,*'
the site contains l,7Hl.r>r> acres, which i>i 2L.4 acres more than that given on the blu^
print taken presumably from the U. S. Land Office. Farther examination into bound-
aries may slightly change the area."

Assuming that* the frontage on Sinclair's Inh^t will be filled in to the5-fathoni line
at low water, the area of the redeemed ground will be about 164.5 acres.

The anchorage room directly in front of the yanl, in le.ss than 10 fathoms and more
than 4 at low water, is IJ sipiare miles.

The area of gronn<l directly tributary to the frontage on Sinclair's Inlet that may
be consi<U'red now of practicable Klo])e. for heavy wagons or loads, merely competing
for irregularities, is alxmt .'JlHi acres.

The additional amount directly tributary to Sinclair's Inlet that could be nia<1o of
such practicable sliapts without what would be considered a heavy or undue exjieudi-
tiire lor grading, is about I.')!) acres.

The westerly or JertKon Hasin has a ridi^e in about the middle of it, averaging about
15 feet, higli, which NCparates it into t wo parts. The westerly half has room to <»oii-
struct dry dt>cks TfiO ieet. wide and three-Iburthsof a mile longj the easterly half, 650
feet wide and three-fourths of a mile long. Not taking »he ridge into account, for
really it is of slight moment and would he good to borrow from for filling in the
water iront, there is an available spa<'»« I, sou fi»i»t wide and throe-fourths of a mile
long.

It would seem probable that in case dry-docks were built in this basin, on acconnt
of the water deepening very gradually, they would extend in a great measure oiitnido
of high wafer mark, as the s<^a-wall in front would be about 1,100 feet outside of the
shore-line.

The easterly or Williams JJasin is about 1,400 ivvt wide at the front ami extends
back about the same distance, contracting to a i^oint.

I{y to-day's mail 1 send you a tracing of all of my work to date. I have niado a
great etVort to make it more complete, but it has be«Mi simi)ly impossible.

'fhe contouring on the Sinclair's Inlet, side has been carried oat, considering the
deuHe growth, with a ^reat deal <»!* precision and care, necessitating mach outting.

As the opposite Hide is of minor importance, and being much more irregular lind
complieated, to aetually survey it would lake a long time ; so am obliged to sketch
it in and generali/e it in a great nieasure.

All th«} shon'-line on the tracing has been carefully surveyed.

As it was impoHsibh^ to have the (»ld soundings replotte<l in the office, they have
be<*n plotted on this work by enlarging four times a copy of the old work, which
m^cessarily general i/es them to a great extent, and can bo recognized by being
farther apart than the new ones are.

Trusting that this will rejM-h you before the ;t()th, I remain,

Very truly, J. T. Pratt,

AHHiHtantf If. S, C and G» Survey.

Capt. A. r. Maiian, V. S. N,.

/'nuiihnt \(irff Ytird Site f'omminsion, Sortlnvvxt (Joaxt, iraHhingionj D. C.

* I'^irthcr l(\ss hurried i*\aiuination of iuteri<»r of site gave t(»tal acreage to be 1,75^.U
acres.

fttePORt OF TitE SECRETARY bF THE NAVY.

153

Appendix D.

U. S. Coast and Gkodktic Survky Launch,

Admiralty Inlet j Wash. Ter. . June H, 1889,

My Dear Captain : To-day I liavo made a trip to Blake Island, climbed to its
snmmit and looked it over as much as my limited time would allo.w. The entire
island is covered with trees and bushes, the crest or summit is on the westerly part
and is about ::^50 feet above high-water mark, gradually sloping down in all direc-
tions to the bluff line, which ranges from a few feet to 100 in height; the highest
Mnif appears to be on the west side ; the ascent from the easterly end, where there
is no blutf, to the summit is gradual.

On the west side there is a good spring and of sufiQcieut size, if none of the water
was allowed to run to waste, to supply a good sized colony.

For this country the shape of the higher portion is exceptionally favorable for
earthworks, etc., being much more regular and with fewer gulches than usual.
Very truly,

' J. F. Pratt.

Capt. A. T. Mahan, U. S. N.,

Newport^ H. I.

Appendix E.

PROPOSED XAVYYARD SITE, NORTHWEST COAST.

t/wnern of property y with entimatcd values and prices for which it can he purchased.
[Towunhip 24 north, Range 1 eaat, KitHap County, Wa8hinf:t4)n Tt»rritory.]

•
7

Owi»er«.

Warreu Smith

Wm. ^ViHiaiiiH.

Rot't JertHon .

^Tm.r. Say ward.
Kieman Daly

John Sigo

Chaa. Anderson.

DeAcription.

Lot 1. H«ction 13 34.50

Acres.

£Mtiniate<l valncM.

Per
aero.

Lot 2, MCtiou 13

N K. i of SK. i, Miction 14 . . .

SE. i of N K. i. section H . . .

Lot 3, Heel ion 14

Iinproveujouts

Lot 3, sect ion 3

I^>t 1. sect ion 24

lA)t I, section 23

Lot 2. section 23

SE. ^ of 8E. i section 14
Improvemeuts

M. HO
40.00
40.00
35.50

203. 50

51.25
16.50
24.00 I
37.00 ,
40.00 i

168.75

Lot 3, section 23 24.00

lA)t 4. section •-»3 20. 25

N W. i of N W. i, H«'ctiou 23 . . I 40. 00

Lot l.s<H:tion2J ' 3.5.00

N E. i of N E. i. section 22 .... ' 40. 00
Improvements

! 159.25

NE. i of NW. 4, section 23 .

Lot 1, section 14
Lot 2, section 14

40.00

... 35.75

, 74.25

SE. 4 of SE. 4. section 10 40.00

SE. i of XW.i, section 14.... 40.00

$18
15
18
20

15
15

20
20
20

Per lot.

t62L00
8U2.50
720. 00
800.00
6:i9. 00
3, 4:»0. 00

768.75
247. 50
480.00
740. (K)
800. UO
200.00

15
20
20
20
20

18
18

18
15

Total.

^7,032.

V 3,236.25

36C.0O
40.\00 I
800. 00
700.00
800.00
760.00

600.00

711.00
625.50

V 3,825.00

1. 336. 50

* A rerhal otfer of $5 000 was made hy the owner of this property,
Cilher adviaed chnr^inf! $100 per acre,
t Declined to make offer and estimatcMl valae taken.
I Yerbal offer of $300 if Uken immediately.

720.00 720.00 1,600.00

600. 00 600. 00 :300. 00

bat not confirmed, as the man's

Owner's
vplue.

$7, 032. 50

♦5, 000. 00

5,000.00

1,000.00
tl,336.50

RKPOtlT 01*^ TYtE SECRETARY O^ TttE NAVt.

Owners of property j with estimated values and prices, etc.— Con tin nod.

Ownora.

Cliafl.JnclcnoD

9 Jobn RimmnnH...

11
12
13

Charlie Sam

Jos. TV. Sackman. .

D.J.Sackman

Freeman W. Baas.

Swan Anderson.

Govftmment

16 Jolin P. Anderson
(Claimant.)

Howard Kimball,
(rinimant.)

Cha«*. Jackson .
(Claimant.)

John Bowers —
(Claimant.)

S.vvcrt. Johnson.
(Claimant.)

Kohort Engdahl
(Claimant.)

Description.

Lot 6, section 11
Lot 7, section 11
Impruvemcuts .

Lot 7, section 10
Lot 8. section 10.
Iniprovt'ments ..

Lotl, section 10.
Improvumenta ..

Lot 7, section 3..
Ix>t 6, section 17.

Lots, section 3.
Lot 6, sections.
Improvements .

E. ^ of NE. i section 15.
Lot G, 8e<;ti()n 10

NE. i of SE. J, section 15 .
Not yet claimed.

SW.i of NE-i. section 14.
N NV. i of SK. i. section 14 .
K. i ot SE. i, sr-ction 14 ...

lniprov«'m<'nts

Damage chan;;iug claim. .

W.J of W.J, section 14..

TniprovemcntH

Damage changing clnim .

Ivot 2, section 10

Lot 3, sect ion 10

Lot 5, Hoction 10

I mprovf.iiients

Damage changing clnim.

Lot 4. section 10

Damage changing claim

Acres.

40.00
3.50

43.50

53.50
24.00

77.50
61.25

3L00

69.75

58.60
61.50

120.00

80.00
29.00

109.00
40.00

40.00
40. 00
80.00

160.00
160. 00

SE. i of SE. i section 15..

I):ima<;<« changing claim...

No ollVr. Johnson coald
nut b<> fonnd. Th(»nghtto
have givrn up claim.

SW. J of SE. i section 14..

Damaire changing claim

No <»lli>r. Kngdahl coald
not he found. Thought to
have given np claim.

Grand tot.il

47.00
41.50
36.00

124. 5U
36.75

40.00

Estimated valaos.

Per
acre.

1,810.00

$18
18

20
20

18
18

18
20

Per lot.

$720. 00
G3. 00
75.00

1,070.00
480. 00.
34U. 00

922.50
1, 000. 00

465.00

1,493.75

1,053.00
1. 107. 00
2, 550. 00

1,440.00
580.00

920.00
100.00

600.00
100.00

Total.

Owner'*
value.

$858.00

1, 800. 00

1,922.50

463.00
1, 403. 75

4, 710. 00

}^.

020.00

}'.

020.00

}

600.00

400. 00
100.00

100.00

500.00

100.00

*$i, coo. 00

2,500.00

1, 500. 00

600.00
1,500. CO

t4. 710. 00

:i, 635. 00

1.000.00

1,000.00

1, 000. 00 -

50.00

100. 00

100.00

33, 12a 00

37,904.00

• Title of lot 6 donbtful. (See county auditor's abstract)
t Declineil ti» Met jirice. Wonld leave it to appraiMement.
I Titli* doubtful. Pro]>erty mortgaged. Could not set price, bat thought $15 per acre fUr prica

REPORT OP TTTE SKCRF.TARY OF THE NAVY. 155

Appendix P.

RECORD OF TEE PROOEEDINQS OF THE COMMISSION APPOINTED TO SELECT A
SITE FOR A NAVY YARD NORTH OF THE FORTY-SECOND PARALLEL OF NORTh
LATITUDE, IN TUE STATE OF OREGON AND TERRITORIES OF WASHINQTON AND
ALASKA.

Room ^14, Navy Department,

Washingtant D. C\, December 11, 1888.

The Commission met at 11 a. m. under orders from the honorable Secretary of the
Navy. Owing to a delay in issainjj the ordera, tlie Commission was unable to meet
npou the day appointed by them, December 3, 1888.

Present,: Capt. Alfred T.'Mahan, U. S. Navy ; Commander C. M. Chester, U. S. Navy ;
and Ijieutenant-Commander Charles H. Stockton, U. S. Navy.

The instructions of the honorable Secretary of the Navy to the president of the
Commission, Capt. A. T. Mahan, were presented and read by the members of the
Commission.

The Commission in a body called upon theChief of Engineers of the Axmy, and were
offered the facilities of the office.

The charts of the sea-coast, ports, and anchorages of the State of Oregon and Ter-
ritories of Washington and Alaska were examined by the Commission, reserving after
this examination the charts of the Columbia River and its approaches, the Strait of
Jnan de Fnca, and the waters in and about Puget Sound and Alaska for further ex-
amination.

The Commission, at 3.30 p. m., adjourned.

Room 144, Navt Department,

Washington^ D. C, December 11, 1888.

The Commission met at 10.30 a. m., pursuant to adjournment, all the members of
the Commission being present.

Commander Chester presented charts, publications, and other data, from the Coast
Survey Office.

An examination was made by the Commission of the chartsof the Columbia River
and its Itar, and of the harbors and anchorages in Alaskan waters.

A letter was addressed to the honorable Secretary of the Navy by the president of
the CommiHsion, announcing the meeting and organization of the Commission and
the recei])t of the instructions of the Secretary from the Chief of the Bureau of
•Yards an»l Docks.

The Commission continued its examination of the charts of the waters and coasts
npecitied in the act of Congress, examining the harbors along the southern shores of
tho Strait of Jnan de Fuca, the upper part of Admiralty Inlet, and Hood's Canal.

It was d<*ti'rmiued to visit and examine Port Discovery, Port Townsend, Port Lud-
low, Port Gamble, Port Madison, and the lower end of Uood's Canal from Union
City to Lynches Cove.

The Commission at 3.20 p. m. adjourned.

Room 114, Navy Department,

JVaahingtanj D. C, December 12, 1888.

The Commission met pursuant to adjournment at 10.30 a. m., all the members be-
ing present.

An advance sheet of a chart of the waters of Puget Sound and additional data
from the office of the Chief of Engineers of the Army were presented to the Com-
mission.

An examination of the waters of Admiralty Inlet and Puget Sound was enteired
into by the Commission, and as a result it was considered desirable that the Com-
mission should visit and examine personally the towns and harbors of Seattle and
Tacoma, and the waters of Port Orchanl, Quartermaster's Harbor, Steilacoom Har«
1»or, and the upper part of Puget Sound, including Budd's Inlet and the vicinity c
Olympia.

An examination was made of the vicinity of Bellingham Bay and the archipelago
of the San Juan Islands, the question of personally visiting these localities being
left for farther consideration.

An examination was made of the railroads terminating in the vicinity of Paget

156 REt^OttT or* tHE SKCREtARY OF THE NAVY.

Sound as shown on the map fnrnished from the office of the Chief of Engineers of the
Army, and of the plans of the proposed ship-canal near Seattle, to extend from the
Sound to Lakes Union and Washington.
At 3 p. m. the Commission adjourned.

Room 114, Navy Department,

Washington, J). C, December 13, 1888.

The Commission met at 11.30 a. ra., all the members being pres<;nt. Additional
data were pre*?nted from the Coast Survey office. The examination of various points
upon Fuget Sound and Admiralty Iniet was continued.

At \*2.'M) o'clock the Commission ]>rocee<led to the Coast Survey oflice to examine
the original sheets of the hydrographic and topographic survey" of various points
upon and near }*uget Sound.

Room 114, Navy Department,

Washingtony J J, C, Decemher 14, 1888.

The Commission met at 10.15 a. m. All the members were present. Additional
data were presented from the office of the Chief of Engineers of the Army. A letter
was addressed by the president of the Comuiivssion to the Chief of the Bureau of Yards
and Docks, asking for an allotment of funds from the ajipropriation for defraying the
expenses of tht^ Conmiissiou ; $3,000 to be i)liiced to the credit of the purchasing pay-
Diaster at San Francisco, Cal., and §1,000 to be placed to the credit of the purchasing
paymaster at Washingt<m, D. C. A letter was also addressed to the Chief of Engi-
neers of the Army by th<) president of the Commission, relative to the jjrinoipal lin<'s
of defense on Puget Sound an<l the Columbia lviv(?r, and also asking for data in re-
gard to the plans for the improvt'inent of various harl)ors upon the northwest coast.

A lett<*T was also dinuited to tliehonoral>le 8<M.'retary of theNavy, asking authority
to emi)loy a clerk to keep a n^cord of tlu? proceedings of the Commission and for ot her
clerical purposes as re([uinMl by law. A letter was rrccnved from Commodore Har-
mony, Chiet of the Bureau of Yards and Docks, announcing that the Bureau had
drawn upon the honorable Secretary of th«i Navy for the amount of money asked for
by the CommisNion.

A letter was directed to the Second Comptroller of th«) Treasury, disking an opinion
as to the legality of the payment of traveling <*x})enseH of a clerk, in case his ai>poiut-
ment should be authorized.

At 4 p. m. the CommiKsion adjourned.

KooM 114, Navy Dkpartmext,

WaHhingion^ 1). C, JJccemher W, ISSS.

The Commission met at 10.30 a. m., all the memlx^rs being i)resent. After discus-
sion it wjis determined to address ^piestions as to the resources, characteristics, etc.,
of various localities, to the mayors or leading persons of the j>laces.

A circular lett<?r was drawn up and the formulation of tlu^ (iu<\stions discussed.

A conference was held by the Commission, with Colonel Mend«;ll, of the Army, the
division engineer of the Pacitie coast, and Major Post, of the otlice of the Chief of
Engineers of the Army, in regard to the principal lines of <lefenso, harbor improve-
ments on the Pacilic coast, and the canal projected to run from the Sound to Lakes
Union and Washington.

At 3.30 o'clock the Commission adjourned.

Room 114, Navy Department,

Uashingion, I). C, December 17, 1888.

The Commission met at 10.30 a. m., and after an infonnal discussion the members
separated t(» collect data at the Coast Survey Otlice an<l Office of IJ. S. Geological
Survey. A list of questions relativi- to the. resources of various localities having been
decided ni>on, a copy was ad<lressed to the mayor t>f Portland, Oregon.

REPORT OF THE SECRETARY OF THE NAVY. 157

Room 114, Navy Department,

Washington^ D, C, December 18, 1888.

The Commission met at 10.45 a. m., all the members being present. After discus-
sion, the following was adopted as the views of the Couuuission upon* the proper in-
terpretation of the first requirement of the instructions for the location of a navy-yard
site on the northwest coast of the United States :

**lt is the opinion of the Commission that the conditions for special requirements,
as per the instructions of the honorable Secretary of the Navy of November liO, 1888, viz,
*A situation upon a good harbor of sufficient size, depth, and accessibility for vessels
of the largest size and heaviest draught,' prevents any harbor which is obstructed by a
bar having a U^ss de}>th than found on the San Francisco bar (33 feet at mean low
water), or not having possibilities for at least that amount of w^ter, from being con-
sidcied as Hui table.''

A list of questions as to resources, etc., was sent to the Hon. J. M. Siglin, Marsh-
field, Oregon (on Koos Bay).

The Commission having finiHhed its preliminary work, reported verbally to the
ofiice of detail its readiness to proceed to the Pacific coast.

At 1 p. m. the Commission adjourned to await orders from the Secretary of the
Navy.

Palace Hotj:!., Sax Francisco, California. February 2, 1889.

The Commission met at 10.3()a. m., and, after an informal discussion, arrangements
•were made to visit tli<» Coast Survey office in this city, gather data, and attend to
matters concerning the object of the Commission.

A recess was then taken until 3 p. m.

Palace Hot?:l, San Francisco, California, February 2, 1889.

The ConmiiKsioh met at 3 p. m., pursuant to recess, having visited during the day
the Coast Survey office, the Navy pay office, and the otfice of Civil Engineer Bloomlield,
on business connected with the work of the Commission.

The j)roceediug8 of the Commission at its last meeting, December 18, 1888, were
read and approved.

It was decided to proceed to Mare Island on Monday in order, to confer with the
commandant of the navy-yard there.

It was directed that the following statement of events, occurring since the last
meeting of the CommisHion of December 18, 1888, should be formally entered in the
report of the proceedings.

After the last meeting, as the result of a conference between the presiclent of the
Commission and the Chief of Engineers of the Army, Captain Mahan proceeded to
New York to consult with the members of the Board of Fortifications of the Army.
While there h<^ was taken ill and a certificate of his attending surgeon duly for-
warded to the honorable Secretary of the Navy, reporting that he was unable to
proce<*<l to the Pacific coast in obedience to his ordei-a. He was not reported in con-
dition to travel until January 21, 1889, when the Commission proceeded to San Fran-
cisco, which plac<» all the menibei*s reached by Ffebruary 1. The orders of the Sec-
retary of the Navy to the president and members of the Commission were so worded
that all were re(juired to pro<terd with the president of the Commission.

The letter address<*d to the honorable Secretary of the Navy requesting authority
to ap])oint a clerk to the Coniinission was approved by the Scicretary, who re<|uired
the name and siilary to be submitted for his further approval. The name of Mr,
Charles K. Kern having been submitted by the Commission with the request for his
appointment as clerk and stenographer, he was duly a])pointed on December 28,
IH^H. by the honorable Secretary of the Navy, in that capacity at a salary of $10()
|M'r month.

1 'nder date of DecenilMT 24, L*<^H, the i)resident of the Commission received a h'tter
from the honorai>Ie Secretary of the Navy inclosing, lor the information of the Com-
mission, a copy of a letter from the Secretary of the Treasury, dated December 2^),
lH8d, covering copies of letters fr«)m the naval wcretary of the Light-House Board an(l
the Superintendent of the I'nit^Ml States Coast and (Jeodetic Survey, announcing that
the officers of the Light-House Establishment and Coast Survey will assist the Conmiis-
sion in every way in their power, and that the insiiectorofthe thirteenth light-house
district had been directed to bo at 01ym]»ia, Wash., to receive the Commission and to
transport it to such points as it nuiy desire to visit.

A letter was received by the president of the Commission, dated December 20, 1888,
from the Chief of Engineers of the Army in regard to the i>riucix>al formulated lines of

158 REPORT OF THE SECRETARY OF 'illE NAVY.

defense and projected river and harbor imp rovenients other than those oontained in tht
published reports of the Chief of Engineers.

A letter dated December US, 18i^d, was also received by the preaideut of the Cora-
misdiou from Lieut. U. Sebree, liti^ht-honst) iuspect4)r, thirteenth distriof , ftnnouiicing
that the li>;ht- house tender will be ready at any time and at auy place the Coiiiiui^
sion desires.

The above letters were read and discussed, and the Commission adjourned.

l^ALAC'K rioTKL, Sax Fraxcisco, Cal., February 5, 1889.

The Commission met at 10 o'clock a. m., having on Monday visited the Mare iHhind
navy-yanl to confer witli the commandant, when arrangements were made to have
boring tools sent to Seattle.

The i)roceedings of the (Jtnninission on Saturday were read and approved.

It was decided to retiuesl Lieutenant 8<'bree to have the light-house tender at Ta-
coma, instead of01ym])ia, to meet the Couiniission. It was also decided to proceed
to Portland, Oregon, by tlu^ 7 o'cloek train to-morrow evening.

The Commission tlieu adjourned.

Offick LiGiiT-IIousK Inspkctok, Tuirtkenth District,

Portland, (hetjon, February 8, 18d9.

The C(»mmiHsion having loft San Francisco on Wednesday, the ()th instanti arrived
in Portland at 11 o'c-loek this morning and assembled at 2 p. m. and mot a coninjittee
from the Hoard <if 'J'rade i»r Portland, ccuisisting of Hon. George H. Williams, Geiii-ral
William Kapus, and Mr. Cjeorgc P. Frank, who ]>resented a memorial S(fttin|^ furth
the advantages of the Columbia Kiv(>r as a site for the proposed navy-yard ou the
Pai'itic coast north of the forty-se<'on<l parallel.

The Commission then ailjoujncd to meet to-morrow morning at 9.30 o'clock.

Offick LKiirr-HousE 1xsim:<:toh, Tiiiutkkxth District,

J'ortland, Oretjon, February *J, 1889.

The CommiKsion assembled at D.'.JO o'clock this morning.

The proceediiigs of tln^ nn-etings of February r> and h wt^n* ro:wl and approved.

The prt^sident presented the folU»wing papers, which were addressed to Uie Commis-
sion :

A letter from Mr. W.T. W«ibber, of Newjiort. Oregon (Yaquina Bay), giving replies
to the (|nestions that had been sent out by the ('oinmission tVom Wasliin^^^n.

A letter from Hon. A. H. Chambers, miyor of Olympia, W:iMhingt.ou Territory, pre-
B<;nting answers to th«^ iiuestions subtnitted by th»^ Commission and making offers of
assistanee when the ('omniis.^ion hhould arrive in Olympia.

A lettiT inclosing a li»t of answers to the, interrogatives of the Commission from
General J. M. Siglin, Marshliehl, Oregon, on Koos liay.

Thu papers were tiled for further considt^ration.

The memorial presente<l yesterday hy the eonmiittee of the Board of Trade of Port-
land, Oregon, was read aloud by the president of the Commission, all the members
being ]>reseiit.

A letter froui Kobert Moran, esq., niayor of Seattle, Washington Territ-ory, dated
January s, Ip^s'.i, was pres<'iife<l by the president of tht; Connnission, it being in ref^ard
to the interrogatories rei-eived from the (.-omitiission, announe,ing that a comniitt-ee
had been apjiointed to answtT the (|iiestions and furnish such other information as
may be recpiired.

A letter \Nas also received from liev. T. S. Weeks, San .Tuan Island, Washington
Territory, <alling the attention of the Commission to Man-of-War Harbor, in 8an
Juan Lslaiid, as a site for the |)ro]n)sed navy yaril.

(Jen. (ieorge P. Ihrie, of Port TowummhI, Washington Territory, presented himself
belori' the (.'oinmis.siou as the bearer of the answi-rs. from tin' mayor and Board of
Traile of Port T<»wnsen«l, to ihe <|uesti»)iis srnt out by the Commission from Washing-
ton. These he delivered. t(»g<'tljer with a map of port Townsend and vicinity.

The answers to the ciuesiions ad<lr»'>«,ed to Koos Bay and Vaipiina Kiver having
been duly i)resented and read aloud to the (jotnniiKsion. a inemorandnm of the hydro*
graphic conditions of these harhors, eonipiled from the Coast Survoy charts and other
sourceH, was also re;id aloud, as well as a statement, of the proposed imuroveilieilto of
thcbe harbors by the engineers, United States Army

REPORT OF THE SECRETARY OF THE NAVY. 159

After discassioo it was determined that, as the available depth of water at the eu-
trance o( these harbors was inadequate, the chaDuels shifting and uncertain, the bars
ofteii iiuj)as8able by reason of the sea breaking, and the resources and internal corn-
uiunicatious limited, these places did not meet the requirements for a naval station,
iiud conseqiieutly a visit to them was unnecessary. ^

The Commission then adjourned to meet on Monday morning, at 9.30 o'clqck.

Office Light-House Inspector, Thirteenth District,

Portland, Oregon, February 11, 1889.

The Coromishion met at 9.30 o'clock, pursuant to adjournment.

The proceedings of the last meeting were read and approved.

On Saturday after adjournment, the Commission, in company with a committee of
the Board of Trade of Portland, visited the Oswego Iron Works and the mines from
which the ore used in the works is obtained.

The president presented the following papers received since the last meeting:

A letter frOm Messrs. Samuel Collyer and S. A. Wheelwright, a committee of the
Tacoma (Wash.) Chamber of Commerce, inclosing replies to the interrogatories rela-
tive to a navy-yard sit« on the northwest coast.

A letter from C. H. Page, mayor of Astoria, Oregon, giving answers to the inter-
rogatories relative to the selection of a navy-yard site.

A letter from Messrs. William H. Brewster, president, and John H. Elwell, secre-
tary, of the Vancouver (Wash.) Board of Trade, giving answers to the interroga-
tories relative to the selection of a navy-yard site.

Interrogatories were sent to the editor and proprietor of the Pacific Journal, Oyster-
vtlle, Wash. (Shoal water Bay), and to the editor and proprietor of the Aberdeen
Herald, Aberdeen, Wash. ( Gray ^s Harbor), relative to the advantages of their respect-
ive localities for a naval station.

The Commission then decided to leave Portland to-morrow, February 12, for Ta-
coma, there to join the light-house tender Manzanila and proceed at once to Seattle,
Wash., in order to begin, without loss of time, an examination into the hydrographic
conditions of Lake Washington and ascertain the topography of its shores, on which
points precise information is as yet wanting.

The Commission then adjoorned to meet again at Seattle, Wash.

tJinTED States Light-House Tender Manzanita,

Seattle, Wa$h., February 18, 1889.

The Commission met at 12 o'clock.

The proceedings of the last meeting were read and approved.

It was directed that the following statement of events occurring since the last
meeting of the Commission should be ent4*red in the proceedings:

On Tuesday evening, February 1*2, the Commission embarked on board the United
States light- bouse tender Alanzanita at Tacoma, and proceeded on the following
morning to Seattle. A joint committee from the Board of Trade, Chamber of Com-
merce, and City Council of Seattle waited upon the Commission, and it was arranged
that on the next day the CommisHion, in company with several members of the above
committee, should visit Lakes Union and Washington.

On February 14, at 9.30 o'clock a. m., the Commission left the Mamanitajin pursu-
ance of the above arrangement, and entered Salmon Bay from the Sound by water.
At the head of Salmon Bay th<' cars were taken to Lake Union, when the Commis-
sion embarked on a steam-launch and nassed through Lake Union, sonnding on tlie
wav. The small canal connecting Lakes Union and Washington was inspected, to-
gether with the character of the soil, and the Commission was then transferred to
thtf steamer Kirkland at Union Bay, Lake Washington. The steamer went over to
Kirkland and thence skirted the lake by the east shore, passing around Mercer Island,
thence to the end of the cable road, where the Commission disembarked at 5 p. m.

On Friday, February 15, the Commission again embarked on board the Kirkland
and continued the examination, taking in the northern part of the lake, and then
examined more minutely those localities which had been noted as most promising ou
the lirst inspection.

The president presented the following commuiiicationB, which had b^ep rccoiviit|
9ince the last meeting :

160 EKPORT OF THE SECRETARY OF THE NAVT.

A letter from Mr. Aloxnndcr Repp:, of Seattle, WaBhinjjtoii Territory, ^viiif; an-
swers to iiitc;rropat«»ri«^s n'lative to tlie a(lvrtiitaj;eaV>f Seattle hh » unvy-yard 8it«.

A letter from K. L. bliaiiiion, of PortLiiid, Oregon, calliug atteutiou to the »dvui-
tiiiivis of 8i III ilk I^ay, WaKliinj^ton Ti;rritor.v, for a navy-yard site, ami inclosing
iicwHpaper elippin^H ji^iviii}; hifonnatioii rotrurdiup tlio naiiie.

A letter fmiii Maj. W. A. Joiios, U. S. Eiij^ineorH, of Portland, Oregon, inclotiiiiff a
letter from Capt. Kdwanl Kldrid;;*?, culling; attention to Belliugliaiu Bay aa a posaiule
navy-yard Kite.

A l«-tt<'r froui Charles A. Hanirs, of Seattle, Washinjjton Territory, calling at
tioii to tlie Elliott Bay tide-HatH as a site for the i)rof)o8ed navy-yard.

The CoinniisHion having iiiado a Hutlicient preliminary examination of Lake Waiih-
in;;ton to HU]>ply the information h(>fore laekin^r, it was detrided to proceed on Monday,
the IHth inHtant, to Olympia, WaHliin<;;ton Territory, there to Wgin a syatematie
oxaininati<»n of the waters of ]*ii;^et Sonnd.

The CommiHNioii then adjourned, havin;:: previouHly listened to a readinjir of the
annwers to tiie (|uestion4 forwarded by the authorities of Olympia regarding tbe
advantagits of that place as a navy-yard site.

17mtki» States Lkjut-Hoitse Tkndkr Maxzanita,

OlympiUj Wash., February 'iO, 168il.

Th<^ CommisHion met at 4. '.10 oVlock.

The proe.eediii;;s of the hist iMeetiii>; were read and approved.

It was directed that the foHowin^ statement of events occurring since tho laHt
meeting he entered in the i>roeeedin;!:s of tli<' Commission :

I.eaviii*,^ Seatth> on Fehrnary l^^, on hoard the ManzamtUy the ConiiuiMiion proceeded
to Olympia, arriving; tliere on the same day at 1 oVIock p. m. A visit was received
from the mayor and aeonimittee from tho Board of Trade and city conuoil of Olympia.
In the afternoon they visited Tumwater, and were shown the Deschutes Kiver and
water power.

At ^.:tO on the morning of the l<)th the Commission left the Manzanita in a CosHt
Snivev lanneh, visitinj; (inil Harbor (or Wepns«*c; Inlet), thence pnKseeding a1c>n^ the
cast sjion* of Mndd's Inh't to (;oo])er's I*oint, down VAd Inlet, and rutnrning along the
west slion* of Bndd's Inh't to Butler's (Jove.

In the afternoon of th<' same day the Commission, on hoard the ^aHffaniia^ in-
Npected Totten Inlet and Stinaxin Ishind.

On the morning; of the *^Otli instant the Commission, on board the Mansanita, in-
».pc<tcd Cast-'s Inlet, i)aNsin^ thronj»h riekerin^ Passage, west of Hartstene ]Hlan«l, to
tin' extreme limit of the inlet, and returning tliron^h the passage to the oast lira nl of
the isl:in<I, thence thron;^h Hrayton l^issa^^e. Halch's l*asN:i;;e, to the cast and (south
of AndersonV Island, and retnrnin;; to Olympia inspected liuudorsou's lulet.

The Commission then adjourned.

Unitki> Statks Li(;iit-1Ioi sk Tkni>f.r Maxzakita.

Taroma, Hash., /'Vfrrsary 21, 18d9«

The C'omniissinn met at *2 ]>. m.

The prncct'diiijis nithe last nieciin^x wen* read and ap])roved.

It w;is diriM'ted that the folli»\N in«x siatenn-nt of <*vt"nts occurring f<ince thc» 1a«t
meet in;; be <ntcied in the jiroceetlin^s:

At 1M{0 this morning the Comniis>i<in commenced a rcconnaissanee of the Hoiitli
.^liore of NJMiMally Kca<'h. p.issin-^; lo the ♦•:i-.t wjird near lii^lxi|> Bank. The stfanier
then headed for Hyde Point . skitt iiii; tlie nmtli shore of McXeiPs Island, and looking
into <iei-trnde*s Cove, all the ]Miints :ilnn^ the cunrse bcini; observed and the cliar-
aeicristics note<l. Afterwards the i-ntire shnie line of (an's Inlet was piiHAed in
review and notes made of the diauicler of piomisinir sites. The .l/aHcam'/a, on re-
tiirnin^, passed between Fox Nbmd and the ni:iinl:nid. the Ciunmissiou making notea,
and then went t'» Steilncomn. where the. Coiiimissitin laiiib-d and wa1ke<1 over the
town, nlxcrvini: the char.-M'te" nt tlie ground.

'J'lie ten(hT then x>roceeded to Tacoma. arriving there at TtMO o'clock p. nif

REPORT OP THE SECRETARY OP THE NAVY. l61

Uniticd States Light-House Tender Manzanita,

Stxittle, Wash., February 5i5, 1889.

The CommlsHion met at 4.30 p. m.

The proceedings of the last meeting, February 21, were read and approved.

The following statement of events occurring since the last meeting was approved
and it was directed that it be entered on the record :

The Commission reached Tacouia at 5.30 p. m. of the 21st instant. On the follow-
ing day a visit was received from a committee of citizens, and later in the day the
Commission visited the different parts of the city.

Od the 23d instant the Commission left Tacoma at 8.30 a. m. and visited Gig Har-
bor, Qaarterm aster's Harbor, and the east shore of Commencement Bay, making
observations of the character of the shores, and landing when considered necessary.

On the 25th instant, at 6.30 a. m., the Commission left Tacoma on boai^d the Man-
gaMita^ and proceeded by Colvos's Passage to Port Orchard, entering by Rich's Pas-
sage. They visited Dyers Inlet and passed around its shores, then returning to Port
Orchard skirted its entire shore line, making full notes of its character and especially
of SQcb parts as seemed to offer promising sites for a navy-yard. In the coarse of the
reconnaissance the tender passed through Agate Passage.

The reconnaissance being finished the Commission proceeded to Seattle, arriving
there at 5 p. m.

A letter was received from Mr. Joseph W. Dorr, editor of the Journal, Blaine,
Wash., calling attention to the advantages of that site for the location of a navy-
yard.

United States Light-House Tender Manzanita,

Nearing Whatcom, Wash., February 28, 1889.

The Commission met at 5 p. m.

The proceedings of the last meeting, Febrnary 25, were read and approved.
It was directed that the following statement of events occurring since the last meet-
ing be recorded in the proceedings:
Oi>the morning of February 26, the Commission t^ok a special train from Seattle,

Slaoed at its disposal by the officers of the Seattle, Lake Shore and Eastern Railroad
ompanv. and went as far as the present terminus of the road, visiting on the way
two of the coal mines which are on the line, and returning to Seattle at 4.30 p. m.

At ll.'W a. m., of Febrnary 27, the Commission left Seattle in the Manzanita and
went to Possession Sound, keeping along the east shore of Puget Sound. They entered,
and skirted the shores of Port Susan and then proceeded to Saratoga Passage, looking
into Holmes's Harbor and Penn's Cove, and at 6.30 p. m. anchored off Utsala<ly.

Daring the trip observations were taken and notes made of the character of the
shores, soundings being taken when necessary.

No sites were observed that, from the topography, soundings as shown on the Coast
Sarvey charts, position and nearness to centers of resources, approached in desira-
bility sites alreiuly visited by the Commission

On February 28th the Manzanita with the Commission on board, got under way
from Utsalady at 7 a. m., and proceeded to Similk Bay at reduced speed, sounding
constantly. '

At Hope Island, while moving very slowly, soundings were taken along the west
end and close to the north shore and thence over to the east shore of the bay. The
tender came to anchor at 8.30 o'clock in four (4) fathoms of water, and an examina-
tion was made of Siniilk Bay and its vicinity in a boat, lines of soundings being run
to determine the hydrography, the topography of the shore-line being noted.

At 12.*.U) o'clock the Manzanita g(»t under way and passed through Deception Pass,
thence through KoHurio iSt raits to Ship Harbor and Belling ham Bay, noting charac-
teristics of the shore while passing by.

United States Light-House Tender Manzanita,

Fast Sound, Orcas Island, W. T., March 2, 1889.

The Commission met at 10.30 a. ra.

The proceedings of the last meeting, February 2Sth, were rend and approved.
It was directed that the follo^ving statement of events, occurring since the las^
DUeeting, be entered in the prm>eedings.
^t G.45 p. m. of February 28th, the Moif^Qnita aocWed off WbatooiOi

If A 88-,— H

REPORT OP THE SECRETARY OF THE NAVY. ' 163

lingbam Bay, the San Jnan Itiands, and the more important harbors on the Straits of
Jnan de Foca, proceeded to disonss the comparative meritH of ,the sites noted, uid
after discushioD decided to proceed to-morrow to a closer examination of Port Orehard,
In order to determine how far it meets satisfactorily the oonditiona imposed by the
Kavy Dexiartmeut's letter of instmctions of November 30, 1888.

United States Light-House Tender Manzanita,

Nearing Tacoma, Wash,, March 12, 1889.

The CommiRsion met at 8 p. m.

The proceedings of the last meetlDg, March 8, were read and approved.

It was directed that the following statement of events, oocnring since the last meet-
ing, be entered in the report of the proceedings:

On March the 8th, at 6.45 a. m., the Manzanita got nnder way, standioff a little
further up towards Lyuch's Cove, and then turned about and stood down the uppet
part of Hood's Canal, following the southern shore-line.

The Commission stopped at Union City, where information was obtained concerning
various logging railroaas at the head and vicinity of Hood's Canal. The tender then
stood up the northern arm of Hood's Canal, coasting along the east side, then stand-
ing out of Hood's Canal into Admiralty Inlet, and at 6 p. m. the Commission re-
turned to Seattle.

On March 9, at 8 a. m., the Commission left Seattle in the Manzanita and pro-
ceeded to Port Orchard, and at 9.30 anchored off Point Tamer. The Commission
landed and inspected a part of the ground there: and afterwards two members,
aooompanie<l by Assistant J. F. Pratt, of the U. S. Coast and Geodetic Sur-
vey, crossed the peninsula from Sinclair's Inlet to Dye's Inlet. In the afternoon
there came on board A. Williams and Warren Smith, landholders on the point; and
alao A. H. Sroiife, editor of the Kitsap County Pioneer, published at the neighboring
village of Sidney, and conversation was had with them relative to prices of land, etc.

Inquiries were made at Sidney to ascertain the development and resources of the
surrounding country. At 6 p. m. the Manzanita again made fast to the wharf at
Seattle.

At 9.*^ a. m. of the 11th instant the Manzanita was again anchored in Dye's Inlet,
abreast of the house of Warren Smith. A number of owners and claimants of laud
under the land laws of the United States were assembled, and from them was obtained
the prices at which they were willing to sell or to relinquish their claims, having re-
spect to the improvements made by tnem.

A further examination of the face of the country from Point Turner along the shore
of Dye's inlet, taking in Warren Smith's place, was made, including Phinney's Ba^.

On March V2 the tender left Seattle at 10 a. m.. Commander Chester remaining in
the city to make inquiries at the land office and office of the district attorney rela^
tive to the valuation and appraisement of lands, etc.

The president of the Commission sent a telegram to-day to the Superintendent of
the United States Coast and Geodetic Survey, requesting that Assistant Pratt be au-
thorized to make a survey for a navy-yard site.

The Manzanita arriving in Port Orchard, Captain Mahan and Lientenant^Com-
mamler Stockt^m, aeconipanied by Assistant Pratt, landed at the property of Robert
H. Jertaon and walked over the greater part of it, noting the character of the topog-
raphy.

HonndiDgs were taken off Point Turner to determine the character of the bottom
within the five (5) fathom line, as to which no sufficient information was found on
the ebart'. The topography of the country walked over was carefully observed,
heights taken approximately, etc. The point on the west side of Phinney's Bay was
further examined, and the point of entrance into Dye's Inlet of the outlet of Kitsap
Lake was ascertained.

The following letters were received by the president of the Commission and were
presented:

From Mr. Alf. D. Bowen, proprietor of the Pacific Jonrnal, of Oysterville, Wash.,
showing the advantages of Sboalwater Bay as a navy-yard site.

Prom Mr. Henry Drum, of Tacouia, Wash., inclosing a communication from Mr. W.
J. Thompson, the'latter suggesting the east side of Commencement Bay as a suitable
site for a navy-yard.

From Mr. George E. Filley, of Aberdeen, Wash., giving information relative to ad-
vantages of that IcK'ality as a navy-yard site.

From Mr. £. 1). Warbass, of Roche Harbor, Wash., giving information relative to
ailvautagee of Griffin's Bay, or Man-of-War Harbor, Wash., as a navy-yard site.

The Commission received the boring-tools> se^^ from ^e OAvy-j^ard| MftT^ IsUwdi

Q0(fm^ Qj^ boar4 the ManManita, y^t^rday^

164 REPORT OF THE SECRETARY OF THE WAVY.

UinTEi> States Light-Housx Tbnder Manzanita,
Of Point Turner, Port Orokard, Waah., Marioh 18, 1889.

The Commission met ftt 12.10 p. m.

The proceedings of the last meeting, March 12, were read and approved.

The following statement of the movements and proceedings of the Commissicm
since the last meeting was directed to be entered in the record for the day :

On Wednesday, March 13, the Commission left Tacoma in a special train on the
Northern Pacific Railroad to visit certain mines on the line of that road, and visited
those at Carbonado, Wilkeson, South Prairie, and Durham, spending the night at
Palmer.

On Thursday, March 14, the Commission proceeded as far as Ellensburgh, visiting
on the way the mines at Roslyn, starting for Tacoma on their return the same night.

The Commission arrived in Tacoma at 7 a. m., of March 15, and at 7.45 started in
the Manzanita for Port Orchard, where the day was spent at Point Turner in making
a further inspection of the topography and in making borings of the soil. While
thus employed, the Manzanita^ with Commander Chester on ooard, visited Sidney
and Port Madison to obtain information relative to the ownership of property and
valuation thereof, returning to Seattle at night.

On Saturday, March 16, the Manzanita went again to Port Orchard. Captain
Mahan, with Assistant Pratt, visited Lake Kitsap, 3 miles west of Point Turner, to
ascertain its suitability as a source of water supply for a navy-yard.

Lieutenant-Commander Stockton resumed borings of the soil at Point Turner.

Commander Chester remained in Seattle, visiting the United States district attor-
ney, William H. White, and made arrangements for the appointment of appraiser-
to assist the Commission in cstiinatiug the value of the navy-yard site under oonsid,
oration. The appraisers appointed were W. H. Whitworth, of Seattle; A. H. Sroufes
of Sidney; and Douglass A. AUmond, of Seattle.

The CommiHsion spent Sunday, March 17, in Seattle, on which day ft telegram was
received from the Superintendent of the U. S. Coast and Geodetic Survey to the effect
that he hati authorized a survey for a navy-yard site by Assistant J. F. Pratt.

On March 18 the Manzanita started for Port Orchard, conveying, besides the Com-
mission, the appraisers appointed to assist the Commission in estimating the value
of the site under consideration.

The CommihHiou now took under consideration the special observations made by it
on the spot, and decided that Point Turner, on Sinclair's Inlet, in Port Orchard,
possesses in sufficient degree the conditions necessary for the establishment of a navy-
yard and docks; and also that, considering the hydrographio conditions, location,
general surroundings, and capacity for local defense, it fultills the rciiuirements pre-
scribed by the Navy Department in its letter of instructions dated November ^iO,
188H, better than any other site on Admiralty Inlet, Puget Sound, Hood's Canal, or
Lake Washington.

The CommiHsion next took under consideration Possession Sound, Port Susan, and
Siinilk Bay as possible sites for a navy-yard, and decided that the hydrographic con-
ditions and remoteness from the present centers of commercial activity, with insuf-
ficient communications, make them less eligible than Pdint Turner ias a site for a
navy-yard, and that, therefore, no further examination of the particular conditions
at those places was necessary.

The Commission next took under consideration the main coast-line from Deception
Pass to the Canada frontier, including the north and west shores of Fidalgo Island,
and decided that the hydro<{rai>hic conditions were inferior to those of Port Orchard;
that the country was us yet imperfectly developed, with insufficient communications;
that the coast was open to attack by sea unless s])ecially fortified, which its present
importance, irn-spective of a navy-yard, does not demand ; that it was, therefore,
badly situated with reference to the principal lines of sea-coast defense as now re-
quired ; also that the northern ]»ortion, including Bellingham Bay, from its nearness
to the frontier, its isolated ]>ositlon, and the fitness of the surrounding country for
military operations, was pe(;uliarly open to a sudden raid by land, for all which
reas<ms this region is inferior to Point Turner as the site of a navy-yard and de-
mands no further examination.

The Commission next took up the San Juan Islands and considered them as a whole.
It was decided that, while a number of available locations for fortified harbors or ad-
vanced stations for naval operations existe<l, their isolation and insular position,
together with their liability to blockade, or interruption of communications in time
of war, did not permit the selection of any of their line harbors as Boitable for a navy-
yard.

The consideration of the harbors cm the Strait of Juan do Foca then followo<l, viz,
Port Angeles, New Dnngeness, Washington Harbor, and Port Discovery, which were
also taken up as a whole.

It was decided that while eacli offered some advantages fts ft port, yet, withoat
entering into their deficiencies, their situation without the limits where the oatsr

•Hi

170 REPORT OF TUE SECRETARY OP THE KAVY.

The Collector of the Porfj Xew OrleanB, La, :

PleaHe liuvo the following delivered to Commodore MoCann, i^resideDt of c
sion to report on location for navy-yard» on Gulf and Sontli Atlantic coast :

Commodore William P. McCann, U. S. Navy :

Department desires that the commission of wbtcb yon are president com!
cate with Governor Lowry, JackHon, Miss., and agrco upon a time and place to
commission to meet a commission appointed by Governor Lowry for conferenc
gardiug an examination of the harbors and bays of Pascagoula and Biloxi,
Acknowledge telegram. Notify Department of time and place arranged for i
ing.

B. F. Tract,
Secretary of the Si

The subject of the comparative importance and aclvaTita|2^8 o^
different ports within the assigned limits of the investigation wa^
discussed, and during the following week the Gommissiou visiteti
IIy<lrograi)hi(j Otlice and the Coast and Geodetic Survey Ollice
amining cliarts and plane table sheets of all the points under di?
sion. This cjireliil examination and the elimination of iilaces v
the want of water put out ot the question made it i>os8ibIe to re*
the number of phices tiiat it would be necessary to visit- Then
certain conditions that are absolutely essential to a proper site;
navy -yard ; out of this number two maybe taken, the absence of ei
or both of which is fatal to any i)ropo8ed site. The first is a saffii
depth of water over the bar and in the channel up to the proposed
to admit of the heaviest shii)s at mean low water; and the seo
fast lan<l above high- water mark on which to erect bnildiugs. In s
cases, and in fact in most of tiie southern ports on our coast, the
nels are not naturally of a sutiicient depth, and therefore nature l
be assisted in her work of cutting across bars and deepening riven
case nature has done little for a port or is gradually filling in ins
of cutting out, the expense of cutting and maintaining a channel w
be so great as to throw such a point entirely out of consideratioi
matter what tlie character of the land and surroundings niigb
when once inside, or the facilities for obtaining labor and brin
material to the place. After a careful and full discussion of all po
it wasde(*i(le(l thai only the Ibllowing-named [)lace8need be exanii

Port Koyal, 8. (\, Sapelo Sound, Ga., and Brunswick, Ga., on tlw
lantic const; while on the (xulf coiist, Pensacola, Fla., Mobile, ^
and >\'w Oilcans, La., wctc the only places that could be cousid
available. To this list Savannah, Ga., was added later by direct
the honorable Secretary of the Xavy, as was also by direction^
the si)ecial lequest of Ciovernor Lowery of Mississipx)!, the
harbor of l>iloxi, Miss.

On February li.'i the Coniinission adjourned.

On Fehruary 2r)Cai)t. 1\ M. Kamsay was relieved from duty as pi
dent of the navy-yard site coniniission and Commodore W. P. Mc
was ordered as president of the commission. The orders from the
l)artnMMit un<ler which these changes were made are as follows :

Navy Department
Washington f D, C, February 25,

Sir: Voti ;nv 1i«t<'U> n'liovo<l from duty as preHident of the navy-yanl C4
iil>point(Ml mull r llio I)<*partiiH'iit'« order of the 2l8t ultimo.
KrsjHTtrullv,

W. C. Whitxbt,
Secretary of ik4 3*
Capt. V. M. liAMSAV,

Commandant Navy-yardy Xew York,

REPORT OF THE SECRETARY OF THE NAVY 169

Bcipnlly ft»r stores an<l coal, at Port Royal, S. C, and Key West, Fla. There are

tracts of land purchased, but nuused for naval purposed, at Algiers, La., oppo-
s New Orleans, and o\i s«*V('ral islands along the coacft of Georgia.

The I )e}>:irtuient understands, from the language of the act and from the public
<>ussi(Mi attcUiMng its passage, that it is the wish of Congress to ascertain from the

1 report and deliberate deeisiun of the commission of which you are president the
9ii desirable loeation on or near the Gulf of Mexico for the principal naval estab-

hnient of the I'uited States south of Norfolk, Va.

Vh\^ estahlishui«*nt is propose<l to be for the repair and construction of naval ve»-
as. In hr duly provided with ade(|uate docking resources and to be the important
^'al arMMial and depot for our naval forces cruising and operating in or near the
H' oi* Mexiro. the \Vrst Indies, and the Caribbean Sea.

1 <lfridiiii: !i]»on this locatitui, the Department wishes you to consider the general
«i stratc;;ieai reipiirenieuts of such u naval station iu this part of the United States,
lecially its bearing as a naval base for operations for gnanling the months of the
^sissippi and its water-borne trade, for the defense of the ports, coasts, and waters
the (Hi!f f»f Mexico, and for the f>rotection of our trade and interests in the Ca-
ftbean Sea. The direct- routes to the ('cntral American Isthmus, and its probable
Lp-<'anul from the eastern coasts ot the United States, it must be borne in mind,
s<s ihr<»ui:h tin* channels that lead out of or are near by the Gulf of Mexico.
The con'<i<leration of this phase of the question should also include the relative
sit ions of the various fortitied naval ports of strong European powers, now exist-
r, or to b<' establishe<l, iu the West Indies, towards the location to be selected,
i'M> ports being points from which hostile operations can be based against our trade
<i coasts.

In ad<lition to these general requiiements, due attention must lie given to the fol-
•vinij Npeiial requirements for a navy-yanl :

: 1) A .sitnati«Mi upon a good harbor, of suflicient size, depth, and accessibility for
^.si-ls oT the largest size and heaviest draught.

,:*) A favorabh* position with respect to the principal lines of defense.
lit) A loeal si>curity from water attack, due to iKtsit ion and natural surroundings.
^-1) Ample water frontage of sulhcient depth and permanence and with currents
niodcratt' rafiidity.

<.'»^ A lavorable po-^ition with respect to the lines of interior communication (by
il or oiln iwiM') with the principal sources of supplies.

<>• That the rhara<'ter (»f tin- ground shall be suitable for the construction of ex-
\ :iti d <lo« ks and basins and tor heavy structures.
7' rio\:iint\ to (■< nteis <if labor and supplies of material.
. -< Ih .lit liin("<s of till' ( liinaie and its suitability for out-of-door labor.
,'.* llic e\i<«tene«'. in ih«> virinity, pi' an ample Hup]dy of good potable water.
lb' PtpartuMMit theretore deems it advisable that the commission ascertain from
r proper authorities of the War l)epartment, for its consideration in thisconuectioni
4> wi>ik> in o{M«ratioii and the jdans proposed or judged to be feasible for the per-
iiii lit improvement of the more desirable harl>ors coming within the geographical
nils of \()iir examination, and also the probable cost and results of such improve-
•nts.

In addition to the above information, the Department desires you to ascertain the
iiiripal lines of deteiiM'. us far as they are forniulato4l, for the harbors and coasts
Ahni tlie >cope of your < xaniination, and also to obtain any hydrographic or other
fniriiMTion that would be ))«Ttinent, fniin the Coast Survey or llydn>graphic Office
till* Itiireaii of Yards and l)o<'ks.

Mil- <-oiniiiandant of the navy-yard, IVnsacida, Fla., and the commanding offioen
tie- naval stations at Key West, Fla., and Port Ro3'al, S. C, will be instructed to
Old \ou ail |H»ssibli* a'^sist.'ince.

i am, vi-rv respectfullv, vour obedient ser\'ant,

W. C. Whitney,
Secretary of the Navjf,
I 'apt. r. M. Kamsay. r. S. Navy,

Pn-xitUnt nf rommi^nion to nclert Bxte for a

nurtf.jfard on or about the Gulf of Mexico, etc,

lii addition to the foregoing letter the following special instructions were received
t« b :^raph froiu ih«* S«*cre(ary of the Navy.

.miiiodore W. P. McK'anx,

yavf{-yard, Pinntacola, Fla. :

rh<> Department desires that Savapnah, Ga., be included in the places to be visited
«l reporte<l u|>on by 1 he committee of which you are preddent. While at Savannah
u will confer with the authorities. Acknowledge.

B. F. Tbaot,
8m>nUurji ef ik$ Nm9^.

170 REPORT OF TUE SECRETARY OP THE NAVY.

The Collector of the Porf^ Xew Orleana, La, :

Pleafie have the Ibllowiup; dolivered to Commodore McCann, president of oommifr
Bion to report on location for navy-yardi» ou Gulf and South Atlantic coast :

Commodore William P. McCann, U. S. Navy :

Department desires that the commission of whtch yon are president commafli-
cate with Governor Lowry, Jackson, Miss., and agree upon a time and place tor tte
commission to meet u couimiHsion appointed by Governor Lowry for conference i*-
garding an examinatitm of the harbors and bays of Pascagoula and Hiloxi, Mia.
Acknowledge telegram. Notify Department of time and place arranged for meo^
ing.

B. F. Tract,
Secretary of the Navjfm

The subject of tbe comparative importance and advantages of tie
difterent ports within the assigned limits of the investigation was fulfc"
discussed, and during the following week the Commission visited tte
Hydrographic Oflicc and the Coast and Geodetic Survey Office, ex-
amining charts and plane table sheets of all the points under discus-
sion. This careful examination and the elimination of places whieh
the want of water put out ot the (piestion made it iwssible to redaee
the number of places that it would be necessary to visit. There aie
certain conditions that are absolutely essential to a proper site for a
navy-yard ; out of this number two may be taken, the absence of eitiier
or both of which is fatal to any proposed site. The first is a sufficient
depth of water over the bar and in the channel up to the proposed aite
to admit of the heaviest ships at mean low water; and the second is
fast land above high water mark on which to erect buildings. In some
cases, an<l in fact in most of the southern ports on our coast, the chftu-
nels are not naturally of a sullicient depth, and therefore nature lias to
be assisted in her work of cutting across bars and deepening rivers. In
case nature has done little for a ]K)rt or is gradually filling in instead
of cutting out, the expense of cutting an<] maintaining a channel wotid
be so great as to throw such a point entirely out of consideration, no
matter what the character of the land and surroundings might bOi
when once inside, or the facilities for obtaining labor and bringing
material to the placre. After a carefid and full discussion of all points^
it wasde<*i<UMl that only the tbilowing-njinied ])laces need be examined:

Tort i^)yal, IS. C, !Sai)eh) Sound, Ga., and Ihunswick, Cia., on the At-
lantic coast; while on the (Julf coast, Pensacola, Fla., Mobile, Ala.,
and New Orleans, La., were the only places that could be considered
available. To this list Savannah, (xa., was achled later by direction of
the honorable Se<jretary of the Navy, as was also by direction, and at
the special request of (rovernor Lowery of Mississippi, the bay and
harbor of Diloxi, Miss.

On February 23 the Commission adjourned.

On February 25 (^apt. V. M. Kainsay wjis relieved from duty as presi-
dent of the navy-yanl sit<'. commission and Commodore W. P. McCann
was ordered as president of the commission. The orders from the De-
partment under which these changes were made are as follows :

Navy Department
Washington, D, C, February 25,

Sir: You ;in» lioroby relieved from duty as prewdent of the navy-yanl ooniin
aj)poiiite(l iindrr tlio i.)(>partniont'8 order of the 2lBt lUtimo.
Ke-sportfiiUy,

W. C. Whitnbt,
Secretary of the J^nf .
Capt. F. M. Kamhay,

Commandant Xavy-yardj Xew York,

HEPORT OF THE SECRETARY OF THE NAVY. 171

Navy Department,
IVashuigtorty February 25, 1869.

Riu: In pursuance of the act of Congress approved September 7, 1888, a copy of
which is herewith inclosed, you are, in addition to your present duties, hereby ap-
pointed president of a commission, to consist of Capt. Robert Boyd, Lieut. Comman-
der Willard H. Brownson, and yourself, *^ to reporf as to the most desirable location on
or near the coast of the Gulf of Mexico and the South Atlantic coast for iiavy-yards
and dry-docks."

You will proceed to Washington and report, in person, at the Department for this
duty, after which you will, with the commission, visit such points gn or near the
eoast of the Gulf of Mexico and the South Atlantic coast of the Uuite<l States M it
may deem advisable for the proper execution of this duty.

The report of the commission will be as full as practicable, and will contain all
the information in detail obtainable in reference to this subject which may be of in-
terest to this Department or to Congress.
Respectfully,

W. C. Whitney,

Secretary of the Navy,
Commodore W. P. McCann,

Commandant Navy-yard, Boston, Maes.

In obedience to the following order, Lient. Duncan Kennedy, U. 8.
Navy, reported for duty as secretary of the commission.

Navy Department,
Washington, D. C, March 2. 1889.

Sir : In addition to your present duties you will report to Commodore W. P. Mc-
Cann, for duty as secretary of the commission of which ho is president, appointed
for the purpose of reporting as to the most desirable location on or near the coast of the
Gulf of Mexico and the South Atlantic coast of the United States for a navy-yard and
docks.

You will accompany the connuission to such points as it may visit in connection
-with this duty.

Kespectfully,

W. C. Whitney,
Secretary of the Navy,
Lieut. Duncan Kennedy, U. S. Navy,

Navy Department y Washington, I). C.

Washington, March li, 1889.

The Commission met at the Navy Department. Present, Commodore
W. l\ McCann, Capt. Robert Boyd, Lieut. Commander Willard H.
Brownson, members, and Lieut. Duncan Kennedy, secretary.

The question of the* route to be taken was discussed and settled, and
after coUectinji^ (charts and other material that would be useful to the
Commission during the course of its investigations, on Wednesday, the
13th March, the Commission started for Beaufort, S. C, where the light-
house tender Wistaria,, which ha<I been placed at the orders of the Com-
mission by the Light House Board, was to meet them. The Commission
arrived at Beaufort, JS. C, on the evening of the 14th, and on the morn-
ing of the Lith proceeded in the ^Yi8taria to examine different points
in and about Port Royal Sound with reference to their suitability as
locations for a navy-yard.

The Commission desires to express its appreciation of the cordial co-
operation of Lieut. Commander R. D. Hitchcock, XJ. S. Navy, light-
house inspector, which enabled them to make the examination of the
Atlantic coast under the most favorable conditions.

The Commission also desires in this connection to express its appre-
ciation of the marked attention with which it was received by the State
and local authorities everywhere, and ro state that they had extended
to them ever^' aid and facility in carrying on theur investigations ^^
proposed sites for the establishment of naval statioDSi and that mUj^^

1.72 REPORT OF THE SECRETARY OP THE NAVY.

valuable information and data was obtained by the Commission "
conferences with the authorities and leading business men of thai
ent ports which were visited.

The Commission having completed its examination of the son
X>ort8 returned to Washington, and the following report was mai
the honorable Secretary of the Navy:

Navy Department,
WtMhington, Z>. C, April tf, !

Sir : I have the honor to inform the Dopartroent that the Navy-yard site coi
sion, having completed its examination of the South Atlantic and Gulf poit*
reference to the location of navy-yards and dry-docks, has returned to Washi
Before completing its report it will be necessary to wait for about one mo
receive estimates for docks, dredging, and cutting ont the bars and channels
the topographical survey at Pensacola, and borings at other localities. WhiiU
ing for this data Captain Boyd and myself return to our stations and Lien
Commander Brownson and Lieutenant Kennedy wiU remain al Washington to «
reports and act for the commission.

I have directed the members of the commission to re- assemble here when
proceed with the work on the final report.

I have the honor to be, sir, very respectfully,

W. P. McCann,
Commodore^ U, 8. Navy ^ and President of the Navy- Yard Site Commistk

The great and radical changes in the art of naval warfare ^
have been brought about in late years by the introduction of am
ships, high-powered long-range guns, torpedo-boats, mines, and
steamers have most materially altered the conditions which mua;
filled before any site can be considered as suitable for a navy-yard,
a first requisite there must be a depth of water sufficient to admit
heaviest vessels at all times, for it is not difficult to imagine a v<
seeking the harbor as a place of refuge when hard pressed, when
delay outside would be fatal ; or ships might be inside waiting foi
tide to rise so that there would be sufficient water on the bar to pe
their going to sea, and in the mean time the enemy, possibly that it
the intention to attack, has sufficient time to collect his forces if
tered, or to move rapidly away if he prefers, while all the time the s
that might do so much are cooped up helplessly inside, unable to at
a blow.

Sites that were well suited for the purposes of pavy-yards some tb
or forty years ago are, many of them, out of the question now, I
reason that they are too near the sea. While it is very true thatj
rate shooting can not be done at the extreme ranges of the pr
high-powered guns, and therefore that ships would never think 01
gaging at extreme range, it must not be overlooked that a navy-j
presents a fairly large target, and though the actual injury inflicted
a bombardment might really be very slight, still the fact that it
liable to such bombardment would sadly demoralize the laborers, in
fere seriously with work, and some lucky shots might happen to in
most serious injury to machinery, the plant in general, or to ves8<
the yard.

The primary use of a navy-yard is the construction and repairio.
ships. As necessary sequences of this it follows that the location n
be suitable to construction in all departments, and this again nea
tates such soil as will admit of the construction of building-v
machine-shops of the largest size, fitted with the heaviest machii
forges, foundries, boiler shops, gun parks, etc. Store-houses n
also be provided for the collection of stores in large quantities, so t
in case of war and the necessit^^ of fitting out a large number of 1
with the greatest expedition there may be no unreasonable deli^«

REPORT OP THE SECRETARY OP THE NAVY. 17S

list, which is but a very imperfect one, mcst be added quarters for

rs, barracks, and guard-houses for sailors and marines, and many

T bui!dinp:s, all of which together will cover a large amount of

id, and must be well removed from any chance of molestation by

iiemv.

nt only does a navy-yard represent years of labor and an immense
Hy of capital, but it contains materials and stores which are ab-
tt»ly nei*essary for the carrying on of a maritime war. Its destruc-
during audi a war would be a disaster that could not be county
►liars and cents, for not only would it most seriously cripple the
frnfnent, and be iuii)()ssil)le to replace while the war continued,
it might also have a most disastrous intiueDce on the results of the
•

ne of the ])riniary conditions of a good site for a navy-yard is, there-
, that it should ho so situated as to bo secure from attack either by
or land. The innnunity from attack by sea should be the result of
.tion if possible, rather than due to extensive fortifications alone,
igh the fortitieations will always be needed to assist in the pro-
ion of the navy yard, most especially from attack by wat^r. This
essity of fortifying the actual locality, as well as the headlands and
roa(rhes by water to diH»k-yards is fully recognized by foreign gov-
tnents. The defense of the dock-yards at Chatham and Portsmouth,
;lan(I. in addition to the outer lines of defense, are described as the
it elaborate in the kingdom. The heights surrounding the former are
ivned with batteries, while the banks of the Medway, for a distance of
ies to the* estuary of the Thames, are studded with batteries and
)«m1o stations, and are regarded as being unassailable. Such is the
teetion given to a tlockyard by a power well prepared to defend its
er approa<*hes by battle-ships alone. Our military authorities as-

• us that we have little to fear from a descent on land.

he ;reographieal and strategic position must have the greatest weight
rlrriin;^r tlu» locality torn navy -yard. It may happen, as is really
ease in the ilnlf of Mexico, that there are three or four places that
so nearly equally distant from some particular point or points that
it t)e guardtMl, that it is immaterial which one is selected; in this

* loi:il peculiarities-will alone settle the question. But as the case
>r.i!His w ith us, having navy-yards on our Northern Atlantic coast,

e i>n th(* Southern coast, and but one on the Gulf coast, and that
ailoweil to fall into decay, it follows from a careful study of the
;:rapliieal situaticm that we should have a navy-yani somewhere
ut iialt way between Norfolk and the Florida Straits, and another
Im* (iulf of Mexico. Much can be said in favor of a vard on either
st, and the selection of the one and the rejection of the other should
be done hastilv, nor till all questions have been most carefully
lird.

hi tiie Atlantic, we have a long stretch of coast on which there is no
■e where a man-ofwar can run in and find a sup])ly of ammunition
ting tor lH*r, where she can find material and men all ready to make
repairs that an a<;tion or the exigencies of active service may make
olut(*ly necessary and indispensable, or where she can be docked,
]>ossib1y most impoitant of all, no point of rendezvous for a squad-
that it might be the intention to collect for operations in the West
ies. lM)r all such work in the Bahamas, on the eiistern end of Cuba,
>an Domingo, or among the Windward Islands, some point on the
antic coast wouhl have great advantages over one in the Gulf fh)ia
fact tbat It would bu nearer the field of operationsi and yessels

174 HEPOBT OF TUE SECKETAUY OF THE NAVY.

would not lose so mnch time in returning to port for ammunition, ooid,
or repairs. In the event of war with a foreign power that had any ooni"
merce with the West Indies or to the Isthmus of Panama, some pdnt
on the Atlantic would make an excellent base from which to send oat
vessels or squadrons to break up such commerce. It is true that to a
number of points among the islands, the distance from some point on
tlie Gulf would be less than from an Atlantic port, but it will be well
to note that all vessels starting from the Gulf must, of necessity, pau
through the Yucatan Channel or the Florida Straits as through a gate,
and an enemy could lay in wait for them at these ])oints, knowing that
there was no other way for theui to go. On the other hand, there woold
be no means of determining beforehand what dirr<aion a lieet starting
from an Atlantic port would take, and a slight detour might throw tbe
enemy com])letely oti' the track and ])ermit the delivering of a blow on
the enemy's commerce entirely unopi)ose(l.

With regard to the question of the selection of some point on the Gnlf
as a site for a navy yard, the reasons in favor of it are many and con-
clusive. At the present time the commerce of the Gulf is enormou,
and it is increasing all the time. The timber trade at Pensacola, the
timber and iron trade at Mobile, and the i*.otton and general trade at
New Orleans re])resent no insignilicant ])ortion of the trade of the
United States, and most earnestly demand adecjuate ])rotection. Itis
evident that .^uch protection (cannot be given if we have no navy-yanl
in the Gulf at which we can readily fit out our vessels, which can beuied
as a rendezvous for our fleets, and to which they can retire if an over-
whelming force is oi)i>osed to them. In such an event a navy-yard on
the Atlantic coast would be of little value. If we were at war'^k
England she would have .Jamai(*.a from which to strike the blow ; while
if the light were with 8])ain Culia would forma base of operations
that would be closer to our Gulf-ports than any jmint we have on the
Atlantic. With the cutting of a transisthmian canal, it matters little
in this connection whether it be at PanainaoriSicaragua, questions ore
sure to arise that will involve tlie United States, and we must be pre-
pared to maintain our rights with force; all nations that areintereotBcl
in this (piestion are lik(^ly to be Jealous of us, if for no other reason tfaon.
our near neighborhood to the locality^and we must put ourselves in a posi-
tion to maintain our rights, which can only be done by having anaval foico
that can be nuide available at short notice, l^ngland, France, SimiD,
Holland, and Denmark have all dock yards and coaling stations in tho
West Indies, any one of which stations is a shorter distance from either
the Panama or the Nicaragua Oanal than any ]K)rt in our ]>osRession.

The cutting of a canal at either of the ]u)ints named would doubtless
have a great effect on our commerce, botli i)etwt»eu the Paciftc and flie
Altantic coasts and between the Gulf and the west coast of Soath
America and the islands of the South Seas. Such commerce nnist pass
through the Yucatan C'hannel, where we have Spain in the Island of
Guba on one side, and the English in the Island of Jamaicii almost
in the lin^^ of travel. Siurh a ]>osition is one of weakness for us andean
only be olfset by our being prei»ared to i)rotect our rights, ami to ao-
eomplish this, a navy-yard in the immediate vicinity, ready prepared as
a base of operations, is absolutely necessary.

The geographical and strategic <{uestions will decide the general lo-
cality in which it is best to hxtate a navy yard, but minor hM*al qu
tions will have to be carefully studied Ix'fore the i>arti(!ular spot can
decided u])(m. These points are in many ways far moreditUcult of 80>ia-
tiou than the more general ones. As regarils our own Southern ooaatB

REPORT OP THE SECEETARY OF THE NAVY; 175

only a slight study of the charts is necessary to convince the most casual
atudent that there is no point that combines within itself all the requi-
sites for a perfect navy-yard site. It therefore becomes necessary to
Btndy the various features of many places and endeavor to determine
^liich one combines within itself the greatest number of good points
and the smallest number of drawbacks.

In the study of the relative values of various sites that may be brought
forward as suitable for navy-yards, one of the first points to be consid-
ered is the depth of water. In this respect the United States is pecu-
liarly 8itnate<i. Generally speaking, the a])proaches to our ports are
Blioal, and vessels of great draught can not find entrance even at high
tide. This hydrographic peculiarity has forced upon the Government
tlie construction of vessels of moderate draught, and in no construction
policy that has yet been discussed have vessels of over 24 feet draught
been seriously considered.

However, the building of coast-defense vessels and battle-ships of a
greater draught than 24 feet will soon be forcel upon us, and if a con-
struction yard is to l>e established in our southern harbors the bars and
eiiannels must be deepened and straightened to render them practica-
ble for the increaseil and increasing size of armored ships.

Closely allied to this question of depth is that of ease of entrance.
As in war times it may not infrequently hapjien that the buoys are re-
moved in order to prevent an enemy forcing his way in, it may also
ha[)pen that at the same time one of our own sbij>s is trying to enter. If
the channel is reasonably straight, a vessel familiar with the ground could
enter in safety; while if the channel were very intricate, there would be
no possibility of safely ])assing through.

Once inside, the character of the holding ground, the extent of the
water bfisin, the liability to sudden and heavy gales, the j)rotection af-
forded by the surrounding land, are all points that must receive careful
consideration. Ordinarily speaking, the gales on our coasts are not of
snt'h severity that a vessel anchored in a harbor need fear breaking
adrift. With men-of-war of the j>resent day, with their small amount of
top hamper, there is still less likelihood uf any trouble on this score;
but as the ships will ordinarily lie out in the stream, the general charac-
ter of the weather is of interest as regards boating. The record of gales
an kept for the last seventeen years by the Sigfial Service shows that
on our southern and Gulf coasts the average velocity of the wind dur-
ii);: the heaviest gales is only about 35 miles per hour.*

An important point in the selection of a navy-yard site is the extent
of th(» immediate water front, both ch)se alongside the wharves and off
in llie stream, where vessels must lie when not neede<i at the wharf for
n^pairs, or to take in coal, ammunition, etc. A restricted waterfront
"wonld be a serious inconvenience in case it were necessary to fit out
several vessels at the same time, and, if possible, all such impediments to
rapid work should be avoided. Deej) water oft* the yard is also a neces-
Hitv, in order that it shall be possible to move vessels at all stages of the
tidV.

When these requirements have all Iwen found, and it is safe to say that
they can not all be fimnd in any one of the ports on our southern coast,
it is necessary to study the location with n»ference to its interior lines
of coiiunnnication and the facility with which material can be obtained
and traiis])orted to the shops for immediate use. The railroa<l facilities
of the country are so extensive that but few places will have to be

(*8ee Appendix D.)

176 REPORT OP THE SECRETARY OP THE NAVY.

thrown out of the count on this score, though odc or two in the C
which otherwise would bo very desirable are entirely out of the q
tion, notably Tampa. The leading seaboard cities of the South are <
nected by rail with the coal and iron fields of Alabama, and to all
them material of all classes could bt' brought with but little <lela3^

After a careful study of the general features of a proiwsed locali
the next point naturally is the study of the ))articular spot of ^o
which may be thought suitable for a Government establishment,
the present day of steel ships the necessity of dry-docks is greater tl
ever. For many years, even with co[)pered wooden ships, we have
the want of dry-docks, and now that we are constructing a navy of a
vessels that must be docked very frequently if they are to be kept
servicable condition there must be facilities for keei)ing the botti
clean and well painted, and this can only be done by taking the
sels out of the water at comparatively short intervals. It has 1
found by experience in all navies that an iron or steel vessel which
been in the water for three or four months loses very much of its ej
oftentimes as much as 25 per cent., so that by the end of six mc
the amount of coal consumed if maximum speed is to be main
and oftentimes this will be an absolute impossibility, would at le« ;
for the cost of docking, and perhaps something over. The loss oi s
in any vessel where the bottom is loul is so well known that it is hj
necessary to allude to it; but the rapidity with which all kinds ot
line growths accumulate on the bottoms of all steel and iron vessi
not so well known, but all the same it emphasizes the nocessii
having navy -yards and good docking facilities at various points v
they may be available to all our cruising vessels without their stean
a long distance to find them.

The present naval dry-docks of the United States are, with three
ceptions, made of granite. The exce])tions noted are the new docl
New York, League Island, and Norfolk. Until recently gianite wj
sole material used in the construction of such docks, but it has now
demonstrated that dry-docks of wood are almost two-thirds chei
and are really more lasting and less costly to keep in rei)air than t
constructed of granite. Naval Constructor Uichborn, in his able re]
on European dock-yards, says :

Woo<len docks cost from 30 to 50 ]>or coiit. loss than thoHO of Ktono, and in cH
where they are exposi^d to severe frosts are much clieupur in nuiintenaucu ; extbi
repairs are not required within thetii-st twenty years.

The following extracts from the letter of Commodore Harmony to
Committee on Naval AllUirs on the subject of dry-docks are of iui
and value in this connection. He says:

My proposition to build docks of timber is based upon the faet that they oa»l
built at such a small price, comparatively. Another very serious objection to
present docks is the fact that their sides are almost vertical, an<l in cloudy dayiiU.
so dark at the bottom of the dock as to make ellicieut work almost imixlssible. I
the Simpson dock this objcctiim will be avoided by buildin*: them so wido thai
person standing on the coping of the dock can see under the boitom of the vessel, ID
thus giving light enough so that ellicient work can be <lonc» on the bottom of tl
vessel even in the dullest of <lays. A look at th*- dry dock at the New York bavj
yard, and also at the Simpson dry-dock in the bas;in ai Hro(»klyii, will at ooca €01
viuce any one of the advantages of the latter plan. There is every reason to belief
that a dock constructed of timber will last tor centurirH with proper care; in OMB<
a piece of timber being found rotten it will be as easy a matter to replace ife aat
take a defective plank out of a ship and ]>ut in a sound one.

The princi|)al advantages wliicli timber docks i)ossess ov • sf
docks as usually constiucted are greater accessihiliry, better U
for shoring vessels, better distribution of light, and dryness,

REPORT OF TUE SECRKTAUY OF THE NAVY. 177

The narrow altars aud gently sloping ^sides afford safer and easier

ans of ingress and egress at every point, furnish a better supply of

uc^ht and air, and the shoring is more easily adjusted, ail of which

ekterially aid in the dispatch and economy with which work of repairs

kU be' prosecuted.

In most of our southern cities there has always been considerable dif-
Kculty.in procuring an ample supply of unobjectionable drinking water.
I serious had this matter become that in many places, as the cities
jreased in size, great fears were entertained on the score of possible
itensive conflagrations, and at times, during ))eriods of prolonged
rought, there would be also the fear of water famine, and the inhab-
jits were obliged to depend upon cisterns and private wells. During
B last few years, howev^er, most of the southern cities of any impor-
Htnce have begun a systematic use of artesian wells, and wherever this
.8 been done the water supply is practically^ unlimited and inexhausti-
B. In some places on the Atlantic the water thus obtained hiis a
rery decided sulphurous taste and smell, but this usually disappears
ifter a short exposure, leaving the water pure and palatable. The uni-
versal success of these wells makes it almost certain that at any place
irhere a navy -yard may be established there will be no difficulty in
ily obtaining any recpiired amount of good, potable water. At all
I 1 places visited by the commission artesian wells were in use, and
some, as at Savannah, Pensacohi, and Mobile, the entire city supply
Irawn from this source.

The healthfulness of any locality should be carefully considered be-
•e deciding ujmn its titness for the site of a navy-yard. On the
uthern coasts the land is generally low and swampy and there is
^reat difficulty in finding a place that will be free from low, malarial
fever, while most of the places are more or less subject to periodic visi-
;ations of yellow fever. The Commission is indebted to Surgeon John
W. Koss, ij. 8. Navy, for much valuable information on the subject of
yellow fever and the healthfulness of the Gulf ports in general. Dr.
Soas also forwarded letters and statistics from the U'ading medical men
if Pensacola, Mobile, and New Orleans. All these nuMlical men seem
be unanimous on one ]>oint ; that is, that yellow fever does not nat-
irally belong to the (lulf coast of the United States, but is always
oi|>orte<l, and that, with ]>ro]KM* quarantine regulations and a careful
>bHervance of good sanitary ni](\s and regulations, it can be excluded
dmost absolutely, and by carefully isolating the <'ases that do suwjeed
ji running the (|naiantine an epidemic of yellow fever can be pre-
rented. The following con<*lusion is quoted from Dr. Koss's letter:

^jook'uig at PciiHacola, MoImI**, and Now OrI<'aim from a naiiitary ])<)int of view,
•re <loiM not MH^iii to Im* any iniportaiit ditlcivncc In'twceii tlwiii unsjich for a Yiavy-
^«r(l. TlH'ir reNpoctivc pros and coiih about coniitrrlialaiH'oonf another. Tluir<Ml<»e8
lot H4*oin to bo any oltJrctiiMi that <-oiild lo^ittally Im* made to any oni> of th(> places
DAiitioncd upon tlit* Hcon- of nnlicaltlit'nlncsH. Tin* tiiiu' is last ap])n»a('hin^, if it
IMH not alreiuly ttmv«*d, wln'ii \rIlo\v icvrr will hr as rUVctnally l»aiTrd out <»f P«»n-
Bcoia, Mtdiilr, and New (h-l<-ans ah it has Immh fioin Norfolk and riiiiadclpliia. Ma-
arial tVviTf.the );ri*at <MirM* of tin* South, West, and many parts of the North, may
ie Hhorn of in^arly ail its tcirors oy tin* proper <d»Mr\ ancc of a tVw lon^ kiio\Mi and
ron-<"<tahli8hed precauti(»ns, surji a.i hlit'pini; in upp«>r storit.-s, thorough draiu-
ige, «*t«'.

In deciding upon a site a ])laci» should be chos(Mi whore the prevail-
iig wind does not blow across any fn'sh-watt»r marsh, but comeH in

rertly from the sea. The i)rcspnce of fresh water in any quantity
irould be advantageous in facilitating the const ruction of fresh- water
>a6in8 in which to lay up steel ships, but it may make a place so uu-

jiA 89 12

178 REPORT OF THE SECRETARY OF THE NAVY.

healthy as to prechide its acceptauce. The southern climate is suffl*
cieutly temperate, even during the winter months, to admit the catrjiDir
on of outdoor work, and during the summer the average temiierature is
not so higli as to prevent out-door work by those who are acclimated.
None of the ports are ever closed by ice, so that on this score at least
there will be no difficulty in entering at a!iy time.

There are but few, if any, southern ports in which it will not be
necessary to carry out extensive dredging, and at places where this is
not necessary the difficulty of finding fast land on which to pat ap
heavy structures is often so great as to place such a point beyond ooo-
sideration.

Such, in brief, are the conditions deemed essential to a good Rite for
a navy-yard, and it has been the endeavor to apply them carefully and
dispassionately to the various points under consideration, and to dis-
cover, by a careful and exhaustive examination of all the surroundings,
what point combined in itself the nearest approach to all the desired
requisites. Owing to the magnitude and importance of the questioii
involved and to the fact that substantially the same question has
received much attention of late years at the hands of successive boards
of distinguished otiicers, your commissioners have undertaken the
examination of the subject with much diffidence, and have not hesitated
to make use of the very valuable information collected by those who
before them have given this subject most careful study. In the detailed
consideration of the various ports all the subjects already noted in a
general way have been most carefully and extensively gone into, and
information from all ])ossible sources has been sought and used in the
study of this most important question.

PORT EOYAL, S. 0.

The geographical position of the superior harbor of Port Boyal, mid-
way between Norfolk and Cape Florida, or about the middle of the south-
ern Atlantic coast of the United States, with its well-sheltered, safe
anchorages in the sound, and on the Broad, Colleton, and Beaufort JRivers
oilers unparalleled advantages on this coast for the establishment of an
important naval station. This harbor is well known, and its value as a
naval station was fully api)reciated wben it was occupied by Rear-
Admiral Dupont in 18()1. The entrance is (M)mparative]y easy, and
though at the present moment there is not as much water on the bar as
is desirable, still it has more water than any other point on the southern
Atlantic ex)ast except Sapelo Sound, which latte^ ])1ace ofiers no other
advantage, and vessels once iuside can ride in safety in deep water in
the seund and in the adjacent rivers, while its size is sufficient to afford
free movement to all vessels, even the very largest.

The absence of facilities for docking and e(iui[)ping naval vessels on
the long stretch of coast between Norfolk and Pensacola, a distance of
1,440 miles, has already been seriously considered by the Department
and recognized by official boards authorized to report on this snbjecti
Port iioyal is about 480 miles from Norfolk, 900 from Pensacola, and
450 from Key West. As regards communication with the West IndieSv
Port Koyal is 480 miles nearer to the Bahamas than Pensacola, while
the distance of the two ])laces from Havana is the same. As a pQint
from which to communicate with the Windward Islands, Port Royal baa
the advantage over LVnsacrola or any other (lulf port. The geo-
gra])hi(*al position of l^ort Koyal, nearly midway between the* cities of
Charleston and iSavaunah, explains why it has hitherto been neglected,

REPORT OP THE SECRETARY OF THE NAVY. 179

the larger places completely overshadowing it. These cities, so long as
small vessels were used for foreign commerce, were amply sufficient for
all wants; bat now,when vessels of greater size and draught are common,
a <leei)er harbor is required, and in this particular Port Koyal is far
superior to its neighbors. The vast net- work of railroads that leiwl from
the South and West and have their outlet at Brunswick, Savannah, and
Charleston could easily be directed to Port Royal, to which point at
the present time there is but gne rjiilroad, the Port Royal and Augusta
Railroad, connecting with the Charleston and Savannah Railroad, and
through it with the interior.

The bar 10 miles distant from the entrance has a least depth of 21
feet At mean low water, and would recpiire but little expense to
straighten and deei)en it for the entrance of the larger class of vessels
at low water. In consequence of the great size of Port Royal Sound,
Broad River and its tributaries, tlie mean rise and fall of the tides being
6.7 feet, the currents are moderate, and there is little tilling in or shift-
ing of the bar due to local action, or to the bringing down of any de-
posit by the rivers dowing into it. The most serious objection is the
cbaracti^r of the land on the water front, it being mostly sandy, low,
and in many places swampy. The climate of Port Royal is an impor-
tant element in its favor. It is well north of the frost line, which in
itself would aid greatly in excluding or at least stamping out yellow
fever should it by any chance be introduced, while at the same time
the weather is never so cold, nor ice and snow so abundant, as at any
time to prevent out-door labor.

The forests of yellow pine and other timbers suitable for the con-
struction of docks, basins, and for building purposes in this State are
practically inexhaustible, near at hand, with ample facilities for trans-
portation by land or water, while the vast coal fields and iron mines
of northern Alabama are accessible by the system of railroads connect-
ing Port lioyal with every part of the country.

The channels and shores of Broad, Colh*ton, and Beaufort rivers
were carefully studied; favorable conditions of both land and water
could be found on Colleton River and Neck, but the location on that
side of the Sound is objectionable for want of readv communication
b3' rail with the mainland, and for the further reason that such a locality
would present no good points that can not be found at the site of the
2>resent naval station.

From Archer Creek to Habersham Creek the land is low, swampy,
ami intersected with numenms small creeks, the fast land being a con-
siderable distance back from the water's od^e. The point just above
Habersham Cret^k it^ fast land, well wooded, and, compared to the ad-
jacent lands, high, but at this ]>oint the broad, deep channel of Broad
River becomes narrow, shoal, and intricate, and would require extensive
dre<lging and cutting to make a suitable water front for a navy-yard.
This ])oint bears a little south of west from Beaufort, distant about 5^
miles, and is :i^ miles from the nearest point of the Port Royal Rail-
roatl. There are no houses nearer than l)etween 1 and 2 miles of this
point, and there is little gofnl potable water here at present, but judg-
ing by wells that have been dug in the vicinity, and more particularly
by tin* art(»sian wells that have been bored in the neighborhood of Port
Koyal. the naval station, and many other points in the south, there is
not the least doubt that good potable water in almost any amount can
be obtaineil from inexhaustible wells.

The banks of the Chechessee River are low and swampy and not
BUited for the purposes of a navy-yard, while on Colleton River, thougU

180 REPORT OP THE SfeCRETARY OF THE NAYY,

fast land can be found, the channel from Port Boyal Sound is very in-
tricate and abounding in shoals, while the water front would be so re-
stricted as to be a very serious inconvenience. The same system of de-
fenses that would protect any one point in Port Boyal Sound would
serve almost equally well for all other points in the neighborhood, and
as the present site of the naval station is well inside the outer line of
defenses, it does not seem as if any other point offered superior or eqnal
advantages. The examination of Beaufort.Biver and the land about the
naval station at Paris Island proved more satisfactory. This position
is 5 miles below Beaufort, G from Bay Point, and 15 from the outer bar.
Twenty-one feet is found at the end of the wharf at the naval coal de-
pot and 24 feet in the channel off it, admitting the heaviest draught ves-
sels at high tide, and but little dredging would be required at one or
two points in the channel of Beaufort Kiver to render it accessible at
low water or to deepen it to 25 feet. This position offers a far more
suitable site for docks and a depot of sup])lies than any other point ex-
amined inside the headlands, and it could be successfully defended by
an inner line of fortifieatigns on Paris and St. Phili])'s Islands, in addi-
tion to those that might be established on Hilton Head aud Bay Point.
The naval station being near the terminus of the Port Boyal and Aa-
gusta Railroad could be easily connected with the whole railroad system.
The distance from Port Royal to Charleston, S. C, is 88 miles; to Au-
gusta, Ga., 112 miles; to Birmingham, Ala., 450 miles.

The Army engineers have, up to the present time, made no examina-
tion or survey of the entrance to Port Hoyal Sound with a view to ascer-
taining the practicability of inii)roving the navigation. The present
channel depth of 21 feet has, with a tide of 0.7 feet, satisfied all demands
of commerce at this locality. No information is obtainable from which an
opinion can be forniecl as to the i)ernialiency of dredging in the part of
the river Inflow Battery Creek. Xo project for the defense of this port
has been elaboratcHl up to the i)resent time. The protection of a navy-
yard situated at the )>resent naval station on the eiist side of Paris
Island would involve neither serious engineering ditliculties nor excess
ive cost.

The amount of land owned by the Government on Paris Island the
site of the present naval station, is too small for the establishment of a
navy-yard and rei)air station ; but from information furnished by the
auditor of l^eanfort ('ounty, S. C, huid in the immediate vicinity can
be purchased at reasonable rates. The auditor informs the (i^ommission
jis follows :

LandH in tlic nci^liborliood (»f tho naval station arc a.sNOMscd at. from $2 to $6 |ier
aero, tlio latt«'r Ikmii;; lor arable lands. Thi'sc rates have ]>ievail<Ml lor years, but can
not l>c eonsidored as a fair eHtiinate of value, wliirli is Konietiines tn^bled on adjoining
HRiali tracts, duo entirely to tlie situation. The usual taking ]irieo lor 1 a ndH (agricult-
ural) are from r^i) to <sl.') p(>r acre, tho hui^ prices prevail in;; wliero loug time is
given.

Much <lependH u])(mi who owns the land an<l circuniHtan<'es of sale. Tlie bnlk of it
Ih in small tracts, owned hy nei;roes, who do not care to sell if any one wantH to Imy^
not even at ]>ndiihitory prices: but when they do scdl, it is generally at a ii^ire be-
low the actual value.

The Commission, e>onsiderin^ this ])oint an eligible site for a dry-dock
and repair station, caused examinations to be made with a view to as-
certaining the i)ra(!ticability dT constructinjf a timber dry-dock. The
following is a summary of the results as obtained by Messrs. J. B. Simp-
son & Co. The borin<»s were niadi* with a li-inch i)ipe, and the resnltB
compared with those obtained by Lieut. C. 11. Lyman, U. S. Navy, in
boring for a 0-inch pipe well at a point 300 feet south aud 60 feet we9t

l£fit>ORt OP TItiB SECRETARY OP THE NAVY. 181

of the poipt where borings for a dock were made. The borings showed
at top for 5 feet sandy loam ; for the next IL feet, bright light-blue clay
slightly mixed with saud, stiff and solid ; for the next 9^ feet, fine gray
Band mixed with clay ; for the next G feet, oyster and mussel shells
with fine sand ; for the next 4} feet, sand and black mud. At this depth
(36 feet) phosphate rock was encountered, though at this point it is a
mere shell, being less than 1 inch in thickness.

From 36 to 39 feet w^is found clay of an india-rubber like tenacity,
almost imiK)ssible to drive through. In driving into this stratum the
hammer would rebound after striking the pipe. From 39 feet to end of
pipe (40 feet 6 inches) same clay, mixed with sort of sandstone parti-
cles.

j)iligent investigation developed the fact that phosphate rock varies
considerably in thickness, the maximum being 15 inches. On the part
of Paris Island where the investigation was made the rock is thin.
The clay noted as being so tough, hardens like stone, and contains some
phosphate. Underlying this clay is a sand-mixed stratum, resembling
stone, which is claimed (and is proved by artesian well-borings) to ex-
tend some 100 feet in depth, and in several instances the boring and
pipe are only run to this stratum. Phosphate rock and the like ac-
companying strata underlie a large arcii of surrounding country.

None of the destructive effects of the teredo are apparent at this
place; but some of the pile structures show evidences of the existence
of the Umnoria^ and it would be necessary to creosote the timber ex-
posed always to the tide- water.

As a result of their investigations, Messrs. J. E. Simpson &Co. are
of the opinion that a timber dry-dock of the same dimensions as those
now being built for the Government under similar specifications could
be constructecl within thirty-six calendar months for the approximate
sum of $675,000.

The Commission would therefore recommend the establishment of a
dry dock, dei)ot of naval supplies and coaling station on Paris Island,
right bank of lieaufort River, South C'arolina, at the siti* of the pn^i^nt
naval station.

A chart of Port lloyal Sound and entrance is appended and marked
£; also apian of the naval station, marked F; and a plan showing
location of borings, marked G.

SAVANNAH, OA.

The following information relative to the i)ort of Savannah has been
furnished the Commission by the Hoard of Kngineers, U. S. Army, of
which (Tenenil 11. L. Abbot is jnesident:

Th«* works for tlie iniprovniu'iit of inivi^atinii l>ctw«'«Mi t lit' ocean ami tho city of
8»v:iiiMiih, lN*};iin in 1H7:{, liMvt* Immmi ronrnHMl to the river un<l Tybee Roads; for the
clc*]>tli of wutt^r tlirre Iium always Immmi letvs tlian on tlir ontvr l»«r, wlierw 16 or 17 feet
is found at mean low water. TIiu object of the iniprovtMneiit hiis bcien to uarry tbiH
depth to the city. In IK'X before the work i»f improvement npon tho pree«;nt ]>1aii
was iiian^uratofl, tl^e usual draught of v(}HH4lsnavi<ratin^ (lio river at hif^h tido was
14.') feet. Thu niciui rim* and fall (»f the tide at Savannah was ().7 foet and at the
iu«>uth of the river 7 feet.

The plan of iniprovenient under wlii<h operutions have Imm'd carried on up t-o tho
pi^iMMit time provides for the eHtabllshinent of a ehannel from Tybeo Roads to the city
of Savannah, practinible at hi;;h tide for vesstds drawing *22 feet f>f water and tms
widening of the channel of the river op]>oHite the city to (iOO fi*et, of uniform depth
with the balance of the ehaiiiiel. The cost was ori;;inalIy estimated at $482,000, and
MB amended and enlarged at $l.*Jl'J,00<>.

In the re]»ort ot the (Miief of EngimMTH for l>^-^.<^ (general Gillmore, in S'lbmitting the
results of an examiuation and survey niu^le by the assistant, Lieut. O. M. Carter, with

182 REPORT OP THfi SECRETARY 01* THE NAtY.

ft view to obtain 28 feet at high water (21 feet at mean low water) from Crou Tides
abovo Savannah to the sea, presents in outline a project an<l estimate of the cost, the
latter being |6,660,000. This project lias not been formally acted upon by the £n^-
neer Department, but from it the inference is legitimate that the cost of obtainiiiK a
depth of 25 feet at mean low water would be enormous, if indeed it be practicable ab
any expense. Even to obtain a depth of 21 feet (2U feet at high water) General Giil-
raore states: **The tidal section of Savannah River will need to be, in ^reat meMme,
canalized, in order to maintain the greatest channel depth of which it is capable, and
yearly dredeing will probably bo necessary.''

The Board on Fortifications and other Defenses of 1885 recommended for this port
three 12-inch guns, six 10-inch guns, four 8-inch guns, sixteen 12-inch mortaiSi and
300 submarine mines. Satisfactory sites of the batteries, etc., are available. The
estimated cost was 1^,243,000. No attempt to make Tybee Roads a safe anchotage
for vessels was contemplated, but it will be forbidden to the enemy.

Under the direction of Lieut. O. M. Carter, Corps of Engineers, who
kindly consented to attend to the business for the Commission, five
borings were made at Savannah to ascertain the character of the sab-
soil and its suitability for making excavated docks and saataining
heavy structures. The borings were made at two different points;
three at Deptford Plantation, near Fort Oglethorpe, and the other two
at Hutchinson's Island, opposite the city of Savannah. The resalt ot
these borings seems to show that the ground is of a character to sap-
port the various heavy structures that would be required at a navy-
yard. A diagram of the soundings is appended, marked I.

The report of the health officer, prepared for the Commission in
April, 1889, states that while Savannah has increased in population
since 1879, the actual deaths have decreased, not only as to the annual
ratio per thousand, but in the actual number of deaths. The annual
ratio per thousand for that period, 1878-'79, is given as follows:

Savannah, Ga 13. ()9

New OrleanB, La 27.44

Mobile, Ala 18.75

Pcnsacola, Fla 14-SA

Charleston, S. C 27

Wilmington, N.C M

(This table is copied from the '^ Sanitary Era," a magazine publi
in New York City, and said to have no local interest in any Soatneru
city.)

i?he Commission visited the locations on the river in the steam yacht
belonging to the Engineer Department, which was kindly placed at
their disposal by Lieutenant Carter, and also viewed Deptford from
shore side.

It is evident, from the information furnished by the Board of Engi-
neers, that these officers do not consider it possible to secure aud main-
tain a channel of 25 feet depth at mean low water, which de])th the Com-
mission considers an absolute necessity. Furthermore, in the opini
of the Commission, the land which is reclaimed swamp land and very
low, is not suited to the purposes of a navy -yard. This ftict, taken in
connection with what has alrea<ly been said about the lack of d«
water in the channel, renders a fnrthor consideration of this harbor as
a site for a navy-yard nnnecjessary.

A chart of Savannah is appended, marked 11.

BRUNSWICK, GA.

Kxtracts from tho Report ot* tlie Chief of Engineers, U. S. Army, 1888.

About "2 miles abovi' tlie eity of Hninswirk the Turtle Kiver is divided by Baizard^
iHlniid into two brauclirs, the HimiHer one tlowin^ to the eastward of the island, bbc
upon whieli the city <»f Hrnnswick is situated, bein;^ known as East River, the otl
r«'tainin;r the iiam(> of Turt le River. These stnMims unite aj^ain about 1^ miles belw<
the city to form Hrunswiek River. Tlie lower part of East Rivor furins what iiknowj
fw the harbor of Brunswick.

REPORT OF THE SECRETARY OP THE NAVY. 183

Turtle and Brnnswick rivers have low-water depths of from 4 to 6 fathoms. Over
the shoalH iu front of the city there was, till the improvements had been carried out,
ft low- Water depth of only 9 feet. The teredo is found at Brunswick. Much of the
wood-work used in the channel work was almost destroyed by the teredo. In June,
lc87, the minimum low-water depth was 14 feet. No work wafi done during 1888,
and consequently the channel is now only 11.5 feet deep, and has narrowed, and in
some places shoaled, to 7 feet. Great shoaling has also taken place along the city
wharves.

The present project for the improvement of this harbor was adopted in 1880, and
modified and enlarged iu 1886, the object being to secure a navigable chanoel of not
less than 15 feet depth at mean low water. The cost of the project of 1880 was esti-
inateil at $73,187, and. as enlarged in 188C, at $190,000, inclusive of appropriatious
Already made. The total expenditures to June 30, 1888, including all outstanding .
liabilities, were $92,463; amount appropriated in 1888, $35,000 ; amount (estimated;
required for completion of existing project, $62,500.

A further consideratiou of this harbor for a navy-yard site is, iu the
opinion of the Commission, unnecessary.

SAPELO SOUND, GA.

The Commission inspected Sapelo Sound in the light-house tender
Wistariaj passing up beyond the entrance to IVfud Eiver. There is ample
depth of water both at the entrance arid in the Sound, but no fast
land, the mud banks and swamps, mostly covered at high tide, ex-
tending a mile or more back from the water's edge. Further comment
on this place is considered unnecessary.

KEY WEST. FLA.

The most advanced post that the United States possesses in the
Gulf is Key West. Tliis point, thrust well out towards Cuba, guard-
ing one of the two exits from the Gulf and the one through which
the greater part of our commerce passes, is of the greatest impor-
tance, and it would be hard to conceive of a greater blow to our
power in the Gulf than its loss ; unfortunately, however, it is not so
situated as to be well and easily defended. Being on the Florida
Straits, only 5 miles from the deep water of the Gulf Stream, it is prac-
tically the key to the Gulf, and also controls much of the West India
trade, consequently its possession is of inestimable value. During any
maritime war in which the United States might be engaged Key West
and theTortugas held by our naval forces would insure the safety of our
trade in that quarter, while, if in the possession of an enemy, the de-
struction of the trade would be certain. The holding of Key West is a
military necessity, for, in connection with theTortugas, it forms a naval
base, natural and advanced, for any operation oflensive or defensive in
relation to Havana, the island of Cuba, the Bahamas, or the West Indies
in general; it atlbrds a rendezvous and coaling station for vessels en-
gageil in protecting both the great outlets of the Mississippi and theGulf.
Ilence the holding of it by the proper shore and floating defenses may
be termed a military necessity. Key West has a further value in that
it is the only connecting point between our Gulf and Atlantic defenses.
It can never be independent of the sea for its*communications, but it
can be made a safe refuge for a fleet or for a single vessel if the enemy
be not powerful enough to overwhelm the necessary defenses.

The advantages of Key West may be summed up as follows: The
harbor is excellent and is reached by a main ship channel having a
depth at mean low water of 28.5 feet; by the Southwest Channel there
is 30 feet at mean low water, and ships may anchor in water of that
depth. The mean rise and fall of the tide at Fort Taylor is 1.4 feet.

184 REPORT OF THE SECRETARY OF THE NAVY.

No dredging is ncc'ossary. It is easy of access; difficult, from having
several cbaiuiels, to hlottkadc; tbe boldiug ground is fair; the protee-
tioD from the sea good, but from winds indill'ereut.

The disadvantages of Key West may be summed up as follows : By
the Southwest Channel a s<|uadrou of tlie heaviest armor-ciads, drawing
as much as 27 feet, can approach within eas}' range of the stutiou, say
within 2.V mih\s, and destroy it. There is a great scarcity of good iwta-
ble water, and the island is subject to occasional very severe viHitationB
i)f yellow fever, while tlie sanitary condition of the island is generally
bad. The town being situated on an island of no natural resources, at
a distance in the most direct line (and this only practicable for small
vessels) of 130 miles from the nearest railroad terminus ou the main
laud, is evidently untitted for anything but an advanced naval outpoflt
The island itself is <*{ miles in length, and from one-half to a mile in width;
it rises but a few^ ieet al)ove the level of the sea, and is intersescted by
swamx)s and lagoons, it is an important coaling station for the North
Atlantic Squadron. The coral formation of the islan<l may offer ad-
vantages for e\(%uvated docks and basins, and sound foundations fw
heavy buildings. Communication between the docks and the anchorage
by short artiliciid channels would be inexpensive.

The geographical ])osition of the island is not favorable for a naval
establishment ; it lies near the track of the West India cycIoneH, and is
unprotected excc])t by the surnmnding reefs. A dock-yard located at
Key West wouhl be exi)()sed to attack by water from several directions
at the same time, and to make this station secure against such attacks,
would recpiire very extensive fortification of the island itself and its
numerous api)roaches by water, an<l even then it could be completely cat
olf from all connection with the mainland unless the United States had
command of the sea. The distance from the mainland and the absence
of every class of building materials, sup])lies, labor, and in fact all the
requirements of a dock-yard are insurmountable obstacles to tbe locih
tion of a navy-yiird at Key West.

Florida possesses a sea-board on the Atlantic and (Julf of Mexico of
about 1,100 miles, which is cxjMKscd to water attack by the great naval
])0wers, several of which have naval arsenals and dockyanla in the
West Indies and the Jjermudas. The advantages of establishing one
or more naval stations for the prote(;tion of this coast and our comnle^
cial interests in the (iulf is self evident. While the eastern shore of
the ])eninsula, the Florida Keys, and islands otter no safe orcommodiooB
harbors for such a pur])ose, ihe (iulf coast of the State possesses bat
two localities where a suitable site for a dock-yard might jiossibly be
found.

TAMPA JJAV, FLA.

The re])ort of tlu» Chief of Ijigin<»(»rs, U. 8. Army, for 1888, states:

Thr liailxir at TaiDita. nt th«» hvm\ of this bay, waH srriarat*!'! from dcop wat^r by*
llat 2 iiiih's wide, tlinniixli this was a narmw rliaiiiirl with an nvcraj^o dejUh of aboat
H tVt't, t'oriiUMl liy tln' waMTs of Ili|l.sli(Hi)n;:Ii Kivor. -• * • IN)rt(>Taitii>ii baa bew
coiiiHH'tfd with Tampa 1>y llif ixtciisioii of tiii^ South Florida Hallroad, iind has ba-
coiin* thi» t«'iniiiins of tht' Ki*y Wi"-! ami Havana line of stranicrH; lo foot of wat«r can
now hv carried to Torto 'J\nn)»M. ^ * * At an cstinuitod cost of J?<>!<,(K)0 for dredg-
ing; 'Jn t'r«'t of watci' can he <arrivd fiom the (Jnlf of Mexico to this point. The total
estimated cost of the modilied |)n)je(ri i^ ^""^.O(H).

This bay is on thr west siih* of the peniiKsula, ainl its excellent har-
bor could be s<*enn'ly forlilied, and juobably fixed land suitable ftir
docks and foundations for heavy buildingH could bo found j bat tho

REPORT OF THE SECRETARY OF THE NAVY. 185

■

situation is isolated from manufactnriug^ centers and commerce, and
too remote from every class of building materials both for ships and
docks, as well as from su])plies and skilled labor. The inland commnni-
cations depending upon a single railroad, in addition to the above con-
siderations, renders this locality decidedly objectionable.

PENSACOLA BAY, FLA.

Pensacola is a capacious, well sheltered, and safe harbor, land-locked
by Santa Rosa Island, and liaving about 10 square miles of good anchor-
ing ground for the largest class of vessels. On the outer bar between
the east bank and Caycas Shoal there is 22.J feet of water, while on the
inner bar, between the middle ground and Caycas there is 21J feet at
mean low water. After entering the bay, for a distance of 8J miles to
a point 2 miles east of the city, there is a depth of from 4 to 6 fathoms
of water with goo<l holding ground.

Under the conditions impose<l by the Dej)artment's instructions to
this Commission, the site of the present navy-yard would have to be
abandoned or closed lor construction purposes as it is no longer safe
from the high powered guns of a fleet in the Gulf at a distance of 2
nauti(;al miles. The present navy-yard is located on the eastern corner
of a Government reservation of some 2,0(M) acres, stretching for a mile,
from Tartar Point to BaiTancas, on the north shore ot the entrance to
Pensacola Bay, and extending back to the Bayou Grande.

The chief water front of the yard is on the north shore and is there-
fore exi>osed to the prevailing south winds. This water front is a mile
distant from Fort Pickens, a military ])ost of great importance at the
extremity of Santa Rosa Island, commanding the approaches of the bay,
easily rendered im]>regnable to assault, and unquestionably the location
of any modern fortitication which may be erected for the protection of
the bay. Reference to the chart will show that vessels can take station

2 miles distant from Fort Pickens and have the navy-yard within a
ninge. of only 2 miles with nothing but the low island of Santa Rosain-
t»*rvening. An excellent position 4 miles from Fort IMckens and behind
Kand bluff's on the island, atlbrds an o])en range of only a little more t'han

3 miles to the navy-yard. Nothing more need be said to show the ex-
tremely exjwsed position of the navy-yard to the attack of vessels armed
with nHMlernonlnance.

The most extensive fortifn^ations on the island of Santa Rosa and at
the entrance of the bay would probably be insullicient to i)rotect the
iiaval station at AVarrington, <;onse(iuent]y to make this tine harbor
available, a site must be selected sutiiciently remote from the gulf, and
one capable of being strongly fortilied against attack by water, should
an enemy gain an entrancre. In a search on the northern shore of the
bay for a site combining the greatest number of natural advantages
£manuel E^oint was examined. This point of fixed land is 1^ milesto the
eastward of the city, a half mile east of the Bayou Texar, and less than
1 mile from 4 fathoms water in the bay. It is also less than G^ miles
distant from the dee]) water of the gulf, and consequently unsuitable
for a naval station. Tiie water front at (laberonne and Bohemia on the
west shore of Escambia Bay, was then examined with no better results.
The shallow water of the bay and the character of the land offering seri-
oas objections to both thesi* sites.

The Commission is imlebt<Ml to LitMit. G. Blocklinger, U. 8. Navy,
lighthouse ins]>e<ftor, who placed the light-house tender Laurel at their
disposal, and kimlly rendered every i>ossible assistance in the inspection
of the bay.

186 REPORT OF THE SECRETARY OF THE KAVT.

J. E. Simpson & Co., the contractors and builders of tbe Government
dry-docks at New York and Norfolk, were employed by the Comniiasion
tomakesonndin^sandfurnish plans and estimates as to the approximate
cost of the construction of a timber dry-dock at Bohemia. Their re-
port with plans and estimate is appended, marked L.

From this report, as well as from the chart of the survey, it will be
seen that the character of the pn'ound is unsuitable for excavated docks
and basins, and that the cost of a dry-dock and dredged channel to the
site would be excessive. In this report the opinion is given that a tim-
ber dry-dock, of the c?ame. dimensions as those now being constructed
for the Government, but with the specifications adapted to the locality,
owing to the necessity for wide embankments on either side of the dock,
and substantial retaining cribs or bulklieads for protection against the
ravages of the teredo, could not be constructed upon this site for a less
sum approximately than $1,465,000, and the time necessary for the con-
struction would be i)laced at four years.

Bohemia is 5 nautical miles northeastof the city, 15 from the entrance
to the bay, and 9 from the nearest point in the Gulf outside of Santa
Rosa Island. From 4 fatlioms of water, about 2 miles east of Pensacola,
to the water front of Boliomia, an extensive cut 4 miles in length, vary-
ing in depth from 1 to 25 feet, would be required. By request of the
Commission an otlicer of tlie ('oust and Geodetic Survey, Mr. P. A.
Welker, was detailed to make a survey of this portion of the bay, the
map of which survey is appended, marked K. The ground covered by
the party in making this topographic and hydrographic survey is the
portion of Escambia Bay between Gaberonne and Devil's Point.

The following description of the locality examined for a navy-yard
site is (pioted from the very full and com])lete report of the survey made
by Mr. Welker to the Superintendent of the Coast and Geodetic Survey:

A Ijigli Ulufi' followK tlu» h«'ach closely iw far as Gaberoune, whore it turns back ftom
the Hhoro and folIowH around tho swamp at a distance of from 400 to 500 yards fironi '
the shore. The bluils nt hoimo ])laceH, eHpecially whoro they an^ eloso to the abon, are
very abrupt and much broken and cut up by birgo gullieN. Springs of water leak oat
from these places, Homeof which disappear in the sand before reaching the shore.
The 8loi)os of the hi nil's wliere (hey follow the shore are covered with vegetation and
range from 'M) to r>0 decrees. Hack of the swamp (he slope is more gentle and uni-
form, being not more than 5 degrees in some places. The laud back of the swamp is
largely Innnmock, which is mostly e<)v<»n*d with hard wood.

The general character of the blutV shows a mixture of clay and sand of a yellowish
color. The beach is (jutiroly sand, and the soil near the beach sandy. Very little of
the soil is good for ngrieultural ]>urposes. On a small portion of the land close to the
beach oranges, jieaelies. phnns, and vegt^tables are raised. With the exception of a
few cleared patches elo^e to the beach the whole tract surveyed is densely timbered*
The trees are- from 'JO to 70 feet high and consist of pine, scattering live oak, water
oak, and st^-ub oak, a. litth' ey]>ress and juui]u;r in the swamp, red bay and sweet bay,
and magnolia and puluietto. Tliis timber is of little or no value.

The larg(* fresh water swam]> shown on the map is heavily timbered, and has also a
thick growth of underbrush of various kinds, generally scrub oak, and rangiuj; from
1 to 10 feet in height. There is <iuite a large stream of fresh water running from the
Bwaui]) into the hay : the level of the swamp is about '> f(>et above liigh-water mark.

The I'ensacola and Atlantic division of the Louisville and Nashville Railroad fol-
lows the slion^ line exee]it for a short distan<-e near (iabcronne, where it pastos
through the s\vam|). Hohemia is merely a railroad station, with a collection of
houses for the se<:ti<m-hand^. It is () nnlcs distant from Pensacola, which is the
nearest ])ost-otliee.

The eiimate iwn' is delight ful. and probably the best in vicinity of Pensacola.
Fish are ]>b>ntiftil in the hay, such as tront, bass, mullet, and Spanish mackerel|
while oyster beds are t'ound scattered over the bay. In the woods there are pai^
tridges and s<uih^ wild turkeys.

Tlie pn^ vailing win<l is from the south and southwest, coming up daring the after*
noon, when it is often very fresh. These winds sometimes come up very saddHllyi
and may produce a very rough sea.

'report of the secretary of the navy. 187

The bottom of the bay in this locality consists of a very soft mnd of a dark gray
color. Close to the beach there is a crnst of sand, bnt it is all mod underneath.
Borings made by J. E. Simpson & Co., of New York, at 200 and 500 yards offshore
show this same kind of mnd at a depth of 30 feet in the latter case and 50 feet in the
former below the surface of the bottom, only that it is more compact than at the sur-
face. It also se£ms that there are strata of different densities. Sand was obtained
at a depth of 40 feet near the shore. Another boring made on shore at the high*
water mark showed, at a depth of 26 feet, finely divided sand. A. pole can be shoved
by hand to a depth of from 15 to 30 feet, and the tug-boats force their way through
3 feet of this finely divided mud. Oyster-beds are found scattered over the bay.

At Devil's Point (locally known as Gull Point) there is a long shoal extending from
the point east to the old beacon. This shoal shifts from north to sopth with the pre-
vailing wind. The southern limit of the work shows 18.7 feet of water, which is also
the greatest depth. The least depth in the channel is found at the northeast'Orn
limit of the work, about midway between the old and new beacons, where there is 7
feet of wat^r. Further out from this point, however, there is deeper water. The
tides are largely diurnal, there being one high and one low tide each day, excepting
the day after the one when the moon's declination is zero, when there are two high
and two low tides ; but the range is very small on that day. The mean ran^ of the
tides is 1.44 feet. The extreme between highest and lowest tides for thirty-six obser-
vations was 2.9 feet. High water nearly' always occurred between 8 a. m. and 4 p. m.

Florida possesses a good climate, equable temperature, and, lying be-
tween the temperate and torrid zones, it is exempt from the sndden
changes of the one and the excessive heat of the other, so that out-door
work is practicable throuffkout the year. Statistics show that Florida
is one of the healthiest States in the Union. Several varieties of oak,
cy])ress, hickory, and pine are found in abundance, while large fleets
of ibreign ships are almost ccmtiiiiially loading lumber and timber at
Pensacola. The water from the artesian wells, which is used to supply
the city, has been pronounced by Professor Chandler to be of the purest.

The absence of labor, both skilled and unskilled, and of supplies of
material of all kinds has not heretofore been considered a serious draw-
back to the naval station at Warrington. It is possible, however, that
the higher rate of wages ])aid by the Government to it« employes, or,
more correctly, the fewer hours which constitute a day's labor, in com-
parison to that at ])iivate shipyards, together with the mild and health
ful climate, would insure an abundance of all classes of laborers and
meet all future requirements.

The railroad communication with the interior and with the Gulf coast
is ample. The Florida Central and Ten insular Kailroad Company extends
from Jacksonville to Chattahooehie. Lateral lines connect this line
with the Savannah, Florida and Western system bya branch from Live
Oak north to Dui)ont, and to St. Mark's on the Gulf bya branch from
Tallahassee. The same line extends from Fernandina, on the Atlantic,
to Cedar Keys and Tampa on the Gulf. The Louisville and Nashville
Kailroad extends fr(»m Pensiicola north to Birmingham and thecoal and
iron fields of Alabama. Birmingham, the center of the cx)al and iron
industry of the South, is only *S){) miles from l^ensacola, while its dis-
tance from New Orit'ans is 417 miles, or 158 miles in favor of the former
place.

At tbe request of tin* Commission the Chief of Engineers, U. 8. Army,
referred the question of the improvement and fortification of this harbor
to the permanent I>oard of Engineers on Fortifications and other De*
fenses, and the following is their report thereon:

The depth on th«* iiuuT bar at Pmsacola in now 21.3 feot, and on the oater bar a
foot more. It huH been utt<'m]>ti*d to dnMl;;i* n chanmd 24 feet deep and 300 feet wide
acnms the inner bar ; bnt tlit* <lriMl«riii;r docs not maintain itself, and the rate of ap-
propriation hnn been too slow to coiiiplore tbf work.

It ia aomewhat doubtful whclher a rriliiiblo *jr>-f4>ut channel across the outer bar can
be obtained and maintained exc«>pt by the n.se of jetties. A project for a single Jetty

188 REPORT OP THE SECRETARY OF THE NAVY.

of an 6flf imated cost of $2,295,719 has been Rubmittod to the Chief of EngineezB \xf
the local eni^iueer.

TheBoanlou Fort tficat ions or other Defeuflcs of 1885 n'conimnnded for this port
two 12-inch gilns, ten 10-iuch gnnn, and two hundred submarine mines. The estimated
cost was 994H,()00. If an important navy-yard were to be established, say 4 or 5 miles
above the city on Es(fambiii bay, it would' be needfnl to increase this projoot ; bat
the site is favorable, and can be defended against a lleet at moderate cost.

Should the Gulf of Mexico and tlie Caribbean Sea l>ecome the scene
of a naval war involving the Unitecl States, this bay would immedi-
ately become the resort of our vessels for su]>plies, refitting, and what-
ever repairs could be made without docking facilities. It^ great extent
of well-sheltered anchorages, easy acce^ss from the Onlf, and security
afibrded by fortifications at its entrance would render it an invaluable
base for naval operations in that region. It wa« In view of these uatural »
advantages, and its central position on the coast, that the Commission
authorized a thorough survey, souiKlings, and estimates for a dry-dock.
Unfortunately, the physical conditions of tlie water front and the
character of the bottom of the eastern cmkI of the bay, where the ex-
aminations were made, w(ue found to be unsuitable for either heavy
buildings, excavated docks, or basins, conditions prohibiting the estab*
lishmeut of a construction yard without excessive cost, and therefore
the Commission does not recommend a sitt? for a naval dock-yard at
Pensacola I>ay.

A chart of Pensacola Bay is apjiended, marked J.

MOIUI.E RAY, ALA.

The geogra])hical position of Mobile l>ay is about as favorable for the
prote(;tion of our interests in tlie (iulf of Mexico and the Caribbean Sea
as that of Pensacola (from wliich it is distant but 40 miles), but its com-
parative importance as a site i'or a naval (establishment will depend
upon the special i^ecpiireinents of depth of water, accessibility for ves-
sels of the heaviest draught, permanency of channc*!, etc.

Mobile I>ay is a lagoon like estuary, (Mit oti' from the Gulf of Mexico
by the narrow sandy isthmus of MobiU*, Point and the chain of sandy
islets on the south. It is, with the (exception of a deep i)ocket in the
southern end, called the Lower Fl(»et, extnMiiely shallow. Its length
from north to scmth is 34 miles; the northern half is from 7 to 8 miles
wide, aiul very shallow; the southern half is from 15 to 18 miles wide.
The Tenesaw Kiver, debouching at tlie head of the bay on the eastern
side, has t^'o branclies; the one along tin* eastern shore is the Blakely;
the other, em]>lying into the bay in a southwesterly <lirection, keeps
the name of the Tenc^saw. Th(^ Mobile Kiver, fornuMl by the Alabama
and Tombigbee uniting 30 miles north of the city, enters the head of
the bay on the west si<le by two mouths, that passing the city keeping
the name of Mobile, while the other branch, a mile to the eastward, is
the Si)anish Kiver. The Spanish and tin*. Tenesaw have a common
mouth, a mile east of the city.

This end of the bay is a shallow delta, and with the exception of .a
slight elevation at Choctaw Point, and the bluffs at Hollywood and
Blakely, the bay is surrounded by tiat sandy plains. The average depth
of wati»r is from 12 to 14 feet, but the Lower Fleet in the southern end.
miles in length and 2.] miles in width, has an average depth of *3|( '
fatlumis ; but while there is 21 feet of water in a small i)art of this lover
anchorage, it would be unsafe for vessels of more than 21 feet draught to
anchor in rough weather. The outer bar^ 4 miles soutihof Mobile Poiot|

REPORT OF THE SECRETARY OF THE NAVY. 189

has a depth of 23 feet at low water, and this depth is reported to be in-
creasing anunully from natural pauses alone. In May, 1889, an English
steamer drawing 23 feet passed from the Lower Fleet, where she had
finished loading, across the bar without touching. The channel from
the bar to the entrance of the bay is sufficiently deep for the largest
class of vessels, and its general direction is straight. The rise and fall
of the tide is small and the tidal currents very feeble. From the upper
end of the Lower Fleet a dredged channel 180 feet wide, of about 14
feet depth at low water, and 25.01 miles in length, extends to the city
front, which channel, from inionnation gained at Mobile, is liable to silt
up by the muchly dei)osits from the several rivers emptying into the
head of the bay.

With reference to the permanency of this artificial channel the follow-
ing extracts from the report of the Chief of Engineers, U. S. Army, for
1888 are very instructive :

The i»n*K<'ut }»rc)ject for tlic iiiii)rovonieiit of this harhor wa» a<loi>ted March, 1880,
th«» object b«'iiijT to att'ord h chaimol of i'ntraiio«'froiii tlie Gulf of Mexico to the cityoi
Mobile, of *2(»0 fret width and not 1»\S8 tliau 17 feet depth at mean low water. The
channel had oriifinallya niinimuni depth of r>A feet throngh Choctaw PuBSf and 8 feet
in l>o;^ niver Bar. This wjusdeepi'iuMl hv dn'djjinjj nnderappro])riationB from 1826 to
1852, of f2-28,K)0. to 10 feet throu^ii hotli. In 1H(>0 the channel in Cl^ct-aw PaRS had
shoaled to 7i feet. From l'»70 to l.'^7H the channel wan dee|>ened by dredgine to 13
feet, under a)))>ropriations anionntin«j: to >:447,r)<)l, and rcHnlted in obtaining a channel
witIi a niiniuiiim width of I'OO ftM't, a niiniinnni depth of 17 feet, and a maximnm
depth of 2H feel. The amount expendi'd during the liscal year ending June \iO, 1888,
in $2,2^1. The channel has shoaled so that now the minimum depth in 14 feet and the
uiaximnm )i:\ feet. This ehann«'l was estimated to cost ^1,500,000.

Briefly stated, the cost of improvement to the present time is:

Fnmi \f*2i\ U: H.V2 $228,8:W)

From If^O to 1-7-^ 401, (KX)

To June 'MK 1-H7 747.r>61

To Jnue:W, 1-k>j 2,281

Total l,:Ci»,(»72

to ohtain a precarious channel of 14 feet: and the estimated cost of a
channel 23 feet deei> and 2S0 \Wt wide is $l,o(M),0(K). Tliis is exclu-
sive of expenditures on tiie Alabama Kiver above Mobile, for the re-
moval of sna^rs, h)ffs, etc., from the channel, cutting OTerhan^iuf: trees
from the banks, protect ]n<j: caving banks and removal of sand-bars,
etc. There is no reference to (h'epeiiin^^ the outrr bar. or estimate for
cuttiuj]^ a deep channel fi*om .Mobile to Mount Voriion. The cost of
dred;j:inj; a channel ot tin* reipiircd depth, 27 miles in length in Mobile
Bay, and to deepen thr channel of Mobile Kivcr to Mount Vernon, a
distaiUHt of 45 miles, wonid <r(M*tainl> be fxr<»ssivc, and Judj^in^ from the
engineer's rej^ort their p^Minancncy would 1m» improbable, if not im-
possible. In a paper written bv tin' distin;:nish(Mi Kn^lish enpneer
Thomas Stevenson, under the head of Aititieial Scouring;, it is state<l
that *' The preservation ot tin* depth of harlN)rs at a level lower than
the original bottom invohes both nneertainty and ex])ense.''

lly direction of the <\)mtnission, Messrs. J. K. ISimpson & (Jo. made
Ixirin^s at Mobile todt*terniine the <'hai:u't<'r of the subsoil and its suit-
ability for excavated iloeks. wet basins, and for sustaining heavy struct-
ures. The followin^r is a summary of the results obtained and reported
to the Commission :

The first ]K)int at whi<li sonndinjrs were made was at the lower end
of tiie city front, near i hoetaw Point. Several attem]>ts were made at
sounding, each timt* brin;;ln^^ up on sunken timber, causinp^ much trouble
to recover pipe, as loj;s were lyinjr interwoveu with each other. Four

190 REPOET OF THE SECRETARY OF THE NAVT. .

soundings were made in the river at distances varying from 43 to 183
feet from the wharf line and to depths below the surface of the water of
from 12 to 26 feet, all bringing up on timber, in the Ulth sounding the
pipe was driven to a depth of 31 feet 1) inches, reacliiug solid bottom.
The sixth and last sounding in this vicinity was made 25 feet inside
the wharf line, to a depth of 45 feet. This sounding drove very liard,
and showed, from the top, 6 i'eet slab- wood and refuse matter, 13 feet
bar sand, 24 feet coarse yellow sand, and 2 feet hard, white, sharp sand.

The second place where soundings were made was at South End,
about 5J miles south of Mobile, on the bay.

The first sounding was made at 020 feet off shore from the high-water
line, and to a depth of 40 feet, the pipe driving hard. On withdrawing
it, the lower portion of the core (equal to 4J feet of earth depth) was
lost; this would not compress sufficiently to remain in the pipe, being
quicksand.

The second sounding was made at the high -water line on shore. A
depth of 52 feet was reached, the pipe driving hard and the tn^eatest
difficulty was experienced in withdrawing it. The sounding showed,
from top, 15 feet red clay mixed with sand; 15 feet clay with less sand;
13 feet fine Sjj^nd; 9 feet empty pipe where quicksand would not oo«i»
press.

MOUNT VEKNON, ALA.

This site, suggested to the Commission, was also examined. It pos-
sesses many advantages in the character of the land, but not of water
front, depth and width of the river, etc. The embankment at the nver
front about the (jovernment reservation, with an elevation of 8 or 10
feet, ascends gradually as it recedes from the liver to the arsenali
where it attains a height of .'>20 feet. Assuming that the ground here
is suitable for the foundations of heavy buihlings, machinery', and exca-
vated docks, the position is too remote from the Gulf, and the engineer-
ing difficulties in its approaches through the bay and river are, in the
opinion of the Commission, insurmountable obstacles to the selection of
this locality as a navy-yard site. JMount Vernon is 20 miles distant
from the city by rail, 4;") by the somewhat tortuous channel of the livo*,
and about 79 from the laitrance at Mobile Point. Very extensive dredg-
ing would be reiiuired to o]>en and maintain a channel in the Mobue
River sufficiently deep to be accessible to the heaviest draught vesselBi
and its permancy, as of the channel in the bay, would be questionable.
There are several abrupt turns in the river, and the channel at Mount
Vernon is much too narrow to admit of the Iree turning of the larger
class of vessels; in fact, the small revenue-cutter Craicford made nee
of about all the available channel for this purpose when the Oommia-
sion visited that locality. ISeveral other jioints above and below the
Coosa Kiver, and at 27-mile bluflf, were examined with no better resolta.
One railroad draw-bridge crosses the Mobile Kiver and trunks of trees
were lodged in the channel.

Among the many advantages of Mobile Bay or Mount Vernon for a
naval station are the abundance of coal and iron in the central part of
the State, ample facilities for inland transportation both by land and
water, and a mild and healthful climate, suitable for out-door labor at
all seasons. Ka(Mlities for obtaining labor are fair, there is an entire
absence of the teredo, potable water may be obtained from arteeiaa
wells, and at Mount Vernon there is the advantage of fresh water in the
river.

After carefully weighing all the advantages and disadvanta

REPORT OP THE SECRETARY OP THE NAVY. 191

Mobile, the Commission is of the opinion that the absence of a suitable
site ou either shore and the extremely shallow water on both, are fatal
objections to the establishments of a navy -yard or docks at Mobile.

The Commission desires to express their indebtedness to the collector
of the port of Mobile and to Captain Keene, commanding the revenue-
cutter Crawford^ for their assistance and courtesy' in placing the cutter
at the disposal of the Commission when visiting Mount Vernon and in-
specting Mobile Kiver.

A chart of Mobile is appended, marked M.

BILOXI, MISS.

At the special request of Governor Lowry, of !^Iississippi, and in
obedience to instructions received from the honorable Secretary of the
Navy, the Commission visited Biloxi and inspected it with reference to
its availability as a site for a navy -yard. At the present time there is
very little water at Biloxi, and the following extract from the report of
the Chief of Engineers will give a correct idea as to the feasibility of
obtaining a deep-water dredged channel :

The amount espeudcd duriDf2c tbe fiscal year ending June 30, 18d8, is $16,177, and
resulted in dred^inj; a channel 8 feet deep tliron^liont at mean low tide, and 126 feet
wide from the 8-foot curve outside in Mississippi Sound, for a distance of 2,150 feet,
thence tt4 feet wide for a further distance of 2,000 feet, thence 124 feet wide a further
distance of 1,030 feet to the 8-foot curve in Biloxi Bay.

On acconnt of the hydrographic and topographic features of the place,
the character of the back country, the distance from supplies of the
most ordinary character, and the lack of railroad facilities, the Commis-
sion does not regard this as a favorable site for a navy-yard or a dry-
dock.

NEW ORLEANS, LA.

The Commission inspected the land and water front about Jackson
Barracks, the naval reservation below Algiers, the method of protect-
ing the river bank at Goldsborough Bend, and the excavation for the pro-
posed locks at the Mississippi and Lake Borgne Canal. In this work
of examination the Commission was verv much indebted to Lieut.
Commander W. W. Mead, U. S. Navy, lighthouse inspector of the
district, who kindly placed the lighthouse tender Panny at their dis-
posal. From the examination of these various points, and from the
data furnished by the several committees in New Orleans, the follow-
ing conclusions were reached.

The geographical position of New Orleans in its relations to strate-
gical requirements in a general way is perhai)S not as favorable as that
of either Mobile or IVnsacola, since its inland position, as well as the
great velocity of the current of the river and the rise and fall of water
dae to annual freshets, must deprive it of the great advantages of a
site on or contiguous to the Gulf, where these conditions do not exist.
A naval station situated near the city would be remote from the sea,
and be liable to be bloi.kaded either by the obstruction of the narrow
channel at South Pass, or by a superior naval force commanding its
entrance. The channel betw^een the jetties can be defended only by a
strong naval force. The construction of batteries in the delta for de-
fensive purposes would be, if practicable, enormously exi>ensive, and
Forts Jackson and St. Philip, 18 miles above the Head of the Passes,
armed with modern ordnance, could afford no greater obstacles to the
passage of armor-clads than they did to the fleet of wooden vessels ia
18C3.

192 REPORT OF THE SECRETARY OF THE NAVY.

The security of the naval Rtation is regarded as of paramoaut im-
portance. The project for the defense of the Mississippi River, u
formulated by the Board of Engineers on Fortifications aud other
Defenses of 1885, "devolves the defense of the mouth of the river
upon a naval force consisting of two lio^iting batteries and twelve tw-
Itedo lH)ats, re-enforced by submarine mines. It is supposed that these
vessels will be able to prevent an enemy from blocking the chaDuel
between the jetties at South Pass and the cutting off of ingress and
egre.ss."

The following is a brief statement of the ccmditions favorable to a
navy -yard site on this river: New Orleans is the terminus of six trunk
lines of railroads. The communication by water with the vast extent
of territoiy embraced in the valley of the Mississippi is unsurpassed.
It is the principal commercial port of the Gulf States, and possesses
great facilities for obtaining every class of building material, skillal
and unskilled labor, and supplies ; coal is abundant and cheap. The
amount of commerce that passes in and out of the (Jrulf of Mexico is a
very large portion of the total commerce of the United States. The
amount of exports from New Orleans, coming from the whole Missis
sippi basin and much of the great West, will demand protection at any
cost, and consequently whether the navy-yard be located at Xew Or-
leans or elsewliere, the Passes and all the approaches to the city will
have to be defended as thoroughly as military and naval skill can eflieet
it. Such being tlie ease, and since there is no other point in the Gidf
of equal importance, or the closing of which would do iis much ii\jaiy
to so large a district or to so many i)e(>i)le, no other place will have or
begin to h<ave the same protecti(m and eare unless the G overii men t es-
tablishes elsewhere a navy -yard, and it is absolutely necessary to pio-
tect it in order to retain tlie command of the (lulf.

The city is subject at intervals to ei)i(iemics of yellow fever, bat fpwn
a com])arison of its vital statistics with those of otlier cities it does not
appear to be exceptionally unhealthy. (See report of Surgeon Jolm
W. Ross, U. S. Navy, in Appendix, marked A.)

At the South l*ass there is a dei)th of water ihrough a straight and
narrow channel between the jetties of more than 26 feet, and a wldthof
more than 2(K) feet for a distanee of 11 n)iles. The central depth of this
channel exceeds 30 feet, tlierti is no indication of the formation of a bsr
in front of the entrance, and it is assumed that these favorable condi-
tions will be maintained, as no dretlging has been recpiired since 1883.
The Mississip])i liiver Commission states that in its o])inion the chaa-
nel at South Pass Jetties is ])ennanent in the seuhC that it will be pos-
sible to maintain a channel theie of at least 20 feet depth at low watisr
in the river, so long as the. jetties are maintained to deep water and the
damages from storms are re|)air(Ml.

In tlie report of the (.'hief of Engineers for 188S, under the head of
the "Survey of South Pass from its head to South Pass Light-Honse,*
it is stated :

As cfmipnrnl with tlu' Hiirvoy of \f^7'\ tlicrc 1i;i'<1h.m*!i a ilccidcd shoal iiig throaffhont
Ihr PttSM, lixropt ill ii ivach 2.^00 tVrt Ion;:, <-onirin'iuiii;: nt :i i)<)iiit l,lr>0 feet aboTe
South l*a8H Li^ht-Houst', wliich (Ici'jH'ni'd an aiiiniiiil varying I'rom 'A to (i feot. The
localitirs wliirli liavc .shoah'<l tlu' l«»ast a'nl hut sllixlilly air thoso near Grand Bayoa
and (loat Island. Tho ^rratcst slioalin^ is :ih<iv(> (iiaixl r>:i\on, and varios from 5
to IS feet in a vfiTical hri-^ht, whilr hclow tlie hayon it vari«'s from \ to 10 feet,

Tho least dcjith ohtaintMl <lnrin;^^ the yrar in liir ii'ach ah«)Vf (;()at Islniicl was 28.7
ft*<M, and the hsist width at any tinn- oi'tho 'X) loot chaiinil was ti'JO ftM»t. The g Wt
<'st (le)>th in this roach dniin^ thi' yrar was Iiii I'l-rt, and xUo :!(i-r(i()t chaiincl wai SOO
ffet wide. Tin* jnesmt dojuh is ijl)..*) iVft. and the 'Jti-loot chann«'l is Ifc'iO feet wide.

TUe lca»t depth iu tho Grand Uayon ivat.InMl during the year was 557 feefe| tho

REPORT OP THE SECRETARY OF THE NAVY. 193

groatest 2a4 feet, and tbe preseut depth, 28.2 feet. The least width of the 26-foot
channel was 130 feet, the greatest 280 feet, which is also the present width.

'^A channel through U\e jetties 2G feet iu depth, not less than 200 feet in width at the
bottom, and having through it a central depth of 30 feet, without regard to width,"
and ''a channel having a navigable depth of 2t) fei^t,'' through the shoal at the head
of South Pass, and *• through the Pass itself," was maintained throughont the year
without tbe aid of drtMlging, and as required by law.

The rei)ort goes on to explain at length tbe cause of the shoaling,
and states that the required depth has been maintained between the
jettiei?, but the jetties require constant supervision and work from time
to time. In the regulations issued by the War Department for the nav-
igation of the South Pass channel it is stated that ^Hhere is a maxi-
mum depth of 30 feet between the jetties and over the bar, but as the
channel is narrow and mud lumps may exist at the mouth, vessels
drawing over 12 feet must exercise care in entering the Pass ; strangers
should not attempt to go in without a pilot."

In the absence of land defenses a strong naval force would be re-
quired to protect the entrance as well as tlje Head of the Passes. The
destniction or removal by an enemy of the aids to navigation in such
an exposed position, or the obstruction of the channel by sunken ves-
8C*l8, would effectually blockade the port.

Tlie rise and fall of the tides in the Gulf, Skt springs, average 18
inches. The depth of the river along the shore at New Orleans varies
from 20 to 30 feet, and from 100 to liOO feet in mid-stream. The holding
ground is reported to be good, but a serious objection attends the hold-
ing character of the bottom ; the anchor, sinking through the soft mud,
becomes imbedded in the tenacious clay beneath and remains there un-
less frequently sighted, so that cutting the cable becomes sometimes a
iiecessiry; this, however, would l>e favorable to i>ermanent moorings.

Tlie velocities of the river current at different times, as given by the
Mis.sissippi River Commission, are:

M.-iximnni at hi^h water, G.25 feet )M*r se(.'(»nd =3.1)8 geocpraphical miles per hoar.
Mininintn at low wat«'r, 1 loot per second =(>.() geogra])nlcal mile i>er hoar,

and extreme rise and fall of river at New Orleans about 17 feet; aver-
age aUmt 12 feet. The great velocity of the current, together with the
great rise and fall of the river during the spring freshets, produces
very unfavorable conditions for the saf^ and easy handling of vessels,
as well as the navigation of the river. It is doubtless true that there
are many parts of the banks of the river within the harbor limits which
are and have l>een unchanged for years, and that it is practicable by
the methods of bank luotection now employed by the Mississippi River
Commission to prevent entirely the caving of the banks. This is said
to have been aceoinplished at (loldsborough Bend.

Tlie Mississippi Uivc^r Commission states that the protection of this
bank by spurs and rev«'tiiieiits forms a part of the improvement of the
harbor of New Orleans now in progress and can be done at a reasona-
ble and admissible cost. As this work of protect-ing the river bank is
in ]>rogressat the presmt time and quite independent of the question
of locjiting a navy-yard at tlie city, it cannot be taken into considera-
tion when summing uj) the expenses of locating a Government establish-
ment at this ]>oint, but may be consideriHl as a point in its favor from
the fact that they have prove<l themselves so effective hitherto wherever
em])loyed. The Commission is further informed that the levee just be-
low Algiers, antl oj^posite to Jackson Hiirracks, was built in the early
part of the present century and that its location has remained un-
changed, thus d(*monstrating that the river's encroachments on tbia

NA 89 la

194 EEPOET OF THK SECRETARY OP TUE NAVY.

shore are hardly i>ereeptible, even in Huch a long period of time. It wag
uear the scene of the improvements at Goldsborough Lend, hut befixra
they were made, where the banks, and wharves on heavy pilings, and
the railroad station of the Texas and l*acific Railway fell into the river.
Since the improvements have been made the wharves and buildings
have been replaced, and there is now no apprehension felt as to their
safety.

The fitness of the soil on the river banks for bearing heavy structures
if properly piled, is unquestionable. The massive buildings, seven ana
ten stories in height, of the Louisiana sugar refinery, constructed partly
on the batture land, attest the truth of this statement. They are, how-
ever, at a safe distance from the encroachments of the river.

Canals for very light vessels connect the liarbor with the western
Gulf coast, and others are projected between the river, Lake Pbiitchar-
train, and Mississippi Sound, but the levee has not its yet l>een cut at
any point. The Lake Borgne and Mississippi Kiver Canal, now in the
course of construction and which is to be connected with the river by
locks, is designed for the use of the light draught vessels that navigate
the shallow waters of Lake Borgne. (For plans and views of the work
at the locks see appendix, marked N.)

The engimH3ring difficulties to be encountered in constructing ao
excavated dock with a depth of 25 feet on the bh>cks below low- water
mark, and probably 40 feet below high-water mark of the spring
freshets, with gates of a suitable dei)tli connecting with the river
through the levee, will be great, but not neci».ssarily insurmountable.
The Commission was informed that there was no record nt New Orleans
of an attempt at the construction of au excavated dock, even for vesseto
of moderate draught, on the banks of the Mississippi Kiver; the great
rise and fall of tiie water and the rapid current have probably prevented
such an undertaking. The construction of one now would be experi-
niental, and possibly very dillicult, but by no means iiupossible.

Examinations that were made at Algiers by Messrs. J. K. Simpson &
Co., under directions from the commission, to determine the possibility
of C/onstructingan excavated dry-do(jk, gave the following results, (For
full report see api)endix, markiMl C.) It is to be noted in this connec-
tion that no mention is made as to the cost ordilViculty of cutting a gate-
way in the levee, nor th(» i)n)bable results to tiie adjacent banks of the
river. The site selected for the examination is situated opposite the
lower end of New Oileans at Algiers, and embraces as a Government
reservation a plot .'i<S4 feet wiile, running biuik 2,880 feet; the land in
front is about 4 te.et Inflow the level of the levee and sloi)es grada-
ally to the rear. The bottom of the river close inshori^ slopes away at
an angle of about oiu^ in two, giving a depth of .*50 ieet at a distance of
70 feet from low- water mark, or 180 feet from the levee. At 400 feet
from the levee, nearly opposite the mid<lle of the reservation, the low-
water depth is 54 feet. Soundings were mm]o with a liinch pij^e near
the water's (».dge, and at about 1*00 and (>00 feet back along the center
liu(^ of the ])lot, to depths of from 1*0 to 40 feet below the Gulf level, and
all showt»d the same characteristics; that is, alter the first 8 feet, which
was easily penetrat«'(l, the driving gradually became harder, finally re*
(iuiring heavy blows to sink the pipe one-quarter of an incii.

At tln^ first point, when a p(*uetration of .'>0 Ieet *^^ inches had been
rea(*he«l, it was <h»eme(l best to witlniraw the |)ipe, the adhesiveness of
the elay whi(rh the pipe brought ui> showing goo<l resistance. The
spe<'inieus showeil dark day, harder and more compact as thedo])th in-
creased. The second sounding was i>Kule to a (le))th of 42 feet below
th(» surface of thegroun*!, the pipe d» '»r hard until finally, with well-

REPORT OF THE SECRETARY OF THE NAVY. 195

directed blows, it could only be driven one-eighth of an inch at each
blow; the pipe was then witlidrawn, using a 20- foot lever. This sound-
ing showed the same character as the iirst one for a depth of 24 feet;
for the next 12 feet there was a mixture of two parts stiff clay to one of
sand, and the Unal feet was stiff clay and sharp sand. The third
sounding, to a depth of 26 feet, ended in stiff clay. (For plan of borings
see Ap{)endix, marked P.)

The Teredo navalis does not exist at this point and there is nothing in
the water or soil destructive to timber. The only objection that can be
urged to a dock at this i)lace is the rise of the river during freshets ;
this would necessit^ite the placing of the coping of the dock at or near
the level of the top of the levee, or about 13 feet above low- water mark.
Tlie Mississippi Eiver Commission gives the extreme rise and fall of the
river at New Orleans at 17 feet; this discrepancy is more apparent
than real, since one statement refei^s to the difference between the ex-
treme high and low water, while the other refers to the rise above Gulf
level. The observations of the Mississippi Eivei* Commission were
made at Carrollton,Just above New Orleans, and fliere is a difference of
about 1.2 feet between that place and Algiers in favor of the latter
place. This great depth would, of course, inci*ease the cost of a dock at
this place, but presents no insurmountable difficulties from an engineer-
ing point of view. The time required to construct a dock here would
approximate three years ; the cost, $840,000.

The present reservation with a front of only 384 feet is too small for the
purpose for which it is intended, and if the Government decides to place
the navy -yard at this point it will l>e necessary to purchase more land.
The following information relative to the property on either side of the
reservation is taken from certified information furnished the commis-
sion by the assessor of the district in which it is situated : Above, or to
the west of the reservation, there are two vacant lots owne<l by different
parties ; the first, 672 by 7,080 feet, and the second 500 by 7,080 feet.
The depth in this property includes both cleared and wooded land. As
regards the price at which the Government could purchase this land it
could not be determined, as the representatives of the estates say they
do not care to sell unless comi)elled to, though they say they would ex-
pect to be reiisonable if the Government wished to purchase with a
view to establishing a navy -yard there. The riparian rights, or "bat-
tare pri\ileges," go with these jls with most of the property along the
river at this point and further down.

Below, or to the east of the reservation, the adjoining property, 192
feet front, 7,680 feet deep, is owned by tlie same party that holds the
land, 4,79() feet deep, directly in rear of the reservation. The tnict next
adjoining has l>een consitlerably subdivided into small hohlings, while
the batture land is held by still another party, forming the exception
to the usual rule regarding property in tins neighborluM)d. The price
at which the Government coulil accpiire sufficient of this pn>i>erty to en-
large the present reservation to any extent desired would be on a basis
of $5,000 per tract of 102 by 2,870 feet (1 arpent front by 15 ari)ents
dei^p) for unim))roved land, and about double this sum for improved land,
or in proportion to the imimivements.

At the excavation for the eanal locks, lH»fore mentioned, boiings
were made to a depth of 5ti feet below the Gulf level, and, by marks
registered there, 72 U^ot below the highest known water rise — that of
1874. The result of these soundings showed the same dense blue clay
the entire depth as had been found in the other soundings.

While the Commission believes that the ground at Algiers is well
adapted for building a timber dry-dock it id not prepared to concur in

196 KEPORT OF THE SECRETARY OF THE NAVY.

tbe opiniou that serious engineering difficulties are not to be eneount^
ered in the construction of its entrance to the rivpr. A dry-dock with
its caissons of a depth extending some 40 feet below the top of the
levee miglit possibly lead to the formation of bars at the entrance ; in
facty there is little doubt but that in course of time a deposit would be
formed in front of any opening that might be made in the levee. There
is no reason to apprehend any more serious trouble than this, and as it
has been found necessary to dredge in front of the entrance to the dry-
docks at both Boston and New York there is no ground for supposiog
that this will entail any excessive expense or interfere materially with
the usefulness of the dock.

The adjustment of launching slips and ways to the varying stances of
the river is another difficult problem for the engineer, since they will have
to be so constructed as to permit the launching of a ship at a low stage, if
not the lowest stage, of the river and at the same time keep the stem
almost clear of the water at its highest stage. Tlie extreme rise and
fall at this point is not far from 17 i'eet ^ this, if the ordinary incline of
seven-eighths of an inch to the foot is given, would involve the expense
and difficulty of continuing the ways back 233 feet further than would be
needed at the lowest stage of the water; besides this, the usual depth
of water along the banks at time of freshet is about 20 feet at a distanee
of 120 feet from tlie levee, and deepens to 70 feet at a distance of 370
feet, so that there might be tnuibh*. in supporting the outer ends of the
ways for launching a heavy armor-dad, say of 10,000 tons, at extreme low
water. This difficulty of arranging the lanncliing slips would bean
inconvenience certainly, but it couM be met by so adjusting the ways
as to ailmit of launching at anything but extreme low wator, which
would cutout only a very short time in the late summer, when it woaU
be impossible to launch a ship, and it would not be necessary to put the
stern of the ship above liigh-water mark, since in the slip there wouMbe
no current, and there would V)e no harm done if tlie steriipost was in the
water, jus sometimes happc^hs now at some of the northern yards at high
tide. Should building docks be resorted to in order to obviate tiiis
trouble, as at some of the i)rivate T^uropean dock-yards. Naval Con-
structor Hichborn expresses the opinion that though as a rule they are
damp, dark, and contracted, th(» system has one advantage, that ail the
weights are lowered into their places, no hoisting being rt»quired.

After carefully weighing all the a<lvantages and disadvantages of Al-
giers as a site for a naval station, the (Commission is of the opinion thit
while the s])ot is not an ideal one, no other place in the Gulf compares
with it in the advantages oilenMl, and that the advantages are so many
and so great and (mtweigli the (li^:Hlvantages to such an extent, thrt
the Commission has no hesitation in nMronmiending the location of a
navy-yard and dry docks at tlie piesiMit (l<)V<»rnm(Mit reservation at Al-
giers, Louisiana.

A chart of New Orleans is ai>i)euded, niarkcil O.
Very respecttully, vour obedient seivants,

\v, r. mcCann,

Commodore^ U. >Sf. Xaru^ Prfsidnit A'^fo/- Yard Siiv Commission.

WlIJwMjn 11. r.ROWNSON,

Lirif tenant (jnnmantlcr^ U, 8. Navjf.

Dl'NCAN KlCNNKDV,

Lh'ittenant, l\ S. Xary^ Secretary to Commissiam.
Uon. 13. F. Tracy,

Secretary of tJw Navy.

Appendix A.

U. S. Navy- Yard, Pensacola, Fi*a.,

Surgeon's Office, August 26, 1889.

Sir : Tour letter requesting informatioQ and opinions for the Navy- Yard Site Com-
miseion regarding the healthfulness of New Orleans, Mobile, and Pensacola, was duly
received.

I incloee herewith communications upon the subject from men whom I consider the
best authorities of the three places in question.

Dr. Hargis has for a great many years been the leading medical man of Pensacola,
and has given particular attention to public health matters, especially to yellow
fever. Professor Chailld of Now Orleans, and Dr. Mastin, of Mobile, have national
reputations with which the Commission is doubtless familiar.

Professor Chaill^'s views and facts, t- s)>ecia]ly those expressed in his letter of the
18th instant, are so entirely in accord with those which I had formed and collated
that I shall take the liberty to refer the Commission to them and refrain from the
repetition in words of my own.

Looking at Pensacola, Mobile, and New Orleans from a sanitary point of view^ I do
not see any important difference between them as sites for a navy-yard. Their re-
spective pros and cons about counterbalance one another. Moreover I do not see
any objection that could logically be made to either place upon the score of unhealth-
fulness. The time is fast approaching, if it has not already arrived, when.yellow
fever will be as effectually barred out of Pensacola, New Orleans, and Mobile, as it
liuH been from Norfolk and Philadelphia.

Malarial fever, the great curse of the South, West, and many parts of the North,
may be shorn of nearly all its terrors by the proper observance or a few long-known
and well-established precautious, such as sleeping in upper stories, thorough drainage
of the soil, &c.

Very respectfully,

J. W. Ross,
Surgeon, U, S. Nary,

Lieat. Duncan Kennedy, U. S. Navy,

Seoretary to Navy- Yard Site Commission, Washington, D, C.

Appendix B.

Beport of sonndingH made at Penwicola, Fla., June 2, 1HS9, together with plans of
tame, and approximate estimate of the cost of col struct ion of one of Simpson's im-
proved dry docks adaptc<l to the location and its surroundings.

The rite as proposed is located at Bohemia, Escambia Bay, about G miles northeast
of Pensacola.

This site forms a hollow between two oxtciKlrd points, Gaberonue and Devil's
Point. At each of thewi points and along the bay the land rises in blufifs (close to the
water) from 60 to 12(» feet high, the tracks of the Pensacola and Atlantic Railroad
running between bluffs and water.

At the place designated, lioheniia, the land is dat marsh for a distance of one-half
mile back from shore, then rises to the height of surrounding blufis; water shallow —
8 feet in depth a distance of 1^ miles out, in lino of Bohemia.

A line from Oaberonne to Devil's Point would extend about 1^ miles, bringing
Bohemia three-eighths of a mile at a right-unglo further inshore.

]?>om a small steam-launch we sounded in 4 feet of water, 250 feet from shore with
a sonnding-rod 13 feet in length ; rml met with slight resistance for 12 to 14 incbea,
then went down of its own weight.

We next sounded inshore at water's e<lge ; beach covered with coarse sand ; it re-
quired hard work, Jomping the rod up and down, to get down 4 feet, after whioh it
was easily thnist its entire length ; this at a i>oint immediately in front of chimnej
shown on plan.

198 REPORT OF THE SECRETARY OF THE NAVY.

TliiH point hii8 a]>parcntly boon tlio oiitlot to a Htroani riiiiiiiii^ from tlin swamp.

Wt) noxt w'fMit 4(H) i((3<;t out fix>iii Hhoro ; water 4 ft.'ot <UH.'p. Roil wan readily pnflhed
to watvr level.

Wo then went 50 feet farther out, with same result.

At r)r)0 feet out from shore the water was 5 feet (> iuches deep and the rod with
difficulty thrust dowu for a distance of 2 feet, and then the rod went down very
easily.

One thousand iivo hundred feet from shore the material was very soft; water 6 feet
deep, rod going down of its own weight as far as we could reach.

Seventh sounding made about 2()0 feet farther south, same distance out, gave same
result; all above soundings made at low water; mean tide, 1.3 feet; wind varying
tide G to 10 inches. The last four soundings wen; made from a skitf.

Tuesday, June 4, 1889, Captain Saunders, who has the only floating pile-driver at
this place, having failed to be ready for us, we secured (Kifet't of 1-inch pipe and
with this made one sounding at a point 1,6H0 feet fn)in shore and -iyCiHW feet Koath-aooth-
west from DeviPs Point, measured by Mr. Welker, civil (jngineer, an officer of the
United States Coast Survey.

At this point the water was 7 feet fi inches deep; pipe went with easy pushing to
28 feet below high water, then with light ta^mof maul to 3h foot below high water.
The]>ipe wjis then hauled and showi^d soft, slimy, black mud to within 2 feet of bot-
tom, where there was a mixture of fine san*! suHlciient to feel gritty.

The wind interfering with out-shore work, we started at shoro-line, at a point east
of chimney, marked B; by jumping the pipe up and down it ]»enetrated 12 feet and
was then driven with mallet to*2() feet 2 inches below high water. The pipe turned
freely by hand until 24 feet was reached, then it <'ommcMiced to <lrive harder until
we reaclie<l 20 feet 2 inches below bi«4;h water, when the pii>e bent at top and was
hauled ; bottom showed mud mixed with conrse sand for 2 feet, balance t^) the top
all sand.

Wednesday, June ;">, we towed pile-driving machine fi-om IVnsacola to Escambia
Bay ; owing to shallow water, the tug cast the machine adrift, one-quarter of a mile
from shore, and the strong wind soon carried it ashore. An effort was made to drive
a pile at this point, but little c<»uld be done, jis engine would not lift 1,800* pound ham-
mer until woo<len lagging was removed from drum.

We, however, drove one stick r.H'eet <> inclies into sand at a point 10 feet from
water's edge, it driving very hanl, through clean eoai-se sand.

Thursday, June 0, pile-driver beinji: aground, we used it lo make soundiug fh>m ;
wv. drove 2-inch pii)e 2r) feet ; this drove very bard after the first 10 feet, bonding top
end of pipe ; we hauled pipe and found coarse sand its entire length — this at a point
40 feet from bank, about 800 feet northeast from chimney, marked (•.

Then with 1-inch pipe we ma<le sounding off launch in line HOO feet out iVom C,
nuirked 1), i)ushed pipe :52 feet below high water, tluMi drov(5 with light mallet to fiO
feet below high water (water feet deep), in endeavoring; to pnll this pipe the launch
lurched, the hiver slipped, and i)i]>e broke jifter starting \\\i some l\ or t» feet ; the point
at which i>i]>e broke being at '^0 feet below high water, no result other than approx-
imate could be obtain<Ml irom this sounding, which seemed soft all through.

We next started from shore with skill*, sounding with 20-foot i)ol(»; starting ^ith
sand or ai>pareiitly hard bottom close to shore, we worked out, sounding in the vicin-
ity of site with ]»ole.

We found wat^^r depth to increase slowly, while mud de])thinereas<ul nmre rapidly.

From a point at zero at shore-line, we ])ushed tlM^ pole to water-level at a point
7lM) feet out from shore. At places the bottom is covered with a crust, a short dis-
tance below the slimy to]); out from the center line of Bohemia, thiscrustiR thinner
than at either side, and for this reason every etVort was made to find solidity. A
sonn<ling lead weighing 10 ])ounds penetrated from i\ to 2 feet into mnd below
wat er.

Satunlay, Jun«' 8, having seeiired from Mr. E. F. Skinner, of Fscambia(throneh
the intervention of Mayor Chipley), a good Oat scow, w«» maile soiniding, marked IS,
:10 feet from shore; water IH inehes <leep ; the pipe penetrated 'M't feet, driving very
hard: result, sharp coarse san<l for ciutire dejith. 'J'his Mumding was made 8s» feet
northeast of chimney (this line was worked out as showing best possible ehanoe for
hard bottom, jndgint; from ])n^vions soundings with ]>ole an<l i*od).

We next drov<> sounding marked F at a ])')int :^J0 feet from shore on same line,
water T)^ feet deep. The pipe was driven 28 feet below high water; bottom hard
sand i'or a de])th of 15 inches, then 12 inches of sand mixe<l with mud, balance above
that Wcis soft nnid.

We next droves sounding marked fJ, on same line OHO feet out — water 6 feet 6
inches deep ; with the 1-inch l)ipe, we just n'ached hard sand atlW feet below high-
water level ; wnth the exce])tion of one f(iN>t at bottom, of mud and sand mixed, wis
sounding showing soft mud for its entire depth. The pipe was]Mit down by hand In
this sounding.

REPORT OP THE SECRETARY OP THE NAVT. 199

We next mmie Houiidiiip^ marked If, 1,100 feet out, water 7 feet deep. The pipe
fa8toiie<l to pole was piiHlied by hand to a depth of 43 feet 3 inches below high water,
when sand was reaclti>d — entire depth except abont one foot at l>ottoni was soft mud.

These pipes, Q and H, were pushed down until they brought up hard and then
raised, the bottom showing about one foot of sand. All these soundings were nia<le
oif steady lighter and clearly demonstrated the shape of bottom from shore-line out.

These were all the sonndings made at Pensncola.

At this place we find the teredo doing great damage to pile structures, several
ruins of wharves bearing evidence of their ravages. The Louisville and Nashville
Railroad Company have cast a cement covering around the piles in the bridges and
wharves, although they had beou creosoted. It was contended, however, by some
that the piles in question had been improperly and insufficiently treated. However
that may be, it is a fact that the Louisville and Nashville Railroad have made molds
which a diver placcH below water and around the piles, then tills to abpve water-level
with cement, thus forming a sleeve about 2 inches thick.

The vast amount of slippery ooze, or mud, which covers this bay is the output of
lar^e swamps, which abound all along the rivers which enipty into this bay, and
while onr soundings here showed a rather even slope to hardni)od, yet there are evi-
dences of undulating bottom all around here.

In building some of the wharves at this place they put down 40-feet piles with
lever; at other points in same wharf 30-feet piles drove hard. Some wharves have
sunk in middle of length.

At the bridge across the Escambia River (bridge 2^ miles long), 3^ miles above site,
the piles vary from 35 feet to 60 feet in length. Mayor Chipley, who is president of
railroad, mentions some instances whore ))iles sank to 40 feet with one blow of
hammer, while in other places they drove hard.

From the Wst evidence obtainable, It appears that in the upper section of the bay
the hard 1>ottom is UHually found at a great depth, while above such hard bottom
is slimy mud, through which boats (tan readily pass to depth of 3 to 4 feet.

At the marine railway, now building, on the op|>osite side of bay, they are using
some 5-inch iron screw-piles 70 feet long. Facilities for doing the work of sounding
or obtaining help at this place were niiw'rable.

From the foregoing results, obtained after patient investigation, we are of the opin-
ion that a timber dry-dock of same dimensions :is those we are now building for the
United States Goveniment, the s])eciticat ion being adapted to the location (owing to
the neceiisity of wide enibanknituits on either side of dock and substantial retaiuing-
cribs or bulk-heails for the protection against the ravages of the teredo)^ could not bo
constructed upon this site for a less sum, approximat<*ly, than l^l,4()5,000, and the
time necessary for its construction we would ])hu;e at four years.

We beg to respectfully submit the foregoing.

J. E. Simpson & Co.
New York, August 2, ldd9.

Appendix C.

Report of soundings made at Algi<>rs, ojiposite Now Orleans, La., May 27, 1889, to-
gether with plans of s:inu>. and approximateeKtimateof the cost of construction of one
of Simpson's pat4?nt ill) pr«)ved dry-docks ada])te<l to the location and its surround-
ings.

The site, stdected as m.-irkt'd u]»on chart, is situated opposite the lower end of New
Orleans, at a place called Algiers, and embract's a plot about 400 feet wide, running
back about 2,(HH) foct to low land, the land at this point being about 5 feet below the
level of *• levee." The levtM- eenti'r to river-bank at this time was 107 feet. The
water-level at this date was 3 feet an«l (I in(rhes alK>ve " gulf-level," or what is termed
a low stage.

From information furnished by Major llarnnl (city surveyor) we ascertained that
water-levels are taken fron> '* gulf-lfv«'l" as standani zero.

inch

dng

l»«came

harder, finally re<juiririg heavy blows to sink pipe one-quarterof an inch. The ram-
mer was of live oak, weighed GO pounds, and was worked by two men, the drop be-
ing 2 feet (> inches. When this penetration had been reached, it was deemed i»est to
withdraw the pi]>e, which was accomplished by use of chain and lever, the adhesive-
ness of clay which piin^ brought up showing gooil resistanrf . The si>ecimcns showed
dark clay, being harder and more compact us depth increased.

200 REPORT OP THE SECRETARY OF THE NAVY.

A second sonnding was made at a i>oiiit ixiHide of levee, distant from A 184 feet, on
same line (center of plot), and marked B. This sonnding was made to a depth of 42
feet below the surface of the ground, the pipe driving hard until iinallyi with well-
directed blows, it could only DC driven one-eighth otaii inch at each blow. The pipe
was then withdrawn, using a 20-foot levtsr. This sounding showed clay of the same
character as at A for a depth of 24 feet ; for the next V2 feet was a mixture of two
parts stiff clay to one of sand, and the iinal six feet was stiff clay and sharp sand.

A third sounding, marked C, was made 400 feet inland from B, to a depth of 26 feety
ending in stiJOTclay.

A severe storm of rain, with vivid lightning, ended labor for the day.

We next visited the excavation at the Gulf Canal at a place on the New Orleans
side of river at a point about 11 miles below the center of tho city.

The excavation at this place having been made to a depth of "23 feet from surface
of groond, without disturbing the sides, although they were soft at top and often
soaked with Surface water or ** seepage.''

The soil appears to be clay for the entire depth of excavation ; darker at top, and at
bottom a compact bluish clay.

This was deemed am excellent opportunity for deep sonnding to test the clay (or
mud, as termed here), said to line the bank of the Mississippi River.

Our tools and appliances having boon Hhii>po(l to PonsiK'ola, 1^-inch pipe was
secured, but after three vain efforts to drive (the ]>ip» breaking each time), 41 feet of
1-inch pipe was secured and driven to a depth of ^{9 feet below the lowest point of
excavation.

Excavation 17 feet below gn\f level, sonnding therefore 56 feet below gulf level,
and by mark registered here 72 feet b«ilow highest known water rise of lti74. The
result of this sounding shows samn clay for entire depth.

Upon the next day three test-piles were driven at the Algiers site. (It may be re-
marked that all piles driven in the vicinity of New Orleans are square, usually 13 by
13 inches at larger end and 10 by 10 inches at the other, and varying from 35 feet to 70
feet in length, the ends not point-ed).

These being the only kind of pile obtainable we used such, but pointed them before
driving.

An 1,800-pound hammer was nsed ; the guides of the machine admitted of only a
45-feet drop ; in order to get piles under hanniier they were sawn off to 60 feet.

The first pile was driven at u]>-river end of plot, marked D, water 8 feet deep 18
feet from bank.

The weight of pile and hammer combined caused a penetration 9 feet ; thirty-two
blows caused a fiuther penetration of 18 feet; this was with cushion block of wood
on top of pile, to save niig (the usual method employed at this place). Dispensing
with the cushion and driving directly on ring, st^venty -eight blows caused a further
penetration of 17 feet ; ten blows more were struck, carefully raising the hammer to
top of ways, driving the pile only 13 inches further.

Total penetration, 49 feet 7 inches below ** gulf level."

Drop of hammer about 37 feet.

A second pile of same dimensions, marked E, was driven at a point 120 feet down
river (in line of first pile D) ; water 8 feet deep. This pile sunk with weight of ham-
mer 9 feet.

First twenty-five blows: penetration 7 feet 6 inches.

Second twenty-five blows : penetration 13 feet 6 inches, after which ei^htj blows
were struck, the penetration varying from 5 to 1^ inches, ending 43 feet in soU and
47 feet 6 inches below ** gulf level."

The third pile, marked F, same dimensions as D and E, was driven at lower line of

Slot, 10 feet from bank, water 7 feet 8 inches doop. Pile sank under hammer 7 feet
inches. The penetration of this pile was carefully noted after each ten blows witii
result as follows:

Peaetnitton.

Pint 10 blows ^

Fttt, In.
12 2

Seoond 10 blows

2 9

Third 10 blows ^

1 H

2 V

Fourth 10 blows...........

Fifth 10 blows...... -*.

X 5

Sixth 10 blows

1 2

Seyeoth 10 blows

1 •

EiehthlO blows

1 2|
1 0^

Ninih 10 blows

Trath 10 blows ^

!•

XUrcBth 10 blows...... . . .^. „

1 t

'^-1/

'" §

III /h\ W

■s

■

, SO' ■

■o

•0

«»-

':i

«i»»-

Vl"

» Ig 1

/ '

I 5 !

ife

L«

si:

3*^

■^=^=^x

—

T'\

1 •

cmess DAM. r

I atKtfo

^"^

^.^^

*^Jj^ P^*?"^*!,,

" ' ---..

APPENDIX B.

No. 8.— REPORT OF THE BOARD OF VISITORS.

United States NavIl Academy,
Annapolis, Md., June 7, 1889.

SiE: The Board of Visitors to the Naval Academy has the honor to
ibmit the foUowiii^j: ivporf :

The Board conveiK^l on the 1st instant, and organized by the election
fConnnodore(ieor;;e Brown, U. S. Navy, president, and Senator M.C.
iutler, of South Carolina, vice president; Lieut. Richard Wainright,
r. S. Navy, secretary, he having been detailed for that duty by the
uperiutendent of the Academy.

STANDING COMMITTEES.

(1) Condition of admiaaion to and discharge from the Academy. — Hon. M.C. Butler,
Hon. H. A. tlorbert, Hon. C. H. Grosvenor, Commodore George Brown.

(ii) Subjects of study and standard of scholarship. — Hon. H. M. Teller, L. C. Gar-
land, LL. D., Gt'nenil F. A. Walker.

(3) Grounds, huilditifjUy and sanitary condition. — Hon. William McAdoo, GoTernor

J. A. Beaver, Hon. C H. GroHVenor.

(4) Sfamanfihij)^ ordnanct; and navitjation, — Commodore George Brown, Governor

J. A. Beaver, Hon. Wililam MeAdoo.
(f)) DiKiiplinf^ drill, practical (j-criiseH, administration and police, — General 8. L.

Woodford, Gtiu-nl F. A. Walker, Hon. M.C.Butler.
(C) Steam, mathematiiH, physivH^ and mechanics. — Dr. T. C. Mendenhall, Prof. Oren

Koot, General F. A. Walker.

(7) Kngliah studicM^ modern languayvs, drawiny^ physioloytffand hygiene. — Prof. Oren

Koot, L.C. Garland, LL. D., Hon. H. M. Teller. *

(8) Finance and library. — Hon. H. A. Herbert, Commodore George Brown.

(9) Final report. — Hon. C. H. Grosvenor, General S. L. Woodford, Dr. T. C, Mend-

enhall, Commodt)re George Brown.
General Stewart L. Woodford was elected orator.
SessionH of the Boanl were held daily during the continnance of the examinations.

ONDITIONS OF ADMISSION TO AND DISCHARGE FROM THE ACADEMY.

The Board, after careful cousideration of tbe Rubject, unanimously
^commeuds that the actadeuiic course Ik; rtnluccd from six to four years,
Qd that at the end of four years the graduates be coDimissioned as en-
gns. It also recommends that it shall be required by law that tbe

206 REPOKT Ut- TtU-: SKCRKTAlty OV THE h'AVI.

desigiiittiuii of [K-t«oiiH lor iii)poinlm«nt, aud tbvir tiltenuiica, to All \i
vaucicH ucdirriug Q-om graduation, Ik< niad(> one year itr nilvHiim wIm
pmoticHblc.

TbcBoai'd also recommends a islmQRi- in thfilaw tiKhig the niaxhnoa
limit of age for uuiraDce into the Naval Academy at twenty (20) jvml
Initttoiiiniou uiiietecu (19) years i» the 1>etter limit.

The Board has made diligent inquiry in order that it nii|£htait(«nitiDi
if i>0K»ib1e, the effect upon cadeti* of the hiw, flT»l eoaoCed in I^:;, ha'
itin^ the nnmber of udmissiouH into the Navy.

It was rea»oual)letD Bujipose that 8onteratdetii,iieetng no fair prospect
of a eoinmi»siou, would beeome dit«eonriiged and ceaae to |iitr«uu llMtf
studies with diligence. There is testimony tending to show that,iDH<MB»
decree, thia is true. The Board belierea that the value of Ihu euurat
of inHtruction, both to those who reach jfradnattnit and to (hone who Gul
of graduation, is impaned by the iiaiuful smallness of tli*.^ number vt
those who can I'easouably hope to attain positions in the iinval Qurrict

While it ajipears that the morale, discipline, and scholiu'ship of tht
Academyhave impi'oved in the last four years.yet the Boanl iti cotiQdoit
that the intense competition which necesearily ariseti under the oper>>
tiou of the act of 1882 is incousisteut with an iiltogether licultbftil |w-
suit of the studies of the course.

It would be very desirable for the Government to tlnd, irprKcticaUt,
occupation for more cndet graduates than are now taken uunaally inU
the naval service. It seems to the Board that CongnrKu might «•#
consider the propriety of putting these yrmn^ meii, ko far us may h«,v
the revenue marine service, tilling all vacancies there by api>o)Dtni«l
from the graduates of the Academy. These would be &o many
prizes tor diligence, and certainly it would not be an undomralile
to have naval offlcerx acquire the knowledge of our <»ka«tH and if
liroaches that would be attained in that et^rvltte, the dutiua of «h(«h
quire constant watchfidneas over every avcuue aud landing by vhi
an enemy could approiich from the Hca.

If tho number of tbone who are to be rccuivvd into the m'rrtMfl
not be increased, it would, in the jmlgmextof the Itoanl, be liotterti
a much amultur number should bo admitted into the Acuileoiy,

BOBJBOTS OP STUDY AND STAKDAUD OF SDnOLABOOIP.

The Board Huda :

(1) That nopubjectofstndy isemhraeod in ibejiresoMicouiw' wliii
is not essential or highly important In the educatlou and tmuiins^
naval cadets, under the general system prevaillng-

(2) That the pro|>ortious according t'O whtob the Hgitre^tD time '
the disposal of the academic board has been divided between the w
eral Bubjects of study are, in general, very judiciously Inken,

(3) That no subject which can be deemed cs»ential to the pToi>errf
ucation and training of navul ci(det«>, uiKler the geueral HyBiem ]<i*'
vailing, is now omitted from the course of IdBtrnctign, excepting oeV
international law, and the Board is unanimous luid curncdt in tbeopmlV
that this brauch of study should beheld to bo absolutely iudiH)iea

Believing that it in not advisable lo add anything to the pi
weight of studies in the Academy, it recommeodw that mom be
for this branch of instrnotion through a reduction iu llie votnn*'
work iu this or some other depsutment.

(4) The Boanl Bnds that, while the course of fitndy nt the Avadfttlj

REPORT OF THE SECRETARY OF THE NAVY. 207

rere^ as it ouj^^ht to be, the requirements of instructioD are uot ex-
ive. After careful consideration the Board is satisfied that the de-

ands upon the time and strength of the cadets are not greater than

consistent with health and mental soundness.

•Jhe BoanVs observation of the cadets, as well as the testimony of
.he medical officers of the Academy and other members of the corps of
DStruction, shows that the young men pursuing these studies are vig-
>ron8, active, vivacious, with a degree of mental spontaneity and phys-
cal alertness which could not be exhibited by men who had habitually
been overweighted or kept under undue strain.

The Board notes, with gratification, the instruction given in the me-
chanic arts, and hopes that opi)ortunity will be found for a large exten-
lion of these studies and exercises during the summer or otherwise, and
the introduction of the cadets into the shops at an earlier period of the
Doorse.
.

GROUNDS, BUILDINGS, AND SANITARY CONDITION.

The Boani heartily indorses the report of the Board of Visitors last
vear as to the excellent condition of the grounds and buildings; clean-
UDess and order are everywhere observable, and the good health of all
^t the Aca4iemy bespeaks its sanitary condition.
As recommended last year, a new boat-house for the storage of the
eamlaunches and boats has been appropriated for by Congress and
8 now being built. There is also in course of construction a new brick
tiding to be used as a sail and rigging loft. This will do away with
use of the pre/^ent fnime building on the dock and lessen the dan-
jr of fire. These buildings will serve a useful pur|>ose.
The Board again recommends that some use or disposal be ma<le of
he unuse<l hospital building. It thinks that if no use i^n be found for
he building by the Government the same should be sold.
The additional land adjoining the Academy grounds, for the pnr-
ase of which Congress j)rovided at its last session, has not yet been
^ht, owing to the fiict that the owners demand a larger sum than
nac appropriated for this [)ur]>ose. Measures are now being taken to
oiidemn this land to Government use under due process of law, and at
, price to bi» thereby fixed.

The Board has been impn^ssed, as were its immediate predecessors,
y the necessity for additional houses for officers detailed for duty at
be Academy, many of whom are now obliged to live, at no little ex-
it 5, outside the Government reservation ; therefore the Board unan-
lusly recommends that additional quarters be furnished for the in-
- tors of the Academy.

SEAMANSHIP, ORDNANCE, AND NAVIGATION.

T Board witnessed, with much interest, the drills and exercises of
(»i<let>$ in practical seamanship on l>oard of the Wyoming^ the target
tice with great guns on boanl the same ship, and the artillery and
lintry tactics on shore.

in the exorcisc^s on board of the Wyoming the ship was gotten under
r and steamed to a favorable position in the bay, the cadets i>erform-
ail tin* duties usually required of seamen and the forces of the en-
lue and fire rooms.

208 REPORT or THE 8ECHKTABX Of THE KAVT.

The exercises in making nud shortttiiitig aall, seuiliiift np and
light nin&ts anil ^yanlM, anil in the oniiiiary eTolntioiis of hauitlinK
were performed m a, very eatisfautoiy manner aiiil with uouiiiivi
Bpirit The cadets lalioieil nnder gi-eat ilisadvaDtajr«-is dnu i
heavy spars, oid fashioned blocks, and poor-flttliiji; »»\l». Huoh
ously iinperfeot appliances will not probably exist wlieo tbi: uh'
ship, already appropriated for, is completed. Tbat «hlp alioiild boi
most modern type in all departments; she should be Sfinarw-rig;
at least two of ber masts, and sbe should have an cxLra milt ol
especially for exercises.

In the department of ordnance the practical work ahowA cvidei
carefnl training. The drills of artillery and infantry wen! ereiliC
the instrnotors as well as to the cadets. The targ>t pnuaiGu fru
Wyoming, when nnder way, was most excellent lu di-tiiiU and r
The regclatinn target was anchored, and tlie ship luaiiititinud a p
about 1,200 yards from the target. The target was xtruuk rmql
and of the many shots llred, but few, if any, wonld have failud W
a small-sized vessel. It was particularly ouservable that the t
and instruction of the cadets bad been sneh an to f^ve them tliat
Cougdenoo in their guns which ie essential to gooal guunury.

The discipline of the Ai;ademy is all that is riv]nired for a IukI
of milititry training. The regulations arc ncceMtinnly exu^^'tini;, 1
sn unforcetl by thoHC eharged with this duty as lo'ustuldiHh pi
relations betwi-ou them and the ciideLs. The example shown
ufiicers of the Academy has a benclicial effect in liiis rcHpei^U

The amplest opportunities were iill'iirded the Uoanl In jadga
prolleiuncy of the ciuleLs in their various drills, which was foui "
most gratifying and satisfactory, all movements being execitl
the precision resulting oiUy from a thorough perauaal ande
the subject.

The system of practical exercises which has Iwen ailopled i
mended, and in the matter of administnition and police, afVer
investigation and consideration, no uhaugcs snggunt UiecuifelvM

STEAM, MATHEMATICS, PHYSICS, JJTO ICF.OaAinCS.

The reorganization of the oonrse of atndy and praclive at llio AoaM
in virtue of which those who enter the Engineer Corps of tfavSavyi
selected at the end of the third year of their coart(i>i, anil tin* pruvitl
with special studies and exercises during the fourth yejir, tnnlc<!« tti
perative that the facilities for work in sleam-enclnverlug beeJiUtf
and amplified.

The equipment now available in this department, although extWb
In Its way, is much of it obsol«t«. M)irlte<l fmproveuieut in tbeo
etruction of mariue engines and toilers has iR-en made since this eqn
ment was snpplied,andyoiingmeu well drilled iu theuseandconsUui'l^
of the steam apparatus now at hand, would find themselves quite uuo'
to manage easily and sncoessfnlly Itic best engines of modern oodRU'
tion which an« being placed in the new ships. It iii,therorDr«\ v ~
purtuut that a new triple-cxpausioa mariuo engine, of the best tj

SviSfl

REPORT OF THE SECRETARY OF THE NAVY. 209

for the use of the department, and that the boilers now in use be
-ed by those of modern constniction.

le arrangement shouhl also be nnule for absorbing the power of

igine by submerging the screw, if possible, or by other available

odj so tliat the engine may be worked under conditions similar to

obtaining at sea.

IS also believed that the addition of a small stationary engine, es-

ly designed and constructed for purely experimental purposes,

ci be of great value. With it should be provided suitable dyna-

iters for measuring its available horse-power; apparatus for carry-

i evaporating tests, fuel tests, etc. Additional appliances are also

wl for the better study of the proi)erties of steam.

e machinery and equipment of the machine-shop are good and prob-

sutliciently complete for the demands likely to be made, but the

ties for wo<Kl-working should be enlarged, and it should be sup-

. with power. The blacksmith-shop should also be supplied with

f'er-blast for th<^ forges.

practical exeicises of the cadets in the work-shops furnish evi-
3 of excellent instruction and emphasize the importance of this
ire of their course.

oe nio<lern war-ship is a vast and complicated machine. She is

lied by ma<*hinery, steered by machinery, her guns are loaded,

,£4*il, and lired by machinery. The mechanism by means of which

uiis is accomplishe<l is intricate and often delicate, and its various

nts are so rehit^d to each other that failure, although but tern-

y, of an apparently unimportant device to properly i)erform its

jons might lead to a C(mi[)lete ]mra1ysis of the whole.

uiH fact makes the possi*ssion of mechanical ingenuity and skill one

be important qualiil(*ations of a successful otticer, and it, therefore,

i8 to this hoard that the cidtivation of manual dexterity through

ic-shop pnictice might well be begun earlier in the course than at

lent, and a somewhat larger proportion of the summer ilevoted to

The eliect, both [U'imary and secondary, of such [)racti(!e is goo<i,

itH intiuence upon the work of the cadet in other parts of his eourse

uor fail to be beneficial.

he circumstances under which the lioard visited the Academy ren-

1 an actual insi>ection of the methods in use in the various depart-

lUi of instruction imjH>ssible. Without such actual inspection it is

rissible to si>eak with certainty and confidence regarding the

bo^I. It is the sense of the l^»ard that it would be well that a cer-

uunilK'r of the I^)ard of Visitors be designated to come to the

LMtiy prior to the closing week of the academic year and examine

)rk in progress. Much information was gained, however, by in-

lews with the heads of these departments, and by the ins[>ection of

nation papers. Knowledge thus gained has led to the belief that,

main, thr instruction is thorough and ellicient.

uc course in mathematics is extensivt* and exacting, but not uii-

inarily so, since it is the foundation, upon the integrity of which

Is a large share of the professional culture of the cadets. The

ruction given is, in the main, excellent, but the scheme adopted in

vision (»f the cadets into sections, and the subsequent instruction

«e sections, is one of which the IJoard can not approve. While

:ant to express opini<ins in strong con<lemnation of methods which

have n*ceived th<* ap[)roval of the Acadennc Hoard, it can not

n from d(K*laring its belief that any system which restricts tho

>A 81> 14

210 REPOET OF THE SECRETARY OF THE NAVY,

instraction of tbe beail of the ilepartment, uaturally more experienced
aD(l capable tban bis assistants, to that section of the class which is
bipfbest in scholarship, is false in ])rinciple and pernicioas in practice,
under tbe conditions which exist at the Academy.

The advantage which, in the very beginning, is thus given to students
who may enter a little ahead of their fellows, or who aro a little more
ready in recitation, or whose memory is more retentive, is likely to be
held through the system of daily marks and averages, to which undae
prominence may be given.

Tbe existence of this system is, unquestionably, one of tb.e reasons
why so small a proportion of a class is graduated. In the judgment
of the Board the so-called " electi ves," which .ire really " extras,'' should
be given up so far as they take the form of recitations upon which marks
are given which are allowed to tell upon tbe cadet's rank. Such time
as can be spared by the better scholars should be devoted to prac-
tical exercises or to recreation.

Tbe department of physics is, for the most ])art, well equipped, and
as far iis known to the Board the nietbods of instruction are in agree-
ment with those adopted by the best institutions of learning. Tbe sub-
ject is of great and growing importance to the naval officer, and an in-
crease in the facilities for instruction along certain lines is demandcul.

Tlie extensive application of electrical apparatus on board ship for
lighting and other purposes calls for the establishment at the Academy
of an electrical plant similar to that in use on the best equipped vessels,
so that the cadets may become practically familiar with its luautige-
ment. A lighting plant ibr certain of the buildings of the Academy,
notably the study-rooms of the cadets, would not only bedesirable on
general principles, but would also be a valuable iuldition to the fsicilities
for instruction in the physical department.

The system of change in instructors by detail from the active service
of the Navy, while jmssessing advantages in some departments, is not
calcnlate<l, in the o]>inion of the Board, to produce the best results in
such a rapidly-expanding department as that of physics, and it is there-
fore recommended that a permanent assistant to the head of this de-
partment be provided for.

Tlie course of study in a])i>lied nu»chani<js is complete and thorough,
but the addition of some appliances for the experimental study of the
laws of elasticity, the elastic limit, eh)ngation, and torsional rigidity of
materials used in construction would be very desirable.

ENGLISH .STUDIES, MODERN LA^NGUAGErf, DRAWING, rHYSIOLOaY,

AND UYGIENE.

The work in these d(»partm(Mits, as<»vinccMl i)y the results presented to
the Boanl, has been well conducted, when the narrow limits of time al-
lowed are considered.

FINANCE AND LIBRARY.

The finances of the Academy seem to be well administered, the liooks
correctly kept, and the system of checks and balances adopted to pre-
vt'ut improper expenditures appears to be eflicient, and the interests of
the (lovenimeiit and the cadets are carefully guarded, and the m
system of a<MMuuits adoi>ted during the last winter works aiimimbly.

liKPOKT OF THE SECRETARY OF THE NAVY. 211

ie library is well arranged, neatly kept, and is, altogether, well
aged. The U('w bailding is admirably adapte<l to tbe pnri>08e for
ih it was built and will afford ample room for many years.
Very respectfully, your obe<lient servants,

Geo. Brown,
Commodore U. IS. N.j President.
M. 0. Butler,

U. 8. Senate^ Vice-President.
H. M. Teller,

U. 8. 8cnate.
H. A. Herbert,

Ho%ise of Representatives.
Wm. McAdoo,

Rouse of Representatives.
Francis A. Walker,
President Massachtufetts Institute of Technology.

T. O. Mendenhall,
President Rose Polytechnic Institute.

L. C Garland, LL. D.,
Chancellor of Vanderbilt University.
Oren Boot,
ProfessorofMathematicSj Hamilton College.

Stewart L. Woodford.
on. B. F. Tracy,
Secretary of the Navy.

APPENDIX.

C0MMANI)ANT*8 Ol-'KICK, NaVY-YaRD,

Xorfolk, I'a., August 14, 1889.

Sir : In accordanco Tvith a reHolutiou of tlio Hoard of Visitoi-H to tho Naval Academy
in Jone last, of which Board I was president, I IciviQ tho honor to Hubmit the accom-
panying papers as an appendix to tii^ report of tlie Hoard.
Very respectfully, your obedient servant,

Gko. Buowx,
• Commodore f U. 6". Navy,

Hon. B. F. Tracy,

Secretary of the Navy.

U. S. Naval Academy,

AnnapoltSf Md., June 4, 1889.

The Board of Visitors was called to ord<T at 8.37 o'clock p. ni., by Commodore
Brown, U. S. Navy, i)reKi<lcnt, presidinj^.

Present: Coninio<lore ({corjjjo Hrown, U. S. Navy, ])roj}id«»nt ; S<;nator ^^. C. Bntler,
U. S. S<'nat<', South Caroliiiii, viro-presidonl ; Senator II. M. Ttdlor, U. 8. Senate,
Cblora<lo; Hon. H. A. HtThrrt, House of l{e])n*s('ntativo4, Alabama; Hon. William
McAdoo, IIouHO of lieprortcntativcrt. New JtTsoy ; Prof. Oi'en Root, Hamilton College,
Clinton, N. Y. ; Dr. T. C. M«Mul«Mihall, prosi.UMit Kos»» rolytechnic Institute, Tene
Hante, Ind.; General F. A. Walk or, presiilmt Mnssacliusetts Institute Technology,
Boston, Mass.; L. C. Garland, LL. D., cliancellor of the Vanderbilt Univenityi
Nashville, Tenn. Commander P. F. Harrin^t<»n, U. S. Navy, coniniaudant of cadets,
was present.

Commander Harrington was intorroj^afod as follows:

By the President. The act to re^julatc the course of the. Naval Academy, approved
March !2, 1H89, has been ref<>rred to by the Sn]»erintondent, Captain Sampson, wnohaa
I)oiuted ont certain object ionable ieatures in t his aet. Have you ^iven this matter any
considerat ion T

Commander Harrington. I was chairman of the committee of the Academic Boaid
which pre])ared a report to the Secrriary of the Navy two years ago, Troni which
report this aet ori<:inated. The modilication of the law existing prior to the paenage
of this act desired by tli<<> Aca<iemie. Hoard inchuh'd tlio abolition (»f the two yeas^
course at sea. I hare always been a slnMiuons advoente of that idea. If the Board
desires, 1 could give ujy views abniit Ibis matter. I»ut thi'v are embraced in the report.

Ti»e PRKSIDKNT. The Hoard would like to liraryour views.

ConwuandtT Haukington. At the end of the four years* course, the cadets who am
eligible to appointment in th<% Navy have already bad a professonal f-onrse anflSoiently
extended to tit^crmine their di>o]»osition as \\<'ii as their qualification for the naval
service. Those who are not elij^ihle und«-r tlie ]ireKent law have acquired a method
and system of study, a mental process wliieli fits t liem to ;;o into work in any otliorpro«
fession or business, of eoursr after a preliminary study in such business or' profeflBloii.

Tlie two years that they spend at sea is worse than h)sr to them, while it iHOf no
use to the Government. On the (»ther liand, aixllookin^ to the interests of the Govern-
ment, they Iiave ac<iiiired so much taste tbr naval life as would probably determine
their return to the service at a subse(|nent ]ierind, in the event of war, if their aarr-
ices were needed. It S(>emH to me flint on any ero^nid of Ix^netit to the Government^
or benefit to the yonn^ man, the 1 wo years' eonrse subseqnent to Kraduntion is na^
less. As a matter of economy t he ( lovernment wimld save about $:tO,000 a year hy the
abolition of the two years' eonrse at sea.

Again, the ^nMluates of this sriiool, un(h>r the formei law, averaged about twen^

212

REPOItT OP TIIK SECRETARY OF THE NAVY. 213

:irs of ai^r :ii ;xra«lii;itI«Mi. 'IMiiit will In* irirro:iM«Ml iwarly (nio .v<*ar, tlie avtT-
»• i>i I'lmain*' liaviiiii lurii M«voiii«'iMi yrar.s ami thrw inonthH, which will be
Id alioiii oi;ilii«MMi years iiixler iMir present hiw. Twmty-two vearH is t<M» old
laii Toi^ii lo sclioiil twn years loiijjer at 8«'a. and to ])orrorin Muhordiiiate duties —
wliioh an* not strii-tly <if a pr<>;x»'0-'*sivo oharaeter — such as takiii}^ charge of
irk.i't-l»i>at in the luornmjj. etr. I>ut sm-li, to a larj^e extent, is tlio work given
\ (Hiiv^iT ;ri-;i(lii:ites ot' this sohiMii. I think it desirable that thev ahoiild be
(MiriiMii>>ioi)s upon gradiiatiii;; at the end ol* lour years, and placed at once in
slide positions; plaeed in char;;e ol' guns, and of the numerous pieces of lua-
\ iiist:ille«l in nnHleni war vessels.

nk that steam aiixiliaiytMii^ines will, in all probability, give way to the electric
tor various uses; that tlie latter will be used tor miieh work in our ships, and
:i«- and ati4>ntion of the«j:raditatesf>f the sehools shonhl betaken up largely in ac-
•^ a iu;nMi«al knowledi^e ot' thi*in. The Aea<lemy fits its graduates to undertake
.I'.ioi*, anil toeoiitinue the-M* stinlies : and it mmmus to me tliat the workers ought
i-waidi-d and di;;nilied witli a eoinmission. and so exeite their ideas of respon-
\-, that wonlil br akin to the eoiirse at West Ttvint. The two years' course at

ra«let> is repri'*»sive.

it or r»rri,Ki:. Then you think tlie two years' eruise is of no benetit to them or

(iO\ r\ liliii Mt f

iiiaiider n\Ki:iNCtii»N'. It is of no benetit to eitln»r. The young men return
i paN>< an i xainination. whi<'li is but a re«.iinir* of their former graduating ex-
tioii. riieri- is little liC proirffss in the second (or linal) graduating examina-

reM-niative McAiMni. |)>> many ehanges tn'cur in the standing of cadets after
iiiLi l"r«nii the -^ea vovaLif ?

iiMfiihi- IIai:i:in»;t«in. In a lew laNes fliev rise or fall tive or six numbers. The
i.iiiu«-« .-lie i^iMierallv small and are notiiin;; mon* than a<'<>idental, and due to
•iiem iif markiii:;.

Jvi:i. vNi». I»o rhiy apply tlieniM-lve^ on boai«l ship to the studies which occn-
Hill at the Aeadi-my f

rn.iinh r II \i:im\«;tm\. A- eomiiiandi-r of a ship, where I had op|M)rtunity to
e thi I adi !>< ni-i i\ii| from otiii r >hi|is, I have come to the conclusion, from ob-
^ liiem. that the maiti i' of simly of eaib-tson board ship is largely a matter of

• ■:ir:.):i tht-v reei-iNi- linni tin mmaiidi'r or i»xeeiit i ve oflleer. It depends upon

lies: \vhi< I) the laptain of the ship takiv-* in theiii, rather than the energy of

ilefs.

llMsir.iie: I reipiir<Ml a eadet ti» asei-rtain from the ehart what time we should

iLiii w.iter on the next day. and at'ter half an hour's work he was unable to ttdl

pMi him ti) woik ami evi lit iialiy he parsed, but pas^.-d t(N> low to be appoint<'d.

; ihit I adtts nil lioant j*1iips dmin;: tlie two vears do not study. I think when

• •m«- h.M k Ipii' lhe\ !*:t d<'»Nn lor two nr three weeks and «'ram themselves for
:il • \.(miii.itin!i. whil 1) i> not \eiy different t'rom the examinations they have

:it tlii*. -ibool. Von. ".'eiii leiiiiii, laii ti-ot that by eoniparing t\w pa]>erH of the
I !■ X I'rii' .ti lo'v. I .hin'i 1 liiiik > tHir •pie'.t ion ean be answered in the atliruiative.
, ilo no! '.iMtlN iiMi 'I at -••a unless eoinpeili-d by their ra]>tain.
^•^eiit.ii I v< 111 i:ni:i:r. Aii' m:iii\ ih.t!i::is made nsnallv bv the examination at

• I ofrhi t^viiMMi^ at <>iM .' 1 me.m. is it ot'ieii the ease that a man who doejt
ihI h: ,h I ii'in ,:h to iji-t :i i-iimmi'«-ion i»i-fi»re going to M*a doe.s stantl high enough
hi-^iiMi-i i:-.-!!"!! \\ ln-»i hi- ronn - haek. by reason of gi-tling ahead of somebtMlyT
ncihdi I II \i:;;iN(. iiis. I th:i:kyiiii w<ii:ld find one ehaii^e every year. It is
!•• I: ;i' »omi' viai« t h- ]■- m:i\ be more: but I regard that to a large ext4Mit as
r:di-i)t ol [i'l- exaniMiai :■':). 1 will ;:ive an exam)de : A young eadet was hen*
eeKo :!.:•■ ;iii. I i aim- to n.i. :<.i\ ill:; lie hail doni* bailly on one exannnation. I
liiiii-i^i.r the t lo.ili.i .\ .1^. "I was puzzled ori o[ie ipii'stion,'' he answenMl.
[ too m-M-li iinii- I'll ^ii)>1>i!il; tli.it i|i;r>.i inn. t'orgetting my old arademic rule to

tin- •.i-v ]iioli]i-ii>o :u»'. I toiiiiil a ureat ileal f>f tinn* hail passed before I had
tlii-t;i-; •|Mi-«t!oM. .iiiil ]:.id lot time to finish." That examination prfdiably
Ml a po.iit. Ill- wo!i]<l h 1-1 •■ 1..ii! .a liiile hi^hi-r mark but for the aecidttnt of
v:i/iii:i,itiori. and 1 ihinu ii iM >:i.i;i-s tin* id*-a that i-a<lets make i»r los4* a nnm-
<rn le aiiai-iii*. -•ii k u* --, •'! T h!<iM'^h t In- hiek of )ia\ iiig i|ne:«tionN with which tliey
rfei-tl\ faiiiiliar. whih- tin;, mi^at he pn//l.'<'i liy <{iie.>.t ion*) on other parts of the
t. *

vifiitativt- ili'.iM'.i.i. I . .\ri' I haii^i- i-ser rireli- by tli«- tlitb*reiicf;s in seamanship,
iig from «t iiil\ unin:- M.« t'Ao \i ar^.' eruisi * Winn we had this question be-
llmise It w aN III j:i-*! \i-i\ ^i i-i-iiiioii«l-. thai the two \ ears i*nable thi* young uieu
i»iit theniNtdvi •. .i>- -«• iir:>-i 1 >o \ on think tluT*- i*« anything in that f
luander II \|{I:in(.i«>v. i tli'nk \on .mII tiinl ih.it cailetscomu back and change
ID ilitVereiit Ntiidiis : h-i: nut in a lar^f ih-^^ree.
VMentaiive Mkiii'.ki:!. I'>iit m pi.iet: -al seamanship T

214 REPORT OP THE SECRETARY OP THE NAVY.

CoiMiiiatKltT ILvRia.NT.TON. I am iinaMo t^) fell you whether tlioy do or iiot. I
think it would iicceHsitiito n nxjoiirso to Mio rocords to determine whether that is no
or not. L think the c:idet*H (•xperioncc in practical Hcamaiiship is uot BulBtiientLy ex-
ti^ndtMl in the, Hcho<i].

Kepresontiitive Hkukrkt. My qncHtion 18 whether that two years affords any Tal-
uablc criterion, and whether it nniki^s any practical diit'ereuoe in the cadet's stand-
ing.

Commander Haruingtox. That hriuj^H in the matter of opinion. I will say that of
reports wc rect^ive from commandin<; ottict^rs of vphncIs some exhibit goo<l jad|pment
in markin<r cadetH, while oth<Ts exhibit a want of care that is very near to indiffer-
ence. I have M('<'-n a private letter from one commanding offieer oomi)laining of a oadet|
while his otficial report marked him high. Theconrso of commanding oflicers toward
cadets hats been a matter of comment during the last twenty years. Some captains
watch their ciulets very closely, others do not. Some otHcers have no judgment con-
cerning the cadet's capacity to make a good oHicer. Every naval olfloer has heen
surprised upon hearing some one say such an<l such a one is a good officer, when
he had condemned him. Such reports can not be compared with oxamiuations as
a means of determiuins: a cadet's merit and proficiency.

Uepresentative Hkkbkrt. So you do not give a great deal of weight to these re-
ports, because you can not consider tht^m always reliable T

Commander IIarrin(;t()N. They have not the confidence of the Academio Board.

Representative Herbert. And, for that reason, you do not consider the two yeaisT
course beneticial T

Commander Harrington. That is a nmi Hcquitur.

Uepresentative McAixx). Suppose there were fifteen vacancies and there was a
class of thirty at sea, the sixteenth man might he highly n^comnieuded by his oom-
nianding oihicer. Wonld that recommendation change his standing as against his
])a])ors t

Commander TlARRiN<f ton. No, sir ; it wonld not.. It wonld only modify it in a small
degree. I suppose you hav'<'- seen the formula. He would get the benefit in that
slight degree. I wonld say that the judgment of the otliccrs of the practice ship, nn-
der the system adopted two years ago, I consider as determining the merit of the
cade.t better than any other method that, can be adopted during their two years at
sea. Yon have the judgment of the teachers at this school, marking them every day.
1 could give you, very brielly, a stat^tment of how this thing is done. I will iustanco
a case on board the itnictice ship I commanded last year. The moment we left |Knt
the <'.adet8 were notified when the courst^ in seamanship would begin. Five otHcers
were assigned to nuirk tbeni on their daily lessons. They were required to take the
deck themselves and handle the ship ; t.o perform the duties of seamen and all duties
pertaining to the otllcer, and each oilicer was required to mark for the lesson eaeh
<lay, and twice a month to mark on the cadet's general bearing and personal charac-
teristics.

The work of the cadet each day was examined by the officer to whom he
assigned, and tbe errors marked with a blue pencil underneath. The cadet wi
quired to ascertain what that error was and to oorn^ct it with additional notes.
After marking for twelve weeks an avc^rage was struck. An examination was then
lield, the (questions Ix^ing drawn from the work that had been done, and this oona-
bined with the weekly marks and the judguuMit of the otllcers npon aptitude to de-
termine, the cadet's standing, in my judgment that is about as close as we can get
to the personal worth of these gentlemen as seamen.

Dr. (Iaklani). Ifnw far was that average mark miule to bear upon the geneni
average, including their studies here?

Commander Harrington. It is one-fourth of the entire course in sonmanship. In
other words, it gives a cadet jmsition if he happens to be an excellent practical SB^
man. That iinqtortion was proposed by niysidf two years ago, and I have had no
n^ason to wish to see it increased. It is two years since I left tlie de]»artu]ent of SB^
nianshi]), so that I can not speak with certainty regarding the attitude toward the
matter now. I Ix'lievi*' (Jonnnander Sigsbee, whose attention h:iK been directed novs
closely to this matter, would give the information required concerning it.

Senator UuTLKii. Winn did you graduate t

Connnmider Harrington. In IH(>:<.

Senat'Or Hitti.kk. Could yon give the Board any idea of the studies of that day MB
com])are(l with the present *

Commander HAi:KiN(iT(»N. The comparison wonld be a marked one. The studies
now are entirely dilferent. They are more conqirehensive. They embrace a g ieat
many subje<'.ts that were not taught in my day. 1 should say it re«piire« a greater
ett'ort. than it di<l in my time to graduate. I was here in the beginning of the wsr,
when th<^ (iovernnieut wanted to get ollicers and pushed cadets into active nervioe.

Senator ISrTLKR. Can you give the board any information as to what tbe ooi
was prior to that f

REPORT OF THE SECRETARY OF THE NAVY. 215

CuiiiiiuiLtdtT 1IaI!i:in»:t<)N. Tlu' roiirsit prior to tluit inrliidofl luornl Htitiict', which
ir« «1o not tcarli now. i hcii' was a li;;ht' courHc in intcmutiunal law, and a li^bt
soiirM." in niutiuMnaiirs. an lutniiiarnl wiih wliut wo have now.

8i'uator IU'Tlkr. Tho time has not hoon extended for the mastery of the additional
itndieMf

Commander llAKiMNciTox. The time alhiwed is exactly the Rame. The amount of
inie hsu* never hem changed. The nnniber ot numths and hours is the same as
liirty years a>;o.

Dr. Oaki^M). Yon nniNt, then, have Rtudieil more thoroughly in former years T

Coinm:in«h'r IIa1{KIN(;t()N. 1 may (lualify my answer by stating that formerly part
vt that time wa.s driven to ]>raetical work, which is now devoted to theory.

I>r. Mkndknhall. \V«'n' the conditions for entering the same as now T

Commander ]lAi:i:iN(nT)N. Onr examination has increased, but in no very great
lei^ree. Ah you ask me ihnt ([nf^Htion, I will ^ay I am partially resjionsible for this
rbange. Am chairman (»f the committee, in 18)^2,1 advocated an examination in al-

»l»ra.

The Pkksidknt. Trior to that time how far did you go in mathematics T

Coniniandcr llAi:iiiN(iToN. Arithmetic only was required.

Dr. Mkndkmiall. Do I nndci-Htaud the examination in arithmetic is not moredlfli-
tult f It iH simply the addition of algebra f

Con mauder llAKiiiNtiToN. In making that addition, it was provided that the ex-
miinaiion should he drawn from a certain book (Kay's Higher Algebra), the examina-
ion lii'ing drawn entirely f'n>ni the lirnt pages, including algebraic equations of the

nX dc^iiT. involving ouo unknown ((uantity, Nueh as school-boys aoconqdish at
uirteen <»r lonrteen years of age. One ,vear ago it was seen that every ])roblem in
buM' pagcH was mi tully known that it could not really test the knowle<lgo of the
tad«*nt. They could 1h> meniori/ed. Then ditVerent questions were given, drawn
roin till' same principIt'^«.

Dr. Mkndkniiall. Do I understand the questions were actually taken from that
ook f

Commander lfAi:i{iN(iToN. Vcs, sir; but they are no longer so selected. They

iind that it was a *'Hi»ft Mia]»'Morthe boys. The preparatory schools would get

fellow through by force of memory, when he really didn't know anything abont
•bra.

M, lit* rKK>ii>KNT. How < lo t he exam i nations twenty-live years ago compare with those
f to-day T

Comma u<lfr Hakkinoton. The etfort then was to get every bmly through on ao-
9unt of the war.
Tho TkHsiDKNT. W<'ll. Kiv. twenty years agoT

C'omnninder llAnKiN^iTnN. 1 don't think 1 can annwer that question precisely, but
iHPltevo that the enteiing examination is now more extensive.

Ut. Mkndf.niiali.. Could Niin get thcNtaliHtics for the last twenty years and bring

»in up to date witlmnt any ^reat tnmblef Is there a reconl f

^'oinniander HAiii:iN«.ni\. Then' in a perfect reconl.

The I'uKKiDKNT. We can rail upon the Sui>erintendent for that.

Commander IIakkiniiTon. 1 would Hiiggent that Pnifessor Ilendrickson will provide
oil with that inrnrniation.

H«*natnr Hitlku. Ah commandant of (*adetHyoii have ha have the interest of the place at heart, as we
II liave; 1 would lie \i ly ;:lad if \(»n would give the Hoard the benelit of ycmr judg-

yfir whether you think the eourm* in too hevere. Thatis to say, whether too much

included in th«> fitiir \eais for the ordinary boy, the average American l)oy.

Comniantler llAitKiNtirnN. I would like to iH'gin an answer to that question by re-

ing to my experience a^ head of the d<.'partment of navigation. 1 was therc^ four

va , having been there previously ii.t teacher during three years, and my oIimt-

r^w..'n was that any lad of lair ability who had also fair appIication*to his stuilies

( 1 aecomplinh the eoniK*' in that department, but any relaxation of attention to

H»y for a month or mi would put him in a very ba^l strait, and, if more pndonged,
vOald Im' fatal to Hucce.xs.

The l*RKSii)KNi . That was how hitig ago f

Commander llAiii:iN(iT(»N. I left that department tlm^ years ago. It is now the

.s when I left the department. There is but one diflllcult study in that depart-

, and that is the study of the mathemati<'al theory of compass divisions; but

».ie last hix or hevt-n years I don't think then* have i>een mon* than three or fonr

p. a who have not been aMe to accomplish that stinly. I mean in the aggregates

Senator HrTLFit. Can yon give any information as t<» the other departments?

Commander HakkinMiTon'. In the department of s4*amanship,of which I won the

mA for one year, it has been ver>* sehlom that a cadet has 1»een found deticicntand
d. In both them* departments, niMni the final examination, cai lets have occo-
illy been found deficient and reject«'d, but wtt MJnce the pn*sent law went into

2lfi KEPOBT OF THE SECBBTAKY Of THE KAVV.

fiiriv. Iinmriii.itolj' prior, It nurtX to Imilonn. Tli»t iadira tnrniisoiiUiAt ilflrf
jruur jinisciit tiiqiiir.v.

Vr, Oaiu^Nd. We want lo bcaryonc opinion on the qnestion i>f stuilaitic baui)i
lisAvily bardemcd with atndy,

ConrniADder HAJUtiMOTOM. I caold not iuItodcs an optnioii in regard to tbr i
r.nlty of other departroeata with vely ereat confideDce. I don't know thotcai
what Is lieinK donp in them, oal do in the depoilnieitta IhaTeiaai;fat iu. I caat
sivu 1117 aetiern.1 opiuiun that i:adp1« of fair aliilitj who ore peroietuut aiwl rogidi
their stnilieB and altenlivelolho duties of the different dt>pa(tiDent« can f turn am
aminntione. Thiisc ivho fail generally have one orinore esamiDatiatu, kbd II
ultfo ktionn that tlKiv have foiled In thneo ro-cxamiDntinna for want of atalj
want of nllcnliou tii their m<rfc. Lost fPM, oa IwHird tbn pmolica >hl|>, tliei* m
mitnbcr of cftdetH who wi-ro direelcU l>y tbn Acodtunio Boatil tu b« re-ioamia*
BcptRmlior. As caninikndiitg nOloct of tiio sbiii I wm very iinsioua to Iwlii tboa,
1 rolievrd tbera ttnm tho proctjiiil diilii'M of tho alilp frum 1 lu t] o'clwk (Uil)
tnnied the fomord oobin into a dludy looui, uid gave- thnm imrtiriotnn (o m
thfin for cxamimLtiim and mqatrol atndf. Thnt naa kept ii]i fur tno mofitHM
half, aud Ibcy I'liinu back uiiU piUM^ tbi«ir exauiiitatioos. Not oua failed.

Tht! tuonpot n cmlt-t be^iiiB to drui>, I cui finil n oanw loc it. In do»Mi» aT m
UiMC ia nu doobt. V«r; often tbiTi- in a ludy lu tbu i^use. Tlir^ get Intemtol I
girl aud tixey quit tbeir eflbrtB. Tbey uan nut piua tlicic examiDaUoo, atid wat
noUiing to do l)ut to luru them out. That buifpcMiii ln^ro. I tbink thr exsaiuli
OS I huTubceu ublt> tu ubnervotlieiuan) tair. 1 iluti'l know an lam iiiialiilLnl toifi
in ioitiodepurliiitMiti*. it sMiiiM to tti«, tbeexumiuatiuuB i>ri.*iutrd. t bnTfJadMllI
bowovrr, rntbtirby tli6 reiuilN of niiiiit;ltt vKituiiuatitm, wbon- a larRe tHirtJDnrf
daw have btwn marked low, uml 1 hate drawn thi* inftiniooe that Itar g»antinall
there are Cou lou}{or toodifflcolt; but that was mere'y an inr«Tvoutt, andnoiajl
mcnt with full kiiuwItKlKe of what tbe esamiDation waa.

Senator Bi^Tleh. I was eoine to ask you whether ttwrv is any iRiproTenml i>
oharacletuud alilil.v of the officers of the Navy under Ibiaimw asatom ofesaol
tiou und BluUy wlniili you saj exists now, as agaiuat the oBleCTv ol thirty jrcona

Couiiuiuidor TIarrimgtok. Perbsps it would not be bi><iriiulag to anf torn fott
nQle*TH ure belicr lliuii 1 am, and that I ani licttot tbao Cunnntnlutv Brawui k
tliink tlK- offlterB vt li<-di(y enjcy a Rirat advsutage. I Uiluk ibo conntn i*8M<
t b n fits of d a I Tbe «d se beT«, wUilf high aad tboMMl

d ahcb a a bf^auw n >pl«aiMit evvrjr pieovuf lb

by au Uiui da a b p O tenohlnK Is ubjtvt ItArliin^

be k ohe« of Ibo Knrr. Thn*l

d p lunorwl Tbiawluut aoilbet

k Ilea ble to ubiuin that lanlt ni

ay ill! bard oa vaaw jimftft
b mnmnL

B > Buf llie cnnuirv «t.vtK<-]

ua lan tboer froui • > 1 .

C niu od u oiir on*-, I - 1

ac d D Hutnupuist'i 1 1

d e<u) able (o bolil 1 : : .

UHses W b » lariird wilb 1^..:.^ .;.;

tH ua ua u -uj a b luh b p b oloiw Vi'a hav<- um'. out

Mash

Spdu Tbix r B ba <> 7 How bu Ibaae Troia CtntgnashKial
n wh b b re ar u i\ T

u S»mp»on «a« from Palisyra, N. V.
, -etty gWHi whoola tbHW long }n-tnrr ilia caj
xviiv lO Ibe pDblir M^hoelB.

Couimander Habbinoton. 1 tbiiik tbi- n|ip(>rcndptk in tbr npprr Hat
Iblsronrse eaBily, and a treniundouH eompetiUou liL't.warn tbrui '~ * —
tho law of 11^83, which iuduiMW th<^i tu go into tbn elerttTDrmin
to work, so at the fop of tbe elasa we find the oaileto all wurkoi
I'piit; work.

Senator Bdtler. Wbut do yuii think would be thn pffwt nf tn.
lutu of the course here under wbieb nioro young men wonli^ •"'■■'
olBi'orn and at the aanie tinii- eatiiblisli a nont-ifiafluatn n'
Dlieoial aptitude fur seientilie atudiuB, tite faiAbt>r branch' >.
studies requiring epeciiil mluptabilttyf What do you i h in

tbalobangef I agree with you when you nay yon wonli ir ■

etndiea luwenxl here. Thin ih u iiutiounl rrprcMiut.atlva inKrrTiiTgnii. ii r* in
for speeiQe purjiuaes. Whst iln yon Ibluk would bn tha vitt-X i<t uHHlenlb
GODTie here, bringing it back to what It wnjt tw«n^ yran af^, awl otafaUii

REPORT OF THE SECRETARY OF THE NAVY. 217

*]ifN»1 of !ii;;hiT Mtaihlniil wln'iv >t)iiii^ iiK'ii nii;;tit tako post-^radiinto coiirm'H in
Bt'itMitilir (l<']i:irtiiuiiLs /

Coiiiiiiaii(U'r llAKKiNiiToN. It siMMiiHto iiic tlic lii-flt rcMiiIt ol'a ehaii^o uf that kind,
to take thehi'liool back to wliat it was twenty yoarsago, nii^lit nwilt in jj^ivin^ you
two or tlirco inure men u year in the Navy, but that is a question you can deterniiue
fnnn the nu'iu'ds.

Senator Tkllkk. IVrhapa it is not fair to say to take the school back to what it
ivan twenty years a«;o. Imt to modify it.

Ci»mmander HAKuiNtiTON. (7on;;re8s, two years aj^o, introduced a coursti of hygiene
Aiid ])hysiolot;y iuto the Acath-my.

S«"naior'l'KLLKK. ('«»M^;n'ss introduced it t

CununanthT HakkiMiTon. Yes, by a statute. That was regretted by the Aeadeuiio
Board, aei it w:ui simidy putting tin additional burden on the cadets.

l>r. Garland. You don't h'ssen the hibor in otluT (b^partments, do you, because of
thivf

Commander ][AHKiNtiT()N. No, sir. Senator [addressing; Senator Tidier "J, I don't
know how to eariv the course bark to l^C'J. It will be a verv «lillicult.task. Where will
you rut oil'f Shall \«)U say not study eh'ctrieity.or a<'«iuire less uuitiiematii's, or not
take N<i extruded a eouiNe in steam 7 I don't mte how \\u are ^oin^ to cut otf anything
iwe havr now. Jt is true, thrrt* are soiue minor studies, but they appear essential to
» ^(M)d ;4en«*ral education.

Senator Miilku. What wiuildbe the etVe.ct of extending the time to accomplish that
^rhi<'h is now aerouipliNln-d ?

Commander llAiHtiNirioN. I think a few more cadets would accompliRh it, but
how many, of e«iurse. I ran not Jud^e. 1 expre.ssed my opinion a little while ag4> ; I
bflieve the eadets who fail fail for eauses which are not, to any extent, a fault of the
syhtem.

* Dr. (fAlci.ANn. Would ihat not have an injurious etfect upon those who an) your best
ii4;bidars. while it would be favoiabht to tlioM* who are lowest f Y«mi extend the time
ti» brill;; the aceompli.slnuent of liie «'ourM> within the reaeh of your pMorest sclndarH.
What wiuild be the ett'eet npoii the interest and energy of your suiM>rior sclifdarsf

('oMiiiiaiider H.\i:KiMriii\. It would be im)Hi-.>iMe tii^ive an answer; lean not
Jud^i* the edect, liiit 1 tiiiiik tli^ su^r^ested one |Mobable.

|)r. (.•AULAM>. Ir is a unat bifssiu;; for bo,\N to have their ha'. ds full.

Commander llAiti:iMii«iN. The ead<'is don't have too iiiueh to do. My objoctions
arp, that the arhleiieanil iiraiiirai want deve|o]M'm«-nt. I should liko to M-e the cadets
faave a little betti-r d«'\4-lopni«Mit of athletic w«uk. We ;;ivo them time, but they
Ui»e it in soriul plraMiri'>.

I)r. <iAl:l.AM». 1 Mippiixi- they have no time for general eiilture ?

<*ommaiider ll.\i:i;iN«i 1<»N. Tlie\ hiive Saturda\ afteiiiooii an<l Siindav. The ma-

■ ■ ■

Jority are devoted tn their stuijies. and tloit't ha\enitieh time f«)r ;;eiieral literature.
A year a;;o. w hi u 1 hi-r.-riie foiiiiiiaiiilaiit ftfradets, I iiM|iiii-ed into llieMiibjeet of the
aiiiuunt and eharait>'i ot liti-iature tiny read, Mm! eventually retpiired eaeji eadet to
mililiiit to me a ii*«( <•! biMiKx in his room. 1 examined (hem and re]io|-|i-d totlu'Siiper-
jilteinb-nt, \s it h t In* n « ••mrni'iniathMi that *'a«li'; - Nhoiild imi Ixi allowed to ket'ii cer-
tain btNik**. riif i:re;it injjoi ity «d'lhe botdvs were utter I rash.

l)r. (fAKl.AM). TudiT vxhiihiMir pre>s In ^^roaniiii:.

CoiiimaiHiir llAi:iMS<ii<iN. 1 have often loiiiid the cadets readin*; this liiera tun*.
^ow it rontN ilh- (Mill-Is |i\i' deiiii'iiis to liaxeolieof tlutsi* btioks in his I'ooni wilhoiii
p^rriiiNtion : and thi'v dun't k(*ep buoks in iheir looms unless they are proper ones.

Sfiiaiiir Tr.i.r.Ki:. ('aij he take aii\ book from th** library t

Coniniatnler IIakuim^ ii»\. Thev mav takeanv book. 'I'hev do take novels, and vou
ran liml what eia>s nt honks the eaih is reatl fnun the library records. On board the
praetiei* shi]i thi-y had a'l attack of dime novrl tever. and 1 hail to throw a ^o(m1
Diitny biHik.s ovi-rhoard.

Ki'pH'MMit alive Me Xdihi. In ccuiM*i|uen«-tMif the riiodern veHH«ds, thn's it not re(|uire
a higher staiidini^ to In* a naval otiieer now than formerly f

Communder Makuinc KiN. The aiiioiini of i!itelli;:eii(-e reiiuiri-d Ih ni(»r»« ditfiised.
]t einbrae**s a ;:reatei iiiinihiT iif topics. One ol tlie extra branches is [n the study
offiteel; ami our eadet^ ai4|uire proticiem-y in te-tin:; stci'l, m» that at this moment
flirty. tif(y,or a inindred are competent to d«i tht> work reipiiriMl by tin* <ioverninent.
Tli«*re are mauv other Mi-r.-ssarv stutlies n<it fornnilv ess«-iitial to a jiooil ollicer.

Repri'sentative McM Von eclncatetliein tn mana^easliip?

Conniuinder HAUi:i\«tii>N. 'ihat is ti» make a ship otlici-r. Wi; don't teach the art
of war. The school smtply t«-aclifs them to maiia're and li;;ht a ship and its bat-
terieH; and by that 1 mean its i«irp**diies. ;:iiiis, iimi all the machinery iti naval war-
fare.

Representative MlAihhi. Mo yon think it a wise thinir to wait until the third year
before beKiuning to tearh heaman.<«Iiip, ami the fourth ^ear beforu teaching; gnu-

aafyff

218 KEI'ORT OK THF. SECBETAKY OP THB KAVT.

0>miii:»iil<'i' IUi:i:>s<n..N U'r <li> not wart ixutll Uial tini.-. tii th-U frn'^IIWift

■truiiiliiii ilioy :iii' ii'L^n i'. i In. ntiiilj uf HiuniiiKiililp aihI aiifiiti-rj' wiil kiwbrf

niw.ltmil stuillu' t tli>-il,i.'. ilM't ••uti.T. ItlHbruv Uiuy Uuu'l l«lii> ■>[> Uwiu^.

tu boobs. Dot sc'iiiii;iTi'>l>i|>, iiiLviil I'liriHlrnction, umlgnuuanF a*« new all iitaBlitTnf
Iftrgnly thrungli iln' irmlnun iii' TimihuuiKtiui). In idt <h^ it van nut mi. snoiM'.
Hliiji wag mom cif n j.rnvLica] aiiuly, n-liilo tliv KuuinHiisliip ot Ui-Uk^ U mofc off
mathcniatU'iil aludj-, lUiiliiiidi-Uureuot rmidj' to Uka r[i Ibo (ruok atndy pfaB —
b1iIii iuid giwuery immoiUatuly apuii ••nterin): llie Aatul«ni)i

RuprHSFDlutivi- UcAuoo. TUat mAkcuit iilulu. I Htw jfou do IoimIi it iltiriiigW

Cumiunudsr n^RRiNflTON. We don't lea oh tlieth«»r^ «f ffuiitivrj' )Hd<in3 Hun ha«
iKwiuired it full ouurae of maClieinBtiGs. I mufll hh^ tb« atutty tit at^tamui^^
giiiiiii-rT biut bueu (Iriveii rurwartl, pnrti*lJy from tliat caiwa ami ptuLiiillj' IruMlH
Htndy of olbt-r mlbJeqU.

I{ri)riwcntiil>ivi< UgAdoo. Do 7011 <!i)u8[il«r tliii onugtructiou uurpa m>i] tbe ag
lUKu- uorpn vc>ry iaiporiuit tu a n»w aai) luudorti oavj t

Cumuiuii<)«T Harbikoton. I tbiakrlie oooatrucUou onipa is vtfr; unputtantt 1
eiiHLUur vur[w hIhu. I)iit in a li^nu ilugn-u.

spresenUtive McAdoo. Huveyuu luiy «Lig(,'««tion to niftbvftbunt tlK) vutpaid ^

Comiuttnder Habbisoton. You know,
corpH for speoial piirgiiMe, &od dnev nut ttUm any'p»rt In tbu (iniotiaiU mntiliif id
DaVy. We are now linililin^ up oar ooriBlraotlon wn\i» nn a (il«n wUk'fa Iim _^
found b^DofieiKl in Eii|;laiid, FranvH, and othir uountiliM. Wi> Lutfe clie moifd-
niMitm euglneeriuK m part of onr cadebt' tratiiiKi; IW tl") nonstruutiua ooriHF «■(>■
tfaf HMiHU of liandliDg maobiuery, but In. the dMiitalnK nT mociiitMnj.

RepnwoiitativH McAuoa. And ia tbat stuily elri^tivc I

Ciiiuniandtir ILameimoton. No. In the liLDglisb and ir'rbiuh mnvj the cor^M rf tt
ei^n and ooDatruotiou dmigna allahlpe.

Bepreabntative UcAdoo. Now that we are bnildioi; abips, wi> could ■„ .

corpH in tlie Aondciuir, as ■we do witb eugiDeera, boioif a crrqw o( wDfjiaoiMK Atr Nt-

ConimaodeT IfARRiNaTOK. I tbink we are doitiff it botliRT id t1ti> pniaout wrmj. 1
lunal lie a, limited corps, and we now Boloct tbo llttbt men lo tAlui ttitT wpralBl tuOiW
abTond, under tbe dire L-tiun of the Secrotary of tbi> Navy. Via tt»l tlie bait mm M
til at corps.

Knpiesentalivo UcAddo. Then yon Mind acimn nf tbn foaag moii fur tluty allH
yardn t

Commauder IlAKittNUToN. We have oito atntloiit liarc. Hot* on duty. ]Mtflta(ltal
bimimlf in llio prcifcsHiou as a oODSti'iii?.l<ir.

Dr. MitKi>8KBALL. Do thase selections ennio fWitn tbr nii||iiiA»r (siriw nr tbn llMt

Commander HAHTtiNOTOt4. Thsy have oomo fmni Iratli wiitrMia. Wv lovd mimtj
trhcm often from those who am naval codnta. I'nilor tbrt fnrinar )giR tbay wm>*
liwtoil with Tegal'd to ability, rntlior llian in Toy;uiil 1« Ibu latiuflAl vur|Mi ' "''
thoy bnlougnd.

Dr. (jAKLAHD. la there now loft any jimfnrr.ncn for tbr mi-ji. wholliur tbvy ahsBN
■eloeted or notf

(Commander KARiUKn'niN. The Acodoinic Doaiil bu nnt rxganlml lUit i)m
Htndunt;

Dr. Garlahu. Row many aro thero in t.ho OAniitructdou carps T

CoRimatidnr IlAiiiiiKaTOK. Thnnv nru twonty,

UeiimwntntWo XlcAJxin. \n tllo older men gn mi( nf tho corps tlt« 1
afllu«m tako Ihnlr pliKM, do tiiey iKit I

Cumniaiidrr tlAttKiKafnN. Ynn, air. About ntoo of tho old onti« axv left.
Heveu younger oUtcomnf the construction Mir}!*, M>iiin oiitfln>d tlin N'nvul Act '
riadat engiticera and some aa amlot midahlpniiai. TUam am al|rUl of Ibn U
tliruo of tliu latter.

Tlie PuKHIUKxr. Tbn majority of thnin tmi'o ftn4lnl nnxlncum. J.8[H)iiliiu|[ ul U
•ilt«riii|; tiiK ODIiiitnintion cOTpN.]

Senator llt)'r].igi(. Do tbey lose their riink in tlie Xavy b,v Rnluu itilii
iloti ourfa r

Coiiimuuder ilAitlUKUTOH. They are given now noiniulwriona witti Inut
rank.

KepreNi-ntativo McAuoo. Tbey are hiehAT than tb^lr nliiiNiiaat''ji, w
have grsdnaUid. Tbn Seoretoi? of tbe N»vy makm tbn aebwlixii. do^ a

Comiuaniler Hahkikutdn, The Aendemie Doaiil niTlM'.ht, tot liin 8«ai
Navy, three or four tindiita tnr nppoinliomil to tin- i-nrjH, ami fton
or two, or a« inuuy in ho iirfid».

Soiinlnr Tki.I.kk. Am tbey ulvon In any ordiic i>( picJitntuoK f

CouiniBuder IlAHHinui'UJi. Ym; tha Unai'd uan^tw ' ' ■

REPORT OF THE SECRETARY OP THE NAVY. 219

BeproHeiitativc McAikh). Wo liavi* w»iii(» very j;«<>cl yoiinj; ii)«rii in lliut corps iu»w.
Coiiiiimmlcr llAitKiNcintN. I would like to say, in n><;ai'(l to tlio ]»ractioal »tmni:in-
lip ami uavij^atioii, that 1 think it w(»uld bo an advantaji^e to this Hchool t<» iticrt>aM
» aiuonnt ot time ((iven for their study. I think our prai'^tice crnirii) should last all
isjuiuer, and I think the one month's leave every year is demoralizing in many
•Dects.

1 he Prksident. That is a mere matter of regulation which the Secretary of the
•Ty can change.

JJr. Mkn'dkxhall. Would the new arrangement, if a corps of couHtruction were
Mtablished, change to any extent the studies of these young men from those of other
MMltftMr

Commander Hakkington. They n^main naval cadets under similar discipline and
locnpying |Hmiti(»ns exactly the* same, the only difference l>eing in the course of
itiidies they pursue.

L)r. Mkndrnhall. The only difTt^renee is whether the cori>R is better calculated or
m wore likely to furnish the proper men for naval construction than the corns as it
inw stands. D<» you consider that the ctmrse the engineers now have is the best to
, them for construotorsf

Conmiander Hakkin(«T()N. I presume that the cadets who study for the line will
fcve a more exti*nsiv<>. course in electricity, tor]>edoes, gunnery, etc., while the addi-
3nal studies for the engineer cor])s, which will be a mon^ extensive course in drawing,
wMigning machinery, and in heat, the latter cours(^ would tend to develop knowledge
if naval design, wliirh would tit them bett4*r for the construction corps.
General Walkku. Does it place their mathematical studies higher T
Oomman<ler IIarkinciton. No: they are the same for both branches of the servioe.
L knowleilge of mathematics is c({ually necessary' for the line ofiicer, the enginoery
id the constructor.

R4>prcHentativc McAdoo. Do they have instruction for the construction corps?
iliteaking of the English and French schools.]
Conimaniler Haiciiinoton. I think they rarely go to sea. At the English and French
bools they an^ stationed at the dock-yanls, and, after taking their course, never go
I sea.

Kepn'sentative McAik)0. Do the young men of our Navy who study abroad su1»-
t tlicmH4*lves to the same examinations as do fon*ign students?
<»7onHnander 1Iaurin(;t<>n. Yes, sir: they are gnintc^ the same privileges as the
orients from other countries, and they bring home much information aliont the
ick-yards and the practical workings <»f the institutions which they are in the
••nw of their studies permitted to itis|H>ct.

nator IU'TLKK. Why should we not have such schools as these, insteail of sending
lK>ys to English aiul Freiieh schm»ls f
mjommander l(AituiN<iT<iN. They have a very large number, and we «Mlucate a very
r. The English an<l French schmds are each of a ditler«*ut <'haraet-<T. The Poly-
ibnic is a preparatory seitMititic institution, while th.it at Cherbouri; (Ecole L'An-
catton du <renie Maratiuie). isof a more practical character and intended t-o supply
, ktrnctors for ships and engines.
, nator Ki:tlku. 1 >o you know how long the terms arc at thorns nl:&^es f
'm .le PRKHIDKNT. Two year** at Cherbourg; aft'Cr two years, at the rolyt^Mshnio.
Kepn'sentative McAdoo. How is it in the English s<'h(M»l f

C'Ninimander IlAUi:iN<;roN. There is a naval college at (Jreeuwieli. A great many

cerK att4*nd fnun ail rorp**. autl thcN«M>tTlcerN take s|M'eial courses in gnunery, steam

neeiiug, tt»rpedoeN. na\al conntruction and architeeture, cte. J met aeaptJiin of

, English navy some y«>ars ago in China, as he was about going home. He said:

m will f^o to the Koval Naval ('(diege and get a tirst-elass certitieate, in the ho|ieof

*iiig a command," and he got it. They buve |M>st-graduate e(uirM4's tlieie and the

vm an* obliged to pass eertain examinations before tli«*y get their eommiHsions.

.y have three grailen, first, H<*c4md, andlhird, indicrating the nOative proticiency of

'graduates.

presentative Mc;Ai>oo. I believe the system in England or in the English navv
I •.!>« reverse of that in vogue here. There, they first plaee the l>oy on ship and ai-
BfTWards send him to ecdlege.
Commander HAKUiNcnoN. They havestudieson shipb(»ard. however, for the oadeta.
RffpreMcntative McAlmm». Is it optional for the English oflieerto go to the college at
••nwich f
ratnauder Harrington. If he desires a<lvancemeiit he must t4ike a special
i0. It is not optional. They must go there in order to pass their examinations,
fhm i^raile of certificate determines their standing.

entatire M(*Ainm>. Do they have the rank of ensign in the English navy t
iDder Harhiniston. Sublieutenant is their hiw«>st rank. That is e<|nivm-
uviir rank of juni(»r lieutenant. 8o far as the edueaticm of our naval officers
'Qant to examination is ooncerne<l, we have a tor|N*do school where the attend-
Bniary.

220

RRPOKT OF THE SKCRBTARV OV THB KAVY.

tliff begin agalu to Uailj "

', lUul Ibr

DlBucm DOIHIUltF I

BptTvu-ii^itlvu MirAiioi). Dn yon Oiiuk tlii< i.Tstcm hpre, or Li>f(lunii>ic tliviMi
tlim nt the ullki-i' wiili tt fuiii' yeitiV »CBiUMUiu oonnw, in |irv(i-ntti1ii lu Ibr m
uitnpiod in tii« EagUvh usvyf

Cuiumiiailer Uaiuunotom. I bftvs loug b««a of tho opiiilim CliaL uur meUial i
only WAV to atudy our Draf'.'minn. I have ilo aontlcl»noB lo tlln ooiinfl- at m*. I
ubiwrvca there in very lillk< Htodying iloiie M itea. 1'he nirrnanrtlnKit of •lily III
Duc niitad fur profouud tiliKty- Hany yunug!tt«ra ^o toaeu koil tuf. iiiinbli- r-"*-
tUioK with Ibeimtudies, mill wliiiii tlify ■ - . ■

\ki» lutvniiced tliHii -wheu iboy left otfc

Sutintur BuTLKR. "
witb IheDi abroiul.
anil England.

UomniaudeT HARRiNaroN. 1 aoi very pmnil Mi oay
with linwo of Bny oiUur uonatry.

SuiiMtor BUIXKR. I wait •peHkioH of th« liuvk at llic QoDcun.

Cuiiiniaudet UAltKiKaTOM. At Qreeowicb, THiylor took Atrmj- tlio Iil|{tHUrt

The PftssiDKNT. CoinmaiidaF Harrinfctnii, the a*st of Cmxtmu M> (*«,_
eonrsa n( study at the Naval Academy, anprovod Uarch 4, trvH, MvtliMi %
" Tliat after the 4th of March, 1A^!I, tlie nilliiniBni s^ga ot wIlniiMltin •)( r^*^^
Nnval Aoadeniy tdialt ha fifMen ye»ra, aud Ihn luaxtioam ng* Iwouiy yuar^'
Btut« any obJecUoiiB to that law as it HtoodHT

CuRiniBDder Hakrimoton, I think twenty ynarn too old.

The I'RKSltJKNT. Why 1

CommaDder HAitRiNRTUti. I think twanty y^arx tno old n
Kion. The boy euteru the day befare twmtT yiram of ns''
foro hii In IWBUty-six yoars old I« enter thiJ fnwiwt umiif li.
man onght to begin liia work aoanet than that, Whcii ii.
foHf years of effort, he should be given a po«itipli of tbti>'
work to do.

Tlin Prksidbmt. How nhoat the ininimnm ago of fiftounl

Commander UARRIKtiTON. I thtuk very Mnllcif that. Thu Aoa4]nnIn
niuoilril the ngeM liom fifteen to ninuleeu an tiio*n iif adraiHivn. Thrro
Blronn feeling; that the age ahoahl not go nboTn nlnntcen. Wti i^ititilil ^
Bveragii age of about sovcntunn yiiari and oiclit uiontlu. Non- It Ik tiighl
and three moiiths at timn of fuliuiuiion to the Aoudem.v.

Dr. MEKDBNim.L. Wciald not oightom yniin bo i>tl)l bottar for tltn

Conimundet HARRiNQ'njN. 1 havu alwoyi buea of the opiniiin ihiii
IN tuu young, but tliiuk tliat twoDty yonD in nl<lot than d- '
or>wv(Miteeu years and Ibroo inontha vboannnut iiiuBonrin '
not go into tbo Nary. Out piiturlaR examiuMion in tint it i: r
not ttt Mrenteeu yeara and thn« moathn, wliii.-Ii waa rlir^ ii '
til the nrsaent l«w, nuaanuxununotJoaffhicliUtheQxaiiiiii '
Hcbaolboy, busbuuldnolbonllowodta toiler) and I aortuinly i-hmk .i i..^
]iut tUo ngu forwurd to twunty voons.

i^nutor TKi-I.Ktt, Suppou it boy oanu hero, who in far cuuiikIi itiKiuii
■tiiUiea. who baa bpon HtudyinK tbrooKb that iDti-rmuilinto |H>rini| whl>:h
twii i-xtreuieA of tbu ago of uditiiMiioii ; who hiM. pcrhajM, liwn khimk th
very uuurae ha will lutve here. How would that aStLvt tJio iitliPt tioya f

Cumuinnder HARBiNaTfiK. lU' would cdJi - "

Bi'natur Tku.KH, But to regard to hli n*i.'iniiiea

Commander HAftRIKfiTON. He woald be goini
alrouily j^uue through. Spuaking uf tlie agM f >r
yoara brineK tog<<ther eudelain the aame cliws m' i

Heuuiur i'KixBK. You iHinId remedy tJiut, by ii>.>: . , iitwui

yt'ar«; hot you think twenty years in loo old i-

ComiiuuMi.-rnAiiui.Nom.v, Yt», I do. I ktu.r
■ilooiNWit'iil ivliu bi>K'Lu ut a luter puriud. t kiii'n- ;> iiiriii 'tIi'- sUtHnl Iffel
tor, Ibpii "1 iidierl for ilit. niioiBtry, iifterwanla biH.'oniiDgtt lawyi-r at IlilrtyJ
liixt-namedpamuil: and finally mkic J mini bb-l

piry great ihIij

atnii'-, >itir'L't><'<litiKoiily ill the
good nerviuB in tbi' Uiiili'd t^'
nucosHury that it ulioiild bi

Seuntur Trllkk, Wbeu
Nalty begin* the iiludy of

Commander UAHBtMUTi.i
profc«aional work whan bi

Dr. GaBLAMI}. I Rupprwi
with good attalnr ■ '
of Ui« fourth -'-

rtnl thf. life of a navitl <r

KEPOKT OF THE SECRKTAKY OF THE NAVY. 221

Commander Hariiingt<^n. He wouM have to pass oor examinations in order to
enter a higher clas:>.

Dr. Oakland. Sui)poso the hoy had Mtiidied and was protieient in mathematics,
np to a certain standanl, wonhl you suhject ban to similar examinations, or would
yon relieve him fnmi those studies?

Commander Haruingtox. If he could pass all the examinations of the fourth class
vear, he could be put ahead into a higher class (the third). If not advanced a class,
he would have more time than other cadets to devote to branches of study, in which
he had not been schcmled.

Senator Teller. It' ho was thoroughly up in geometry, would you itxxuire him to
go through your course f

Conmiander Harrington. Yes. That would be an exceptional case.

The Prksident. Where you tind a cadet who had been educated in Franco, would
you oblige him to take the French course?

Commander Harrington. Yen, sir, but he could take French and German or Spanish.

Dr. Meni>eniiall. Does not the ditferent character of the course make it impossi-
ble for the boy to t;ike an advanced place in his class merely because of the training
he had in outside schools ?

Commander Harrington. I doubt very much whether it could be done beyond the
thinl class. Previous good training, doubtless, helps a ua<lot at lirst, or until the
Academy methods develop the natural traits of all the cadets of a class.

Dr. Mendenhall. All your drills and exercisers and professional work be would
not have had.

S«'uator Teller. But if he had a thorough knowledge of mathematics, he could
devote mor(? time to electricity.

Commander Harrington. JIo has to go to class and attend his study hours the
same as the others. If a i>rofessor finds he can advant'C a man and give him higher
problems, work of the same general class, but more dilhcult', that wouhl be done, and
he wonhl l>e at the top of his class in that one study, and enjoy the a<lditional advan-
tage of being able to put more time to other studies. That is a case that occurs fre-
quently in this school ; there is hardly a year passes that we do not have a cadet who
hiis these advantages.

Dr. Menpkniiall. I would like to ask Commander Harrington how many honrs
per week are re(]uired for recitation during the tirst four months of the year, includ-
ing such as ship and drill exercises?

Commander Harrington. Nino hours for tivedays and with an average of four
hours on Saturday. That includes study hours, recitation periods, and drill hours.

Dr. Me.ndkniiall. About tifty hours per week ?

Commander Harrington. Fifty-one or fifty-two hours per week.

Senator Teller. Does th.'it cover the time devoted to study and recitationst

Commander Harrington. Yes, sir ; and to drills also. I must qualify that an-
swer, in this respect : Where a department calls upon a cadet to spend two hours, an*
entire period, upon practical exercises, chemistry, or navigation work, that requires
no pn'vious study, then all other departments gain forty minutes. For example:
this afternoon the head of the department of navigation will take cadets of the
first class for two hours; he gives no lessons to study, but there are forty minutes
that go to the other two dt^partments, and in that way the cadet gains a good deal
of time for study, over and above the usual time.

Dr. Mendeniiall. I should not reganl that as excessive.

Kepre^Msntative McAi>oO. When a boy goes to the board, and there is a large sec-
tion, does he have time to work out a i»rob]em, or is ho pushed for time?

Commander Harringto.v. Asa rule, he stands there until thnmgh. Before the
bugle blows, if he is not through, the instructor assists him. They are never hurried
and are alhtwed to take as much time as they please, within the hour.

Kepresentative McAdoo. Do you think that is long enough ?

C«»mmand«*r Harrington. The instructors can not hear more than a certain num-
ber recite. I think sections rarely exceed 8 or 9, and in the mathematical depart-
ment, or 7.

Dr. Mendbnhall. Is it customary for instructors to give the young man assistance,
if he is failing to get his iiroblem ; or does it go until the next day ?

Commander Haruington. The instructor usually assists. Sometimes, the next
(lay, he may be tried on a similar problem. The cadet has a different instructor each
raonth.

Dr. Mendenhall. Then as the section goes to another instructor, does he not
have the first instructor again ?

Commander HARRiNCiTON. He may, in being transferred to another section.
Usually he passes to another instructor.

Dr. Mendeniiall. What is the object of tliat change ?

Commander Harrlnutox. It is the result of long experience, tiouie instmctors

222 BEPOBT OF THE SECRfiTUtY OF THE MATT.

matli Iiij;;lier lliAu otLcn, ftiiil tbe ulijei^t iht' sohool.
Dr. Mekdknball. But I should think the object skoolil b* to inctiual Hm |«I

i^i-uator Bdtlkr. It 1b a cbeclL Dpon favoritiam.

CiimtiiHudeT HARRutcTOK. IflLore wore any diBpoaitioti lalrant • e»de( naftii
il wiinlil be a chock.
finnoi-al Wai^br. It is not a virtne to have a iitn<l«iil tnke him ooiinMi nnd« dil

Ciiniaiaudsr Bariunotdn, I never enw any objertkoi im it catlnt's nmrl tii a obv
ill ti'krtiaular luetruulorHj tboiigb iliertN are nriine ivbii ura iiiuni papolnr tliitD olb
t tbink one officer in thiH acbnul vitjiijra a vtrv hl^b rapuiaCion aa k tckcbw, and
like to ^et with him.

Dr. MKRDKirBAiJ.. t tliink that aort o< obnngn in rldky.

Senator Uutlbk. Ih ever; uadet callM] ii)>an ttt e««h liwaiHi I

Comiaandei Harrikgto!!. He is liable t^o b« eallMl ojioii. 'I'b« id^^s la Bo pn 1
arecilAtiou eachilaj, lie iloeaaat bnow what bnuokof the sulijnat hn.niftjr MotI
upon to explaiu ; be bos to stndj the whuJc iMwinn.

Senator TSLLBR. If bi! t;°ta skipped two or three timm h« toasB tbo ntipartuillf
be markeil, doea be uot t

Comrasuder UAJiRiKirroK. No ; when a cailet ivcit^H hut orioe par wiwk, thai na
ou)]' has half weight. If it la a very hieh mark, it onlf wrvM to pall him op nl
tively hut little, nod uot ae mnch as if the regolt of two rtKiiUtiouH.

SeuatoT Tellbr. Itat if a bo; could have miuie laetAot HieitAtiiinii at taush ban
lie has lost aoDiethiuK- Siippoae be bad been purfett »t evHr; reuitaliuii t

CoiuDiaader UAitKiMiTON. Then bin mark wonlil be porf*«t. iMt lou mblals : I
iiinking np the marks for thii month, that neeJc in trbleb ilia boy t*csu» Vnl~M
wniilil have half weight only a« compared with the wphIm lii whioli b»do«ll
work.

fk^oai
foct tecltatioiiB, tbe dull scbnUr m»^ set nuuiv iHivi>iiMi|(«

(.louiuiaader HARRlNilTON. Whore tbiat happeus in oiib
tbu next week ofiiwts it, -It ma; bo that a ondet is sick, ii* iiirnc
((ether on that wnek. We have tii liuve certain rules iu i{t*lii|> lib«
tiviii weiifbt, and as tbove has iiovi't been any ovuU'iiea nrdl«MthDuTtiiiu or ttU n
no the part of the cadet, wu have laohvd upon It favnratily. Wk liavc D«var h^
cadet coinplnin uf it.

tlouatoi Tbllbr. Do not tbey oomplniQ if they amnuier coJhiil iiitun f

Senator Bctlxr. In the connH! nf the nontb there is n ■»» iir avitiajw ftt i
endeM. They have tu piusD tliruugh u certain tiainltor of nnrtiu linns.

Oeueral Walker. In « nuaII ncolioii i* a man rullod uvery daj T

Commander HAnRIMOTON. BonielJnteii the Nnvy nuiiuriMiniil in not ablAUM
ply thcfnllnnmberof instmetnra needed. If Mven iiimuctim aru luvdM anil «
live supplied the 8tDd<.ntB cnn uot be o*lled iinnn everyday.

Representative McAJ>UO. In wbftt ycnr of ttie acadomtq etninn ctu the latn« u
lierof boys fail t

Coniniandet Harrinutom. Thu llrst y<^ar.

i^Kuator Tellrr. What nuinhitr of insirnotOTK bavn yon f

Commander Harrimoiom. 1 have tbnr awilsl.iintii, who bav« iHitblnn; l« 4o *1

i> lb« liMlraotor m

Hcholaatio da ties.

Dr. MRNnBNHAi. . . ^ „ . . .

n liaK npou theuCQcienevof the liMtmctorsf In other wonla. I« Ihi

Wliat ia ;onr judgment in re};ard to Uio eflHct tb» aucfclnv ■

.__ , nienevof the liMtmctorsf In other wonla. I« Ihn iiiiiiniaiii iiiil

witicti the lastmctui stunJ* of nioiwnriug the recilMion a deDrliueut to bia ^nliiMi

iiistraetorT

Comiimoder Barrinotuk. I think it has a ver> bennfirtal kKh^i ii|Hin Iba oJBn
who are inatmcturs. At the bei:iiiiilnj> of bis earoar oh iDHtmel.iir at this •ehosL I
officer's teaching is nsaally iu<lilfcront ; he don't know bow t« t«Kab. Tbe tcM 71
he is learning how to iiiijiBrt his knowledge, and be is not a very TaloabU (Ban : 1
tbn next year he has atiqnired a lhoron|;b iuformation on the sul^e^t vnl lann
III ti'och, hut there is no doubt that oadets do tnfl^er W a, bwUIu Bxt^nt Ihnn bn
under an offltsr who hssjiwt come into the dapunmeat.

l>r. MeNDKNItAU- It is iu n>Kaid to thu systrnn 1 ini)ulre. The qaoatlnn ia, ^1

• )

REPORT OF TIIK SECRETARY OF THE NAVY. 223

ioBarof Tho Socratic luotliod of teaching in tho niont ^MTfuct, after all. What Ih
ihe examination in tho recitation room? 1 uiUHt know what tho diiliunlties of the
itadeut un\ thoaf^h I may not caro>t4i give tho marks.

ConnuandiT IIakuington. We uiuMt have a sytitem of marking ; wo niimt say how
iheso pupils aro to ho gradinl ; and, while this method is open to criticism, I most
ny thiM'o is a groat d«^al of instrnctiou givon ontsido of tho work of oxaminiug tho
>upiL It IS eoininon for an instructor to stop all work and gather cadotM ahoiit him,
M> explain iho dillicult points. On tho other hand, the marking is essontial. We
ma not grad«> tho ]mpils without this daily m:irkiug.

Dr. Mi-:ni>kniia.ll. Is instruction given hy lectures f

Connnauder IlAKKiNttTON. Thon^ is ctmsiderahU^ iecturiug done iii tho school ; hut
[ think exi>erie;ico docs not ptuiit in favor (»f it as a moans of instrnctitm. When
ectn^^s arc dchveretl slowly, and copitms notes taken, they are mon) etl'octive. We
n(»t approvi^ of lectures givcMi in an otl-hand way, that cadets aro unable to follow
» know oreci^elv what is said. I think our system of marking is the nuMt perfect in
ihe world. We lN>rrowed it from tho French originally, and we have brought it to
Mrfection hero. Vou will see ot'ieu a cacb't here marking himstdt, and at the end of
ibe month he will bt* very closit to the instructor in the tinal mark.

Dr. Mendknuall. But do<'s this fact justify the system f Other educational in-
ititntion.s, outside of the war sidiools in this country, have been, for twenty years,
Irifting awav from that system, and the science of petlagogics, if theni is a science,
Uid it is generally acktiowlo4lg<Ml now [to its disfavor]. There is a loiul cry against
liudying and working for merits among students, the belief generally being that
t diK'H not work goo<I. Is it not signiticant that outside Oilucutionul institntious
duiost uaaninionsly condcuui itf

Comniunder HAUUiNuroN. If wo ctmid substitute weekly examinations it would be
M)tter. I believe with weekly examinations we could grade them blotter; but to
lo that you would have to giv<^ up one day in live. In every study we already have
Donihly exnminution.s. 'riieexnuiinationsconstitutBa more stivtu'o and a ni«»re precise
ei»t of acquirement.

I>r. (fAici.AN'i). I was examining the rules by which you grade the students. I H*«e
^oii multiply the standing by It, mid tho examlnatiim as 1, and divide tho whole by
; that is giving more weight to tho daily performances than t(» the examinatiim.
low can ,von avoid the diH|Kisition of the student to cram himsi*If fnmi day to day f

Connnauder IlAi:itiN(iT(»N. I pn'sume the eflieiency of our cours«» dt'iK^nds upon
Xiinii nations, and. as ]>r. .Mendenhall says, "every day*s work is an examination.''
*ractically. the daily examination is oral. At tho end of the month tho examination
t written.

IDr. (r.\ici.ANi>. Siippnse the student, during the mtuith, fitnu excellence of memory,

ds Inm-ii abin to perlorm well trom day today, and he is marked high. At the etui
.. the month give liini pri»bhiins which re<piire fnun him knowhrdge of principles,

kko it jieces>ary for liini to solv«« ii<*w problems, t(» which ho will prove efpial to

3 degree that hi; has ma^itcred them. Wouhl not such an examination as that de-

tnine tlie graile n[' e\e«'lliine f

Commander llAi:KiNtiTo\. I think so; but the stress iijxm the cadet wouhl bo morn
l|{«iriHi<4. Oiut exaniitiaiiou niiglit bo fatal. The existing method affords fair oppor-
anitii's to all to avoid failure.

^r. (IaklanI). ii* there no other way to determine precimdy the merits of the
tnilcntsf

Commander IlAliKiNr.niN. Yes. providing the examinations areHuHlciently numer-
Mik Where we have re)M'ated examinations of that character i|. is the best tcHt.

M^li cadet undergoes iweiitv-tive examinations in the school year in the fourth
^ , and the second class niiderg(»es about forty. Tliesi* are tlie written examina-
i« outside (»f daily recitations, and tht>y are very strong factors in grading tho

aSMm

]>r. Mkndrniiali.. WnnM it not be HUfh(*ient to base vour jiulgnient on these ex-

ainations uuil omii the daily marks?

Commander II.\ici(iNitT<iN. We hhoulil iln»p very many more cadets, but would be
nrvr of tlii^ knowl(>ilgi« <ii tli«- remaining uiwyt,

r>r. iiAKLAND. Vou would li>^e tilt* hiimuluH they fieri vt* from their study.

Coniiiianiler IlAKUlN4;niN. ^hi^f has iN'cn thought i>ver during fil'ti'en or twenty
eATN. rrofcH^or lleuili ;i-k<^iin can tell you about the resull<4 of weekly c\aiuinati(»ns.

think what we are doiti^ is the best way to get work out of the cailets and Ii» get
hem to HCipiire the difiereni branches 4if study.

Or. MF.Ni»rNii.\i.L. Tlhii' is aimther obje<'iif»n I have t(» this daily marking system.

iti't 3'ou think it iniiMi'i ri"< with ilie opportunity td' the iiistrucior to impress him-

afniMin the 4'l:iss atitl !•• infii<««> \hh enthusiasm into themf It si*ems to nn* it ii
pOKsibh) to hav«* that eutliiisiasm ami sit with tin* list in hand ami mark down li}^
,. every time a fellow make.-* a recitation. Is it not true that the toncliof the live
in IB sa<;riljced by tliM marking sy.stem f

224 REPORT OP THE SECRETARY OP THE NAVY.

Commander Harrington. PerliapH it is dimiuislied. I should like to have yoQ||i
into onr recitation rooms and sec the work as it is really done. The iuf^tractonin
around the room, catechising the cadets and helping them. Wo lalNir under
disadvantages of not having rcgnlar instmctors of long experience. The first }«u
the officers, acting as instructors, are not worth much; the second year they an
much hotter. The third year they arc really vahiahle teachers, and then thn
have to leave us. That course educates the otBcers. Wo are not x>edagognes: n
are students oui'selves, and work with the cadets.

Senator Teller. Suppose a cadet of the fourth class, along in the second or thiic
month of his tirst half, shows signs of failure in any of the departments; stippoM
comes to his recitation in alge)»ra, and is not clear — for example, has a low iiuw>.
and again has a low mark, what is done in reference to thatcadet of tho fourth aim
by the instructor of the department of mathematics where he shows signs of weak-
iiess /

Commander Harrington. I can not tell you exactly what is done; I onlyki
he is the ohjc'ct of solicitude and attention. Generally, I say something to hini.i
euc'oiirai^e him. The head of the department takes an interest. Generally the lomi
section is given in charge of some ollicer supposed to be a good teacher; often
lu;:ul of the department Lakes it himself. Very frequently they are allowed to ban
special instructor.^. Along at the end of the term a lad comes to us and says: *'Itf
not getting along ; " and very often an ollicer conies in to work with him for an hoir
or an hour and a half, devoting himself to that study in whieli the boy is lackinf*
There are plenty of officers who give up an hour a day to special iuHtrnc'tion of i
student.

General Walker. Are the relations between the officers and Btudents such
make the students eonlide in them f

Commander Hauiuxgton. I think the relations are good.

General Walkkr. I don^t mean to ask if there is any animosity.

(lonunander Harkingtox. In Fcliruary last three or four cadeta were deticientii
the ^<ee<)nd ehiss, and 1 was interested in their behalf because of their gi>od conduct
1 plea»led with the Board, and they voted to extend their time and give them a »
examiunttion. The head of that department began to give them Rp«'cial instructiofll
«'verv evening, for three-quarters ol an hour of their study period and part of tlieif
recreation time, and, as a result, thi'y paesed their examinatious and will becontiuoid.
That, was work he was not required Jto do as a ]»art of his official duly.

General Walkkh. 1 should like to ask, whether, in his observation of the stadenti
in their drills and in their individual aiiinsemeuts about the campuH, and wherever he
may meet th<^ni, if Commander Harrington notices any considerable failing in them.
Do they inipress him as overstndied or overworked men? Whether towards thecloM
of the term they appeared overworked f

Connnander IIarkington. 1 1 liink there are a few such cases every yciir.

(MMieral Walker. Speaking in a general way f

Commander Haihungton. Generally, no. There area few such eases every yetf^
bill 1 should say it is not a general efl'ect. I lament very much the tniiiblo we Ban
with athletics, and I have to forco them agaiust their will. If wo had our g
nasinm right alongside the living (|narters there would ho a very difterent story. •
JTMineed the eadcts to g(^t; ui» an athletic tournament this year, and (in WcdnM
att»"nioon we will give yon an exhibition. But 1 have the ntmost diflicnltv to ui—
the time t'or the cadets to visit the gynnnisium often. It takes fifteen or' tw
ntinntes to g(» to the gyntnasiuni and bark to the quarters. I think there is no q
lion about it that the. eadets at this school need more such training hh they getat
gyninaMJum.

(iineral Walkku. Are these exereist^s supervised by a snrgeon or expert f

Connnander II ARRiNGTox. \V«^ hav^^ an expert who has been here twenty yean
Uc i^ nndcp the supervision of the ronnnandant of eadets, but I know very little ny-
M-ir about the safety of the training. I have seen a student go in there and the
inastrr would say to him '* Lookout ! yon will hurt yourself; don't yon do that," wi
tln' radel would supnos*' it all right.

If I had one reeoinniendat ion above another to make, it woald be that the g
na-iiiiin be move<l over alon;;:side the living 4[uartei-s; next, to extend the pmci
rrn'iNe and abolisli the annual leave. 1 might say the annnal leave hi not good t*m
1 tie I -adi'ts. The old ])lan of giving them three months and a half leave at the b»
;;iniiing of tli** second (?lass y«*ar <M»nnnends itself, tomy judgment, for many reaac
With thai system of leiive tin* jiraetieo ernise would bo a month longer annnOu^.
It is a niatler of regulation, whirh the Sceretary of the Navy can control.

Medieal Inspeeior T. C. Walt«)X, of t!ie Acaih-my, appeared liofore the iKianL
st.ited that he was in ehai'ge. of (he medical d(>partiuent of the Acodeni}', and ala& —

tin* dejparl mint n|' physiologN and hygii-ne.

S(Miati>r r.irrir.i:. Ilnw inuir havi' \oii been at the Aeadeniyf

REPORT OF TUE SECRETARY OF THE NAVY. 225

l>r. Waltox. Six years.

Senator Uutler. Will yon he good enough to give the Board your opinion of the

iffeot of the study required here upon the physique of the cadets f

Dr. Walton. So far as I have obtk^rved, 1 thiuk all those who enter here, having

od phyHi(|ue8, are benetited by the course. I have Heeu no injury that I am aware

,. in that time. There are some few cad«^t8 who, after having been entered here,

irhen perhaps the medical board has been doubtful about their iitnew, or that the

dical hoard rejected and the Navy Department has waived their defects, who have

«.led. The strain has been too much for them. During the term of my duty here,

lerhaps two or three times, I have noticed that the strain has been too much for

ihem, and I have recommended that they either resign or take a vacation, and one

vr two of them are on leave now. In one case, the boy being on leave now, and who

i(oo<l number one or two in his class, I ascertaineil he had been tak«'n from school

»n at least twti oc^'asions before he came hore from overwork, and 1 found that the

(train was too much for him, and recommtMided him to take a leave, and he left in

?«)bruary. I had to watch him very clohely at the time, as he was anxious to finish

s semi-monthly examinations. He is now at his home, and expects to return here

■■ September or October, and to pUHs bin annual examination. If he can get ^.5, he

irill be satisfactory, so far as his mental ([ualificationis concerned. I don't know that

t will be well to rtmtinue that young man; but because his hoi>es were all bent upon

mtting in the S4*rvire, I have not insistt^d on discontinuing him. I will have to watch

m for another year, and if sit^ns of failure come we will have to let him go.

There is another vase of a young man who has juHt pasned his examination, and I

ve recommended that his nlivHical examinutinu Ikj deferred until October, The

iniinations wen^ too mueii for him, but still he got through with them aatis-

torily. I told his father that if he were my boy 1 would take him away from the

vmOoI and not let him stand the strain. He will be granted a sick leave until

>etober, and then his physical exan>ination will be eom]»Ieted. In case the boy is

t sntliciently strong for the service, and very likely he will fail in the course of an-

r year, his )»e()ple will then \w sati.stied that he can not stand the work here.

'wvt'e may be one or two other similar cases. The defect 4»f those who fail has been

ring to some eans** existing prior to the time they came hen\

General Walkkk. SometimeH caus4'd by the boy's great grandfather?

I>r. Walton. Sometimes you don'r have to go back so far as that.

Genera] Walkkk. You may reammably expect to find some students constitation-

lly weak T

Dr. Walton. There are not as many cases of break-down as I expected to find
ben I came here.

Senat<»r lU'TLRR. It takes a very goml constitution to stand the strain?

Dr. Walton. It is often very hard to tell who can stand the work iMMt. The

tudent standing number oiit> of the graduating class last year is an instance of this.

hesitated some time before I passed him. He had a ptMirly-noiirished, very un-

romising look. Miit during his <'fiunM' here he was on the sick-list only one day.

Ii« mention that has been iiiad«> of the extni work done h«*re reminds me that he once

lid me he never htinlied overhours, except just prior to the examination; but I sup-

Mied he was an exeeptiiui.

General Wai.kkh. Do you think the y.oung man who enters here continnes to grow,

he would under a less severe rt*gimen f
m>r. Walton. I think so. The cadits are well and regularly fed and exercifle<l. I
eatistied that when tln'V return from si'a after their crnis«* of two years many of
.m have lost tlesh. This may <lependon the fact that sonit* of them go in unhealthy
jiates, but an a geneial rule there is a 1«>s.h of N\ei;:ht while at sea and an increase
•jile hi*re. Tli<> casen in which there is not a gf»oil normal irrowth are very rare.
General Walkkk. Do yon have control oft heir diet and the hygiene ol the Academy t
I>r. Walton. Yes, sir.
General Walkkk. Will vou please state what the ftanitary condition of the Aca<leuiy

i.)r. Walton. The nanitarv condition, i;i'nerally speakini;. is good. We have liad
» epidcmien, with a siiiL:le exieption. We now have several cahes of miimiM; but
ben the first cium* f»cciir<* we take pre<'aiit ions and nofiirihi'rdamagi* isdone. When
OJMe occurs, I make iiM|iiiri*"« to liml who havt* Imm-u ex|ins«<d and eaiitiiUi them at
bont the time the <lisea'«<' \« til shi»w 4iii them. We isolat** th<* paneiitH ami fumigate
rir rooms. If it furiirs in t*amilieH, their members are not ailt>wed to mix i^ith
pijpn. We have the di-*i lo'"* i-oiiiiiiom ti> rhil .n-n Iiit«*. I thm'i ]iri'tt*nd to control
leee diseaHes amon^ i-hililreii in the fainilii's. In iii> tirit yi>ai, wi* hail sixtv cases
r measles amoii^ tin* laiiiiii«"*. but not imh* am>>ni! iiM*«'adft*«. Dipiiihfria is the most
(▼ere disease we have had her**, but wi< havr loot no eadfts from it. On*' vear there
fifty deaths from diphtheria in Annapolis au'l tliiee aiii«>n4 tin* families in the
smy grounds, but, fortunately, not a cadet was lost. At the uutsul we did not

JIA 89 15

226 EEPOBT OP THE BBCBBTABT OF THE lUTT.

KDoguiae that it was (Uphtberia; W3 looked upou it m > mild sort of sore lU
npuu Ibe first evidence tliat it nils the mure diuigeruiis diseaoo ire Cook gim
to control it.

We have a regnlation bere which rei]DiraamembeKo['tboci(Dc«re'fB[DOiisl*N
every ciuie uf aiukneM Cbat occurs, and wo taku iaunediulo tneitBunni to lamlnl
diHease, if it ie uoutugious.

We bave all tbe aewera and nrinala flushed «nc« a mnQth, Mid if tbcf« m — T
tagioQs diseace, more freqneutJ.v, and a solution of coppnra« (Jiirtwn to UamTt
are n good many old pan closeta still to the buililings here, but we ant gnulaallf il
iag ihem replaced liv better ones, of wbiiih wo are mncb in Btmcl. Tlw ohiMtiM
onilets am eeniiratnil tmtn the malo buJlcliugH, no tbore ia imt uueli diutfOrll
students' bnulfh Croin tben. Wo bod n oliuii liere dndag lw>>, ftflRiniar IbM ■■
lownd QDnannI privibges; the; were qiiivrtcnid id ono of the ItiiUdiu]^ iiutMid*
hoard the Saittce.

The result wm, the ^aungators sat onl un Uio grnittul aa lat« a« 9.30 o'dmk f,
and Buine staid Dut uutU 10 n'oluck ; souiu got ontaide the ^nands, tuiil, BtKjiag'
liuio, nwamuronndto where tbo; oould enter without beitig roporivd. TltaluM
paloiilntvd to do their health uuy guud. Tlieo a dmiri was tieinj; Oux lien Gira>i
supply of water, and iis there was some trouble about gottiog iilfwii UmJnlH:
open for two or three weeks. Then they were all,awtd tn go liiii inw<nift|l
deal, and the result was when they left, about the 3&tb (if Aii^st, k nnmbcci
iwmplaiaia);, and in a short time ten were alok with fpver. On« shorlly aflVVi
died from what was thought to be typhoid fever. I tutil been tinT« » ImcUasl
thought I knew the place pretty well, but uould uol hud llio cnumo of lE» Otm
Ann thorough iuvestigation wo finully oauie to the oonelimiia that ii w^ aula
t)*ver. The result hhs that three or four uf the yuuutf men having the di^nx w
tiinied hack a class. The others, except thu one who died, liavo mniiai-eil lo knf
with their studies. Of the several cases of typhoid fever w« havn bwldarfwi
soi'Viue 1 am aatiitlied tbut they can be traced outride, unit that tlie; Itava miV
oooirauted Id the place. I have recooimended to the 8niwrlutMui)«iit tbal tbical
b* quartered on board the SaiiM this tiuiuiaor, aud that thay lie aoi. atlowtd <t
ashore St nigbt. I would let Uieoi go in the towu iuihe aflernoHa, bnt kiMpt^
at night. Tho yonug man who died used to go AHhore at tilght uid Dot iwlnn ■
U.IIO o^elook. 1 have told IhB familieii iioru that If they stuy outoo tlni ^.nw 111
flveuiug they will bave fever, and they get it whi<u they Hluy nut. This jsatltt
we will bave less trouble about such matters.

General Walkkk. la the drainage of the Academy geuerally good t

Dr. Walton, Yes, it is generally good.

General Walkkk. la there any reason to diatruat the purity of the watati

Dr. Walton. The water is the purest in the cotiutry. Tliere la a ii<il>ilnf<
of vegetable matter in it, bnt there is no sewage.

General Walkrr. Have yon a satiafoutory boepital t

Dr. Walton. Yea, sir.

General Walker, What staff have yon t

Dr. Walton. 1 have four asgiatauts.

General Walkbr. Is there an evening sick-call I

Dr. Waito.v. Yes, sir. ,

General Walxeh, I shonld be glad to have yon say what yon l«a«l)lalta«|
of physiology and hygiene.

Dr. Waltox. The first thing we have in view, is to teauli th«> •'ffbc^ at alM*
li<]uorB and narcoTJoa ou the sytitem. That is wbnt ILe law mijatres. Wvdu tkH

K'ving them n fair account of how their bodies are formed, how tbaj irn><*. Mi
ncUons of the difforciit orgona of tbe body, such as the akin, this lUDn. tW W
kud the utotnaoli. In wpeaking of the skin, we nientioti the cfTnoM wI^wfclHJ
the ncd'ssl ty for it. Wo describe the properticsnf clothing and I«U thvm what ill
for thorn to wear. In aiHiaklng of the lungs, we describe tbe pn>04«a nf laahj
and xhuw what tbe ordmary impurities of the air are and hnw to b<«t ventlMvi
rooms aud ships. Wo t«l] them eeneraliy what U neoeeaury for a hoalibT Inrfyl
DoiuetUing about the ordinary foods they are liable to eaL In tha ni>t4or M il^
ing the ell'oot of aleoliol, we comply with the law; and in n^pud to tuliauML J j
them what I believe to be a correct idea of it« use and alniso.

Then they are taught practices which are uf use in gweral (uuorg«ncr cmai.k
to arrest hemorrhages, etc. They are taught how to r««ou« ponooa froiii ibnaW
death, cnuspquent upon drowninir.

1 itcm't tallc muub about Darcotics. I don't believe Uipiv Is any iiso In docrlUiC
thone bnya the elfuuts of opium and haslieeah. I give tbaui a gntiarkl Idoa of ^
niirootiQH lire and what their danger is, to the human systmii. witbuut (tuiBc iiil*J
tail. I ti]|l Ibom the nature of tea, coflee, tobacco, and aleobul. Tb«r arv elf"
percentage uf ulcuhol contained in dilliiient liqjiors, and » tuiX aoooant tif tto A
OS the various organs and tlasoes of the body.

REPORT OP THE SECRETARY OP THE NAVY. 227

, €l«nera1 Walker. Have yon reason to believe that there is much smoking among tho
Mkdetsf

Dr. Walton. Very little. I found two years ajjo between forty and fifty of them
with derangement of the heart. I made an investigation as to the cause of it, and
eonolnded that it was owing to the use of tobacco ; in a few cases, from a too free use
oC ooflee. We have had thn ration of coffee cut down; they are allowed coffee for
toeakfast only. The piini8linient for the use of tobacco has been increased, and now
■y en, or even ten, demerits are given them. There is very little nse of tobaooo.
When they were stopped smoking, they started chewing, that being harder to detect.
Tbere was a time when the First Class was allowed to smoke, l^at there is very little
■•e of tobacco now.

General Walkkk. As yon observe the students on the gronnds and moving abont,
do they seem to l»e listless or tired out f Do you notice any difference in their condi-
tion dnriug the first and last of the term f

Dr. Walton. They are not overworked. I see a great deal of them. They are

etty wearieil at the end of the term, very often. They are apt to trifle away their

at the first of the term and then settle down to hard work along towards the end.

^dneral Walkkk. What is your opinion of the value of the annual leave of a month

^aiparison with a leave of throe months near the end of the course?

^ . Walton. I think the annnjil leave is a mistake. Some contract diseases while

Some whose homes are fur distant do not go there at all. Those who live in

uthern States are apt to gut malarial fever and bring it back with them. I

> •hink the leave is of nincli benetit to them. I would nave them all take the

r cruise and have it extend until October, and then let them commence with

u syndics. I think they ought to have three mouths' leave at the end of their

M year.

nator Butlkr. That is the rule at West Point.
•ltV. Walton. Then the last y«*ar they don't have so many new studios to occupy
. The work then is not so ditUcult.
. A^«. Mrndknhall. Do 1 unden«tand you to say the last year is the easiest?
T>r. Walton. The students don't then have so nmch mental work; it is more prao-
al.
«>r. Mkndkniiall. Whirh is the most difficult year for the cadet?
I>r. Walton. I Hup]>ose the thinl year is. The majority of tfie failures occur dur-
l the first half of the tirst year, but that is iMfoause they are not prepared and can
i settle down to the disoipiinu here. It is found out in that six months who are
(Anted for the service and tlmse who are not are weeded out.

. Hbkmkkt. I)o you have many cases of trouMu with the eye-sight?
jft^t. Walton. N(»t many.

Mr. Hkriikrt. Is there any special cans«* to which the trouble is attributed?

^r. Walton. There is often a change in the eyesof young people at the age of the

idents while they are here. I dou't think w*) have a greater proportion of these

0S than they do outsiile. No matter what the boy does rhere will be that change.

It before an examination some of the boys will stand out in the halls and study

*h a p(N>r light thus hurting their eyes and catching c<ild.

iSeneral Walkkil They stand in the hiUls because the lights in their rooms are

T
..Jr. Walton. Yes, sir; the regulations provide that the lights shall be put out at
rtain time. The li;rht they have in their nMinis is pretty goo4l for study. They
a Argan«l burners, which are pla<>ed over the eentcr of the table in each room and
r eadets wear shades over their eyes. The only ohjertion to that burner is that it
her heating and it tends to vitiate the air'of the rcMim, but it is questionable
iier the electric li;;ht wouhl be an improvement. I am not satisiied that the
tic light is Huitabh* to stu<iy by.
. Mrndknhall. What is the {possible objection to it?

• Walton. I don't know ; I have not yet m'en enough in its favor; its oontin-
lae IS said to fatigue the eyes; I believe it is worth while trj'iug; I would ad-
bnring it in a few nf the quarters before adopting it generally.
t • Mrndrnhalu It is Kteatly and does not viriate the atmosphere?
1 . Walton. We ought tirst t4» have some report of its fitness from our ships. The
thing that I have seen alHMit it is that a medical nnin in London published an
.««Qt of a di84*a'ie of the eyes doe to the electric light. He said he had thirty-
I eases of it. 1 have hi>ard (»thers say that after using it awhile it beoomee Tery
f ing to the eyes.

Mkndkniiali^ That is the are light. The incandescent is diflbrent?
. Walton. I wouhl not object to the light Mng tried here, but it would haTa
moditied somewhat. We are not huffeitng from the light we have.
. HsHBBRT. Do you think the Argaud burner and gae in better than the 1(04001
to vtody by f

228 BEPOST OF THE SEGBETART OF THB NAYZ.

Dr. Mbndexhall. I see Bome men wearing spectftcles; are tb^ admlttod wHk
that defect f

Dr. Walton. No ; the standard required iB that they most be able to mw their
special senses without artiiicial aid. Bat in this case the student's Yision has beoome
impaired since he came here, and we are letting him go on for two years. He will
make his cruise and then he will resign, and that may have something to do witii i^y
leniency towards him. I thonght he would be able to make his crniset bat whoeiw
examines him will see whether he is able to remain or not. I told him that I wobU
reject him.

General Walker. J)o yon know of any great trouble with the eyesight whM
drawing is practiced to any great extent ?

Dr. Walton. I think that alFects them. We t«st them before they enter, Mftd the
oases that fail are the cases that the medical board is in doubt about.

Senator Butler. Uou't you have soiuo cases of color blindness f

Dr. Walton. Yes ; but the rules for detecting it are so explicit that most of the
cases are weeded out before they come here. We had one case this year. I doBi
know how he escaped the nivdical man. I try to make the instmctioDS to cover tkt
detection of this defect so plain that there may be very few cases to njeot.

Senator Butlkr. We understand you to say that generally the oonrse of study aai
discipline here is not too great a strain upon the average student?

Dr. Walton. I am sutislied that it is not.

General Walker. It seonis to me that the boys have a very elastio step.

Dr. Walton. Our sick-list does not aniunnt to much. One-half the time the yom^
sters who complain want to get out of their recitation for the day. Headache wssa
racket they generally worked on us. I said to the doctor who was holdiojg the eiflk
call: ^'This is a perfect farce ; we must stop it." Finally we had an assistant hsn
who carried out my instructions to the letter. During the three mouths Velbre ks «>-
rived. I had one hundred and 80venty-six adnnssions for headache, and during the
three months ho was liere I had eight. 1 don't doubt but there may haye heenasaa
fellows who had headache who were not excused.

Dr. Mendenifall. What was his method f

Dr. Walton, lie would talk to them. He would say : '' So yon oan not stndj ta*
day," and the boy might answer, " 1 am not prepared with my recitation.'' Tlie da^
tor would take their temperature to satisfy himself they had no fever, and thea he
would say: ^' We are not putting on the sick-list to-day for headache." Alter a*
these boys didn't come near us ?

General Walkei:. How about the cases of men who are subject to habitnal
aches.

Dr. Walton. Tht^ro are some sueh oases. In the case of first classmen we tehs
their word. But the conijilaint is usually by the follows at the foot of the olasB| aod
in the past the privilege oi' getting exensed wtis ahnsed. But I am more lenient with
them now. It often saves the follow demerits to get excused, and Bometimes I aavt
them. Sometimes they would get a zero or a very low mark, and if they conld gataa
the sick-list they would be satisfactory for a week, and that was the reason manysf
them worked it. So you see the health statistics of this place mnst be taken witk
some allowance.

Senator Butler. I see the boys learn how to play ^*old soldier" as well as aMw
feflows. • •

General Walker. I don't see why you can not call it •* old sailor.''

Knsign H. G. Dkesel, assistant in the department of mathematicSi appealed k^
fore the board.

General Woodford. Ho\« long have you been an instructor in the matb
department f

Ensign Dresel. One aeadiunic year. I have been attached totheAcademT
August, and have been teaching since October. 1 am iustrnctor to the thi
fourth elasses.

General Woodford. Do any instructors in the mathematical department i
more than two elasses ?

ICnsigu DuEttEL. Not in our department. I don't kifow how they do in the dej
ment of applied matheniatirN, as I have nothing to do with it.

General Woodford. Please explain to us how the fourth class is arranged.
the boys come in, what is the liist thing you do with t-hemf

Ensign Dresel. They are arranged alphabetically first. .. .;

General Woodfori>. How man v are assigm^d to each section f

Ensign Dresel. About nint? or ten to each seetion.

General Woodford. These seetions are known or numbered how t

Ensign Dresel. From one to nine, or teii,aeet>rding to the number of seoUm^a ^

General Woodford. Does Professor llendricksou have anything to do
fourth class in its instruction 1

Ensign Dkeskl. He takes the first section.

REPORT OF THE SECRETARY OF THE NAVY. 229

1 Woodford. Doos he instrnct tbe other Reccionsf
Dkkskl. Not (luring my time'as instructor.
1 WooDFOKD. How BOOH after the academic year begins are the sections

I Dkf.sel. Aft^^r the first month, and then the sections are formed according

mdiiijjf (»f the students each month.

il Woodford. You say the alphabetical sections are broken up after the first

I Drkskl. Yes, sir; and ratings ma<le according to the examinations and

markH.

.1 Woodford. Who are put into the first section f

I PuKSKL. The highest nine or ten.

kl Woodford. So that if there were nine sections the ninth would oontain

St in tlieir murks f

I Dkkskl. Yes, sir.

il Woodford. Yes; but the first section would contain the highest students

B. During the l:u4t year who tnnght the highest section f

I DuKSEi.. Professor llendrick^toii.

il Woodford. Does the second section have the same instmctor and the

urth, tit'th, sixth, seveuth, eighth, and ninth f

I Drkskl. No, sir.

A Woodford. Have the instructors, in all the sections beside, the firsty been

each fiioiitli of t lie aca<ien)ic yearf

I I)RKSKI.. Yes. Hir.

il Woodford. Have they been frequently changed?
I l)RK*iKK. 1 think they have been changed every m<mth.
i\ Woodford. But the first has not been changed at all?
I Dkf.ski.. N<», Hir.

A Woodford. Then the first section, consisting ofthe nine or ten boys highest
I, have ha^l the personal instruction ofthe head ofthe mathematical depart-
through the yearf

I Drkskl. Not necessarily the same nine or ten boys highest in marks; those
id tirst the first month need not necessarily be so after that.
i\ Woodford. Those who are highest each month are the ones that consti-
first seetion for the next month; and the first section has had the personal
on of Professor liendrickson throughout the year; so that the nine or ten
)(liii«: hi;;heHt eacli mouth get the personal instruction of the head of the
kti<-al tiepartment f
I Dkkskl. Yes, nir.

i\ Wooi)FOKD. Is that so recarding the third class?
I Drkskl. I think Professor Hendriekson has had them right along.
A Woodford. You have had the first section in the third class occasionally
ile n ritation f
I Drk>kl. Yes, sir.

entative Hkrrkrt. Do you kuow the reasons that prompt this course on the
•fofi'ssor HendriekHon f

I Dkkskl. Formerly he took the ^ower sections, and had once been aoonsed
I't of a lower seetiou of trying to bilge hiui by marking too low, though that,
«'n Hhowii, was false. (^ouHcquently he would not expose himself to a repe-
this eliargt*. Investi^^atioiiH were held reganliug these charges, and cadets
hem wenTomp«lie<l to resi^^n, the charges having beeu disproved. He takes
to lielp out his assistants in their work.
rntative Hkkbkrt. And this is the reason for his course?
I Drksi.l. Y«'s, .sir; I think so.

entarive McAdoo. Are you cognizant of complaints among the boys because
ange of instructors every uionlli ?

I Drkskl. I have never heard them. I think it is a very goo<l system. Some
rs mark higher than others, and their ideas of what is perfect is a little dif-
8o. if I. for iustunee, ftuirk low uu<l had the same section continually, they
♦ hihind ntlMTs.

entative Mc.Vdoo. On the other hand, a boy gets accnstomed to the methods
icher and fimls hims«'lf in agreeable relations with him, and next month a
her is given him who h^is new methods, and who himself might be repulsive

entative Hkrulrt. How h>ng since Professor Hendriekson adopted the course

the til St stMtiiMi fxelusively under his charge?
, J^RKsKL. I do not know.

(or Hoot. Is there any |>eculiar work attached to the studies ofthe first sec-
ng the entire year which would lead Professor Hendriekson to bold on to
ion ?

230 REPORT OP THE SECRETARY OP THE NAVT.-

£n»ign Dresrl. No, sir ; I tliiuk not. He alwnys lays down, in writing, what w«
are to teacb, mid we can teach oiir Hections t<K.actl,v what he teacfaeR his seolioD. Ub
has a lesfloii-bouk for eiiv.h week, in whieli hv writcH out the outline of his worl^ and
we copy it anil ^ive our Kcction the »ain6 lesson that his fj^ets.

Professor Root. Has he any other way, save by the marks, of reaching the memboi
of the lower sections f

Eusign Drrskl. No, sir j he loaves the marking of the sections entirely in onr hands.
TVe correct the papers and make out tholinal average, ho that he has no chaige of iL

Professor Root. Does not Professor HtMidrickson, at any time, dnring the Tear,
reach personally cadets in the lowor scctiouH ?

Ensign Dreskl. He conies in the recitation rooms somotimes, bnt in no other
that I know of.

Professor Root. IIow largely does the position of the first section ohaqge
month to month, during the voarT

Ensign Dkksel. About 'i.') or :i() per cent.

Professor Root. Then of the ten ukmi who where assigned to that aection at tfai
close of the tirst month, there wonld be seven or eight in that section thron|^ the
entire year f

Ensign Dresrl. I don't know. The best way to determine that wonld be hf re-
ferring to the records. I can not trust to my mtMuory for that information.

Representative MoAdoo. Don't the boy gt't his standing abont the middle of the
year? Afcer you divide the ninety boys into nine sections, at what part of the jeer
does the standing of the boys become uniform and steady f

Ensign Drkskl. At about the end of the first term ; bocanse we change the atadlflt
about the middle of the year. In the third class, we have trigonometry dnring the
first term, and conio sections during the m^cond. A student might do weU throng
out the first term and badly after that. So you can not tell until the end of the year,
as regards the exact class standing.

Professor Root. I notice in the examination papers that no member of '
section is graded lower than three, and no uummImt of the fifth, section hia
2.51. What I want to get at is, how Professor Flendrickson inflnenoea tL» ji
men of the tifth section, manifestly the weak section ; or himself cornea to bear
them, to encourage them with their studies f

Ensign Drkskl. Through the instructors. The bright boys would naturaOy hata
higher marks. In again referring to the change of positions iu claseea, by ei
Eusign Dresel sai<I : '* I knew one student who start-ed in the first section and «
down several sections. Some are constantly changing, going np and down all _
time. Some show facilities in one branch and are lacking iu otherSi so that tl
cordingly are shifting in ]»osition."

Representative McAdoo. You think a majority of the first ten, on enl
Academy, stay in the first section ?

Ensign Drkskl. About a majority stay in the first section; thatltii r
ond or third month.

Prof. N. M. Tkrry, head of the department of physics and chemistry, Vmwwl'd
emy, Annapolis, ^Id., appriiied before the Hoard.

Senator Butlkr. Are you a graduate of this institution?

Professor Tkrrv. No, sir; I am a graduate of Amherst College and the XTniTWri^
of Gottingen, (fennany.

Senator Bt'TLKR. How long have yon been here*

Professor Tkrrv. Siii<>e 1^7'J.

Senator Bitlkk. Plrast* stair whixt lixt-books are used in your department*

Profesrior Tkrrv. In the s<'(.-otm1 tenn of the third class, we commence Di
Principles of IMiysics; rractii-al rhysics, l»y Stewart and G«^: Remsen'a Gheb
and lecture notes. In the first teini of tlte seeond claKs. wo continue Dantell'a
ci pies of Physics; Ganot's Sound and Li;;bt : Stewart's Treatise on Heat; Pr
Physics, by Stewart and (iee ; Kohlranst Ifs i'li\siral Measurements; lectnie
In the second term of the seeond elasN, the text-lxxdvt^are the same as the firs.
with the addition of Thompson's Klectrieity and Magnetism; Ayrton'a P
Electricity; Day's Kxercises in Klectrical Measurementit; lecture notea.
first term of the first class, the text-hooks are the same as the second olaavyi
lecture notes.

Senator Buti.rr. Do you find the cadets, up to tho time they oome to yoil|
prepared for entrance in your department f

Professor Terry. 1 arrange my studies according to their preparation. 7
give them, early in the course, a bird*s-eye view of tho whole field of atndy
department, that they may understand tho co-relation of the branahiM tomm
afterwards study more thoroughly, with the spciHal t-ext- books Just i i n«4

Dr. Mkndenhall. How do you give that '* bird's-eye view;" hyz^i
nresf

REPORT OF THE SECRETARY OF THE KAVY. 231

Professor Terry. By ilaily recitations, by occasional Icctnres, and practical work.
X detail them for practical work after they have prepared the lesson tor the day.

Dr. Mkndkniiall. Have they had any previous study in physics f

Professor Terry. Nothing is required. Some have j^raduated from high schools^
'Wbere they have ha<l an elementary course in physics and chemistry.

Dr. Mendkniiall. Of what does your laboratory consist f

Professor Terry. We have good buildings, with instruments for illustrating onr
leMons and making physical measnrements.

Dr. Mbndenhall. Are the experiments qualitative or quantitative f

Professor Terry. Many are merely qualitative. What I seek to arrive at is exact
demonstration.

Dr. Mbndenhall. Do you yourself make the experimental illustrations from your
leetnre table f

Professor Terry. I do to a considerable extent, though I try to make the cadets
perform the experiments as far as possible.

Dr. Mendenhall. How many hours a week, during the first term, do yon devote
to the work in your department f

Professt»r Tkrry. Wo give live periods to it; that is, five hours a week. Then
there are recitations only, but part of the term the sections go, upon alternate da>'s,
to the chemical laboratory for practical exercises, instead of their recitation, and
when no time is re<{iiired for preparation, the cadets are allowed to remain the whole
perio<l (two honrH) in tbo laboratory.

Dr. Mendkniiall. How many students are there in your class?

Professor Terry. Sixty-two in the third class, 36 in the second, and 35 in the first
•Imas.

Dr. Mexdexhall. How many assistants have yon T

Professor Tkrry. Six. In the practical work the instructors are generally em-
ployed two hours a day, and in n?citation, one or two hours. In addition to this
time, which is devoted to the instruction of the cadets, they pursue for themselv<*s,
wbat is, in reality, a p<»st graduate course in physics, for which this laboratory
illTonls excellfMit facilities.

Dr. Mendenhall. Does this course continue through the second class; that is,
does it cover two yearH?

Professor Terry. Yes. The course in physics and chemistry covers two years;
one term of tlie third chiMs, two of the WM'ond, and one of the tirst.

Dr. Mende.viiall. What ]iroi>ortion of the time is given to phvHics and what to
eibemistry f

Professor Terry. Three-fourths Ui phyMics and one-fourth to chemistry.

Dr. Mendenhall. Of the time devoted to physics, what proportion is devoted to
Blectricity ?

ProfeHHor Terry. I Hhoiild say about one-thinl of the whole time. I could get you
ttxactlv the ainouiit.

Dr. Mendenhall. During any part of this course, do you have a longer period for
laboratory exerriH«*H than i»n«' hourf

PmfesHor Tkruv. Yes. we extend it over two hours sometimes.

Dr. Mendenhall. Would it not be lK»tter to have a longer period of three hours f

Pn>feHM4)r Tkhrv. 1 hhonlil like to have n longer time that I might give many ex-
periinentM t*or whirh we do not have time now ; and in order to get better reHults,
irhirh are HonietimeM not Mati.Mfaetory, as I have to take one part of an experiniout one
^AVand tininh it the next.

Dr. .Mendenhall. Are the studit^ marked for the hour whieh is devoted to this
*^ractical work, according to the syhtem which has been explaintul to us as in uso

ret

Professor Terry. I have trie<l vnriouH experiments in marking iheni for that w«)rk,

id now havu a plan whieh seeinn to work very well. I have little cardH and at the

p is marked the name of the cadet whoso marks it contains. A portion of it is de-
^ Jled to marks for experimental work, which is divided into three columns ; in one
•f which I give a mark for zeal, in another ingenuity, and in the thini for results.
Tbese an* averaged and the reitnlt is used a? if it were a daily recitation mark.

Dr. Mendenhall. Ih the examination of the student no complete every day that
yon can give him a mark on the rennltf

Professor Terry. Simetimes I don*t mark them on zeal and ingenuity, when I have
■Ot basis enough for a mark. Hut the general plan is to give marks for the three.

Dr. Mendenhall. What in the nature of the lectnres you give them occasionally t

Professor Terry. The lfctnn*s are to illustrate the text-book and recitation-room
*" :; and to give sup)»leuieutary information on sul)jects of special importance to
'aval cadets.

. Mendenhall. The text>books are not thoroughly studied I suppose, bat are
V for reference.

« «v r Terry. I freqaently assign a topic for a recitation and require the cadets to

232 REPORT OP THE 8ECRETAB7 OF THE KAVYi

got tbcir infornintion from every available sonrne, bnt for tbemost part definite lo ton
are asHi^iieil and tliu cadetH are strictly marked upon tbeir recitatious and wiitta
examinatious.

Dr. Mendenhall. Do your stadents undertake original investigation and ezp«ii
ment?

Profesi»or Terrt. Tbey bave done so, bnt tbe opportunity is not very great, beoaoM
tbey cau not work coiitiiiuouRly. Sonieof tbeui bave done pretty £ftir work. I shoilld
like to sbow you a paper on tiie result of an experiment made by a oadet who ia now
a constructor and wan thou a cadet^engiueer.

Dr. Mrndknhall. Did tbe cadet-eugiueers take a more thorough eonrae than tbi
i cadets do now f

I ProfesHor Terry. No, sir. Tbeir attention was directed especially to heat, analyti"

I cal cbeniistry, aud miueralogy wbeuevcr tbey were allowed extra time in thia deparip

\ ment.

\ Dr. Mkndexiiall. Do you give instructions in tbermo-dynamicsf

Professor Thru Y. We take tbt^ni tbrougb a course that touches on that alishtly.
' Tbis year tbe course on tberuio-dyiianiics is more tbon)ngb, bnt it is not poasible 10

• take an extended course in thcrmo-dynamies in tbe time allowed.

', Dr. Mexdkniialt.. Have you a reasonably fair equipment for giving inatrnotifliM

« in pbysies and eleetricity ?

Professor Terry. We bave a good laboratory, but I would like a large amonnt ol
money to expend on it.

Dr. Mendenhall. Is tbere anytbing wliicb yon tbink you especially need f It ii
one of tbe functions of our board to consider tbese tilings.

Professor Terry. I would like to equip a dynamo-room, so that I would have a
specimen of tbe dynamos use.d on tbe new cruisers. I now have an old-fashioned
Edison dynamo and a Brusb d> namo. Tbe students learn to start the engine and aw
tlie dynamo. I would like a low-Kpeed dynamo connected witb a high-speed ftng;iiitb

Dr. Mendenhall. Have you a good equipment in tbe way of hght appUanoN^
lamps, and nieasureuK'nts, etc. f

Professor Terry. I have a sinall Hrusb macbine and run two ara lights with it,aad
a tifty-ligbt Kdisou dynamo. The st udents sometimes make determinations of the de-
Hciency of tbe ))l:int; but the dynamo plant is very limited, and it would be grnallj
to tbe advautngo of the lirNt rlaxs if they could bave a complete outflt, BO that th^
conbl bceonn* familiar witb tbe best dynamos.

Dr. MendeN'IIALL. Have you any batteries?

l*rofessor Terry. We have ten of the Accumulator Company's cells, and twentj-fiTV
of Julien, and a good sup])ly of good Leelanebe and copper snlpbate batteries; also
one hundred and lifty chloride of silver cells for testing tbe insulation of oablea.

General Walker. Do yo!i tbink an advantage would be given the work of yonr de-
partment if tlu* cadets were early in tbe coursi^ put into tbe workshops for praettaal
mechanical work and continue tbere through the entire course?

Professor Terry. I won hi like to bave them do it. Tbey are awkward with theii
fingers, and if they bad manual training it would make them more expert in the woift
they do witb me.

General Walker. It would train tbeir judgment.

Professor TERitY. 1 don^t think there is time for it now. We are very mnoh Umitad
in our course here in the matter of tim(^

Dr. Mendenhall. Is your course in electricity so complete that yon would feelMft
in allowing one of yonr graduates undertake and 8ux>crvise the estahliidunent of M
electiical plant on boaid a ship t

Profi'ssor Terry. I would not.

Dr. Mendenhall. What further is necessary ; experience?

Professor Terry. Tin* instruct ion I would give would be experience. I think thab
knowledge of the theory is sntrnient. Tb(* dynamos I bave mentioned as needed in
our work for practice would hcl]) tit them for that sort of work. We have sent onl

H.a

two or three men from my department wiui are fullv prepared to goon a ship

£nt in a eoin]dct(' ehctrical system. They graduated as instructors. £nsi||f^ ]
[napp, Ensign K. (J. .Smith, aud Knsign Morgan are examples.

Senator Hitler. Do you think it wonhl bo advisable to have a post-gradaatfl
course here *

Professor TERRY. There are so many things connected with that, that I hardlj
how to answer tbe questittn. I tbink a post-graduate conrse could he
that it would bo moht nseful.

Dr. Mende.viiall. W'hat would be yonr judgment regarding the plan of allowliif
the young men a choice between staying here and taking the course in applied '
tricity, and going to sea for two years ? What would be tbe effect of that f

Professor Terry. From what the naval otlQcers tell me, I think it would bah
to go to sea for awhile, though they would not come back as well equipped to

REPORT OF THE SECRETARY OF THE NAVY. 233

icir course. Rnt from testimony of naval officers I most say I think it would

sr for iliom to ^o to sea. n

or Bu TLKK. Do you t Iniik the coarse is too severe for the average boy t

4Sor Tkuuy If tlie boy is to get into the Navy I think the best material is le*

and I would rathor raise the standard than lower it.

or Hi'TLKR. You do not think the course too severe?

isor Tkkuy. No, sir.

or Bttlkr. And the strain is not too severe mentally or physically t

Bsor Tkkuy. No, Hir. I think the boys arc sprightly and in good working oon-

or HcTLKR. Do you think good results are had by the course as it is given here

1 do lint sfx^ak of the men who are preparing for scientitio parsnita, bot of

ho exju'ct to he naval othcers.

SNor rKKKY. I'he im))ortance of a scientific training for naval officers is so

liat I liiiuk the be»t possi))le course should be given in chemistry and in physios,

ly III <>lt*etricity. Naval otlicers are frequently ordered to dnties which can

iurerNslully dineliarged by men ignorant of these sabjeots.

4>r Bi I'LKK. You do not think that their pursuit of scientific studies interferes

eir (iiiaiitiiationM for coniinandingf

•isor TKitKY. 1 think it benetits them. I think it serves to select the most in-

t UHMI.

or HrTLKR. But does it interfere with their qnalifications for the genersl
)f a naval otlieer though they may be highly iutellectaal f
Mor Tkkuy. I think not.

W. W. Hkni>uickson, U. 8. Navy, hea<l of the department of mathemstio8|

s'l before the board.

*KKsii)KNT. llow long have you been a professor at the Academy f
s^or llKNDUicKsoN. .Since l^<73. 1 was graduated in ISSS and became ao in-
r in lb70. In 1^7:; I resigned my commission as lieutenant-commander in the
ud took the profesHor^liip which I now hold.

or Bm'LKK. 1 would like you to state how the present course of study por-
the Academy compares with that of 18(i3, when you graduated, and also
on canic line as an instructor f

Hsor 1 1 r.Ni>uicKM>N. My entranoe here wasdnring the war, when the course was
ed vt-ry Miatenally, to enable cadets to get through. In 1870, when I came
kcadriiiy aH an instructor, 1 think it had not recovered from the effect of the
es ill tile endeavor to get tin* men through ouickly. When I came here the
'\n^^ iM'gan with aritliinctio and tinished witn that slud^^ and algebra during
, year, and the second year t<N)k geometry. They had a full course in descrip*
»nietry and nliorter training in analytical geometry, but no differential cal-
itil I <'aine hen* in H70. The wider scope taken in teaching these studies
course made a great change. The study of phvsics has been very much
'd. It amoinited to almost nothing in my time. Theu there was no depart-
' steani-cngineering until just b«;fore I. came here in It^O.
'al Walkkr. Were the mechanical studies taught in your day very thor-

iisor Hkndricksox. We used Symtlfs text-book, which was quite an element-

or Bi'TLKR. Do you think that the amplification of the course of studies yon

Ht retcrri'd to is not too great for a boy to master at present f

Mor Hknduick^on. 1 tliink it is not. I think the results show that. I think

ibi'T found dcliricnt is not greater than in former days. The boys come to ns

irepari'd tliiin they n^fd to. In my time they did nf»t give a great deal of at>

t(» uiatlitMnaticH. I did not spend half an htmr on my studies. Our mathe-

only included elementary arithmetic and algebra, and I had been through

hen I cjiiiie here.

al Wai.kki:. What d(» you mean by elementary algel>raf
Mor I1km>i:I( K>^n\. We used au elementary book. It was Davies, I think*
al Wai.kkk. 1 should like to ask if in your instruction of mathematics it is
iry to explain in advance f

Mor Hkndkk kson. I have fcmnd that it isdifficult to makea student nnderstand
(on by an explanation In'tore he has looked it over. 1 should like to speak
be question of the amount of instruction given at the Aca<iemy, because I
kno^ Honiething about it. I have b«sen to West Point, the Boston School of
logv, Troy, and Hoboken as a visitor, an<l seen classes instructed at those
uid I am sure that at no one of those places can anything like as much in-
n be given as there is here. Their instructors have classes of thirty or Ibrtj
ieal with, aud they do not have a longer period for instmetion thao we. At

234 EEPORT OP THK SECRETARY OP THE NAVY.

West Point tho time for instruction is an hour and a balf, and tbey confine
8«lves very lnr<<:cl.v to text-books in cat^'^cbiziug the claasand marking the res
has alwayB been my aim to toach, and where I could help a atadeat I have
done 8<).

Senator Tellkr. I have heard the same complaint r^arding the lack of
tion at West Point.

Professor HKXDRiCESoy. They do teach there, bat they pay more attent
marking than we.

The Presidrxt. Is it your practice to assist the student in every possible w

Professor IIendrickson. Yes ; even to the extent of doing his work for him
times, wliicb may become necessary.

Dr. Mendkniiall. What are the text-books yon use in yonr department f

Professor Mendricksox. In the fourth class, Todh an tor's Higher Algebr
Chauveuet's Geometry and Tn>;oiiomotry, and in the latter stady wehaveTodl
as an additional book, tri;;ouometry beiu^ a third-class stady. Other text-lHN»
Church's Descriptive Geometry, C* Smith's Conic Sections, Aldis's Solid Geomc

Senator J^uti.er. Do you require the cadets to study all these book^F

Prol't'ssor Hendkicksox. A lesson nmy be gi^'^nin one or the other. ChanT
work on tri<:;ono[nctry is very <lelicient in examples, and mj idea in teaching b
niatics is to ^ive the boys plenty of work in the way of solving problems.

General Walker. Do you think the number of studenta thrown out fromti
time durin^r tbt^ course is, nncoiisciously on the part of the Academic Bom
creased by the known fact that but a small number can be provided for ia the 2

Professor IIendrick.sox. 1 was disposed to think that the law when first pSflK
that etlec-t, and 1 now think it was so for a time, bat I doubt that it is a fact
It seeuis to me tliiit the trouble to get on here can not be charged to the lack of c
tunity to^et in the service.

General Walker. 1 mean on the part of the teachers ; whether the fact thil
is no cliauce for the student to enter the Navy does, perhaps anconscioosly,
the student's chance on tbt» part of the teacher.

Professor Hkndricksox. It has hud an inliuence in this way. Previoosly, v
student failed to ^ct in, he was allowed to go over the coarse another year.
this law was )>a^sed and tbe competition became so important, it was thought i
to givo Si man two years Avben others only had one. So tbe board did not allo^
to be taken back for a second year's trial, except in the case of illness, or sone
erjually jjo«)d n.-ason.

General Walker. In the case a whole class averages very mnch higher in on
than in another, do you think you would be likely to graduate a larger perasnt
them f

Profcsstir ITexdricksox. It would be guess-work forme to answer that. X;
is, that 1 lie avera^^ir of graduates runs about the same thronglioiit tho year. 01^
bciu'T bctiiT than another would ;j;raduato more men, but iu point of fact, thai
of ^raduatifs avrrajre about the same.

Senator Hitlkr. Do you think there has been any improvement in the chant
the- graduates from \\w. Naval Academy under what may be called the newn
since the time you cntcn'd >' Do ihey make better ofiicerst

i'ro(rssor II KN oiiicKsoN. ] kuow that, when I graduated they said we werenot
a rent, 'i'iiat is just what tbey say about them now. I think tbe men whoan
iiatcd now are btMtci- in every way. Tbeirconduetis very much better if wetik
account tiic reports oflbcni while on shipboard. We have forty yoangiuen cow
to the Academy for examination after their two years' cruise every year, uid vt
no disturbance of any kind.

<ieneral Walkkk. Is there an improvement in character as well as in tniid

I'rofessor Ii]:M)KiCK.S(»x. The number of men who smoke and drink is aaBi
than it used to be. That is due to the restrictions of the coarse here, I think.

Senator J>rTLKR. 1 referred to the diflerenco in their qualification for nsTsI
cers. i )o you I hink t bey are of a better class than turned oat fifteen years

rrot'e-^s'if Hi:ni)i:i('kso\. Tliescbool has greatly improved, the discipline.,
us is every tiling about it. I don't think we have taken any backward stspi
tliiiik tills is show n in the character of the men we turn ont.

S(M)ator J KLLi'.R. Tbe standard of the curriculum is higher, is it notf

J*roies-or Hkm>i:I(.'Kson. Yes.

Cteneral Walkkk. Von get better men, better prepared!

rrottssor IIkni>i:i(:ks<ln. I tbink so. When I came here I was exaDiin«d
Tbe exaruiu.itittns \vere carried on from tvn to thirty days in all. Now ST
examined ;ir tln^ same time. We got the best, I think, and don't let anyge* ■
wboou«;ht not to ]»ass.

IvepreMMitative IIkrbkrt. Have you mapped out the oonise to be panned bg
students who are to be cn/jjineera t

Professor ilKXDRicKSox. In a general way, yes; hat it is not entinly '

REPORT OF THE SECRETARY OF THE NAVY. 235

Rcprewntfttivo IIfrbert. What facilttios for teachinfi^ the additional course in en-
l^neerin;; have you ?

Pn>tesHor Hknihiu'Kson. Xo p^ovi^^ioll has been uinde. I don't know whether we
will need any additional taeilitics. The iustrncton* in the department of steam en-
l^neerin^i: will be tlie inHtructorb in the new courne.

Re]»retM*ntative llKunKirr. Do you expect the instructors to do this additional
teaching without any ))n'paration f

ProfeHsor Hkni>I{icks()n. 1 should reqnire a great deal, as I am not an expert in
the line of studies that \\\\\ be pursued in the new course. I think the Chief Engineer
wonld have u great deal to sav about how that department would be organized.
Everything they have now is old fashioned. The act of Congress is a little curious
in the rule it makes for the division of the class. It provides that the class shall be
divided in proportion to the number of vacancies oi the preceding year in the line
mod Engineer Corps, but provides that there shall be at least two engineers. Sup-
posing there are no vacancies in the Engineer Corps or in the line, thequestion would
Dehow could any division be madef

Representative Hf.kbkkt. That biil was passed in the shape it was presented by
Captain iSampson.

Prf)fe^8or Hkndkickson. I think it wonld l>e better to make a definite division of
tbe class every year. It is not clear to me the utility of having the division depend
on the vacancies of the last year, when the appointment of the new officers would
not take etlect for tlire<- years to come.

Representative IlKunKKT. That ])ro vision was probably prompted by the fact that
the numlxT of «'ngineers have not yet l»een reduced to the limit provided in the bill
of Xf*Ti2j and it was not desirable to have any nlore pursue that course than was
needed.

^ Tbe pRKsiDRN'T. In your opinion, how does the course for the education of cadet
•ngineers provided for in this bill compare with that pursued in the Academy in
the past f

Professor IIkndkickson*. I think the system of appointing cadet engineers gave
good men, better than we are likely to get under any other system of appoint-
ut.

^Representative IlKitnKRT. Do the cadets get as much scientific education under
the old law as they will now f

Professor 11km >H I ( kson. I think they get more than of old. Under the old sys-
kom the men began their traininu after having entered the Academy, whereas now
they will be better prepared tor th«> special course they are to take.

I>r. Mkndrmi.^m^ Tlie engine«T was pretty near a third-class man when he came

\T**f was he not f

Professor ]lKNhKi('KM»N. I could give them one book of geometry as a leason,

toause they w«<re cttachcd u]» perfectly whea they came here and had the time

y would ordinarily have to give to plane geometry to devote to descriptive geom-

>*•/> which is a Hubjfrt very necesHjiry to the engineiT. They could accomplish all

nqnired of them and have time to hpare, and that was partly the reason why the

stem was brf>ki'n u]>. They were iN'coining tb« best students of the school.

Senator Tkllkk. Whi-n wah that synteni broken up.

Professor Hkndhk-kson. In ltv*'J. Of the class (»f 'r*! there wore 72 cadet midship-

D and *24 engineers, and undrr the act of Congress of *S2 only *^) got into tue

•▼ice, and the bal.tiiiM* wen* allowed to i;o. The men who came here as cadet en-

neent are not tin* kind t<i dn»p out ; they were able men.

Dr. 5lRNi>KxnAiJ.. What would be your judgment reganling the advisability of

kking the division of tlie conrsr a .\ear earli«'r f Would it not make better men if

i division of the r<Mirsc would take place at the end of the second year instead of

.ring it at the end of tin* third .\earf

ProfesMir Hkndkh K>n\. Wi* discussed this matter in the Academic Board very
Toughly. We conchnhd that it was lM>st t<» make the ilivision at the end of the
rd year rather than at the end of the s«*cond >«'ar. The older the men tbe more

' can know about th< ni, and conH4'f|uently the more jmliciously cau the diTision be

nator Tkllkk. Will the engineers go to s<*a at the end of their four years' course

the other cadet.s ?
« rofesMir llKM>nirKsnN. I do not know. I should think they ought not to do so.
Senator Tkm.kk. NNonld it be advinable to k«*ep them here?
Professor IiKNi>nicK>o.N. That matter will be in the hands of the Navy Depart-

Dt.

Jenator Tki.i.rk. Po \ou think the Secretary might control thatt

Professor HKNi>itirKSf>N. 1 think he will pnibably do whatever the Academic Boatd

nimends in the matter.
-^nator Tbllek. They will not have a very thorough training as engineen if they

hxm the Academy at the end of fonr years, will (hey f

236 BEPORT OF THE gEeBETART OF THE NAYT.

Professor HRynRiCKSON. I think it stands to reason that their profession can iw
be thoroughly learned in one year.

Senator Teller. The cadet has no special training except in that one year. Tbm
he will not be a very skillful engineer.

Dr. Mendrnhall. What has been done in the way of recmiting the EtngliMS
Corps from the passace of the act of 1882 up to the present time f

The President. There haye been no vacancies.

Senator Butlkr. What do you think of the advisability of having the two jmn
course at sea, after the four years' course here 7

Professor Hendrickson. I think on the whole it would be best not to send men U
eea for a two years' course. I think it is a pretty long pull for the yonng num.

Senator Butlkr. Is it better to give him two years' course at sea at the beginnim
of his course or at the end of it f

Professor Hendrickson. At the end, if ho is to have the oonrse at all, by all meuM
I think to send the youngster two years to sea at the start would have a vmrr bai
effect. I don't think there is any ])lace for a youngster under sixteen years old oi
board a man-of-war. They should know a little more when they go there.

Senator Tkllrk. What is the English method of training their officers f

Professor Hendrickson. They send them to a school-ship for two yean befon
beginning their course. Their system is nothing like ours. They go to the sUl
very young — when they are but twelve or thirteen years old, I think.

Senator Butj.er. What is your opinion about the provision of the aot of Congiw
extending the age of entrance to the Academy f

Professor Hendrickson. I was satisfied with the law as it stood previonalyy whei
the age was from fourteen to eighteen, though there are occasionally oases of yoaai
men who come here, fourteen years of age, who are obviously too young to go tBfon^
the course, but a great many go through at th:it age and do well. I think the nppe
limit, as now established, is too great. It seems to me that the age at whlen vi
send a younf^ man out into the Navy is too great.

{Senator Tkller. Suppose he were given his commission at the end of hia Jbo
years' conrHe T

Professor Hkndrickson. I think that would bo a good thing to do. I think twantg
years is too old for the u])per limit as the course ih now given.

Senator Tkllkk You think the raise from tourt(>ou to fifteen years is all Ti|^t
You would have the limit for entrance frnm iift<'on to nineteen T

Professor Hendrickson. Yes, sir ; I think the limit of age should give the yoom
man as much chance an possible, as there is but one chance for appointment hsM
At West Point a yonng man always h;is more than one chance. '

Eepresentative IlERnERT. I understand that there has been a gradual increaasil
the ages of cadets admitte<l hero and that it is now appft>xi mating to the npPM
limit. Does not this result from the habit of Congressmen, of having oompeORVl
examinations for the appointment which they give, in which the older men ava. apl
to carry off the prize t

Professor Hendrickson. I don't think this is the reason. J oonld not give Ml
statistics, but my impression is that quite as often as not the young men eanjei
the prizes in those com])etitive examinations.

General Walker. Assuming that there is a certain class of forty men, helirsfli
the ages of fifteen and sixteen and another between seventeen and eiffhteen, la i
your opinion that a larger x>n)pr)rtion of the men of the younger age will gradaall
than those of tho higher limit of age T

Professor IIkndkickson. 1 don't think there will be a CTeat deal of diffiiranas^
but 1 sus]>eet that it will be in favor of the younger uhmi. These statistics haTehssi
ma<le up from time to time and may be found in the Superintendent's <^ee. {f
course any ntatistics of that kind will ehange from year to year. Some one WW
speaking of the fact that there are no N(;w England men in the npper classes thh
year. This so happens,, but in the long run 1 think all sections will averag* *|
about the same.

The President. You don't think tho locality from which the boy comes hai
to do with his standing in the Academy f

Professor Hendrickson. I can not say I would place one State over i
that respect.

Professor KooT. I should like to have Profewsor Hendrickson explain the
nn<1er whi(;h he makes up his general examinations.

Professor Hendrickson. I suppose no two ]»rofesvsors teach a subject Jnat al
We all have our peculiarities. My general idea in making up an examination i
and this comes from long experience, is to arrange a paper so that while to i
whole of the work requires tho utmost capacity of the l>est men, yet at the
time the work is not too much for what I regard as a standard for the loweal
The highest man 1 suppose to be able to get a perfect mark on thepraer, i
to arrange the papers so that Irom my experience the lowest man trill oe aL.«

REPORT OF THE SECRETARY OF THE NAVY. 237

at five-eighths of it. Generally these yonng men are weW satisfied if they get »
<t is r>0 per cent. I don't know that I can explain my system any better than

m)t, Mendknhall. How much time is allowed for the annual examination f

Profetisor Hendkickson. Two hours and twenty minutes on each part. I suppose
most of UH mark up five or six ques^tions to cover the two hoars. In the present

uFth cluHs of sixty men but four wore below the re<|uirod limit in mathematics,
>ugh any one not uequainted with the system of examination would think it too

•«u. That is a reniarkahle nn'onl.

General Walkkk. Does not tht^ syst-em of examinations at the Academy give the
itudentsa certain ohoiiM>asto the questions they will answeror the work they will do f

Professor II KXDiiK'Ksox. That iH quite fre()\iently done. There are varions ways
»f arriving at tho same end. In muthematics wo generally give six questions and
reqnire five to bo answered. Tlie nixth question is known to be pretty difflcalt, and
|]io«e who ean tackle it };et credit for their work if they make mistakes on the other
irork. The stiidcniMcan never pet a mark of four any other way.

ReprcMMitative Hkkhkkt. Du I understand you to say no one ever passed a perfect
sxamin&tion in inulhiiieticsf

Profett-sor 1Ikni)UICKH)N. The mark four is piven, but I mean to say the student
Bould never pet it witiuuit such a help as I have spoken of. No one can do matbe-

itical work without uiakinp mistakes.

Representative Hkkhrkt. 1 have seen many marked perfect.

Dr. Mendkniiaij.. 1 have seen many ptTfocl examinations if the time is allowed.

Professor Hknokickson. If you give them time enough I grant it can be done.

Dr. Oakland. In making u)i your examinations how many of the six qnestions
prill be altogether new to the class f

Professor HENi>KirKS(»N. A very small proportion. I hardly understand what yon

«n by new. In algebra we give problems taken from the text books.

^r. Gaki.ani>. Then tliey will have stndied them. They are thoroughly versed or
Wght to be with the ])robleins you s«>lect f

Professor liKNMtii'Ksox. I <lon't aim to give very difficult problems for the exam-

Btions. We rather aim to bring out what ihe student has learned and knows well

1 can write do^^n at oiire.

Or. Garland. I was looking over some papers on the application of the eqnilibrinm

forces. Tiiese prineipies, of eonrs(\ are old to the students, but are the examples
.«ji give to test their iin(h>rstanding of the principles those with which they have

^n familiar?

professor Hkmiuickson. The prolilems in mechanics would be given by Professor

ce. I don't know an> thing about th«^ particular exaniiimtion he would give, but
—r habit is to give examples which an> taken from the books. Of course it is not

sly that the >tiidents have worked all the problems out. Then in most cases there

-oniethiiig new intended to try the best man.

. Mendknhall. I would like ]*rofi>Hsor Hendricksou to give us his opinion re-

'i^e to the system of giving daily marks which is pursueil in his department.

» yon think it addH Hiircc.*.., or efiiciency to the work, or d(K«s it interfere! with the

itrnctor as a teacher /

JVofesHor IIendhick.'^on. Ithink when the instructors are used to the system it

be pursued with but liitir th<iught by th«Mu. The officers who come here as in-

.. uOtorsnre fimiliar witli the system, and you will find the students marking them-

ves pretty nearly as w«-il as tli«> instructors will <lo it.

mlenenil NValkrk. 1 inidrist.ind Dr. Mendenhall's qucstitm to mean whether the
mination is mi-rfiy a fne.iiis at gi-tting at what the student knows, or Is it an at-
^t to iiiHtruct him f

. .ofewtor Hkndi{I('K<<o\. 1 do rot mark my section until the students have gone
of the riHiiii. Whi-ii thev have gone, I put down what I think the recitation is

.Mendknhall. What means have you of eheeking your own fairness of Jndg-
111 f
m'n*fi*sMor IlKNDKit'K'<oN. Thi-se things beeotm* a iiintter of habit to a man who is

d to it. so that you d'Mi't have to pay any particular attention to.it.
mJt. Mendknhall. .Xm- ihe^- marks not your pers4>iial iinpressii>ns of the standing
the young man iatli< r iliait of the aetuaj performance he givesut the time?
m'rofcHsor I{kndi!I(*K'*<>\. IN-rhaps they are. but that iN'pwmal inimession is what I
it to give. A man rom«*s ti> the reeitatioii loom and g(»es to wore, at some prob-
I may or may not have time t<> hear him reeite. So with the others. But at
vind of the rt'citaiion I \\:%\*' a pretty iitMid idea of what they have done. I do
mean to siiy that 1 giadi- tli«* class in om- day. but at the end of a week they are
fairly rated.

rill Walker. What is the virtue of your monthly change of instroctocBSOthat
»«adent xiasses before four difi'ereut instructom f

238 REPORT OF THE SECRETARY OF THE HAVT.

Professor Hexdrickson. Tbo stadonts would not have the same inAtmotor ihnmg
the entire course, even if the instructors were not changed, as the seotiona theniMlvi
change. If the iuHtructors kept the same sections they would not have the
men.

The President. Why not allow them to keep the same section f

Professor Hexdricksox. All instructorH are not equal in their method of
and they are not equully liked by the cadets, who would not like to have the sm
men all the time. If the students have difibrent instructors their marks at the en
of thtvterm will average fairly, showing their real standing.

The President. It eliminates any prejudices for or against them.

Professor Hendrickson. This rule is not understood to be a cast-iroo xeg^olatiaii
hut has been adopted in justice to the students.

Dr. Mendexhall. Is that custom pursued in the other departments — in the phjil
cal laboratories, for instance f

Professor Hexdricksox. I am not x^ositive. I think the work there ia continaoDi

E^f. J. M. Rice, professor of mechanics and applied mathematics, Naval Acadenqj
appeared before the Board.

Senator Butler. How long have you been a professor at the Aoademy f

Professor KiCE. I have been hero' for twenty-six years. I came hexe in Octobei
1863.

Senator Butler. What is your opinion as to the course of study puieaed here mi
as compared to the courHc when you came hero ?

Professor Hice. It is vast ly improved. The advance has been very greet.

Senator Butler. State in what respect.

Professor KiCE. The men couie here better ]>repared. The mathematical ooani
has l)ccn greatly increa.sed and modernized. The course when I oame here was vei]
antiquated, but it has been made ninch more luodoru and arranged to cover mon
ground, and it does it better, so that for tlietimo we have — I think the mathemfttiea
course, as a whole, is a ver^' suecesHlul and satisfactory one.

Senator Butler. Do you think you have time enough for the coarse?

Proiessor Rick. I think >v(> have. It would seem, of course, to persons aoouatoiiiM
to outside schools that we have not, and if any ono should have asked me befoie]
came here if it were possilile to carry young men over the course we have I ahonU
probably have said no. But my views are entirely changed. We could nae mem
time, but I don't think ir would do much good to go more slowly.

Senator Butler. Do you think the cadets are as thoroughly instmoted am if man
time were given f

Professor Rick. I am under the inipressi(»H that they are well equipped when tlMj
leave liero. They are well enough e(j nipped to get a subject up when called upon,
and I have found when conversing with pe.o])le who come in contact with onroedeti
elsi^whero that there are very few who can use mathematics better than thev. Ow
plan Ihis been to take them over a good deal of ground, and although it wonld wm
to one not familiar with the Academy that we go too far, I don't think wo daon fthi
whole. The Htimulns we can bring to bear upon tht^ eadets here and the fact that wi
don't get everybody in the service, that we are not obliged to keep a class baokfti
the sake of one or two men who have no chanec to get in the service, are great bebl
to us in ])ushing the cadets aheiul. Th(n*e is no reason why we should keep back tM
upper half of the class beeaust? of those who have no chance to get in the service eii|
way.

Senator Butler. Do you think the ])resent law has the effect of oreatiug Kraatoi
pressure among the sludi.'nts than tiiere would be otherwise t

Professor Rice. It holds out a prize to a certain number. Those who are not aUl
to get in the service are apt to get tliseoii raged. It would be better if we held OVi
more of these prizes, because thost^ who have no chance to get into the service aiidM
the present law would then do better. But our system of study makes the npper msB
of great assistance to the ]ow(>r men; great (>r here than any other place I havi
known. If there is anything taught to the upper section and not to the lower msi
they usually get it. Those cadets who go into civil life are pretty well equipped]
that is, they have a pretty good foundation laid fur success in <?hatever bnaineHM
profession they may enter.

Dr. Mendenhall. Is there diflerence in the courses of the different sectiODsT

Professor Rice. Sometimes there is. lliere has not. been any difference wortt
mentioning this year, but formerly we used to give what we called elective ronim.
That is to say, we took the u])per secti<m over in four days what the remainder of tkl
class acconi])lished in tive, and gave them advantages in the way of marks. Tlurt
had a good effect thr(»ughout the class. Ir was a gn>at stimulus to the lower men oil
the class. We are about starting that system again. We had that ^ftem in VMti
18p2, and with very good success.

Senator Butusb. what are the text- hooks of your class f

REPORT OF THE SECRETARY OF THE NAVY. 239

»r Rice. Rice and Johnsoifs Differential Calonlus, JohnHon's Integral Cal«
wser's Analytical Mechanics, Cott^riirs Applied Mechanics, Merriinan's
r Least Sqnares. We shall not use Merriinan's Method of Least Squares
j^er. Professor Johnson is now writing a new book that will be the text-
lat branch next year. We find Merriman very unsatisfactory.

BuTi.KK. Do you have anything to do with the fourth class?
>r Kick. I begin my instrnctiou of students after they have been here two
hey liave, in the mean time, completed algebraand trigonometry, analytical
, both plane and solid. I l>egin with the calculus, and going throngh dif-
and integral calculus in the tirst term. In the second term of the second

I tak«» them over mt*chanics. In the first class they have Cotteriirs Ap-
hanics. Cotterill is professor of applied mechanics at Greenwich.

.Waia'KK. I should like to ask Professor Kice if in his work in the calculus
lie students have all the instruction and drill in algebra which is required
r work in the calculus easily t

)r Hick. TIm'v come to me very well drilled. I could not get them over the
:hey were not well drilled previously. My course in the calculus is crowded
t. *

i Walker. Is mnch importance at<"ached in the Academy to the matter of
id hnndsoiiie <lemotistration or recitation other than what is required for an
idinij ot" the work f

)r Kick. I don't think we do give as much attention to that as they do at
•es. We make our recitations rather subordinate to the examination sys-

get all the work we eun out of the students in the hour. We don't devote
luch attention to style, etc., as wenii^ht ; we don*t think it is so important.
X a reeitati(m ordinarily I havt^ the work put on the blackboard. I don't

go to the blackboard and read over equations, because it dotts no good. I
(>w he gets the e<iuatiou number two from number one, and try to get at

point directly. It is at the expense of that style and manner that you will
v itroiiiiui'iit at W<'st Pt>int.

Wai.kkk. Is the time that w<nild be required to bring a class of Mtndents
■itaiioii room aind blaeklM>ard prepared to make these ]>rompt, handsome,
ivr (Icinoust rat Ions out loud, as is done in some institutions, enough to eu-
[o understand the matter?

)r K'lcK. [ think there is a g<iod deal of time wasttMl in stylish demonstra-
loiTt think the style pays. True, it gives the man a certain amount of
. Adnnr.kl Kodgers tried to intro<lnc() more style in recitations here when
iptTiiiteiident, but we rather fell back from it after he left.
vi>KNii.vi.L. In your mathematical instruction is attention or encouragement
>ri;;inal demonstration on the part of the stud«*nt f .^re they required to
I work on the board in iiccordance with the text-bo(»ks or are they encour-
riginal diMnonntration f
i>r Kick. We always enconrago them as far as poasible in original demon-

I'.nt wi* tlon't lind a great deal of it.
I Walkkk. How many hours a week and how many weeks do yon devote
ntial <:ih-iiliis?
JT Ki< k. About teu'Weeks ; five recitations each week. You s(*e it is a short

I Walkkr. W»^ usually devtite a whole year to it.

or Kick. We don't eoinplete the lN>ok I use on ditlereiitial calculus. Nlon't
h more than half. There are subjects put into the books with s|»eoial ref-
< the i'lective courses, and when we had the elective coiirs«>s I took the
n«*n over th<* whole of the book. Now I cut out i)ver> thing that is not ap-
iUiih 1 try to {>ut in everything essential.

r l^i'TLKK. I)u you think the course you have just indicated, which ranst
rigid, is es.H4mtial for the i»erformance of the ordinary duties of the naval

or Kick. Y<*s, sir: it is ess<*ntial for this n^ason : The courses in gunnery,
diit«M>tnn\ navigation, etc., are dins'tly de]>endent on the mathematical
It wonlfl Hcem to me a great mistake in stiKlyiiig navigation to take the
without dtMiioiiHtration. The 4-:i<lets should \m giviMi a course that will
m understand the derivation of the formulas and fully com iirehend their
pplicatiouH. If there was anvthing in iny course that couhl bo omitted,
h would have no application in a naval otli<-t*rN can*er. I Hhoiild cut it out
An illu<«tration of this is seen in the study of tli>* mi*thi>d of least squares,
ce that ttndy. and I would not teach it if it went not absolutely necessary.
ueeesMary, becaus<* yonng men may be ordered on experimental duty t^ the
««ervatory and elsewhere, and as yon know, in nearly ail tabu1ate«l work of
mental character, the method of least squares is emplf>ved. We doD*t torn
M out masters of tliia subjeoti bnt wo give them iiuflioient knowMso to
I importauco.

240 REPORT OF THE SECRETARY OF THE VAVT.

Dr. Mbndenhall. Do they make use of their^nowledge of this stndy in yovf
perimentai work here t
Professor Rice. I don't kuow that they do. There is no reason why tbmr

i. Senator Butler. Do yoa think the coarse yoa have Jost indicated .pats too

a strata on the boys to get the best results f
^ Professor Rice. I think not.

Seaator Butler. Do yon think yoar coarse gets the best results t
ij Professor Rice. I think so. They would noc l>e able to stand the strain if it

for the exercise they get in their drills. It takes a good deal of stady to bren^ doi
a boy who has plenty of exercise. We don't have such cases so far at I know.
think the doctor will probably agree to that. I don't think the strain is too flimL
i' Representative Herbert. How much time is given the stadenta to amnrerll

I questions at thair annual examination, f

Professor KiCE. Five hours.
■ Representative Herbert. What is the object in limiting the time to five hooti

Suppose a student would answer every question if he had time, why not allow U
J . to do it t

.^ Professor Rice. There may be a difference of opinion about that. We giTetiM

']' marks on work done in a given time. At the annual examiuationy we ooold ct

[ them longer time, but it has been customary to mark on what they can do in a ^V

time. If this were not so, I don't kuow how long a time some men would apead
their examinations.

Representative Herbert. But would it not make a great differenoe in tba
ation of some of the men, if full time were allowed tliemf Freqaentlyy u w.
work slowly stand better and take a higher relative rank than others v
excel them if limited in time.

Professor Rice. At our monthly examinations, each head of department la *
to make his examination in his own period of two hours, because the nezt{ ■& ,
be engaged for recitations clsowheic. My experience has been, that a goow m\
the cadets will stay at tlieir examinations as long as yon will let them. 1
we have for the annual examinations is from 8 to 1 o'clock, with an inter
twenty minutes. We might make the time from ti to 2, but I don't think i« <« «
while to do that.

Representative Herbert. Bat does not this system result in making the 1
rapidity at which a man can work, rather than of the thoroughness of niskn«*v

Professor KiCB. If a man is thoroughly conVorHant with the subjeet, the
sufficiently long for him. The examination is usually rather more than the m
can accomplish in the time given. We aim to make the papers long enough tu
not only the lower but the upper men of the class. If we were to give a sho..
easy paper, the upper men would got a perfect mark and we shonla fail tc i
class.

Representative Herbert. You grade the upper part of the class by lin
timef

Professor Rice. I doubt whether more time would help the lower men onfc.

Representative Herbert. Has the time given for the examinations always b
limited? •

Professor Rice. I think some years ago wo did not limit the time as olosely
late years. I am undtT the impretision that when Admiral Porter was here w-
givev them unlimited time, but. 1 don't think it would be expedient to do that

Representative Hkkhkrt. Why not dinpenHe with something else, in order tfl
more time for examinations, that the knowledge of the students may be tiion
tested t

Professor Rice. There is a certain amount of time assigned to each depi \

could not take the time asHigned to another department. If I did, it wottau
students to lose advantages els.^when^ and would interfere with the entire «;

Representative Hkhbkrt. So you are ho greatly x>i^^'!^u*i ^or time, that you ««■
stop to give more time to examinations?

Professor Rice. No, sir; it is iuiposHiblo under our present system. There
be a great waste of time for the bulk of the class were we to do so.

Senator Butler. What proportion of the griuluat-es who are turned ont
stitutiou get into the service as compared with those entering twenty year* «fi»-<
. j Professor Rice. I should think wu got into the service about two-thilds

number that got into the Horviee twenty years ago.

Senator Butlkr. I M()eak of the perciuitage of graduates f

Professor Rick. I think it is mueli larger.

Senator Butlkr. Do you take into consideration the increased ran
There are three hundred and twenty-live Representatives iu Oougr w» m

is entitled to nominate a cadet f

Professor Rigk. X mean that of a class of a hundred the proportion Of

REPORT OF THE SECRETARY OF THE NAVY. "ZAl

w tbaii it was formerly. I ])«'1p(Ml to niako up 8omo ti«:ure8 i'l rej^ard to
*64. At that time, of the wholo nninbor sont us, about ou«)-l'ourtb got
n\ of thorn* who were a<hiiitt4>d about 3*i or X) per vvut. ^nuiuuted. About

of all who oaiuo got throu«j(h ultimately aixl of those who went iu about
;rH<Iuat(Ml. I have not made up the statistics for the present time, but I
pnt))orii(»n is much larger.
Bi'TLEU. The pn)porti«»u of graduation?

r Rice. The proportion of graduation, I think, is larger. We get more
gh than we U84>d to. Tiie statistics we ma<le up iu 18(34 weut back to 1845,
lihition of the Academy.

itativt* Herbkkt. Are thow figures accessible now f

r Rice. 1 think they could be found. I could not put my baud on tbem
nient.

itative llEKnEKT. I wish you would get the ligures and append tbem to
nony.

BriLEK. What do yon think would be the effect of rtnlucing the standard
cut course at tln^ Aca<leniy somewhat and then adding a post-graduate
young nun who have a spt'cial a)>titnde for scientilic studies?
r \\WK. I don't think t\w standard need be reduced very mnob. I don't
iTcssjiry to reduce the stan«lanl very nuich, though we couhl then get a
iImt thrnngli, if thest* young men were matle oflicers on graduation. It
*eas(> the si/<« of the class and we could grailuate a much larger number.
' g«'t ]>n'tty much all through now who have fair or moderate ability. The
lon'f iH'X through are those who <lon't work. The course is not so difficult,
lion, but that the students can get through it if they work.
DKNiiAiJ.. Tiider the present system, the men who stand highest in the
R* oiH's N\lio ^rt into the service. Is the system of instruction which you

with the examinations and daily marks, the best system for selecting that
• graduates who will be the best otlicers of the service t Is it tbe best sys-
kking the seliM'tions t

r h'K'K. I think so. I think we can not do any better. Cadets Bometimea
valiialih' <|ualitirs that we can not find out, but I dim't know anything bet-
ir system tor K^Mting at them. If I knew anything better I sbonld advo-
M* havo tried every means to g(>t at the value of cadets; among others, the
rking tor practical fM>anninship ami navigation on practice ships.
Wai-KER. Of a i'lass of ninety enteryig the Academy I believe sixteen get
rvinv of the-M* sixteen, how many, speaking very roughly, because it is a
mpiession to a certain extent, would not bo among the first sixteen schol-

recitation room f Of their number how many would be promoted for
n drills and practical <'xercises •*

r KiCE. That question is rather diflicult to answer without some act aal
ije mi'u are ci«*dited for their work at practical exere»s<»stoa certain extent,
H'siime the sixteen entering the s«*rviie would bo the sixteen best scholars.
litt\roor three of thtMiumber get into the service tlimugh etUcicucy in
. but I think the numlwr is not very gn*at.
NVai.kek. Not more than two or three our of sixteen T
' Kick. We have tried all th*} means wo know of to get at tbe practical
)e men.

Itative IIkkbeht. How do the discipline and morality of tbe cadets com-
twentv vears iv'tt t
r Rice. They an' mtn'h lH*tt4'r n«)w.
Itative Mekheiit. Has thero been a continuous impmvement in that ro-

r Rice. Ye«*. a continuous improvement. There is less dissipation among

and they are geiierilly more dispos«>d to conform to the- n^gulations of the

ban they weie twenty years ago.

Itative HKiMiEKT. How do the la*«t twenty men of the class compare with

lative Mfamling tw«»nty years »j;«»f

r Kick. They jire better trained men now.

Itative IfEiMiEnT. Has the :iet of LS-'-J had atiy effert upon their standing?

r Uu'K. Thry h.ive bi-iMi In-tier trained luen for u long time than they were

r» of the \\ ar.

Itative HrnuEnr. Do the men In the lower part of the class study as dill-

hev<lnl |»ri«>r to th«» act of l*— .i?

r Rkm:. I *Utn\ think they stu<Iy ipiiteas well. Then* is.Hinne difference, but I

: it is iinicli. It i^ not as great as one would think. I supp(»!Mt some of tbem

raided, though then* are others who feel that they are laying a vahiable

1 for dniii<r soiuething outside the Academy, and that acts as a Htimulos.

Itative IIekuert. Do yon think the numlx^r of men to whom the course is

ieiy valueless is any greater now than prior to It^'il

, 89 16

242 EEPOHT OF THE SECRETARY OF THE KAVT.

Professor Rice. I do not think it is greater. At any rate, not mnoh. I have
tbonght tliut 1 noticed a little lack of zeal on the part of some. PreTlons to 1898 m
did carry the cliisH over a more oxtcude<l course, but that was partly due toths
elective courses which I have mentioned and x)artly to the fact that the oadet-«B-
gineers were here.

General Walkkk. Do yoii think the presence of the cadet-enghaeezs effeota the mfc
of the students t

Professor Rick. I think it did. The oadet- engineers were selected by competittre
examination. They were the better prepared men and their coone covezed cooaid-
erable more ground than that of the cadet-midshipmen.

General Walker. Were they the leadin<; scholars t

Professor Rice. Yes, they wore the leading scholars — ^the beet prepared men. We
had one young man sent here from Richmond, who had been throogb analytical
geometry and calcnlns, and he was only seventeen years old. We had a irreatmauy
men come here as cadet-cngine»T8 who were very well prepared. I don't think then
is any doubt about the value of the post-graduate course, and itmightvery easily be c^
tablished here, it would not even require any legislation, if the Seoretary of the
Navy should wish to ord«»r it.

Senator Butler. Could the Secretary of the Navy do that withont the authority
of Congress ?

Professor Rice. I think so. All he would have to do would be to pick oat eome ot
the young graduates and order tbem here.

Senator Botleu. Would any additional preparation be required at the Ajoademyf

Professor Rice. No, sir. •

General Walker. The presence of such post-graduate students would be an ia*
spiratiou to the cadets, would it not?

Professor Rice. Yes; v.o doubt. They might be utilized for drills, too. Idout
supjto.se w(>. Hhouhl mainlain stru't discipline with them. Tbey would be ordered to
sea if tlifv did not imi)rov<? tlirir time.

iSouator i>i;TLi<:K. Don't, you think it would be a very great advantage to have a
post-jrraduatc" course i

Prol'cNsor Kici:. 1 do, indeed; the cost to the Government would be verylittla; I
don't, think it would require any ap])ropriation or legislation.

Representative Hi:rbkrt. Would it not require an increased plant, snoh as ateiM*
enjjinos, ships, models, and such things necessary to study t

Professor UiCE. We should use the recitation rooms we now have. We should n-
quir<^ a tVw more models than we have for the use of the iuatructom.

General Walker. Those would be the things you (mght to have anyhow; thati%
the UHxlern a[>proved appliances/

Professor KiCE. Yes, sir.

Senator Uutler You don't think it would be necessary or advisable to eimiiUiy cr
reduce the <rourse of study, to have this post-graduate course, do yonf

Professor KiCE. What we should probably do would be to take some etndiae iMft
of the n>gular course and put them In the ])ost.-graduato cotirse. There are Mmt
subjects we fe(,^l compelled to teach as absolutely necessary, that we might be ahlelo
l>nt in the ])ost-j:;rMdnate course.

Senator Hi^tlkr. What nnni would you expect to ])ut in this post-grad nate.coi
men who <!on't want to ;no in the. service f

Prot'essor Kick. My i«lea would be to make it an entirely voluntary coane.
would not ])av(^ any man take it unless he did so voluntarily. I would let the
elect the '.'ourses t lie V desired to pursue. There are certain officers who have
ciallios and tlu'V wmild lind great advantage from such a course.

Professor IJoor. What would be th(^ inllueuct^ of adding a year to tho school (
as now anany;e<l *

Profi?ssoi KicE. I hardly think that would be expedient. We don't want
young men to wait too long before going to sea. I dtmbt whether the addiU&wvB.«
year would ho expedient.

Professor Hoot. Would it be of advantage to raise tho requirement fori
to tho Academy f

Professor KiCE. To a certain extent, I think it would.

Professor KooT. Your requirements are now behind those of the colleges naady a
yearf

Professor HiCE. 1 douM. see why that should continue. But the atndente i
each Oongressional district and we have had to keep tho standard down a'« > .w-
cause of lliat.

Professor KooT. Do you btdieve there are boys from any of tho dintriote, who t
acquirer algebra through simple equations, who could not go through qnadn b.

Professor Kicr.. No, I don't think so. .„

Professor Uoor. Could not the first four books of geometry be obtained ia
mission examinatitui T

REPORT OF THE SECRETARY OF THE NAVY. 243

Professor Rice. I think that might also bo put in. We should have to do these
things gradually, so as to give the unMubors of Congress due waruiug^ bat I don't
think there is any practical ditlicully in raising the standard.

General Walker. Sup])ose it were provided that jonngnien coming lo Annapolis
should be appointed a year in advance, so tbey would have that time to prepare
themselves. Would there be any ditliculty then in securing the additional iustrac- •
tion ?

Pn)fe8«or Rice. I think there would bo no ditficulty. I think it would be a good
plan if they were appointed a year in advance. No objection against that plan oc-
curs to me.

General Walkeu. The eflect would be to lighten their work during the regular
course here.

Professor KicR. It is to be hoped it would not increase the ago of admission. The
age is now a)>out as high as it is desirable to make it.

Representative HKunKKT. What do you think about establishing a maximum age for
admission at twenty years f

Professor Kick. That is too old. It would be a mistake to make the difference be-
tween the youngest an<l the oldest of the cadets any greater.

Representative Hp:kbert. It is now live years. Do you think that is too great a
difference t

Professor Rice. Yes, I think it would be better to take a year off the upper limit.
The average age of admission has been about seventeen years/ but the increase of the
up|>er limit will tiave the tendency to increase it.

General Walkkk. A young man coming here at nineteen or twenty years of age is
less pliable and adaptable than if he came at sevtMiteeuf

Professor Kick. I think so, and everybody's experience is that a voung man going
from here to Nea at twenty-three years of age is too old to break in to that kind of
life.

General Walker. What is your opinion regarding the requirement of a two-years
course at sea before final graduation f What is your observation relative to the com-
parative merits of the examination before and after that two-years course f

Professor Rice. I think no great advantage is gained by that two additional years
at sea. My opinion is that it would be better to give the cadets their commissions
when they get through here. The present system is expensive and I don't think the
results pay for the trouble.

Gkiueral Walkkk. As I understand, at the end of that two years a re-examination
is held, covering the same ground as the examination before the cruise. How does
their knowledge of the subjects they study and their practical ability to use what
they have learned, at the end of the two-years course, as shown by their examina-
tions, compare with what they could <lo before that course f

Professor Kick. As far as their knowledge of books is concerned I don't think they
show much advancement. They make progress in t he languages, and their experience
at sea gives them knowh^lge of the subject of st<>am-engineering, but I don't see any
great improvement iu their examinations. I dtm't think the results irf the two-vears
course are worth the trouble and expense that it costs. The argument in Washing-
ton is that these m«'n who go to sea for^two years constitute a naval reserve in time of
war. Hut the graduate's who don't ^ei into the service don't go to sea. They go into
every other line of business. Tlu-y go into brokers' otlices, and engineers' othces, etc.
If a man has been in civil life for ten years there i- no place for him in the Navy.

General Walker. Do you mean he would not be valuable?

Professor Rice. A man could not go back in the Navy and take a rank along with
his classumtes. The advances in the service would not allow that, and he would not
be able to till such a place.

General Walker. The best officers on both sides of the civil war were men who
had long been out of the service.

Professor Rick. But that would not be so in the Navy. The volunteer oflQcers who
came into the service during the war were not, on the whole, very useful. They were
sometimes ignorant and inetlicient and sometimes dissipated. Ttiey were, with some
notable exceptions, not ver^ usid'ul men. I think everyliody who remembers about
it will say that. There were a few w^iu did excellent s<;rvioe.

Commander C. D. Sigshkk, U. S. N., head of department of seamanship, naval
tactioSy and naval construction, appeared before the board.

The President. You are familiar with the act of Congress to regulate the coarse
of the Naval Academy, ap])roved March 2, ItiSi* f

Commander Sigsbke. I am.

The PRBfijDRNT. The second section of that act states that after March 4, 18«&, the
miDimam age for a<lmission of cadets to the Academy shall l>e fifteen years and the
miniinniii age twenty. What are your views on the effects of this legislation f

244 EEPOET OF THE SECRETAEY OP THE NAVT.

* \\ Commander Sigsbek. I favor the advance of the minimum and aoqaieaoein ti

{:■ maximum.

« > The President. You see no objection to a candidate being twenty yettta of age 1)

\ fore entering the Academy T i

|^= Commander Sigbbke. My chief objection is that a cadet or young officer will be J

\\ *a low grade wlien ho is rather old.

\ General Walker. Is not the older student less adaptable to the reqairemeata <

7 the service?

Commander Sigsbee. I don't think he would be more so. I think the change wf
produce more stagnation in tbe service than wo have now. My idea is that 1X
officer ought to have his first command at tliirty years of age, in order to have tl
{ proper incentive to eft'ort. Kosponsibility is a great educator, and if we fiul toil

vest an officer with n^spousibility wlien h»^ is young lie gets into a rot.
General Walkeii. You consider tho advance from fourteen to fifteen yeaxainfl
\\ minimum age for adniission desirable ?

|; Commander Sigsbek. I consid(>r that excellent, as being likely to enable boya fka

>: sections of tbe country where schools are not so good to compete on better terms wit

i j boys from more favored sections.

The President. Wbero do you think the best school|) exist f
Commauiler Sigsbee. The general impression is that the bcIiooIb of New £nglaa
are the best.

The President. It has been suggested that it will be for the best interest of th
service if cadets are graduated at the expiration of the four-years coarse at tk
Academy and commissioned as ersigns at once. What are your views on the sal
jectf Is the present method an advantage or disadvantage to the boy and to tli
service f

Commander Sigsbee. I think by all means those who go into the service shoold b
commisHioned as ensigns at the end of thc.ir four-years course. To give a maa i
scientific education in this school and then send him to sea and give him duties thi
are dognuling, and that should be performed by the sailors, is not oalonlatad to ac
as an incentive to efibrt on his )>art. At present the petty offloersoD board oorsUjB
have almost no responsibility whutt^ver. The consequence is it harts the sailor, whO
the petty duties are given to the officers, who are educated for greater thinga. Thsi
retically, a young otlicer is educated up to the grade of an admiral, and then woaBBi
him to sea, and he does only these trifiing duties. It is absurd. I wish to say in tU
connection that, while I have always niath^ young officers stand np to thedo^as \tk
down at present, I have always disapproved the system. The case of ttiaffradaaill
of this school is parallel with that of the graduates of other schools. Aoootor bl
gins the practice of his ])roieHsi(m at once. He does not clean instrnments nor asril
nurses for a time after he graduates. With this change in the age of admission eiWI
the greater necessity of giving the young ollicer responsible dnties at onoe.
General Walker. Your opinion is that the practice cruises will give all thadli
, to enable the cadet to become an ensign ?

Commander SKfSBEk. Yes; but praetieo will improve him, asinany pro
The President. Now a cadet gets a month's leave each year aft^ his oa««aw
or after his summer at the Academy. J)o yon think that is an advantage o>«r
old system T
Commander Sigsbee. I think it is a disadvantage, becanse it t-akes part of 1
j to go away each year. It is likely to leavt^ him less mtmey on graduating and v»

I ties him for study at the- hegint'.ing of eaifh a<'adeniic year. At the end of the ai

i year 1 would give him two months, returning to the old practice. I thi

■ months would be too lonuf.

I General Walkkk. 1 should like to ask Commander Sigsbife whether ei

I the course of study at the Academy to be too severe, considering the ag» «

i of development reached by the cadets ¥ Is it too si^vere in the sense of •

! their growth or reducing their vitality or keei>ing them in a strained

Does your observation show this result T

Commander Si GSHKE. 1 do not tind that it has that effect. It most be:
bered that the boys who enter here are physically sound. They are
every year ])hysically. They hav«j a regular <liet and regular habits andai«
ical in every way. We tind that when hail clubs comn here from otbsr eo.
compete with the cadets, the latter are, in almost every case, the finer b< .
In almost every case the cadet shows greater eudurance. They play 1h>ot
latter part of the game.
General Walker, lint are these not picked menf
Comnmnder Sigsbee. They j)lay against picked men, men picked ft
I of students.

j General Walker. Do the others show any signs of loss of vitality or i

I Pommander SitiSBUK. 1 have not observed that they do. MypfiflerTl

REPORT OP THE SECRETARY OP THE NAVT. 245

imon^ tboso of tin- first class, who nro also niidor my obsorvation on board sbip,
irheri' a lark of pbyNiral quality would be likely to show itself.
General Walkkr. Do they appear like younj; nu'n under gooil conditions f
Commander Sigshek. I Iiave generally found that when workc<l bard for four
inars on l>oard Hhi]>, in the hot Hun, numbers of them took to Hkylarkin^; when they
Dt aHhon*. I think we eouhl push them harder here. I think they are better able
tu stand tlie strain than the avurago outside student, on account of the regularity of
iheir life.
Representative Hf.u»i:rt. When did yon jrraduateT
Commander Sicsukk. In I'^iW.

Rennwentativo IlKKncuT. Were you familiar with atlairs at the Academy after
> close of the war?

Oommander Sigshf.k. Not ntrictly. Only in a general way. My first term here
10 an oflicer was in 1^70.
Repn-sentative IIkuhkrt. How does the presiMit course compare with thatof 1870t
Commander SitfSnr.K. I should say it is a little more severe, bocause, when they
nerged the tw(» conrsis (ratlet-midshipnien and cadet-ongineers) there was a ten-
lency to preserve all they coulil in eaeh course; but I should not like to go into de-
Alls without consulting books.
RepreH«Mitative Hkkukrt. What studies have been added since that time?
Commander SitiSHKK. I would not like to state without looking at the books. I do
lot know of any absolutely newsnbject except hygiene. The elements of mechanism
nd a little more extended couise in Mt«'ani were retained, in order not to lose what was
pKMl in th«' «'ad»*t engin«*ers' <'ourse.
Reprosentativi* np.KRKKT. Was the course in luatheniatics extended?
Commander SuisuKK. I think no more unitheuiatics was given.
Reprt*sentative IlKnitiinr. I would like to have some statistics showing how the
lonnie coni]>an's no\v witli what it was twenty years ago f
Commander Skisiif.k. If yon will b't me go back to IH.V.) I ean answer moredefi-
ely. At that time tln'ie waN ton little in the (Miurse. I don*t think I amexafi^ger-
g when I sjiy that many buy** got tlKuugh on no nnu'i^ than one hour of study per
. Speaking f«)r myself, I got through im less than that the^ first year, and com-
■■■wed the secon<l on what I learned in the first. From l--r>Uto l6G:i I dbn'tthink I av-
ed thrtv-quarters of an hour stmly per day. Brighter students may have found it
•■ easier,
presentative IlKnttKirr. How <lo failures now compare with previous years?
^vmmauder Siii>uKK. If y<>u mean failures to enter, the examination for entrance
more diltii-ult now. l»nt n(»t more ditlieult in eomparison to the requirements of the
ral .-wrviee at the pre^^ent time. The statistics of the Academy can be obtained
Jta the Snpeiintentlent's ofiire.

JleneRil Wai.kkr. N it yi>iir opinion that the average American buy will go through
iMTger c(»urs«* of study at this time without greater effort than he would have twenty
BMn ago ?

Representative IlKi:nKi:T. Have we not better text-books?

Commander SiC'^iiKK. We liive l>i>tter method't than were in use twenty years ago.
lie great tnniMe we h:ive with the cad«*ts is that they do not know how to study
'b^n they eonie here. Any biight boy eoining here is likely t«i go through if be is
wll grminded and deieiiniiied to siicreed.

I>r. (■Ai:i.AM>. Po I umleiHtiind that in I'-.VJ an average student could have accom*
liahed Hiiceesstnlly what uas reiiuirefi of him by the study of an hour a day, or one
Dtir for ear h leritatioii ?

Commander Sitisiir.i:. I ilnnk he eould have d«ine so by studying only one hour a
frf»m \«i tit \'^*ui. i^)ie«-i:illy if hi' were as well grounded in his studies as the
Irnts who i-itTiie licif in-ilay.
^^r. <r \r.i.\N'i>. ilnw Mi;iii\ Kritat iiuis a tlay had yi»u then?

Commamler Mii-uki:. Tin- <aiiie as ikiw ; tlin-e per day. The standard of studios
'A4 Terv low eniniiar.it ivi-iv.

I>r. (fARi.ANi*. rh(:i vi^ii iiiiie to pr^] tare for each reeitation wuuM not average
ra than twenty ininuti-s?

^^mmandei .^^ii.sni.i-'. I ii:irne«l all my gi*oiiieir\ between dismissal from breakfast

1 iitndy houi>«. and thiit was ab(»ut tweiiiy niiuutes: 1 got through all right, too.

Aeadeni> wa*-. in tli'isi- i!av«*. vi-ry slipshod.

«^r. tfAiii.ANi». Now ><iii :;i\e srlio]a-tie w4»rU, wliieh it is <^ufiposed Will occupy the

eruge Htuilerit abonr ^:\ hoiir^ in tvvtMit>-toiir in its pri-]iaration. Thi'ii you have

add three houi> toi the p-iitation, whieh will bung it up tonine hnnis. hiothestu-

will be «*ngagi'<l nine limii'* in the tweiity-toiireither in the preparation of scho-

,.c work or ill teritatinn-. N that a rorrecf estim:ite f A student recites three

■J60 a ilay. ami yon siiiij.u«.«- that two hours are rii|u:reil in the preparation of each

he recitations. 1 want lo get accurately at the niindier of hours that a young man

kTerage ability will reipire to prepare him^-lf ior the scholastic work here.

1. '

- I

\[ 246 REPORT OF THE SECRETARY OF THE TStAVT.

J Dr. Mendenhall. Last ni^lit (he whole time was stated as forty-ef gbt faonn

, : week, exorcises, drilln, and all.

.: I

Commander Sigsdee. ProfesMor Hi^iulriekHnn, who is here to be heard, will gi
yoa information of anything ooiiiHfcted with the niceties of the time of stm
much more readily than I. When I was here as a stndent the work in the depai
ment of drawing was chiefly a skylark. It was not serions work. In certain otfa
departments it was not much better, rh the discipline was imperfect.

Senator Teller here read a letter relative to the course pnrsned at the Academ
[The letter complained of the severity of the course and that instruction wae n
given to cadets at recitation.]

Commander Sigsbee. Referring to the letter which Senator Teller has jnat read
to the severity of the courHe, I will say wb graduate at this time double the numb
of men who are required in the naval service under the law. The classes averaj
thirty-five or thirty-six nienihers, while but stiveiiteen or eighteen of them have bei
taken into the Navy. Since the i<Iea of the Academy is to educate oflScers fort]
naval service, I think this shows tliat the. course is not too severe. If the conr
were to be lowered the result would be, as it appears to me, that the cadets wl
w<mld get in the Navy would not be ho well educated, and therefore the main pn
pose of the Academy would not be as well carried out. The cadets who would fail'
get into the Navy, and who would tlierefore be returned to civil life, would be Is
well educcated than they are at present, but a few more would be graduated probabi;
But, the main purpose of this Academy being to educate olticers for the naval servis
we would make a great niisrake should we fail to get the most from men ^inginl
the Navy, renienibering that the scope of the naval ofBcer in a scientific direction hi
been very much incri*as<Ml during the last. lift^*en or twenty years.

Your corresi)on<h'nt is wrong in his conclusions [addressing Senator Teller]. Tl
scholars are instructiMl in the class mom. 1 was in Prof. Hendricksou's classroom oi
<lay and be kept cadets continuously at the board, and as fast as they completed oi
problem they r(*ceiv(Ml another. Prof, llendrii^kson tried to satisfy himself that tl
scholar thoroughly understood tlu^ ])rin(fi])les involved in the exercise. I regaidc
his practice as an ingeniouH luethod of instnu'tiou. I have issued an order in mydi
partmcnt to thoetlect (hat a cadet shall be ke]it under instrnction in the instmotio
room, that the instruct(U' may exphiin to him any past lesson or future leasbUi an
this is done over and over again in my seetions. In addition we have a gV'Oatdsal <
practice. It may be that the instnu'tiun might be done still better^ but I knowthsi
IS an effort to instruct, in the instruction room.

General Walkeh. You s])oke of explaining lessons in advance. Is that habitual 1

Comnuind4;r SiGSBEE. It is in my department, because I think I can make hettt
seamen of the cadets by much re])etitivm. In naval architecture and in conatra
tion I allow it to a certain (>Ntent, though it is not so necessary in those studies.
will say to the Senator tlnU during my time of study hero from 1*882 to 1885 I reoelTS
letters of the kind he has read to us. from an old naval officer, who gave me snpposi
statistics, stutwing that the course should be abated. I read his letters to membm
of the academic board, as 1 supposed he wished. In seven out of ten instances hi
inferences were wrong ; they were bas(>d upon the ideas of his son, a cadet, who VI
not doing well and was accordingly di^satisiied. (.)f course, people outside haTO w
the statistics at hand and th<Mr cont!lusions are likely to be erroneous.

Senator lirTLEK. Do yon believe that more men are being graduated than will t
required in the naval service?

Commander SiGSBKK. Yes, I think so; as the Navy is now organized, and oadi
the present system, we get the ln'st men as a rub' — those who arc at the top of tb
class. We ]uiss srmie goo<l men. undoubtedly. It is almost impossible, at the NaTI
Academy, to judge as to one of the most valnable traitsof the naval offlcer| that ft
his ollieer-like ([ualities, and th<> only adviintag<' of the t wo-y ears course at sea il
that we do then, in some measure, get a kimw ledge of those (pialities.

Senator HiTTLKH. Wasihere aiiv resiriciinn jmii upon the number of cadets wh
entered the stM'viee ]ueviniis to the ad of l*''*"^ .'

Commander Skjsmkk. Not ^hat I remember.

Senator IJuTLEU. Tlnn the j;nidu:ites prior to that were always absorbed by tt
servic(>>. Do I nnderstand von to say that the inereased ]iopu1ation of this oonsti;
and the ])robal>hi increase ot' tiie naval establishment will not cause all the gndl
ates to be absorbed by the s«rvic<.'?

Counnander SiosiiEi:. Von must inei'ease the innnber allowed in the several ffmr
lirst, and with a change of jMiliey lhi> may bt» done with eeonomy. Our Navy sluH
be capalde of sudden i'Xpaiision in time of war, bccuuse wi". never will have a 1*
]>eaee Navy relativel\ to oilier eoniij ries. We now take our puy masters from <
life while we return some nt'the giadnated eadets to civil life. If the latter wer>^ nd
into tin' line and then as^ijgixMl with other line otlicctrs, in turn, to pay duties, '
cruise, they would be available in expanding the service in time of war, for we kw
then till the places i n t he Pay Depa rt ment from ci vi 1 1 i fc. I would have no pemuu

REPORT OF THE SECRETARY OF THE NAVY. 247

orp<. A line officer should be a.ssi<]rQcd to a ship as pay officer for a cruise, as
)w assign one as navigator. In this way the officer and graduate would uot sur^
T his iiiilitarv character and usefulness. '

jresentativo Herbert. Do you thiuk the Revenue Service ought to be officered
'a<luates from the Acadeniv f

umauder Sigsbek. By all means, and by assignment in rotation or turn. The
jie personnel should lose its identity in the Navy personnel. I would apply
ime principle as iu the case of paymasters, the principle that now holds with
oast Snrvev.

ator IH'TLER. So you think by adopting that course the entire number graduat-
ere could l>o taken up in the service?

umaiuhT .Si«}'*nKR. I thiuk in time i% would provide for most of them, if not all.
)rest'iitative IIkrbkkt. Senator Butler, referring to yonr question about the
n»r of cadots hring all absorbed iu the service, you will remember that the num-
' meiiilxTs of the House of Representatives was increased after the census of
and inrn*ased again after the census of 1870; so that there are a very much
r numbor of trailets allowed at the Academy than heretofore. This act of 1882
Kissfd at a time when the number of line officers ran up to 1,100, and then
'<l til*' nuuibtT to 7HU. I remember that the Navy was getting top-heavy with
▼e nninlMT of officers. The act pn>vided that aft^r that the number of line
rs sliojild be about 7^^ ; the number of engineers was limited to about 170 ; and
umlHT of paymasters to 90; and to make this decrease it provided that until
umbers in the ditferent ranks were reduced to these figures there should be
)ne api>ointment to every two vacancies, and provided further that there should
least ten graduates go into the lino every year from the Academy. That has
th«» law up to the present time, except the change made in the last Con-
when the limit of those who should enter the Academy was raised to 15. the
•er ol line officers having been reduced to 7ri0. The number of the engineers
down yet to the pres<'ribed limit, as is the case with the number of paymas-
Congress believed at that time we wouM not> need more than that number
leers.

ator HiTLKR. I n'member the legislation, and I never agreed with it. While
true the ineivas4> in the number of Representatives has been going on, the
»<Ar of gra<l nates has not incroascMl in the same proportion. The number of
lates has lH>en diminished.

>resentative IIeubkrt. There has been a considerable increase in the number
val ot1ic(»rs by reason of the war. There was quite a number of volunteer offl-
rho were kept in the service, and there has l>een no increase from that source.
j»ert'e<'tly clear that otlicer* for the Revenue Marino Service should betaken
this s4'ho(»l. and I think this board ought to recommend that it bo done.
(rovernment already educates these officers for the lievenue Marino Service
>ard of a seliool-slii]>. *

ninauder Skjsbkk. In other words, there is an incipient Naval Academy there.
)r«'s»'ntative lIiiiiBKur. All the officers should be taken from this school for
^evtMiue Marine, and we might go further and put some of them iu the Liglit-
e Sffvice,

nmandtT Skisbkk. While we are speaking of our naval reserve it is well to
tuber that you run not make a line officer of a second mate as vou did during the
So it w(* can not retain the graduates of the Academy iu tho >avy, retain tliom
where where they may keep in a reasouableamonnt of practice at least. In time
kr those iu the('«»aHt Survey, Revenue Service, FishCommissiou, andon pay duty
I Ih« P'Mtori'd to lin« duty without trouble, it would be very difficult lo get
k men to <li>al with our liigh-])owf>r guns and varied mechanism in moments of
geiicy. TIh' <'ountry i** beginning to n»cognize this now.

neral Wai-KKR. Ir st-ems to me th.it the minute familianty with our coast pos-
d by i>ur Revenue Marine oilicers, which they get by going into every bay wuere
ling t.ikcH plac>>. in time of war would lM*come very important. That alone is
,.vMit ari;um«-nt of thfir value as naval officers iu time of war.
uimander .^UiSbkk. If an otllcer should make a cruise on boanl a naval ship and
one on hoard a n'venue vessel, that would be better than to separate the two
ces. In r»*spi'<t to p. ly masters, I n»|>eat that I would not have them a separate
e. I would have an officer detailed for paymaster*s <luty for a cruise. A Iieuten>
for instance, would be detailed for paymaster's duty, and a great deal of clash-
irould cease. In time of war this otllcer could take charge of a ship's battery, or
'ision of it.

. Mendkniiall. I suppose if the Revenue Marine were placed under the control
e Navy the demand for officers would caus4^ all the grailuates of the Aca<lemy to
t>sorbed. The iSecretary of the Treasury said a few weeks ago that there are
) ships under his Department than there are in the United States Navy.

248 REPORT OP THE SECRETARY OF THE NAVY.

Representative Herbert. The law would not propose to displace officers wlio am
now there, but to liU vacancies a.s they occur.

Commander Siosree. My opinion irt that every loophole in the Government aervice
that can be tound that will ^ive a naval ofBcor an o])portunity to practice the legiti-
mate functions of his profension shouhl be tilled with gradnafes from this Academy.
Take, for instance, the positions of inspectors of steam-boats, the appointment to
which mi<];ht be so arrani;cd that w» would have a great namber of people to draw
from for the naval service in time of war. During the late war the officers (torn the
Coast Survey were known for their excellent handling of ships in the blockades.

Representative Herbert. And that contributed very largely to the efficiency of
our blockades.

Senator Butler. What is yonr opinion relative to the advisability of estahllshing
a post-graduate course here t

Commander Sigsbee : I Iiiive never given that enoagh thought to offer a valnahle
opinion, but I think a ])ost-graduate course might be established here- I remembei
you asked me, informally, why we could not establish a post-graduate course here
for the study of naval nrchitecture. I hope to see the time when that may be done
in this country, but the time for it has no yet come. If you want to make a finished
musician, you must take the student to musical centers. A similar rule applies in
making a naval architect. I think the advantages for the study of naval arohiteetors
abroad, are much superior to those we have in this country at present.

Senator Butler. Don*t you think this is a good time to make a be^nningf

Commander Sigsbee. I think it will be in a few years. Perhaps m five years we
may be able to do so. I think ibr the present it is better to send our young men to
be educated in the higher branches of ship-building abroad. It is better for the serr-
ice to continue that practice for a few years longer. When we are provided with
models, and are properly equipped to instruct the men here, then will oe the time to
go ahead with the work.

Representative Herbert. We have already established a War College. We bftTS
provided them with a building and started a torpedo school, and made very liberal
provisions for carrying on the school.

If you were to start a ])ost- graduate course, would yon do so in addition to this col-
lege, or would you simply improve that f

Commander SiiiSBEE. Without regard to the War College. Mathematical aad
technical subjects ini<j;ht l)o taught here as a post-gradnate course. [Beading fhHii
a pamphlet of Proceedings of the United States Naval Academy, called ProgreHiTS
Naval Seamanship.]

** It is believed that this tendency will serve to remind line offieers, more strongly
than any (expressed opinion, that as a class they mnst give more study to the seienoa
of mechanism.

*^ Since the duty of engiuf^ers lies almost wholly with machinery, and their title
implies the fart, it is not questioned that they should study that science, bat it seems
to be not generally recognized that the line onicer\s duties now include a wider range
of mechanism than the engineer's. Kor example, 1 nmy mention the instruments of
precision, relating to astronomy, navigation, meteorology, electricity, and ordnance;
the mechanism ot* small arms, great guns, torpedoes, rapid-firing guns, dynamite gnnSi
steering apparatus, and deep-sea exploring apparatus; the machinery for the mana-
fiicture of gn^at guns and their mounts; for the manufacture of rigging and other
articles of equipment; and (inally, tho steam-engine, in degree 8«9COnd only to that
of the engineer hims(^lf. Yet this enumeration <loe8 not fully state the case."

My object in reading that is to show that there is reason for extending the stndy of
mechanism in the Navy ; and again to emphasize the fact that it isimpossible longer
to derive educated seamen for t1i<' naval service from the merchant service in tbs
event of war. At this point it serves as an argument in favor of the employmeiit of
naval oiDeei's in the rev<*nue marine and other services in order that we may zeteia a
maximum of trained ol'iie(>rs at tli(» least ex])ense. When we had only one type of
ship and one type of gun a ])ei'son might havt^ learned to operate tbem by a compara-
tively small amount of ]>ractice. Hut this is no longer the case with our complioated
mechanism, and the remot(^ possibilities of war must be provided for by a theontioal
as well as a practical knowledge. Witli a post-graduate course both practical ^n^
theoretical ends would be served, of coursi'.

Lieutenant-Connnander Asa Walker, T. S. Navy, head of department of !••
tronomy, navigation, antl surveying, Naval Academy, a xipeared before the Board.

The PiiEsiDKNT. Mr. Walker, will you state to the Board when yon entered the
Academy, wIkmi you graduated, and what your service has been here since gndaa-
tion f

Lieutenant-Commander Walkkr. I entered the Academy in 1862,' graduated ill
186(), and in 187:> was ordered to the Academy as instructor in the department of
mathematics, serving there for three years. In 1(^9 1 was again ordered here III ih$

REPORT OP THE SECRETARY OP THE NAVY. 249

■ame department, remainin<? for fonr years, and again in 1886 came here as head of
the department of astronomy, navij^ation, and nnrveying.

The President. Then you have been an instrnctor here for ten years. How does
the coarse of studies in the department of which yoa are the head compare with
the conrse daring the time you were a student and cadet f Is it about the same
eonrse, or has anything been added to it since that time f

Lieutenant Commander Walker. The study of the deviation of the compass has
been added. At tlie time I was here as a cadet the study of navigation consisted
simply of a solution of the astronomical triangles as applied to navigation. Since
that time the study of the deviation of the compass has become a necessary study.

Senator Butler. Does your instruction begin with the fourth class f What text-
books have you f

Lieutenant-Commander Walker. I begin with the second term of the second class,
thence through the tirst class. The second class text-books are Whit-e's Astronomy and
Chauvenet's Spherical and Practical Astronomy, Bowditch's Navigator, American
Ephemeris, and Nautical Almanac. The texc-'book on navigation used by the first
class is one compiled by myself, accompanied by Bowditch's Navigator. The text-
books on deviation of tlie compass are selections made by Commander Howell, now
Captain Howell, from the Admiralty Manual, *^ Deviation of the Compass," and
Evans's Manual, •** Deviation of the Compass.^' ** Ho welFs Marine Surveying " is also
used.

Senator Butler. Do yon find that the cadets have time to go through that coarse f

Lieutenant-Commander Walker. I think they have. They have all succeeded in
getting through since I have been at the head of the department.

Senator Butler. You think it is not too great a strain mentally or physically for
them f

Lieutenant-Commander Walker. No, sir. Navigation is simply the application
of what they have learned in previous years to a new subject. They do not have to
aoqaire any new prin<:iples. In the study of the deviation of the compass thev have
the application of what tliuy have learned of magnetism, and in all of the other depart*
ments their study is only a similar application of what they have learned. There is
absolutely nothing new.

Senator Butler. Are your appliances for teaching, in the way of practical demon-
stration. sotHcientT

Lieutenant-Commander Walker. They are very good.

Senator Butler. Have you all the apparatus that is necessary and that yon would
like to have for teaching astronomy f

Lieutenant-Conimun<ler Walker. There is not time allowed to enable the students
to become thoroughly accurate in the study of astronomy. For them to become
thoroughly pmiieiciit. would rtMpiire a great (le:il more time than could be devoted to
it. We giv» them an outline of jistronomy. The instruments that we do put in their
hands are the sextant and tlie theodolite. These they manipulate and become famil-
iar with. Each room (the studenU' room in pairs), is provided with a sextant, and
they are allowed to handle it and work with it, at any time they may see tit, and
after the weather becomes suitable in the spring, they take daily observations, using
the artificial horizon and the azimuth compass, such as they are required to do in actuiQ
•ervice.

Dr. Mkndrniiall. In your work with the students, do you teach the methods of
determining latitude and longitude, and the position of the ship at seaf

Lieatenant-Commander Walker. Yes, sir.

Dr. Mkndenhall. Do yon go into the deviation of the compass thoroughly? Do
yoa determine the constants of the compass f

Lleatenant-Commander Walker. We endeavor to do so. We have been in the
habit of swinging the monitor Pansaic and determining her constants.

Dr. Mkndrnhall. Do yon work in the pendulum vibrations, determining the in-
tensity of gravity, etc. T

Lieatenant-Commandt.T Walker. No, sir. I do not. These experiments are per-
fonoed in the department of physics and chemistry.

Dr. Mendkniiall. I would like to know how accurately you can determine the
position of a ship at sea ; how accurately you attempt to do it when afloat f

Lieutenant Commander Walker. It depends entirely upon circumstances. Under
faTorable conditions, I think I could assure the position of a ship within five miles.
Underother circumstances, it might be within a radius of five miles, that woald be
ten miles. At times I could determine the jxisition closer.

Representative IIekbkrt. Do you know what new stndy the addition of which
has crowded out the study of international law from the curriculum of the Academy?
, Lieatenant-Commandcr Walker. I am under the impression it was astronomy,
whieli is the new subject in my department, in the second class.
I Senator Butler. Ilave the subjects of physiology and hygiene been the caose f

Lleoteoant-Commander Walker. Partially. Astronomy was taken from the fir«t
jtHmm and made a second class study.

250 REPORT OP THE SECRETARY OF THE NAVY.

Representntive Hkkbrrt. Do yon think the study of astroDomy is more important
to a naval otticor tliau is iiittrnntional lawT

Lieutenant-Coninmnilor Wai.kkr. It i8 absolntely essential.

Representative Hkkbrkt. Don't you think international lavr is absolutely essential f

Lieutenant-Commander Walkkr. Yes, but not so essential to a yoang officer as
astronomy. Every naval otticer is examined on the subject of international law, for
promotion to command grades.

Senator Butler. But a young man want-s to stndy lay when young.

Representative Hkubkrt. In your opinion it would bebetter to exclude international
law from the course hero than' to select one of the sciences and exclude it in order to
give place to international law f

Lieutenant-Commander Walkkr. I think so. This course was carefully considered
by the Academic Board, and the argument advanced by Commodore Brown to the
effect that the naval t^fhcer is not called upon to exercise a knowledge of interna-
tional law until he reaches riper years, during which time he would have read np on
the subject, as it would he a part of his profession, and in view of his examinations
meets the objection to the study not being pursued now. Of course, such study would
be advisable', hut when the Academic Board considered that it would be pursued at
the sacrifice of more important brcanches, it concluded to exclude it.

Representative Hkkhkut. Was the study dropped last yeart

Lieutenant-Comnmnder Walkkr. Yes, sir.

Rcpn!>soutative Hkkukrt. Had it not always been studied up to that time?

Lieutenant-Commander Walker. Yes, to a certain extent. When I was a cadet
we studied, or rather read, Kent.

Senator Tkllku. W^ere ynu examined in that as in other studies f

Lieutenant-Comuiaiider Walker. Yes, sir.

Senator Teller. How much time <lo yon now devote to physiology and hygiene f

Ijieutenant-Commanthn* Walker. Twenty periods.

Professor Garland. Do you consider that the chronometer in its perfected state has
displaced the ])ractice of determining the longitude by lunar distances f Do yon teach
the cadets to determine the longitude by lunar distances?

Lieutenant-Comm:in(l(>r Walker. No. They are told that if they wish to investi-
gate the sul>ject further than they are taught in class, they will fintl it fully explained
in a treatise by Professor (Miauvenet.

Professor GaR!w\ni>. I think tli(> reward that was given by the Government was for
the determinati(ui of the longitude within three marine leagues.

Lieutt^nant-Commander Walker. 1 think the iirst reward was for the absolute
dctcrminHti<m within :iO miles. As the ini]>rovoments for doiug the work have been
perfected the distance has been shortened.

J*rofossor Garland. Voti did not have reference to the determination of the longi-
tude by lunar distance, when yon stated that yon could determine a ship's position
within 5 miles, diil you J

Lieuten:int-Coninian<Ier W^alkeu. No, sir. In any passage we are apt to make, in
modern times in steam-vessels, the chronometer should be very accurate.

Professor (f arland. Certainly the method by the chronometer is greatly superior.

Lieuteiiant-CouMuander Walker. When we take into considers tioni that the proba-
ble error of an observation is 40 or r>0 seconds in the measured distance, and that 10
seconds error in a lunar distant^e makes l.'> sectuids of time in error in longitnde, we
K(M> that the margin of error becomes very broad. That will be taking it nnder the
most favorahlr »• i re u instances.

J'roftssor (JAnLANi). Do you use Baldwin's repeating circle to give the position
more exaet ? Tlu-oretirallv. it is much stijx'rior to others in use*

Lieutfiiant-Comuiander Wai.keu. I have never used repeating circles. They are
too h«Mvy Mul eumhersonif fur use »t sea. While the errors to which we are snbjeet
are so imUiiown, as tiu'v an- at s(ia, critical accuracy of measurement is hardly prac-
ticahlc.

Dr. Mr:\i>rNirAT.L. How iriany chronometers do yon usually carry at sea?

J/nMitr!iaMt-('i)iMMiani]«'r Walki.u. Three good ones and one that we call a hack.
The hack is tlie din' we take on sliore and is not han(ile<l so can'fully as th« others.

General WalivI'.r. Wlieu a class comes to .v<in for the second term of the second
year, do tln'v have Tlnir iiiaMn'inatirs so \v<>]l in hand that you can assume their
kiio\vliMl:;;(' tor all pui poses of your itjst ruction .'

Jjjeu tenant -('<»iniuan<l»'r Walkkr. I ilo assuitie it, I never inquire about it.

(leui-ral Wai.kki:. Ymi find vcnir stu<le!its have no trouble doing your work by in-
ferior itistnii-; imi tln'v may iia\e had ]ni"viously 1^

Lieuteiiaiit-C'iiiiniiaiKlcr Wat.kku. I take their knowledgeof the matter for granted.
I teach thiiri im mat licniatics. J tind 1 can take it for granted.

Senator !>! ri r.n. In other \v(trds, you tind them i)repared to take the eonrse yoB
liav(< to nive them from their ]»revious instruction f

Lientenanr-CommamhT Walker. I have been throvigh the preYioos
instructor, and know exactly what they have been through.

REPORT OF THE SECRETARY OP THE NAVY. 251

General Walkkr. There Uas been some qaeHtion as to the methods pursued here in
mathematics f

Lieutenant-Commander Walker. I am a very partial wituess to speak of that. I
am thoroughly in accord with that department on the snbject of its methods of in-
Bt ruction.

The President. A recent act of Congress has changed the minimum and maximum
ages for admission to the Academy, from fourteen to eighteen to from fifteen to twenty
years. What are your views on this subject t Will this change be beneficial T

Lieutenaut-Couimiinder Walker. I thiuk the change from fourteen to fifteen is
beneficial, but I think twenty is t<>o old.

The President. What do you think the maximum age should bef

Lieuteuaut-Commander Walker. I consider eight-een is the most preferable, and
that nineteen is the extreme age that it is desirable to euter the cadets. When a
student enters at twenty and graduat^^s at twenty-six, he would not be a junior lien-
tenant until forty or forty-one years of age, and that is too old.

General Walker. Do yon consider the two years* course at sea of any advantage?

Lieutenant-Cotnmander Walker. I consider it of no advantage. The cadets come
back better seamen than when they left, but if they were graduated as ensigns from
the Academy ami sent into service they would know that active work is before them,
which would be an incentive. Now, a part of them go to sea knowing that they will
not enter the service, and they waste their time, study as little as possible, improve
themselves very little, and come back to the Academy simply to pass their examina-
tion and get the ve.-ir's paV, as ]>Tovided by Congress. It was recommended by the
Academic Board last year, that the class bo finally graduated at the end of the four
years' term and assigned to service, as at West Point. If that were done, the twenty-
year limit would nor be so bad.

Chief Engineer 11. W. FiTcii, U. S. Navy, head of department of steam engineer-
ing, appeared before the Hoard.

Senator Hutler. How long have you been at the Naval Academy T

Chief Engineer FiTCii. Since August 9, 1888. The regular term' for instruction to
cadets l>egan October the 1st.

Dr. Mkndenhall. Do yon consider tliat the department of steam engineering, at
the present time, is ]>ro])erly eqnippe<l for the work expected of itt If not, what
wonid be desirable to complete that equipment?

Chief Engineer Fitch. The toolsand appointments of the machine and boilershops
are ample for ])resent retinirements, for practical instruction in these branches. The
forges in the blacksmith's shop are ]>ortable, with one exception, and fitted with hand-
bellows. This shop should be enlarged and a fun blast fitted. The pattern shopshould
be enlarge<l ami some power-turning lathes added. The present course of practical
instruction in the workshops is good and meets all the requirements for the limited
time devoteilto it. For practical instructions in managing engines in operation,
there is a marine engine, with boilers complete, in the steam building. Also the en-
gines of the steamer IVifomhig, monitor ratmaic, and tng^fawdiffA, and engines of four-
teen steam-launches. Theeiiji^inesin the steam bnildin;; were made twenty-five years
ago, are <»bsol<»te, :ind not ealrnlated to give correct ideas of modern practice to the
cadets. The n'»/o»ji/i//'«, is thirty years oUl; the Standish and /Mjj«aiV#, twenty-five.
The engines of these vessels are antiquated, not in accordance with the instruction
given in the t^xt-books.

Dr. Mendenhall. Have yon any appliances for conducting experiments in thermo-
dynamics, the theory of the steam-iqdicator and dynamics?

Chief Engineer FiTCii. There are none for thermo-dynamics and dynamics. The
eadets are instructed in the theory and practical use of the indicator.

Dr. ME>rDENnALL. Where is instrnetion in thenno-dyuamics taught?

Chief Engineer Fircii. To a limited extent, in the department of physics and
chemistry.

Dr. Mendenhall. Are tliere facilities here for experimcnte in the comparative
power an<l relativ«» innits of difierent fuels?

Chief Engineer FiTrir. No, air.

Dr. Mendenhall. Would it not be desirable if the department were so equipped ?

Chief Engineer FiTCii. It would, if the limited time assigned to this department
wonld permit such experiments to be carried out satisfactorily.

Representative Hkhijkrt. Where are sneh tests of fuel made?

Chief Engineer Vi mr. I think some have bei-n made in the New York navy-yard.

Representative IIekhfrt. Von have made some tests on the steaming qualities of
coal in the Navy, have yon not ?

Chief Engineer FiTcrr. I do not recall any special tests now. I believe they have
been made at the N(*\v York and Washington navy-yards.

General Walker. Do the Cadets go <m board the vessels here and observe the
work ?

Chief Engineer Fitch. Yes, sir ; they are given practical instrnetion in managing

252 RUPO&T OP THE SECRETARY OP THE NAVT.

the engines of the vossols here, aiul the steam-lannches nndor charge of engineer oiB*

cers.

. Dr. Mrndbnhall. Ilau tbe course yon refer to been in operation up to the present

time, or do you refer to a new course f

Chief Engineer Fitch. I refer to the present course.

Senator Butler. Does your instruction begin with the fonrth class f

Chief Engineer Fitch. No, sir; the second class is the first to receive inetracUons
in steam. ' .

Senator Butler. The fourth and third classes have nothing to do with yonr d^
partment f

Chief Engiueer Fitch. No, sir.

Dr. Mbndenhall. Does this course inchide designing engines f

Chief Engineer Fitch. The present course does not. The course to be adopted
October 1 will include that branch.

General Walkkr. Ought you not to have a new modern engine, with triple ex-
pansion f Wouhl not that bo desirable f

Chief Engineer Fitch. Yes, very desirable. The importance of having engines of
the latest improved construction of tlie present time, for giving correct ideaa to the
cadets, cannot be overestimated.

Representative Herbert. You will have a triple expansion engine in the new ship
you are to get. How far will it bo practicable to use such an engine in instrncting the
cadets f

Chief Engineer Fitch. Instruction can be given, when the vessel is used for the
regular drills in gunnery and seamanship, during the season and when she goes on
the summer cruise.

Representative Herbert. Is it understood that the new practice ship will be used
for the summer cruise f

Chief Engineer Fitch. I can not say positively. I presume she ^syill.

Representative Herbert. Will you need another engine in addition to the one yoa
will get on the new praetiee ship f

Chief Engineer P^iTCii. Yes, sir ; the engine in the steam building should be r^
placed by a new engine witli all modern ini])rovements. Much of the practieel
instruction is given during the winter months, when ice or stormy weather might
make it impracti<;able to use. the enginesof the ship, and, if forany cause the ship was
ordered away, the instruction would Ix* sus])en<led. All the conditions of light, spaoei
accessibility of the ])arts, are nnich blotter adapted for instruction in the steam build-
ing than in the dark, coniined spaei^ on board hhi]>.

Dr. Mkndeniiall. In taking the n(^w course in engineering proposed at the Aead-
eniy, what will he omitted from tlM^ course of the Urst class, in order that the epeoifio
studies can be undertaken 1 ^

Chief Engineer Fitch. Navigation, gunnery, and part of the branchy of aeameii*
ship.

Dr. Mendexiiall. Can you state what it is ]n*o])o8ed to substitute for navigetioa
and gunnery in th(5 proposed separate eoiirsci in en^int»eringf

Chief Engineer FiTCH. More thorough study of marine engines, designing mechlil"
ery, marine boilers, an«l fabrieaticm.

Dr. Mendeniiai.l. To what extent arc tlie studies substituted theoretical and to
what extent praetieal T

Chief P^ngineer I-'iTCir. All the details of the new eon rse have not been arranged
yet. The branehes in nuirine engines and <lesigning will be theoretical in part J m^
rine boilers, theoretical and ])ra('tieai, and fahrieaiion, ])ractical. • Drawings of the
machinery of the new ships will be used in that (tourse to instruct the class in the
beat types of modern mariut> engines.

General Walker. Do you tind th<^ cadets eoniing to you have a snifioient nnder*
standing of mathematics to eoin])rehend the work they have to do? .

Chief Engineer FiTCii. Yes, sir. Their knowledge meets all the reqnirementa in
this dejiartnient.

Representative Herbert. How many assistants have youT

Chief Engineer Fitch. There are four now. The new course will require six.

Representative Heisbert. Taking the course as it has existed during the time yoa
have been here, how many hours a day dors vno.h cadet in the second class d^
vote to instruction in yonr department, inelndin;; recitation and time of study or
preparation ?

Chief Engineer FiTCii. Eaeh cadet has a reeitat ion one hour long fonr days a Week
the first term of sixteen weeks, and on«> recitation a dav three days a week tbe seoond
term of sev(>nteen weeks. Allowing ouf* hour and a half forstndy for each reoitatlOBt
the time eaeh day will be two and a half hours. Tliis will make sixty-four hours for
recitation and ninety-six liours for study tlu^ lirst term, and fifty-one honrs for zesi- '
tation and seventy-six hours for study Ihe Ke<'(md term; total, one hundred aiid
fifteen hours' recitation and one hundred and seventy-two hours' study for bsth

REPORT OF THE SECRETARY OP THE NAVY, ^53

Practical work in inacliine-sliop in Bunimer, two liimdred and sixteen hours; in win-
ter, torty hours; total, two hundred and tiit.v-«ix honrH. Running steam-launches
and overliaulinji: ouj^nies in steam building, filty-one hours. Total time for all prac-
tical exercises, three hundred and seven hours. Summary of all time that is devoted
to instruction in steam by each cadet of the second cliiss, iive hundred and eighty-
live hours. During the tirst class year a cadet has sixty. four hours in the macnine-
shop and twenty-eight ht)nrs in other practical exercises, amounting to ninety-two
hours. This included with time of second class year makes six hundred and seventy-
six hours, the total of all instruction in steam.

Dr. Mbndknhall. Of what does a recitation or exercise consist? Is it devoted lo
practical work or is it from th*i text-boots?

Chief Engineer FiTcii. The recitations are from the text-books. The exercises are
all practical, with oral instruction and explanations by the instructors.

Dr. Mkndkxhall. Have you any practical work in your department, except dar-
ing the summer f Have tlie cadets, in your classes, any regular ship or practical work
in the engine room during the winter?

Chief EngiiKicr Fircii. They have practical exercises, operating the machinery of
the uumitor Tasnaic, St(indl>*h, IVyomingj and steam-launches during the fall and spring
months; and during the winter, in the machine-shop and disconnecting and conneot-
iug the marine engines in the steam building one and one-half hours daily for
twelve weeks. They also o))erate the marine engine in the steam building one hoar
and a half dailv lor twelve davs.

Dr. Mkndeniiall. Do you think it desirable to spend so short a time in such
work t Would it be better to double the time for it T

Chief Engineer FiTcii. It -vonld, if the time could be spared from other studies.
The course as now laid out, occupies certain periods of time assigned to each de-
partment, and if the time in one department was increased the time in other depart-
ments would have t(» be decreased, and the course wonld have to be revised.

General Walk?:u. Do 1 understaml you to say that the cadets do not go to the
ships until the si*cond year they have been here?

Chief Engineer Fitch. Not until the third year of the course. The second class is
thetirstto receive instruction in steam, at the beginning of their year, which is the
third year of the course.

Senator Butlkk. Do you think the course too severe f Should more time be devoted
to it? Would tiiat be beneiicial to the catlets f

Chief Engineer FiTCii. The coursti is not too severe. If more time were assigned
to this departnient, it would be more beneiicial so far as it was directly concerned.

Senator Butlkk. Do you think they have ample time to make themselves proficient
in their profession an<l that the strain is not too great ?

Chief Engineer Fitch. The time devoted to this department gives the cadets a'
fair knowledgo of it ; which ap)>earHto be the aim and object of the course. To be
proficient in all the details would require their whole time and attention.

General Walkkh. Do you think, that if time were fouu<l, it would be useful to
have the cadets to work on the ships, so they might be better acquainted with ship
work?

Chief Engineer Fitch. I do not think it would be any advantage to the third and
fourth classes. I think they are too young.

General Walkku. Do you mean they are too young to have strength to handle
tools?

Chief £ngine<;r Fitch. In most cases, I think they are, and the work would be
very irksome to them, i think l>etter results would be attained in all the practical
work by waiting until they were older.

General Walkkk. Is it liot harder to interest th«m the longer it is put off in their
edncation ?

Chief Engineer Fitch. I think not. Considering the limited time they have in
this department, I think it better to wait until the cadets reach the second-class
year.

Chaplain E. K. Rawson, U. S. Navy, head of the department of English studies,
history, and law, appeare<l before the board.

The Pkeaidrnt. How long have you been at the Academy ?

Chaplain Rawson. 1 have been at the Academy three years, though this is my first
year in charge of a <lepartnieut.

The Presidkxt. Who was at the head of the department before yonr time f

Chaplain Rawson. Comtnaiider Schoiiler.

The President. Please st<ate what classes are in your department and what text-
books you use.

Chaplain Rawson. Classes of ttie first and second years, the fourth and third olasees,
tiike toe course iu our department. We use Whitney's Essentials of English Gri^mw#r|

264 REPORT OP THE SECRETARY OP THE NAVY.

drew's Manual of the Constitution, and Sliuke$i>euTc'H Julius Cffisar, Rolfe*B edition.
We use in addition Labberton^s Historical Atlas, MitchelPs Atlas/ the School Hermld,
Martinis Statesmau't* Year Book,* and Webster's Dictionary.
The President. Do von personally give instruction f

Chaplain Rawson. I have delivered one or two lectures in connection with the
study of English literature, but have done uothiuc more in the way of inatmotioii,
thinking it better to get thoroughly familiar with too working of tho department be-
fore attempting instruction.
Senator Butler. How many assistuuts have you f
Chaplain Rawson. Five.

Senator Butler. What is the scope of the study fur the cadets in oonBtitational
lawf

Chaplain Rawson. Wo use Andrew's Manual of the Constitntion. The differenl
articles of the Constitution we explain and comment on. It is a very excellent book
and 1 think we do pretty good work with it, as the examination papen woUld doab^
less show.
Senator Butler. You have no law book T

Chaplain Kawson. No, iuternutioual law was given up last year, in deference to
the want of time in other departments. It was given up also under the snppoeitioD
that it was not used until the men reachod tho rank of lieutenant commanderi
which would give them time to study it u]) afterwards. But the idea of the deport
ment is to give some lessons in international law, so that the students may get a gen«
eral scope of the study and become familiar with the principal writers, in order to
guide them in a study of it for tliemsi^lves. It was given up, I think, becaoae other
departments needed more time.
The Presidp:nt. Are your lectures printed and diHtributedf

Chaplain Kawson. No, 1 have not got so far as that yet. I have only written one
or two, but I have signiiied in them what I wanted the class to study partioalarly.

Senator Butlkk. To what extent has the course in x>hysiology and hygiene die-
placed tho stu<l y of international law f
Chaplain Kawson. 1 think hardly any, because it comes in the firat-olaM year.
KeprcseutatLvo IIekhkut. How much time <Ioes a class devote to finglieh litems
tnre f

Chaplain Kawson. Only one recitation a week for the last term. I wonld My^
that I have a Hchome for the organization of the departnieut. which has been befoce
the Academic Board, though it has not been acted upon by the boanl. One ohanm
is to put back American history on the pre])aratory course, for the reason thattSe
students who come here are verv well informed in that branch. Of a class examined
a few weeks ago, of fifty-six, only four failed in American history. Their knowledfi
is very thorough. This change was reconuneiided by a board of visitors twenl^-iwo
years ago. My intention is to put Knglish history in its place.

Kepresentative IIekkkkt. Do you think the study of rhetoric is more important Ap
the naval otlieer tiian international lawf
Chaplain Kawson. 1 should say ye.s. That is, during his academic conne.
Kepresiaitativo ni<:uBKnT. You <k')vote two lessons a week for fonr montha to
oric t

Chaplain Kawson. Yes, sir.

The pKi:sii)i:N'r. Yoti gnulnatotl at what college f

('iiaplain Kawson. At the Albany Academy and Y'ale University, claae of '00;
Antlover Theolo^xical iSemiiiary.

I'rofessor Root, lii your i)i-op()scd scheme do you nuike any room for Ameriennli^
erature?
Chat)lain Kawson. I have not made any room for it ho far.

Professor KooT. Does it seem )>robable tiiat you eaii tind time to give thess olBam^
who arc to re]»rcsrnt the American Government, a knowleilgoof theUteratnreof fMt
own country t

Chaplain Kawson. 1 should touch upon American literature, though lam
tant.

Professor Root. I should be very loath to see it left out of the cooraelbrei
very young students.

Kepresentative IIkkukkt. Mow much time is devoted to the study of the(
tion of the I'nitejj States f
Chaplain Kawson. \Vr givo it twr> h'»is(uis a week for three months.
Re]n*escntativ(' IlKitHKHr. Diirin'^ what year is that given?
Chaplain KaWS(>n. Tiiat is in the thinl ei;is>* yt-ar.

* * liuoku uiMrk<Hl thus* used fur rfft-reucv only.

BEPOBT OP THE 8ECRETAEY OP THE NAVY.

255

Senator Tejlusr. How Ion p; are these leesoDS T

Chaplain Rawson. One period each ; that is, one hour.

Senator Teller. Then you give them twenty-four hours. I know some people
who g^t along without that much, but it looks a little small from the importance of
tibe sabject.

Number of candidates examinedt admitted, and rejected in the following years :

M70

1972
1873
1874
1875
1876
1877
1879

Candi-

Admit-

Re-

Qrada-

dates.

ted.

jected.

atd.

123

153

100

150

190

183

1R7

100

188

142

Years.

1S70
1880
1881
1882
1883
1884
1885
1886
! US7
1888

Candi-

Admit-

Re-

dates.

ted.

jected.

113

211

115

161

166

163

165

140

Gradit-
ated.

45
60
50
28
26
24
19

44
35

MXMORANDA SUBMITTED TO THE BOARD OF VISITORS TO THE NAVAL ACADEMY,

BY CAPT. W. T. SAMPSON, SUPERINTENDENT.

IT. 8. Naval Academy,
Annapolis, Md\^ June 3, 1889.

I think that the most important matter for the consideration of the Board of Visitors
ifl the recent act to regulate the course at the Naval Academ}'.

The objections to this act are two in number. Firnt in importance is the provision
that the age of admission shall be between fifteen and twenty.

The inclosed letter, addressed to the honorable Secretary of the Navy at the time
this bill was under consideration, expresses my views upon this <]uestion of age:

U. S. Naval Academy,
Annapolis f Aid., October 5, 1888.

Sir: I respectfully ask your attention to bill II. R. 9674, which passed the House
September 25.

The last clause of section 1 provides that after next March the maximum age of ad-
mission to the Academy shall be twenty-one years.

I think this is advancing the age far too much. Undoubtedly the reason for the
liropoted change is to secure young men of more mature years, who will be more
eftpable of mastering the course of study. I think a little couHideration will show
that, so far as passing the entrance examination is concerned, the change would not
improve matters.

The mental requirements for admiasiou are very simple, and <'very lK>y in the
eoontry who has ha<l onlinary advantages, has passed the point in bis education whore
he stnaiee tho subjects rc(inired at admission here. It does not follow, however, that
he can pass the examination, because it is found that many boys ** tinish'' arithmetic,
geography, grammar and spelling, and are wofully deficient in them all. Nor would
they be any better at twenty-one or twenty-five even.

In the natural course of things they would not go back to these rudiments. Can-
didates are constantly beurd to say that they have not studied these things for several
jeers; they had bNcen studying more advanced mathematics, Latin, Greek, etc.

Again, if a young man of twenty or twenty-one has l>een able to pursue his stndies
m to the time he is appointed he is far in a<lvance, at least in tho branches he studies,
ii not in aotual ac<inireinents, than is required to pass the entering examination.

If he has had sucti continuous schooling and is not thus advanced, then he is not fit
for the service, and never would be. On the other hand, if a young man has reached the
age of twenty or twenty-one, and from lack of means, or other cause, has not been
at school for three or four years, he is not as well prepared to enter as he was foar
years previous.

These two classes of young men — those who have had good advantages and those
who have had none— may be widely separated in their mental acquirements at twenty
years of age; they could not be associated in their subsequent edncation. The en-
tering examination could not be adjusted to the more favored boys without i^Jostiee
to those who had had little or no schooling for years.

These two olasses, however, are not very different in their acquirements at the age

256 EEPOET OP THE 8ECEETAEY OP THE NAVY.

of fifteen or sixteen years. Most boys are able to attend school till that age, and .ill
should be able to pass the required examiDation, and, as stated above, if they are mot
prepared at sixteen, they probably would not be at twenty. Again, the recorde of
this institution show that a larger per centage gradaate of those who enter under fif-
teen, than of those wbo enter over seventeen. The explanation of this is to be found
in the fact that the boy under fifteen who can pass the entering examination has im-
proved his opportunities and possesses a good degree of intelligence; whereas, the
Doy over seventeen may be able to pass the examination though possessed of much
less natural ability and without having made such good use of his opportunities.
The consequence is that the younger boy has a better natural and equally good ac-
quired preparation for the four-ycurs course.

The average of admission ut present is between sixteen and seventeen, and nearer
the latter age. If the age of admission is to be advanced then the recjuirementa
should also be advanced, and, consequently, the whole course further developed.

Considering that few enter below fifteen, and that the tipper limit is reached by a
much larger number, I think it advisable to fix the limits at fifteen and eighteen.

I consider it a serious objection to a plan that it requires the association of boys in
the same class and requires the same degree of proficiency of them, when their ages
difiier ho much as five years, which would be the case under the operation of the pro-
posed bill.

The mlvanced age at which ^aduates would receive their first commission is a
consideration which is of considerable importance, if the age of admission is ad-
vanced as proposed. A cadet when promoted would bo from twenty-two to twenty-
seven years of age, whereas an officer at the ago of twenty-seven should have the
experience and be capable of taking the responsibility belonging; to a lieutenant.

Advancement in the lower grades is already too slow, and this bill would defer it
two and a half years on the average, or, in 8X)ecial cases, three years later than is now
possible.

The Academic Board, therefore, respectfully recommends that you will request the
Senate committee to amend the bill so that the limits shall be fifteen and eighteen
years.

Very respectfally,

W. T. Sampson,
Commander f U. 8. Xavy, Superinteiidemt

The Secretahy of the Navy,

Washington J D, C,

The second objection to the act is that it continues the six-years course of instme-
tion. The general views of the Academic Board on this subject are expressed in the,
printed slips herewith:

'^The course of study at the Naval Academy was increased from four to six yenn,
chiefly for the purpose of reducing the number of appointments to the Navy. This
reason for a course of six years' duration no longer exists, since the number of appoint
ments is now restricted by law to the aggregate number of vacancies occurring in eaeh
year in the corps to which apimintments are made, the appointments of graduates Ix^
ing not less than ten annually.

*' The return of each claHs to tho Academy for tl^e final cxamiuation coats the
country aunnaliy the estimated sum of $1'J,00(). So far as those cadets who are hon-
orably disoharued aro concerned, the two-years course at sea is without value to the
Government, though en I ailing considerable exytense annually for their pay and rationSk
estimated at .^:3H,0()() ; while the ]>iTsons ho discharged virtually waste two yean, dni^
ing which they might acquire soun^ ])hn'e in civil life.

'*The final examination is uuneceM<4ary as a method of compelling those cadets who
are to be api>ointed to tlu^ Navy to keep up their studies of professional subjects. The
naval service re(iuires lil'e-long and continuous study on the part of its officers, and
their advancement towards th(^ higher grades is guarded by examinations at every
step. No other ])rofessional corps and nc^ other body of men in the world, except ths
Zt^aftof China, is required to pass so many examinations. And the final examina-
tion of cadets isnow similar in character to that which ensigns must pass befbxe pro-
motion.

''From these considerations the Imard has arrived at the conclusion that the two-
years course at sea of naval cadt^ts shcmld bo abolisliod.

**The board believes that the country obtains at the end of the four- years oonroo
all the advantages which now accrue from that of six years. The average age of cfr
dots at the end of the four-years course is about twenty-one years. Those who re-
turn to civil lifo at that time can enter upon any wt)rk which they may find with
minds and bodies trained to systematic and methodical reflection and labor. Nor can
it be doubt(*d that they acquir(^ such knowledge of the naval prufession and sneh in-
terest in its duties as will sufilce to secure their returi) to the Navy in caaeof war.
And it is the well-considered opinion of this board, that those who are selected fiir ap>

REPORT OF THE SECRETARY OF THE NAVY. 267

pointment to the Navy are tilted to be^in, at the end of the four-yea^ coarse, their
work in the Nayy, aud should be commissioned at that time in the lowest grades of
the corps to which they shuU be appointed.

"The board believes that the number of graduates of the Academy may be in-
ereased adyautageously to the country by abolition of the six-years course. The
necessary age of candidates now falls between fourteen and eighteen years, while
the appointments recnr, by districts, once in six years only. It follows, therefore,
that, in thoee districts whose candidates finally graduate, one-third of the boys are
never eligible for admission to the Naval Academy. The reduction of the coarse
from six years to fonr would give each Congressional district the appointment of a
eadet once in fonr years instead of once in six years, and all boys of the country will
be eligible at some time. The cadets at the Academy would be increased by the
Domber now serving at sea ; that is, the total number of naval cadets would remain
the same, but, as the pay of naval cadets at sea is greater than that of cadets at the
Academy, the proposed course would be. in this respect, more economical than the
existing one. And, while the number of cadets in any year will remain as at present,
the number of graduates will be somewhat increased.^'

*' The board concludes thaf the proposed reduction of course from six to four years
will be advantageous to the country and the Navy, and it has sought, therefore, to
ascertain the changes in exiHting laws which would effect the modification of the
course in this respect an<l the selection of cadets for the several naval corps at the
end of the third year or at the beginning of the first-class course of study. For this
purpose the following scheme of law is submitted:

"Amend the existing law (act of Aug. 5, 1882) so that it shall read as follows:

"The course of study of naval cadets is hereby changed from six years to four
years at the Naval AcfMleniy ; and the Academic lioard of the Naval Academy shall,
on or before the ;^tli day of September in each year, separate the first class of naval
cadets into two divisions in the proportion which the aggregate number of vacancies
occurring in the preceding fiscal year, ending on the 30tn day of June, in the lowest
icrades of commissioned oflleers of the line corps of the Navy and Marino Corps, shall
bear to the number of vacnncies occurring during the same period in the lowest ^rade
of commissioned otlicers of the Engineer Corps of the Navy ; and the cadets so assigned
to the first division of the first class shall thereafter pursue a course of study arranged
to tit them for service in the line corps of the Navy, nnd the cadets so assigne^l to the
second division of the first class shall thereafter pursue a m^parato course of study
arranged to fit them tor service in the Engineer Corps of the Navy, and the cadets
•«b»ll I hereafter and until gra<lua1i()n take rank by merit with those in the same
dirisiuH lUMonliiig to the merit marks of the four-years course; and the two divisions
of the first class shall be graduated at the end of the four-years course; and from
the gradnateh of the AVm/ division appointments shall be made hereafter as it shall be
ueoessary to fill vacancies in the lowest grades of commissioned ofiicers of the line
coriM of the Navy and Marine Corps, and the vacancies in the lowest grade of the
commiHsioiied otUcers of the Engineer Coq>s of the Navy shall be tilled in like man-
ner by ap]N»intmentH tVoni the graduates of the second dinnion : Provided^ That no
greater number of appointments into the said lowest grades of comuiissioned ofiicers
shall be made each yi ar than shall enual the inimher of vacancies which shall have
occurred in tht* sani<> grades during tlie ))rec(ding Hscal year, such appointments to
be made from the gratlnates of the year at the conclusion of their four-years course
in the order of meiit as det«'iiiiined by the Academic Board of the Naval Academy;
the aHNignment to the various corps to he nunle hy the Secretary <»f the Navy upon
the recommendation ot' the Academic B(»ard ; hut nothing herein contained shall re-
duce the uiimlN*r of a]>poiiitiiients from such grades below ten in each year, of which
thrc<* shall be appointed to the Engineer Ct>rps: l*rorUltd further^ That from the class
which graduated at th«> enil «>f four \ears in .lime, l^"*^>, there shall he ai>i>ointed in
like manner, hut afr<T a tinal ;;iadiiating examination, upon the recommendation of
the Academic Board, a^ luauv asshiilj equal ihetotal niiinher ot vacancies in the lowest
pra*les <if c(Mnmissi<)iiiMl ntiirj-rs of the M*veral corps ncinrring in the year ending
June:<i), IH'C. and that tnun ihcrlass which ;^'raduate*« at the end of the four-yeart
course in .lune. I-'n'i, ilun* -^Iiall h«> appointed in like manner, but after a tinal grad-
uating examiiiation. as :tt ihf-endof the prcMiit ><ix-y«'ars course, upon the recom-
nien<lutioii of the Ar.ifliMriir Pxiard. as many as shall fqnal the total number of vacan-
cies in the lowest ;;raot the commissioned otlii-ers t)f the several corps occuriing
in th»' year entlin;: ,Inn«* :'.n, l-J^T ; and if there he a surplus of gratliiates in any year,
th«»!M* who do not reet'ive sncii api)ointments to the said lowest grades of the Navy
and Marine I'oipA shal! hr given a certiticate of graduation and an honorable dis-
charge, and thoM* cadets who hIi.-iII he htUKuably dischargeil from and out of the classes
which com)deted the tour-years (>ours«,' in the years \^h and l^^> shall be given one
year's sea |)ay, as now provideil by law for naval cadets so discharged after the six-
years conrsc, and the said one year's pay shall not be given hereafter to other grad-

NA 89 17

258 KEPORT OF THE SECEETAKY OP THE NAVY.

nates of the foar-years course ; and if the number of Tacancies in the lowest grades
aforesaid) occurring in any year, shall be greater than the number of graduates of
that year, the surplus vacancies shall be filled from the graduates of following years,
as they shall become available and all parts of laws inconsistent with the provisions
herein contained are hereby repealed, and this act shall take effect on the 30th day
of June, 1887."

An apparent effect of the proposed law would be an increase in the lowest grades
of the several corps to which appointments are made.

The next matter to which I respectfully ask the attention of the Board is the ap-
plication of the law in the cases of candidates who are rejected by the Academic
Board and of cadets who are subsequently found deficient and recommended to be
dropped from the Academy.

It is particularly recommended that the physical examination and rejection be
placed upon the same basis as the academic examination and rcgection.

The law seems to apply equally to both, but it has been the custom to waive physi-
cal defects, and permit rejected candidates to enter the Academy and to continue
cadets at the Academy who have been found physically.disqnalified.

If the law regarding the age of admission were changed as above recommended,
the course reduced to four years, and the existing laws enforced, the academic coarse
would be vastly improved.

W. T. Sampson,
Captain, U, 8, Navy, Superintendent

VO. 9.— BUREAU OF TABDS AHD DOCKS.

Bureau op Yards and Docks,

Navy Department,
Washington, D. C, October 14, 1889.

SiB: I have the houor to submit the following report of the opera-
tions of this Bureau for th« fiscal year ending June 30, 1889.

The tabulated statements at the end of this report show in detail the
amount of expenditures during the last fiscal year, and the estimates
for the next fiscal year, under the several heads of Improvements, re-
pairs, and ])reservation, general maintenance, civil establishments,
contingent, and support of the naval home.

The total estimates from the different navy-yards and stations are as
follows :

Yard improvements (3,760,716.80

Repairs and preeenration 980,168.96

General maintenance 376,425.72

Civil establishment 72,192.95

Naval home 82,700.00

Total 5,281,204.43

The estimates of the Bureau differ somewhat from those submitted
by the several commandants, and are summarized in the following
table:

Yard improvements $958,755.00

Repairs and preservation 350,000.00

General maintenance 300,000.00

Contingent 40,000.00

Civil esUblishment 65,:581.32

Naval home 82,700.00

BapportofBuean of Yards and Docks 11,4:)0.00

Total 1,808,260.32

The appropriations for the past year were expended judiciously and
economically. The very small appropriations for the present year leave
the Bureau in an extremely embarrassing ]>osition. The general condi-
tion of the buildings, wharves, and other Government property is lam-
entable, and Congress should make sufficient appropriations to arrest
the decay and deterioration. The amounts for maintenance and for re-
pairs must be largely increased, or the Bureau can not meet the abso-
lutely necessary calls upon it from the several yards and stations.

In the matter of improvements this Bureau only recommends what it
considers in its best judgment to be for the public interests, and the

259

260 REPORT OF THE SECRETARY OP THE NAVT.

wisdom of Congress determines if they are necessary ; bat regarding
the preservation of the Government property in its charge, the Bareaa
feels that it is its imperative daty to ask for saflBcient appropriations
I therefore urgently request that Congress will allow the fall amonntB
estimated for under the heads of ^^ General maintenance" aod ^'RepaiiB
and preservation."

True economy and sound administration require that oar present
buildings, wharves, sea-walls, sewerage, and water systems, and all
other valuable improvements at the navy-yards and naval stations
should be ])ut in a good state of repair, and then sufficient appropria-
tions should be made thereafter to keep them so.

My estimate for '^ repairs and preservation " for the next fiscal year
is $350,000, and for << general maintenance " $300,000, and I beg that
they will not be decreased.

For <^ contingent" I ask $40,000. There are always possibilities of
sudden and great emergencies arising where so mach valaable property
is concerned, and the amount estimated for might at saeh a time save
far greater expense if the remedy could be promptly andertaken.

The details regarding expenditures and estimates for improvements
at the navy-yards and stations are mentioned under the headings of
tbe several localities.

NAVY- YARD, PORTSMOUTH, N. H.

Increasing wattTHuppIy ....•••..

C.ODipleting hydrant Hystem •• u

I respectfully renew the recommendation made by my pre
last year, and strongly urged with cogent reasons by the presi c
mandant, that the above estimates for increased water supply e
pleting the hydrant system be allowed. When these improv
have been made all the buildings of the yard will have
supi)ly of water and much better protection against Are.

NAVY- YARD, BOSTON, MASS.

Repairing timber wharf No. I \

Now boilerH and pnmping machinery, taking down and resetting the end oi

the granite dry-dock and putting iu the necessary backing and draioagie ..

Electric-light plant jw

Pair of steel HJiears , 8

Remodeling of building No. 32, for offices of commandant, captain of tbe

yard, and other officers 7

The repairs to wharf No. 2 were completed during the ji
of the other wharves are in a very bad condition. All the c i
yard ia landed on timber wharf No. 1, and it should be repi i ,

The boilers of the dry-dock have boiqi condemned and two i
ones are now in use. The pumping machinery is liable to give t »
any time, and the entire puminnp: plant should be renewed.

The end of the dry-dock is cracking again and a x)ortion of
be taken down and reset secmely, with proper backing a id]
Tlie new navy is composed of steel ships, and frequent do .
cessity if the vessels are to be kept in an efficient condi , i
docks should, therefore^ be always in a good state of r r.

The gas ])lant at this yard is in a very bad conditiou i I it
rccpiire a large sum to put it in order. I respectfully kn
introduction of electricity.

A small pair of steel shears are necessary for loading
Jieavv weights, as the two pairs formerly in use have be
and taken <lown.

REPORT OF THE SECRETARY OF THE NAVY. 261

The old, nDsightly, and unhealthy wooden building, now used as
offices for the commandant and captain of the yard, is in need of exten-
sive repairs. It is suggested that the adjoining building, No. 32^ be en*
larged and remodeled for oifices.

A contract was entered into September 18, 1889, for rebuilding offi-
cers' quarters, L, M, N, and O, under a special appropriation made by
the last Congress.

NAVY-YARD, BROOKLYN, N. Y.

Extending railroad system, and purchase of necessary rolling stock $15, 000

Completing approaches to timber dry-dock.'. 30,000

Extending bnoK wall around navy-yard '. 50,000

Improvement of Whitney Basin 25,000

Repairing cob dock, and rebuilding sea-wall 100,000

Relaying the water pipes in yard 20, 000

Dredging 20,000

luoreasing electrio-light plant 24,000

In order to proceed intelligently in the development of the capa-
bilities of this yard, the Department has organized a boar<l of officers^
to report a plan of permanent improvement, so that any money ap-
propriated by Congress may be expended in carrying out a thoroughly
well-digested project in a continuous and economical manner. Very
large sums of money have heretofore been ex])en<led in disconnected
and disjointed works of a temporary character, intended to arrest dete-
rioration and decay, while the same aggregate amount; would have
completed permanent structures had a systematic plan of improvement
been followed. The sea-walls are a notable instance in point. As the
report of this Board will be completed in time to lay before the two
houses of Congress, I will reserve any remarks u])on the general im-
provement of this yard until it is submitted to the Bureau.

The sum of $15,000 was appropriated at the last session of Congress
for laying a rallroml track. It will be expended in connecting the
wharves and the principal shops in order to facilitate as much as pos-
sible the ship-building work of the yard. This amount is, however,
entirely inadequate, and a further sum of $15,000 is estimated for in
order that means of rapid communication ma^' be established.

The Simpson timber dry-dock will not be completed before December
1, the contractors ha\ing been greatly delayed and much extra work
occasioned by the discover^' of a stratum of quicksand. An appropria-
tion is requested to complete the approaches to this dock in a substantial
manner.

It is very necessary to extend a wall around the eastern part of the
navy-yard to prevent encroachments.

Congress appropriated $40,000 at its last session for the improve-
ment of Whitney Basin, and this amount is being exi>ended, under the
advice of the Boanl of Permanent Improvement, in building a qoay
f wall along one side of it. This work should be continued.

All of the crib-work of the cob dock, which has not been replaced
during recent years, is in a very bad condition and can not be longer
neglected. An appropriation is urgently requested for necessary re-
pairs to the dock, and for replacing a portion of the crib-work by a
permanent sea- wall.

The water pii>eH of the yanl are reported to be in a very bad condi-
tion, and that it is necessary to relay them.

The channel in front of the dry docks has filltHl up to such an extent
that a large amount of dredging is absolutely rei|uired in order to en-
able vessels to i-each the ducks.

262 REPORT OP THE SECRETARY OF THE NAVT.

Ad appropriation of $15,000 was made at the last session of Oonmress
for an electric-light plant. As boilers will have to be parchased ia
order to p^ive the steam pressure required, a Airtber appropriation of
at least $24,000 is necessary to extend the electric lighting to the offloeSf
shops, and dwelling-honses.

Work on the boiler-shop wing of building No. 28 has been oontinaed,
and is now being as rapidly pressed as possible.

Progress on the reconstruction of building No. 7 is well advanoed|
and a contract has been let for the erection of a house for the civil en-
gineer at this yard.

NAVY- YARD, LEAGUE ISLAND, PENNSYLVANIA.

Extending permanent sea-wall $50,000

Buildinj; permaiiout wharf at Fifteenth street 66»9S5

Rebuilding Broad street, wharf 94,400

Building and furnishing one officers' quarters lOpOOO

Constructing 2,000 feet of light retaining- wall along water ftont of anufled

portion of the island ••... 85^000

Dredging and filling in * -.-...... 60,000

Paving and improvement of grounds 14,1

Work on the Simpson timber <lry-dock is progressing favorably.

Speciticatious have been ])repared for a permanent sea-wall, and a
section of it will soon be contracted for nnder an appropriation of
$75,000 made by Congress in 1888. It is very necessary that a perma-
nent wall be erected along the water front of the working part of this
yard.

At its last session Congress appropriated $26,476.40 for a landing
wiiarf at the foot of Fifteenth street, to be 75 feet wide and 400 feet
long. The estimated cost of a permanent wharf of this sizeia $83^400,
and an appropriation for the difference is requested. Broad street
wharf is in a very bad condition, and should be entirely rebuilt. The
wharf facilities estimated for are very essential if this 3'ard is to be
again opened.

The bureau is now paying $2,800 annually for the «rent of olBoen^
<]uarters in the city of Philadelphia. The oificers attached to this yaid
should reside within its limits, as emergencies might arise reqauing
their i)reseuce. 1, therefore, urgently recommend that dwelling-hooass
be erectted.

It is ])r()bable that one or more railroads will build branohes to tiia
entrance of this yard duiing the ])resent year. An appropriation shonld
be made for the coiistrnctioii of a railroad system on the Government
])roperty, connecting with these outside systems. It will greatly fiMOit
itate the handling of all freight, and give workmen residing in the eity
quick and cheap transportation to and from their homes.

The present dikes around the unused part of League Island Teqniie
constant repairs. A light retaining- wall can be built of a permanent
character at a comparatively small expense, and wonld be in the diie^^
tion of true economy.

The usual appi o]>riation for dredging and filling in shonld be eon*
tinned.

An appro))riation for improvement of the grounds and for extending
the present pavements should be made.

As steel vessels are now being built at two of our navy-yards, and tt
may be presumed that Congress will continue this policy, the gieat ad»
vantages of League Island for this ])urpose should not be overlooked*^
Situated in the heart of the steel ship-buildinginduatry, where the h&i
materials and workmen can be obtained without difficulty, and any

REPORT OF THE SECRETARY OF THE NAVY. 263

manent plant, or vessels upon the ways, are perfectly secure from any
possibility of destruction by an enemy during a war with a foreign
power, it would seem that its location is unexcelled. The fact, also, that
it is surrounded by fresh water, so essential for the preservation of un-
sheathed steel vessels, and in which timber structures are not attacked
by the destructive teredo, are unanswerable arguments in its favor.

A board of naval officers has been constituted by the Department to
submit plans and specifications for the permanent improvement of this
yanl. This report will be completed in time to lay before Congress at
its next session, and will contain full information regarding the advan-
tages and possibilities of League Island as a naval station.

NAVY- YARD, WASHINGTON, D. O.

Rebailding qaartcrs A and B $12,000

ChaDginfc building No. 7 into an apartment honseof three stories for additiouiJ

qnarters . 10,000

Changing old paint shop into a dwelling with two apartments 6,000

Dredging and tilling in 10,000

Congress appropriated $15,000 at its last session lor a railroad system
to connect with the Baltimore and Potomac. This has been built, and
has greatly facilitated the delivery of the heavy forgings and other
materials used at the yard.

A contract has been made, and will be completed the present year,
for an electric plant, which will light all the streets and gun-shops.

Many of the officers on duty in this yard have to reside at a consid-
erable distance (they are mostly junior officers with smaJ salaries), in a
city where living is very expensive. As a mere matter of justice, Con-
gress should grant the small appropriatious asked for to furnish them
with quarters.

Ad appropriation should also be made for dredging the channel to
the river.

NAVY- YARD, NOBFOLK, VA.

Extending permanent sea-wall $25,000

Completing railroad system 5, WO

Completing water sy.stem 5, 000

Extending wharf at St. Helena 20.000

Completing approaches to timber dry -dock 10,000

Connecting new pninps with old dry-dock ir>, 000

Increasing electric-li^jht jdant 15, 000

Extending macbinc-Hhop (ftteain engineering) 5, 000

The permanent quay wall should be gradually extended along the
front of this yard, as all timber structures in these waters, unless pro-
tected, are rapidly destroyer! by the teredo.

A small appropriation will complete both the railroad and water sys-
tems, and should be made.

The extension of the wharf at St. Helena is recommended, as it
would not only increase the facilities there, but enable the removal of
the receiving ship from her moorings in tiie middle of the stream.

A small appropriation is necessary to com[)lete the approaches to the
new dry -dock. This diy-dock has n'cently been completed and accepted
by the Government. It is a splendid structure, and reflects great credit
ou its builders, Messrs. J. E. Simpson & Co. Notwithstanding its great
capacity, it was emptied in one hour and five minutes at the official
trial. It is proposed to connect these very |H)werful pumps with the
old granite dry dock, and an appropriation is urged for that puqwse.
It now takes eight hours to discharge the water from the granite dock.

264 REPORT OF THE SECRET ART OF TH£ KAYT.

— »

% It is poor economy to have both gas and electricity in the same yar

\ and an appropriation is urged for an incandescent installatiOD to ligl

i the officers' quarters, marine barracks, etc .

\ In order to increase the facilities of the Bureau of Steam Enginec

I ing, an appropriation is requested for the extension of Uie present m

'\ chine-shop.

\ NAYT-TARB, PENSAGOLA, FLA.

; Congress having provided for a commission to report upon the be

site for a navy-yard upon the Oulf or South Atlantic ooast no appi
j priation is asked for improvements at this yard.

< NAVY-YARD, MARE ISLAIO), OAL.

Completing repairs to sectional dry-dook $15^^

i Bridge across sectional dock basin .•••....... S,fl

: Boat landings 3,fl

I Sinking artesian well (as much OS may be necessary) 90^1

\ Building wagon road towards cemet>eryy magazines, etc ••.. 5^fl

Replanking wharves •••. ...... S|(]

Completing electric-light plant •• 3l^fl

Moving ferry slip back and straightening sea-wall SO^C

Dredging • 10,0

Gate andguard house ..•• 10,0

An appropriation is asked for to put the sectional dry-dock in goi
condition. There is a necessity for landings for small boats belongii
to men-of-war, and the workmen who reside in Yall^o.

Notwithstanding former unsuccessful attempts, an artesian vn
should be sunk near tiie boiler-house, where the steam ean be ntilia
in working the boring tools. The supply of water at this yaid OM
the Bureau $0,000 per .year, and the breaking ot the water main leodii
from Vallejo would cause the cessation of work in the sliope fofc mm
time. A water supply on the island is very necessary. It is believi
that water can be found by sinking a well of sufficient depth.

The wagon road leading to the cemetery, magazine, light-honse. eti
is frequently almost impassable in the rainy season. As there is plem
of good stone on the island, this road should be improved.

The wharves in rear of the sea-wall are represented to be in veiybi
condition and n ed replanking.

An appropriation ot $15,000 has already been made by Oonffressl
the introduction of electricity at this yard. This amount shomd be i
creased sufficiently to furnish an installation large enonjph to entirs
dispense with the use of gas. The sum of $16,664.09 was estimati
for in the annual report of the commandant to remove the gas bold
from its present very dangerous situation to a place of seenrity. It
located in the court of the smithery shops, and is surrounded by op(
forges, smoke-Ktacks, etc. An explosion would probably destroy tl
adjacent buildings, and, during working hours, occasion great loss
life. The Bureau believes it would be much more economical to dj
pense with gas and furnish a complete electric plant.

The ferry slip should be moved inland and the present rotten wharv
removed in order to straighten the water front and prevent deposits 1
the interru])tion of the tidal currents.

A small ap])ropriation is absolutely required for dredging. Mndb
been deposited along the quay wall to such an extent that no des
draught vessels can lay alongside of it. It was recently necessaiy
dredge for several days in front of the dry-dock before the Frenoh
of-war Duquesne could be admitted.

REPORT OF THE SECRETARY OF THE NAVY. 265

A gate and guard house is greatly needed at the entrance to the yard.
There is no proper protection for the guard now and the gate house is
stated to be in such a dilapidated condition as to be a disgrace to the
ooantry.

NAVAL STATION, NEW LONDON, CONN,

BnildiDff coal shed $500

Eebaildmg wharf 6,500

The coal at this station is unprotected fiom the weather.

The wharf is in a bad condition and should be overhauled at once.

NAVAL STATION, PORT ROYAL, S. 0.

The house appropriated for by Congress at its last session is being
built. No estimate for improvements is submitted.

NAVAL STATION, KEY WEST, FLA.

CJiADging location of railroad tracks, scale-bonse and puoip-house, made

neoesBary by new Trecisary baildings $1,000

An appropriation was made the present year of $8,000 for two officers'

Siusrters. Plans and specifications have been prepared, and a con tract
or their construction will be made at an early day.

An adjustable stern dock is being built for this station, and will be
completed within a few months.

The purchase of the Mallory lot would seem very desirable. It is in-
creasing in value, and the Government may some day have to pay a
much larger pric>e.

NAVAL HOME, PHILADELPHIA, PA.

The following table shows the changes among the beneficiaries during
the last fiscal year :

On onr rollB July 1, 16^ 197

Original adini88>0D8 IS

Be-adnii88ion« 6

221

Died 10

Dropped, abaent, and nnacconnted for 5

Diaini9ie<l 4

Transferred to Ooveruinent luRane Asylum 2

Discharged at own request 5

— 26

Total on rolls Jiil.v 1, ldc{9 195

Total expenditures at this institution during the fiscal year $77,900

Tatol eeti mate for the fiscal year ending June :U), WJl 82,700

A table is appended to this report showing the details of exiiendi-
tares and estimates.

Capt. Edward E. Potter, U. S. Navy, governor of this institntion, re-
ports that ''the buildings and grounds of the Home have been kept in
•o excellent condition of repair and preservation, and, as far as funds
were available, improvements were made, making the place a comfort-
able and beautiful home for the old and ilecrepit of the Navj."

The brick building for kitchen, lanndrj, and dormitories for female
employes is nearing com[>letion, and will relieve the crowding and

266 REPORT OF THE SECRETARY OF THE NAYT.

greatly add to the comfort of the beneficiaries. This annex will neces-
sitate the addition of two laborers to attend to the famaces, lights,
halls, etc., and they are included in the estimates. The necessity of
permanent painters and carpenters where there are so many buildings
to look after is very great, and they should be included in the annual
appropriation.

I repeat the recommendations, made for years past, for an increase
in the pny of certain employes, whose services deserve the amount of
compensation asked. Suitable cooks can not be obtained for less wages
than the estimates, and the Bureau is solicitous that this matter, which
so directly atfects the comfort and contentment of the beneficiaries, shall
meet with favorable consideration.

The hydraulic elevator asked for is an imperative necessity, in the
opinion of the Bureau. The majority of the inmates are old and infirm,
and as the dining-room is in the ba43ement, several laborious and pain-
ful trips have to be made daily up and down the steep stairways. The
small expense of this elevator, when compared with the humane and
beneficial results, should lead to its construction at the earliest possible
date.

The money appropriated for the fiscal year ending June 30, 1889, for
*^ fitting up bath-rooms for beneficiaries, (800," could not be made availa-
ble, as these bath-rooms are to be placed in the annex building not yet
completed. I therefore recommend that this amount be re-appropriated
for this purpose.

Some of the estimates are probably larger than may be required, but
the nnniber of beneficiaries is fluctuating, and the rules governing their
allowances fixed. The appropriation should be sufficient to make sore
that the comfort of all the immates is attained, as the surplus annaally
lapses into the Treasury. It should be borne in mind tiiat aJl the ex-
penses of the Home are paid from the income of the naval pension
hind, and that these ohl veterans helped to create it.

I would renew the recommendation that the wharf-lot, situated on
the east bank of the Schuylkill liiver, belonging to the Home, be sold,
and the money received for it be placed to the credit of the Home, to
be used in the introduction of steam-heat and electric lights in all tiie
buildings.

NAVY- YARD COMMISSIONS.

On September 7, 1888, Congress authorized the appointment of two
commissions to select the most desirable site for navy-yards, one on
or near the coast of the Gulf of Mexico and the South Atlantic ooaati
and the ot\wr north of the foity-second parallel of north latitude in
the State of Ore^jjon and Territories of Washington and Alaska.

Tliese coniinissions have been appointed, and the Bureau anticipates
with niudi interest tlu*ir reports, and hopes that Congress will tfi^
immediate action rej^nrdiiig whatever sites are selected, as navy-yards
are essential in the localities designated.

NAVAL STATION, PAGO PAGO, SAMOA.

At its last session Congress made an appropriation for the establish-
ment of a ])ennanent <;oaiin<r station at Pago Pago, Samoa. Under di-
rectir>n of Kear-Adiniral Kiinberly, U. S. Navy, commanding the Pacifle
Station, snrveys of the harbor and a report regarding the best sites fbr
a coaling station have been made.

REPORT OF THE SECRETARY OF THE NAVY.

267

SALARY OF CHIEF CLERK.

The chief clerk of this Bareaa has been employed in it since 1857.
He has faithfally and efficiently discharged all his duties. There has
been no change in the rate of pay for this position since July 1, 1853,
while the salaries of men holding like positions in other departments of
the Ck)vemment have been considerably increased. I respectfully rec-
ommend, as a matter of justice, that the salary of the chief clerk of this
Bureau be fixed at the same rate as is paid for the same service in other
departments.

ASSISTANT TO CHIEF OF THE BUREAU.

The detail of a line officer as assistant to this Bureau is a very neces-
sary one, so that during the absence of the Chief of the Bureau, some
one fully acquainted with his views may take his place. As it is im-
portant that the services of an officer of the highest ability and profes-
sional knowledge be secured for this position, I would respectfully urge
opon Gongress the wisdom of giving the highest pay of his grade to the
officer while serving in this capacity.

Very respectfully, your obedient servant,

G. B. WHITE,

Chief of Bureau.
Hon. B. F. Tracy,

Seeretary of the Navy.

H«* L — Bepcri of expendiiure§ at navy-yards f ttationSf and Naval Home for the year end-

ing June 30, 1889.

Tardt aad sUtioBs.

PlOllMHOIlUlf X. H

Boston, HiM

Vow London, Conii

B»ooklyn,K.Y

LooroeliJAnd. P*

WMhiagton, D. C

HorfolkrV*

PodmooVfIa

KnnUluid.Cal

Snekot'o Harbor, K. Y.

Xbj Weot^FU

Va^ Home, Pa

WbMf *t Erie, Pa

PortBo7al,&C

Appropriations.

Yardim-
proTo*
mentfi.

$31,255.79

882,456.50

S4,97i.83

1, ooa 00

860,966.32

101,503.45

•77,900.00
820.66

909,966.80

Repairs
and pres-
erralion.

$30,963.64

25,219.30

190.14

89, 932. 02

11,369.26

2:^,162. 1. 5

71,782.30

8,363.05

46,371.30

455.55

3, 346. 26

General

mainto-

nance.

$13, 268. 88
21. 820. 32
3. 731. 25
40,615.67
12,414.47
13, 073. 49
21,437.99
11.175.08
30,971.40

1,:j22.12

Civil
establish-
ment.

$5,086.02
8.812.22

1, 481. 50

403. 49

9, 248. 9.')
3,189.60
3, 141,
6. ZM\
1, 8oO
12,060
365

35
30
00
57
00

Contin-
gent.

$1, 684. 06

li,944 00

i'ioi.'ei

500.00

312.646,87 ' 170,266.98 I 45.039.91 I 19,229.86

Total.

$40, 318. a

83,791.68

3,030.3t

622, 263. 74

61,948.00

40,37&0»

484,466.91

21,839.08

193,098.53

853.37

4,668.38

77,900.00

500.00

2,704.99

1, 547, 150. 51

*TUs it for the antire support of the Kaval Home, is a sf«parate appropriation, and placed onder
ilds head for oooTenienoe only.

268

REPORT OF THE 8ECBETABT OF THB VA.VT.

O
EH

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REPORT OP THE SECRETARY OF THE NAVY.

269

270

EEPOET OP THE SECEETAEY OP THE NAVY,

No. 4.— JSf Mma<M received from navy-yards, etations, and naval kameforfieeml year

ing June 'SO, 1891.

Yftrdt and ttatioiis.

Portsmouth, K. H

Boston, MasA

New LoiidoD. Conn....

Brooklyn . . N. Y

Leaj^iiA iHland, Pa

WaHhington, D. C

Norlolk, Va

Pensacula, Fla

Mare Island. Cal

Snckf^t'e Uarbor, N. Y.

Key West, Fla

Naval Home. Pa

Port Royal, S.C

Total.

ApproprUtioDS.

Yard im-
pruvementa.

$88, 430. 00
195. 392. 97

662, 716. 32
1, 379, 190. 12

713,520.00
'799,'967.'39"

20.000.00

82,700.00

1,600.00

3,843,416.80

Bepaint and
preaervation.

$47. 650. 00

244, 000. 00

7.920.00

188,09195

165.450.94

72,600.00

8a 213. 96

87, 123. 45

79, 936. 16

1,000.00

6, 72a 00

650.00

989,168.96

Genei^
maintenaaoe.

$15,098.80
39,077.40
4,107.75
86,600.00
46,842.64
22,720.00
79,070,48
21,829.00
66,660.00

8,882.26

i'w'io'

870,428.72

CiTll Mtab-
liahment. -

$6^755.00
7,869.00

14,847.25
12,426.00

5,041.88
10,009.88

2,850.00
18,494.44

• • • • •• ••••••••

72,102.96

Totd.

♦1«7.

486.

12,

M^
1,602.

801.

Ill,
060.

ao.

92,
4,

027.91
75810
OHLH
20LS8
714.0

aoiLa

047
OOGl0
088.11
100.0
247.0

6^281.04.0

No. 5. — Detailed eaiimates from yards and stations for works of improvem$nt for fkefkmA

year ending June '60, 1891.

Yards, stations, and objects.

FOBTBMOUTU, N. H.

Forcleaninp pondn (3) •

For proponed reservoir

For pipin<; ,

For completing hydrant syntem

For building; plant, includin;; boiler, engine, etc., for construction and
repair of iron and steel vessels

BOSTON, MASS.

For cart shed

For pavin}{ nud jading .
For 8lu»<»rH

For tinibHr wharf No. 5. .
For timber wharf No. 1..
For electric li^ht plant. . .

For dry-tloek

For remodeling buildin*;.

UUOOKLTN. K. T

For completing boiler-shop wing, building Xo. 28.

For erecting Hhop

For blackniiiith and cooper shop

For railioad tiacks

F(>r <ired.:iijg

For .Naid wall

For roads, walks, gutters, and drains

LEAGUE ISLAND, FA.

For l.^th street wharf

For Hiili HtH'et wluiTt"

For ]>ioieit ion- wall 206 foot east of Hroad street wharf

ForG'm feetiiinbri <lr\-doek

For 17tli sln-et whaif.

For pr (t'e'iiMi-wjiU west of 17th street

For dri d;;iri:r ami tlllin<<: in

For l,OiM» fett li::ht-ietaining wall.

For conimand.uit'H ofliee building

For <]narterH H. and (J

For quait^-i.s I>. and E

For t»rtiee of yard pa\ina'*ter

For olHce of van! surgeon....

For seven otlicers' (juarters

For Belgian pavement

U. 8. NAVAL IIOMB, rHILAl>BLPHIA, PA.

For support of bonoflclaries, improvements, and all expenses.

Batimatea.

$1,600.0

4,600.00

860.0

0,060.0

70,000.0

10,682.01
43,281.79

7.90.0
25,684.87
15.756.0

9.500.0
76.000.0

7. 557 70

47, 00.

111,107.70

40.855^0

83,796.0

36,00.0

107,07.62

138.00.0

83.40.0
0,60.0
63.887.0

60.00.0
66.260.0
81.468.75
75.00.0
12,614.0
0,736.0
8Q.6nL0
0.682.0
19,579.0
19,570.29

141,000.0
21,00.0

TotaL

195^282.87

60^71410

1,S7»,10Q.]1

BEPOBT OP THE 8ECEETABY OP THE NAVY.

271

Ko. 5— 2>«ta<20d eBttmates from yards and 8tat%on$for works of improvement for ihejieoal

year ending Junft 30, 1891 — Continued.

Yards, stations, and oljeots.

irORFOLK, YA.

For extension to quay wall

For railroad extension

For deep- water basin

For water system

For wharf at timber dry-dock and approaches.

For wharf at St Helena

For extension and inclosare of erecting shed. .
For extension of machine shop

MARK JBLAXD, CAL.

For timber shed ,

For rolling mill, Bareaa of Steam Engineering. ...

For boat undings

For roads

For gate and gatehouse «.

For extension of quay wall

For erection of two t2-ton swinging cranes

Fordredging

For Artesian well

For moving ferry-slip inland, etc

For caisson

For gaa-holder

For road from stablee to light-house

For bridge aoroHS sectional dock basin

For mod dredger and scow

For replacing wharf in rear of sea-wall

For widening gauge in railroad tracks

raOPOBED 8TESL SHIP-BUnJ>nfO PLART FOR BURBAU OF OOllBTBUCnOH

AND RIPAIR.

For grading

For alterations and improTements in the ship-fitter and famishing shops,
including leTcUng of floors, removal of partition wall and chimney.
Ailing in of cistern, building pattern shops and galleries, laying founda-
tion ready to receive new 250 L H. P. engine, and building house over
ensine

For five sheds oomplete with floors, corrugated iron root sky-lichts, etc.

For railroad tracks, turn-tables, and rolling stock

For adaptation of dock basin for building sup

For electric light plant

For wharf in front of saw-mill

KEY WIST, FLA.

For purchase of HaUory lot

FORT BOTAL, S. C

Total improvements

For fitting and
tion and Port

nipping telegraph and telephone line between this sta-
oyal

Sstimates.

$308,620.00

5,000.00

800, 000. 00

5,000.00

60,000.00

20,000.00

10,000.00

5,000.00

57,760.80
40.000.00

5,000.00

25,000.00

20,000.00

155,000.00

8,000.00
10,000.00
25,000.00
20,147.00
85,000.00
16,664.00

6*000.00

2,606.00
40,000.00

5,200.00

6,5oaoo

10,000.60

46,000.00
60,000.00
16,000.00
110,600.00
6,000.00
18,000.00

TotaL

1718.696.00

701,067.89
20,000.00

1,500.00

8,848,416.80

272

EEPOBT OP THE 8ECRETABY OP THE NAVY.

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BEPOET OF THK SECRETARY OF THE NAVY.

273

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274

EEPOET OF THE SECRETARY OP THE NAVY.

Report showing amount expended during the fincal jfear ending June 30, 1889, from apprt
priations pertaining to the Bureau of Yards and JJocks, for civilians employed on cleria
duti/y or in ami other ca}mcity than ordinary mechanics and workingmeH, at the seven
naey-yardSy and submitting estimates for such cinllian employ^ for ihefiecal year 1ft):
in compliance with tlw. third section of naval appropriation act approved January 3(
1885 {for a year of 3(55 days).

Navy-yardB and ratinfc and rato of pay.

Amount paid

t<i oi\iltana

employed

danng the

llacalycar

emlmir

Jane 30, 1880.

POKTBMOUTH, IT. H.

Clork, at$1.400p()r nnnum

Mail inc8Miin;;cr, at $600 per ununm

M«'H!fen;;er. nt $1(00 per uuiinm

KorAiuun laborer ami Iinid tearoHtcr, at $4 per diom*

Janiior, at $000 per unuum

i'ilut, at $3 pvrUiem*

Total

BOBTOX, MASS.

CliTk, at $1,400 por annum

Fororoun laborer, at $ i )>(>r d iom

MosMen^tT to comniamlant. at $1.70 per diem

Mt'»*rteii;:er. at $1.70 ]M'r diem

Mail roi«Hsc'ni;i>r, at $000 p<'r annum

Writer, at $l,017.l'r) per annum (submitted)
Drau^litAmau, at $5 pur diom (submitted) . . .

Total.

BllOOKLTN, K.T.

CltM-k, at $1,400 ]>cr aimum

"Writer, at $1.017.1.'r» p»T annum

Two writ iTH, at l,017.1!5<'a4-h iu*r annum (submitted)

Ono writer, at $90() |H>i-annnni (rtubmitte<l) ,

F()irni:in Inltonr, at $t.&) |>ei' diem

MailmoHnen^^t-r. at $600 prr anuuui

M t-MMnuer to coininrtndant, at $J.0O per diem* ,

Mf'^BeDger ti) eapiain. nt $J.l!r>]M'r iliom

Drau^hihman, at $■*> ]Mr diem

Siiperintendrnt of traniM or qnarterman. at $4 per diem —

Mer'seniier to eivilenjiineer, at $*.2 per diem

Druuulititmau to<>ivil engineer incbargeof dork, at $.'>per

tlieni

DraiiKtttMmau to board of impmyoiiifnt, at $.') per diem

Writer to iHianl of iinprovenn-nt, at$:i.04per diem

Two rodmeu to boar<l of improvement, at $2.48 each per

diem

Quart<'rman, at $4 ])er diem (aubmittcd)

Ti.Ul

backett'b iiakbok, it. t.

Ship-keepor. at $1 per diem*

LKAGUK IHLAXl), PA.

Cb-rk. at $1.4oo ]>er annum

Writirr. at $l.Ul7.L'r> pt-r annum (Hubmitte<l)

Mi'rt ruiier. at $1.70 ]>er dirm

1' on-nian l.ibon r at $i ]>«'r diom

Drauu'litMni.i n, at $ 1 inr diem

DmuuiJtHnian. at. $.'i jMT «Iirm (rtubmitte<l)

(^nartiTMian. at $J..'>0 per ilieni

'l'rli';ir:ipb opi-rator and type-writer, at $1,000 per anunm

(subniitt«'d; ,

Sn in'^ jH'f'tor. at |{ ]>»'r diem

Subin"*jnctoi. ar $.{ 50 per iliem

I.fVrb-r, at $.'I.SJ per d t'ni (snbmitted)

Kodmau. at $'2.\tit por diem (Hubmitted)

Total.

$1,400.00
000.00
800.00

1. 248. 00
143. Oi

1,095.00

Eatiiiiat«a for drilian en
plovte for the fiscal yea
ending Jane 30, 1881.

Rate of
pay.

$1,400.00
800.00

ooaoo

4.00

800.00

3.00

Amount.

^08G.02

1,300.94
714.00
U9.12
640.12
800.04

3,812.23

1.390.94
1,017.22

1,401.00

ttia. 20

91-.'. oO

70 J. 00

l.fi00.00

1,076.00

624.00

115.00
8.%. 00
38.48

88.98

1,400.00

4.00

1.76

1.70

800. («

1,017.*J5
8.00

1,400.00

1,017.25

2.034.50

000.00

4.50

750.00

2.f0

2. 25

SlOO

4.00

2.25

4.00

9.532.39

385.00

1.00

1,382.38

510. 12
1,218.00
128.00
205. 00
302.50

90.00

HO. 50

21.''>.04

W8.24

4.447.78

1.400.00

1.017.25

2.00

4.00

5.00

1,000.00

1.900.00
800.00

* Incladinc Snndayi

$1,480.
800.

oca

1,480.
600.

I.OOSl

1.^

1,251
558,
550.

1.017.
1,585.

8^808

1.400L
1,017.
2,034.

1,
1,

7SIL
911

TOIL

..h.

1.08ILI

"i
1

fiEPOET OF THE SECEETABV OP THE NAVY. 275

H thawing amount expended during ike f»oal yoor eitded Jnnt 30, IStffl, «to.— Cont'd.

Ail>irr-/oreirilia».m!<
• fiscal near tuding-lun.

JlM-^N.l.;,

"1 vnrrnjiiia JMnaaO, l-t«>, an*
r act approetdJaaumrp-JU, I8W,

>->

rda.

tta>--»

-AST

3.U1.Z1
LKKLOO

4^ BID. 11

276 REPORT OP THE SECRETARY OF THE NAVY.

Statement of the appropriations for the Bureau of Tarda and Docks for the fiscal year end-
ing June 30, lHri9, showing the amounts expended under each specific head of apprapria-

tiony and the balances remaining unexpended June 30, as required oy section 4;£l, Herised

Statutes,

Appropriation for ^cnerul maiutenance, 1S89 $165,000.00

Expended from July 1, 1888, to June 30, 1889 150,153.84

Balance on hand July 1, 1889 14,847.16

Which will be entirely absorbed.

Appropri at ion for repairs and preservation, 1889 900, 000. 00

Exi)ended from July 1, 1888, to June 30, 1889 371,383.13

Balance on hand July 1, 1889 28,616.87

Which will be entirely absorbed.

Appropriation for civil establishment, 1R89 46,580.70

i:xpende<l from July 1, 1888, to June 30, 1889 45, 111.34

Balance on hand July 1, 1889 1,409.36

W^liich will revert to the Treasury.

Api)ropriation for contingent, 1889 SO, 000. 00

Expended from July 1, 1888, to June :K), 1889 l*J,0b7.16

Balance on hand July 1, 1889 ,. I}\2,v4

Which will be quite, if not entirely, absorbed.

Appropriiition for naval asylum, 1889 H2, 367.00

Expended from July 1, lK-^8, to June 30, 1889 ■ 46,'i5aU5

B'llance on hand July 1, 1889 36,110.05

Of which ii small amount will re> ert to the Treasury after liabilities arc
paid.

Appropriation, nuvy-yard, Boston, water-pi]»cs 32,000.00

Expended from July 1, 1888, to June :W, 1889 31,314.60

Balance on hand July 1, 1889 685.40

Which will be entirely absorbed.

Api)ropriatiou, navy-yanl, Brooklyn, N. Y. :

Kepairs to building on cob dock 5,000.00

Bdih^r-Hliop and wing to machine-shop 68,340.47

Quarters for civil engineers 10,000.00

Keconstructing building No. 7 60,000.00

143, :f40. 47

Expended from July 1, 1888, to June 30, 1889 70,855.96

I^alanceon hand July 1, 1889 72,485.21

\Viii<li will he expen<led to complete several objects named.

Apjunpriation fortimberdry-dor.ks, navy-yards, Bnuiklyn and Norfolk. ..1, 100,000.00

KxjMMMlrd IVomJuly 1, 1>.':!8, to June IK), 18?9 9*20,399.58

Malanroon hand July 1, 1880 179,600.42

Whi<h will be cxp<'n<hMl in com])Ieiing the <U)cks.

Ajjproprijilion. navy->ar<l, Lt-agur Island, Pa. :

Iiii]uo\(MiuMit ofgroniids and construction of prott^ction wall 75,000.00

Kxpt'inli'd iVom July 1, l?^Sr', to.JnncIlU, lH?il» 7,692.08

lialanco on han<l July 1, I'^^l* 67,307.92

Wliich ^\iil 1»»; rntirclv absorbed.

Ai»pn>j>rialion. navv-vard, League Island, Pa.:

Timber drv-<l<)i'k" 660,000.00

i:xi»ended from July 1, 1^-H. to June :U), 18-^9 27,909.85

Balance on lian<l July I, 18^9 628.73Q.7S

Which will be expended in completing the dock.

REPOET OF THE SECRETARY OF THE NAVY. 277

Appropriation, nayy-yard, Mare Island, Cal. :

Cisterns $46,364.00

Finishinj^ boiler and machine-shop 4,200.00

Extending wharf i.0,000.00

Crane scow 7,000.00

Pile-driver 5,000.00

Swinging orane 4,000.00

Mnd-floow 4,f>00.00

101,064.00

Expended firom Jnly 1, 1888, to Jnne 30, 1889 68,276.09

Balance on hand Jnly 1, 1889 .- 32,787.91

Which will be entirely absorbed.

Appropriation navy-yard, Mare Island, Cal. :

Continuing work on granite dry-dock 80,000.00

Exi)ended from March 2, 1889, to July 1, 1889 18.4l«.9t)

Balance on hand Joly 1, 1889 : 61,506.01

Which will be entirely absorbed.

Appropriation, navy -yard, Mare Island, Cal., 1887 191,59r>.00

Expended from Jnly 1, 188(», to June :M), 1869 18r»,r>49.60

Balance on hand July 1, 1889 5,945.40

Which will be entirely absorbed for granite.

Appropriation, navy-yard, Norfolk, Va. :

Iron and stell shop 75,000.00

Railroad extension 10,(MK).0<)

Boiler-sliop extension 14,4^8.00

Water system 15,000.00

114,488.00

Expended from Jnly 1, 1888, to Jnne 30, 1889 29,:)02.41

Balance on hand July 1, 1889 85,185.59

Which wUl be exi>euded to complete the several objects named.

Appropriation, navy-yard, Washington, D. C. :

Electric fire-alamiH, time signals, etc 1,000.00

Entire appropriation expended July 1, 1889, to meet outstanding obliga-
tions lor the above. *

Appropriation, navy-yard, Brooklyn, N. Y., 1887 :

For repairing and presr«rving granite dry-dock 100,000.00

£xi>ended from 8i>pttMnl)er 1, 1886, to June 30, 1889 95, 779. 11

Balance on hand July 1, 1889 4,220.89

Which will be expended in conix)hrting necessary n^pairs.

Appropriation, navy-yard. Mare Island, Cal., 1886:

Artesian well 10,000.00

Expended from July 1, 1885, to June 30, 1889 9,852.56

Balance on hand July I, 1889..-. 147.44

Which will revert to thu Treasury.

Appropriation, naw-vanl, Boston, Mass.:

Rebuilding lloatiiig gatr 31,000.00

Expeudwl from July 1, 1887, toJunoIttJ. 18-<) 12,916.47

Balance on hand July 1, H89 18,063.53

Which will revert to thu Trciutury.

Appropriation, naw-vanl, Norfolk, Va. :

Railntail ext«MiMif»n 20,000.00

Expended from July 1, 1887, to June .30, 1889 20,000.00

278

REPORT OP THE SECRETARY OF THE NAVY.

Appropriation, a^jnstable atom dock for naval station, Key West, Fla.. . f30, 000. 00
No expenditures have been made ont of the above appropriation up to
Jnly 1, 1889.

Appropriation, naval station and coaling depot, Port Royal, S. C. t

Fencing 228.00

Artesian well 1,000.00

Boat-hoase ..•.•..•......••• 400.00

1,(j28.00
Expended from July I, 1888, to Jnne 30, 1889 728.00

Balance on band Jnly 1, 1889 ^ 900.00

Which will be expended for artesian well.

Appropriation, commissioners on new navy-yards and dry-<locks, Gnlf of

Mexico and Sonth Atlantic and Pacific coasts 15,000.00

Expended from July 1, 1888, to June 30, 1889 8,002.51

Balance on hand July I, 1889 6,997.49

Which will bo quite, if not entirely, absorbe<l.

Estimates of appropriations required for the service of the fiscal year entUng June 30, 1891,

by the Bureau of Yards and Docks, Navy Department,

l)etailc<1 objoctn of expouditure, and oxplanatlonn.

RALAKIF8.

One chiof o.lftrk. increaao of$4r)0. imbmitted (Feb. 26, 1880).

Ont; ilrnuffhtHtnan iiiid clerk (Mamo iwt)

Oiiu chtrk ofol.iHH four (Haiue act)

One clerk of cluHrt three (Minu^art)

One clerk of cIhhh two (Hani<i act)

Ont^ dork of clanH one (Hanii« act)

One mail nieHNou^er (naiuo act).....

Ouelaborur (aaiuoact)

NoTR. — It ifl roRpectfully nnbmitted that the salary of
the chief clerk U-.w remained iinchan<r«'d fronisFiily 1, 1853,
to the proHcnl time, at the rate of #1,800 pur annum, while
the HalarioH of the chii'f clerk h of the hurcaiiA, otticen. and
IiciuIh of diviHionH (ho callod) of the othi*r departm<>ntH of
the (jovemment ran^t«from$2.0(K) to $2,600 per annum, and
it iH lN^licve<l that the dutieH of the latt.er are not more re-
Hpoimihle and anluonn, or reouire ^n*ater profeaaional
kuowI(>d^> or ti>chnical ability In their performance than
in required of and performed vy the chief clerk of the Bu-
reau (»f Yards and I)ock8, and an inci'oaAe of fl.'SO per annnm
to liiH preHeut Halarv la urgently recommended.— G. B.
W 1 1 ITK, Ch u/ of Bureau.

GBNRRAL MAIXTRXANCR.

For general maintenance of yards and dockn, namely : For
frei^lir, trunr.portation of material and Htorea, bookn,
mapH, iiKKlelH, and drawinso, purchane and repair of fire-
on :;irH-M, machinery, repairs on nteam Are en^ineH. and
attendanee on the same, pnrchaae and maint»'nanre of
oxen. inirse<», and drivinji-teams, cartH, timber- wheidH,
anil all veliiele?* tor use in navy-vardrt, tools and repairs
of tlie ^4an)e, postage on letters and other mailable matt<>r
on ])ul>lie xerviee sent lo foreign countries, and tele-
irrains, stationery, furniture for ("lovornment houses and
otliceM in tlie navy yards, coal and other fuel, candles,
oil. and iras. rlfaninjr and cleurinir "p yanls ami eare of
bnilijinixs, attenii:inr(> on tires, li^lits, tiro-en<;ineH, and
ajiparatns, for incidentiil labor at navy-yanls. water-tax,
to<ils. and forriajre, rent i>rfloiir iitlicerx' quarters at IMiila-
delidiia. I*a., pay of watclinicii in navy-yanls, awnin^is
and packin<j-boxes. and ailyertisin;; for yards and docks
pur]K>8oa (March 2, 18b9)

Eatimatod
amonotwliloh

will be

rexinired for

each detailed

object of
exp<mdltiiTe.

Total Mnonnt

to be

appropriated

nnder each

head of

appropriation

$2,250.0t
1,800.00
1.800.00
l,600.oe
1.400.00
1.200.00
730.00
000.00

300,000.00

Anonnt
appropriated

for the

onrrent flMal

year eodlne

^uBe3a.ian.

tll,4M.OO

aof^oocM

$M.fM.fll

EEPOET OP THE SECEETART OP THE NAVT.

279

Ettimtitei of appropriations required for the service of the fiscal year, etc, — Continned.

Detailed oliiJeote of exi>6nditare, and explanations.

Estimated
amonntwhioh

will be
required for
eaou detailed

olject of
expenditure.

COMTIlfOEXT.

For oontingrait exi»enae8 that may arise at navy-yards and
siatiooa (March 2, 1889)

HASTAL HOMK, PHILADKLPHIA, PA.

One anperintendent (March 2, 1889)

One steward, increase of $120, submitted (same act)

One matron, increase of $120, submitted (same act)

Od« chief couk, increase of $240, submitted (same act)

One assistant cook, increase of $192, submitted (same act) . . .
One assistant cook, increace of $132, submitted (same act) . .

One chief laundress (same act)

Four laundresses at $1(K each (samo act)

Foar scrubbers, at $168 each (samo act)

Eijrht waiters, at $188 each (same act)

Eight laborers, two at $240 i^ach, submitted (same act)

One stable keeper and driver (samo act)

One master-at-arms, increase of $120, submitted (same act) .

One barber (same act)

Two carpenters, one submitted at $845 (same act)

Two painters, two submitted at $600 each (same acti

Two boose corporals, increase of $60 each, submitted (same
•ct)

For water rent and jras (same act)

For cemetery, burial expenses, and headstones (same act).

Tor improrement of grounds (same act)

For repairs to bnildings, furnaces, grates, ranges, fumitnre

and repairs of furniture (same act)

For music in chapel (same act)

For fitting ap bath-rooms for beneficiaries (submitted)

For cementing fioor of Uomo cellar (same act)

For transportation of indigent and destitute beneficiaries

(same act)

For erecting elcTator in main building. Naval Home

(submitted)

For rapport of beneflciariea (same act) .

BtPAISB A51> PRRSKBVATION.

For navy-yards and stations (March 2, 1889).

NAVT-TABD6 AHD STATIONS.

Kavv-yard, Portsmonth, N. H. :

For increasing wat«'r supply (subro{tt4>d) . . .
For completing hydrant system (submitted)

Navy-yard, Boston, Mass. :

For repairing timb«*r- wharf No. 1

For new boiler and pumping niarhinery. taking down
and resetting tho end of granlt4"4lr>'-d(>ck,and putting
in tbenecessar}' b»cking snd draiua;!o 'submitted)

Fur steel shears (nnbmitt*Ml)

For e1<*ctric-llghting plant (submitted)

For reniodi*lingbuiImiis No. 32 for olfir<»«rorroiiiiiian-
dant, captain of the yard, and ot htToftict>rrt (Miibiiiittcd)

$40,900.00

600.00

480.00

860.00

800.00

192.00

672.00

1,344.00

1,920.00

360.00

600.00

360.00

1,690.00

1,200.00

720.00

2,400.00
350.00
600.00

4,500.00
600.00
800.00

600.00
4,000.00

66^600.00

360,000.00

6.350.00
6,080.00

l.*!, 000. 00

50.000.00

H. 000. 00

15 OUU.OO

7..'i00.00

For rebuilding offlcers' qnsrtvrs, *' L
(March 2. Hk^9>

M. N. and O"

Total amount

to be

appropriated

under each

head of

appropriation

$40,000.00

840, 000. 00

12,560.00

13,650.00
56^500.00

82,700.00

860,000.00

Amount
appropriated

for the

current fiscal

year ending

June 30, 1890.

$20,000.00

185,000.00

$600.00

480.00

360.00

240.00

108.00

16a 00

19-i.OO

1, 008. 00

67'J.OO

1. 344. (K)

1,440.00

360.00

480.00

300.00

845.00

600.00

1,800.00
350.00
500. UO

4,.noo.oo

600.00

4,860.00

500.00

46,100.00

68,517.00

226,000.00

12.430.00

05,500.00

Kaval-3rard. New London, Conn. :

For building coal-nlitMl (Hiibmitted) .
For rebuilding whurf (riiibniitte4l) . .

Navy-yard, Brooklyn, N. T. :

For extending railroad system and neoe«isarv mlling
■took (robmltted)

. .10' > no

15.000.00

7.009.00

28,610.00

280

REPORT OF THE SECRETARY OF THE NAVY.

Estimates of appropriations required for the service of ihefisoal year^ etc. — Continaed.

Detailed objects of expenditare, and explanations.

Estimated
amount which

will be
required for
eacn detailed

object of
expenditure.

NAVT-TAKDB AND STATIONS— Continued.

Navy- Yard, Brooklyn, N. Y.— continued.

For completing; approaches to timber dry-dock (sub-
mitted) ,

For ext4*nding brick wall aiound navy-yard (submit-
tod) ;

For improvomt'ut of Wbitnoy Basin ^submitted)

For repairing cob dock and rebuilding sea-wall (sub-
mitted)

For relay ill p wftt«*r-pip<iH in the yard (submitted)

FordredpinK (Huhinittcd)

For lucreoHinp olectric-lipht plant (submitted)

For improving Whitney Basin and railroad throuph-

oiit tlioyanl, (Marr.h2, 188U)

Navy- Yard, Leapuo Island, Pa. :

For oxt<.«ndinp permanent se^i* wall (submitted)

For bni dinp ]>ermanent wharf, Sixteenth street (sub-
iiiittiMl)

For rebuildinp Hrood street wharf (snbmitt^'d)

For buildlnp and fiirnishinponftolhcor'sqnartctrs (sub-
mi tied )

Forcontitruetinp 2.000 feetof lipht retaininp wall alonp
wat<*r front of iiimsed )>ortion of the island (snb-
mittcMl)

For «lre<Ipinp and iillinpin (Hubiiiiitod)

For pavini; and improvement of proundH (subinitt^Ml)..

For landlnj! wharf foot of Fiftx?onth street^ 75 by 400
feet (Hiiiiie art)

For dreilpinp and Ullin:: in (same act)

Navv-Yurd, WaHhiniiton, 1>. C:

For rebuildinp quartern "A" and " B " (Mul)mitt<>d) ...

Forolianpinp bnildmp No. 7 into an apartment honso
of three Htories for additional <iuartorH (Hubmitt4'd) ..

For ehanpiiip old puint shop into a dwellinp with two
n])artinentH (submit ted)

For (Iredpinp and tilliiip in (submitted) ,

F(»r railroad traek with all ntK^essary switches, etc.

(muiiio act )

Navv-.v«rd, Norfolk, Va. :

i'or extendi up pennunent sea wall (siibmitted)

For eonipletinp railroa<l s.VMtem (suhmittt'd)

For eoinpli'tiiip water HVHtem (MulHuitted)

For exteiidinp wharf at'St. H<>len» (Hubmitt«>d)

For eoinidctinp apjiroaches to timber dry-dock (hiiIi-

n)itt4'd.i

Foreomieetinp new pumps t-o oh I dry-<lork (Hubmitted).

For in(;reasjiip eleetric lipht plaiii (suhiiiitleil)

For cxtrndin!; machino-Hhop ftu* steam enpine<^rinp

(Muhmitled;

For biiiMin ir t wo oflUcers' qnart4«rs (same a<-( )

Navsl HtHtioii, Key West, Fla. :

For rhaniriiii; location of railroad. seal«>house, aiwl
])uiiip-houHe, made, ne<*essary by newTri-aHury bnild-
iiip (siihinitted) ."...' '.

For t wo otlieerH* <iuarterH (same act)

Navjil Htatioii and <-oaliiip-depot. Port Koyal, S. (!. :

For ollieeis' ijnarters (same, act)

Klertri<: lii;hrinp of navy-yanl :

For eH'ahlishnient "of plant and the inau<;uralion i»f
electric liuhtinp in the navy-yanls at New York,
Norfolk, Va., WaHliinpUm, 1).'(J., and Mare iHland,

(Jal. (same act)

Navv-vard, Man-'n Island, ('al,:

i-^ir complrtiup repairs to sect ion.il dry-dock (sub-
mitted) *.

For bridpe tioross sectional dock-basin (sul>mitte<i)

For boat lauiiinijs (submitted)

For ninkinp artesian welt, :im much a.s may In^ neees-
Siir> (submitted)

$30,000.0t

60,0110.00
25,000.00

100, 000. 00
20. 000. 00
20, 000. (M)
24,000.00

50,000.00

56,025.00'
04,400.00

10,000.00

25,000.00
hO, (MM). 00
14,500.00

12,000.00

10, 000. 00

6.000.00
10.000.00

25,000.00
5.000.00
5, 000. 00

20,000.00

10, 000. 00

ir>.ooo.oo

l.'), 000. 00
5, 000. 00

1,000.00

Total amount

to be
appropriated
nndt^r each
head of

Amonnt
apprupriiited

for the

icurreut li*<cal

year eiulinp

appropriation June 30,1^90.

1284^000.00

ir», 000. 00

2, 000. 00
a, 000. 00

20,000.00

300,825.00

38,000.00

$5^000.00

36.41140
75b000.«

100,000.00

l^OOOLW

16^ OM

1,000.00

fl^OOHOfl

1, oca 00

00^ too. 00

Report op the secretary of tflE navy.

281

£$HmaU$ of appropriations required for the service of thefieoal year, etc, — Cotttiuued.

Detailed ol(jeot« of expenditare, and explanations.

MAVT-TABD6 AifD STATIONS— Continued.

Navv-yard, Mare's Island, Cal.— Continued.

For building wagon-road toward cemetery, magazine,

etc. (submitted)

For replankinj; wharves (submitted)

For i^mpletinje elect ric-Ii|;:bt plant (submitted)

For movinfs ferry -slip back and straightening; sea*wall

(submitted)

Fordretlginc (submitted)

For gate ana guard-house (submitted)

Estimated
amount which

will be
reauired for
eacn detailed

object of
exi>enditare.

For iron-plating shop (same act)

For roa<ls along wat4*r-front and alxmt shops (siimo act).

For extending qnay-wuU (sanio nr.t)

For oontinning work (»n granlu> dry-4lock (same act)...

CIVIL Kt>TABLI8IIME.NT.

Kavyyard, Portsmouth, V. II. :

One clerk, at $1,400 ]K*r annum (namo set)

One mail messenger, at $($00 p4>r annum (same act) . . ...

One mesHonger, at $tVH) \wt annum (same act)

One foreman laitorer and heiul teamster, at $4 per diom^

(same set)

Onr .ianitor, at. $800 prr annum (same art)

One pilot, at $lt i»er diem" (Hame act)

KftTv-yanl, Itoston, Mass.:

/>nnclt»rk,ai$l.-4()0por annum (same act)

(hie foreman Liborer, at $t dit diem (same act) ,

Oni« mosseogi'r to e4imman(lant, at <1.76 per diem (same

act)

Onem«*ssenger, at$l.76 per <liem (same act)

One mail messenger, at $OK) imt nnnu.ii (same act)

One writer, at $1, 01 7.*3 per annum (submitted)

Oiiedraughlsnnui,at|r» prrdiem (submitted)

HaTy«yard. Brooklyn, N. Y. :

One clerk, at $1,400 per annum (same act)

One writer, at $l,017.'jri]M>r annum (same act)

Three writers, one at $1H)0 fter annum ; two at $1,017.25

per annum (siibmitt<Ml)

One foreman lal»orer. at $4.r>0 per diem (same act)

One msil messenger, at $750 jK^r aiinum, increase of $1S0,

sul>mitt(sl (samu oi-t)

Two messengers, at $2.25 per diem each (same act)

One dranghtsmsn. at $5 per diem (same act)

One quarternian, St $4 |H-r diem (Hiibniitt«'d)

One superintendent of teams or quarterman, at $4 per

diem (same act)

One messenger to eommandant.at $2 SO per diem, in-

crease of 26 cents per diem submitted (same act)

Saekett's Harbor (naral station) :

One ship-keeper, at $1 per diem * (same act).

Nary-yanl. League Island. Pa. :

One clerk, at $1.40o ]Mr annum (same act)

One writer, at $1,U17.2.'> )N>r annum (submitted)

One measenger. at $2 per diem (rtomeact)

On*« foremsn laborer, ui $4 pitr diem (Nanm art)

One draughtsman, ai $5 per diem (Mibmitted)

On«« telegraph opt-rutor. at $1,()00 per annum (submit-
ted)

Oneleveler, atf.TM |H*rdii'in (Mubmitted)

One rodman, at $2.50 p<r diem (submitted)

Kavv.yard, Washington. D. C :

One clerk, at $l,4tH) |M>r tinnnm (same act)

One messenger, at $2 p«Tdiem. increan** of 24 cents p<*r
day snlnnitU^d tsame ma)

Total amotmt,

to be

appropriated

under each

head of

appropriation

Amount
appropriated

for the

current fiscal

year ending

June 30, 1800.

$5,000.00

5,000.00

30,000.00

20,000.00
10,000.00
10, 000. 00

1.400.00
000.00
600.00

1,400.00

600.00

1,005.00

1,400.00
1,252.00

S.'iO.RS

550. 8H

600.00

1,017.25

1,565.00

1,400.00
1,017.25

2,934.50
1,40H.50

750.00
1, 40H. .'lO
1.565.00
1.252.00

1,252.00

012.5$

365.00

1.400.00
1,017.2,'i
626.00
1.252.00
1,665.00

1.000.00

1,200.00

80U.00

1.400.00
628.00

$120,000.00

958,755.00

S,755i00

6,996l01

13,000.25
365.00

8.800.25

$5,755.40

5,000.00

65,000.00

80,000.00

431, 781. 80

1. 400.00
600.00
600.00

1,460.00

600.00

1.095.00

1.400.00
1,252.00

5riO &S
550.88
800.00

1.400.00
1. 017. 25

1,406.50

600.60
1.40&50
1,565.00

1,252.00
821.25

.Vi5.00

1.400.00

626.00
1,252.00

1,400.00
660.88

* Including Snndays.

282

REPORT OF THE SECRETARY OF THE NAVY.

Eaimates of appropriations required for the aervioe of ike fiscal year, elo. — Coatinued.

Detailed ol^eots of expenditnre, and ezplanatioDS.

CIVIL E8TABLi8iuixinv-coiitixiaed.

Navy-yard, Waahlnjjton, D. C— Ck>ntiiined.

One foreman laborer, at $i per diem (same act)

Ono mail nic^sonj^or, at $2.50 per diem * (snbmittod) . . .
Que Janitor, at $2 per diem (aubmitted)

Navy-yanl, Norfolk, Va.:

One clerk, at $1,400 p(>r annum (Aame act)

One writer, at $1,017.2'! per annum (same act) ..
One writer, at $1,017.25 per annnm (sabmitte<l)..
One foreman In borer, at $4 per diem (same act). .
One mail mcHSon j;er, at $2 ])or diem * (same act) .

Two mesAen^nrs, at $2 per diem (same act) ,

One pilot, at $2.26 per diem (same act )

One (Iran ghthman, at$5i)«rdiem (submitted) ...

Estimated V^a-i «„«__#
amountwbioli:^*»**;^»^<™*

appropriated

under each

bead of

will be
reoairecl for
each delaileil

object of
expenditure.

Navy-yard. Pensacola, Fla. :

One clerk, at $1, 200 piT annum (same, act)

One mail mexsenger, at $600 per annum («iame act)
One lamp-li};ht(T, ut $560 per annum (submitteil) . .

Navy-ysird» Man* Island, C'al. :

Oiioclfrk, at $1,400 per annum (same act)

One writ-cr, at $1, 017.2.') per annum (same act) ,

Ono loremun niHSon, at $6 per diem (Hamo act)

( )ue fon'uiun InboitT, at $5.50 per diem (same act)

One pilot, at $4 per diem (Hjune act)

One rlraiijirlitsmnn, at$5pordiem (same act)

Ono mail meHSonp^r. ut $2.74 per diem* (same act)

Ono nu'ssenpT, iit$2.20 per diem (same act)

One nioHMou^er and lanip-lij^htcr, at $2.20 per diem

(same act) ,

Ono Ix^II-riu^er. at $2.20 per diem (same act)

One janitor, at> $2.20 por diem (submitted)

Naval station. Key West, Fla. :

One messenger, at $600 per annum (submitti^),

$1,252.00
912.50
«28.00

1.400.00
1,017.25
1,017.25
1,252.00

730.00
1,252.00

707.38
1,665.00

1,200.00
600.00
550.00

1,400.00
1,017.35
l,87&Oo
1,721.50
1,502.40
1,565.00
1. 000. 10
6K8.60

688.60
707.38
68a 60

600.00

approprlaUoD

Amount
Appropriated

for the

eorraittiacal

yewendi z

<tune30,18M.

$1,816.60

8,940.88

2,350.0Q

12,857.43
600.00

6^381.81

$1,252.00

1,400.01
1,017.25

1.253.00
730.01

1,252.00
707.38

1,200.00

ooqloi

1.4Q0L0O
1,017.25
1.87&fll
1.721.5i
1,902.40
],ft68LO0
l,00tt.l0

707.;

4€,7H.m

* InclndiuK Sundays.

Ha 10.— BUREAU OF EQUIPMENT AND RECRUITIHG.

Navy Department,
BuBEAU OF Equipment and Beceuitino,

Washingt^mj October 1, 1889.

Sir: I have the honor to forward herewith the report of my prede-
cesHor in of!ic«», showing the operations of the Bureau during the fiscal
year 1888-'89, and to submit, as supplementiiry thereto, estimates for
the fiscal year 1890-'91.

A considerable increase in the estimate under equipment of vessels
will be note<l.* The amount appropriated for the current year was
•675,000, and the amount asked for is $900,000, $225,000 over the ap.
propriation for the present year.

1 have to state in explanation of this increase, that the needs of the
Navy under this appropriation are gradually becoming greater with the
ooustruotion of modern steel vessels of great steaming capacity and di-
minished sail-power, and these increased demands upon the appropria-
tion which supplies coal have now reached such a i)oint that only a small
{lortion of the vessels of the Navy can be kept in commission, unless
farther provision be made by Congress for their maintenance. The new
ships are large coal-consumers, and I beg to direct attention especially
to the consideration that, as the building of these high-powere<l vessels
has become the i>olicy of the Government, the increased demands of the
Navy in the matter of coal must be recognizee! to give effect to the pur-
pose of Congress.

As a basis of comparison, it may be state<l that the Dolphin^ which is
the smallest of the new steel vessels in commission, consumeil during the
fiscal year just closed coal of the value of about $35,000. The coal con-
sumption of the larger vessels, such as the Chicago^ Atlanta^ Boftton^
Baltimore^ and CharleHton^ is much greater, but iissuming that it is no
greater, and assuming further that twenty-five vessels are to be main-
tained in commission (which is less than the usual number), it is appar-
ent that for coal alone the sum of $875,000 is needed to keep the Navy
in a serviceiible condition. But as the appropriation '^ Equipment of
vessels " is also largely drawn upon for the numerous expenditures neces-
sary to prepare and keep up equipment outfit and stores of vessels in
commission and fitting for sea, the necessity of an appropriation of at
leiist $900,000 readily becomes apparent. Under existing and coming
conditions the service can not possibly l)e maintained in a state of effi-
ciency, under these heads, with less money.

During the last fiscal year (1888-'89) a deficiency of over $100,000 is
ahowD in the final balances, which was caused largely by expenditures

S83

284 BFPORT OP THE SECRETAEY OP THE NAVY.

on foreign stations wLich coald not be foreseen. The appropriation waa
$625,000, and was so far exhausted by the 1st of March that all work on
tbe equipment of vessels fitting out was ordered stopped and a large
proportion of requisitions for necessary supplies was disapproved, great
enibarrasament to the service resulting.

Prior to 1875 the appropriation for the equipment and coaling of
vessels was $1,500,000 annually, and this was when all the ste^m-
ciuisers had large auxiliary sail-power, which was employed where
))0ssible, as at present under necessarily limited conditions, to save
coal. The necessities of the service in this respect are now greater,
and soon will be, with the placing in commission of vessels now in an
advanced state of construction, very much greater^ than during the
period referred to ; and yet, less than half the amount stated is appro-
l)riated for this purpose for the presnt fiscal year. I am therefore con-
vinced that at lea^st $200,000 additional for this year, which should be
estimated for as a deficiency, is absolutely necessary, to avoid tbe em-
barrassment and injury to the service which are inevitable under the
present conditions.

From the time of the large reduction in the appropriation the amounts
gnintod have ranged from $1,250,000 to $625,000, and during this
l)eriod the ships in commission have been kept in service only by the
most rigid, and in some instances unprofitable, parsimony ; by the
utilization of obsolete material and stores left over from the period of
the Civil War ; by the practical laying up of vessels on foreign statious,
owing to the want of fuel, and by sending the vessels to cruise withont
a ])roper outfit. All old material which could be utilized for this pnr-
I)ose has been consumed, and the fitting out of 8hii)8 for commission
has thus become a most serious matter.

NOTE TO ACCOMPANY ESTIMATE OF SALARIES FOB THE BUBEAU. •

I5y the operation of General Order No. 372, certain duties were taken
from this Bureau and other duties were imposed upon it. The change
in the personnel of the Bureau, as comi)ared with the provision for the
current year, is thus accounted for. The Bureau is thereby able to drop
one clerk of the second class and one of the first class and cue copyist
of the $1)00 grade, but finds it necessary to ask for a clerk of the third
T/lass.

Th(», following statement is submitted in explanation of the increase
of $450 in the salary of the chief clerk of this Bureau: The present pay
of this oilicor is *1,800, which was established about forty years ago,
wluMi salaries were ])r()portionately low throughout the service, as it
then existed, and which was ilu^), doubtless, regarded as adequate com-
pensation for men of tlu^ qualifications required to fill this responsible
position. Since that time there has been a great relati^'e increase in
the. cost of living, which has been recognized in the pro\ sion for all
oth(M* branches of the (xovernment by a corresponding increase in pay.
Thus, there is no instance in any brimch of the civil service in whidi
a Bureau chief clerk receives less than $2,(KK), while $2,600 is nsnaJIy
l)aid in the larger Bureaus, and $2,250 is an average.

It is also noted that as aniatterof fact in no other instance is a Boresa
chief clerk, other than in the Navy Department, vested by law (see
section 178, Revised Statutes), in thiwihsence of his chief, with the le-
s])oiisil)iliti(\^ oftln* J^ureau by reason of a<'tingas chief and signing its
corresi)ondencc and papers, which are i'requently of great importanoei

REPORT OF THE SECRETARY OF THE NAVY. 285

and yet, with this increased responsibility, lie receives $200 less per an-
num than the lowest pay for the corresponding grade elsewhere. The
propriety of the proposed increase is therefore manifest.
Very respectfolly,

Oeoroe Dewey,

Chief of Bureau.

The Secbbtaby op the Navy.

Navy Department,
BuREAXT OP Equipment and £eoruiting,

July 31, 1889.

Sib : I have the honor to submit the following report of the operations
of this Bureau for the fiscal year ending June 30, 1889.

During the fiscal year ending June 30, 1889, the following amounts
were appropriated under the several branches of this Bureau :

Equipment of vessels $625,000.00

TranHp4»rtatioii aud recraitlDg :{0,000. 00

Cuutiiigent eqiiipmont uud rocraiting > 15,000.00

Civil e8tablisliiiient 11,52:>.00

Training otation (for apprentices) 14,000.00

To purchase the necessary stores and to refit partially or wholly ves-
sels for sea, there were expended for materials $177,501.09, for labor
•82,805 81, aggregating $200,306.90, from the '< Equipment of vessels."

Owing to the appropriation of smaller amounts than were estimated,
there will be considerable deficiency in equipment and tran8i)ortation
ami recruiting. The appropriation for contingent and coasters harbor,
being controlled directly by the Bureau, has not been exceeded, but
that for equipment of vessels, being liable for expenditures abroad,
that are always outside the direct control of the Bureau, has been ex-
ceeded, owing to exigencies of service that could not be anticipated.

OOAL.

To supply coal to vessels on home and foreign service, including
original cost and exi)ense of handling, $415,900.

HEMP.

There were purchased during the year tiS tons Russia hemp, costing
$12,283.83.

And there were remaining on hand at the Boston navy-yard, June
30, 1889, 50,704 pounds Manila hemp, costing $3,885.17, and 19,492
pounds Russia hemp, costing $1,871.23.

BOPE-WALK.

For the manufacture of the cordage needed by vessels in commission
and for the cruisers building, the following amounts were manufactured,
at the cost indicated:

4'.l,:{51 pounds Ht<«el and iron rope t9t3^*99

54i»7 |H>iiu<l8 ooppor-wire rope 160.20

9l>4,00:( iioimdH niuiiila n>pe 38,279.47

l'<2(),459 pouiidH hemp rope 10,154.02

2rt,:<;«> iKimnlH Hinall Htiitl 4,519.14

AKgrejfate 67,502.42

There were remaining on hand June 30, 1889, 128,190 pounds steel
aiid iron wire, costing $10,218J21.

286 EEPOBT OP THE SECRETARY OF THE NAVY.

FORdE, . OHAIN, AND GALLEY SHOPS.

During the year a large amount of old scrap-iron has been bloomed
up and rolled into bar-plate or worked into heavy forgings. The work
done at Boston has been most satisfactory and economical. The con-
centration of. this Bureau's plant at the Boston navj-yard hasaflbrded
advantages of great value in the character of work prodaced, and in
the fa€t that there abounds a large number of most excellent workmen
to choose from in filling vacancies or when increase of force becomcH
necessary.

ROLLINGhMILL.

During this year there were rolled 370,216 poands of flnished iroD,
costing $12,502.17.

GALLEY-SHOP.

Two gaHeys No. 3 •2,994.85

Four galleys No. 1 10,433.66

Total 13,427.91

liepairs to a greater or less extent have been made to the galleys of the
folio wiug-uamed vessels: New Hampshire, Marian^ Bichmandf Trenton^
Yantic, IHnta^ Franklin, Jamestown, and Constellatum.

In addition to the above, galleys for the San FraneiscOj Philadelphia^
Neicark, Concord, and Bennington were comnienceil and uearly com-
])1etcd. The newer galley adopted has been supplemented by the ad-
dition of a steam-cooker, which will obviate the use of a number of
implements for boiling used in the original design of this galley.

SMITH AND OHAIN SHOP.

Tlie work in those shops has been mainly in making anchors and
chains for the new cruisers. The quality of the work has been main-
tained and the high standard of tests adhered to since my last report.

Oliain nianufactured during the year, 223,152 i)onnd8y costing
$15,0:39.75; thirty-five anchors of all kinds, weighing Ol^TSS poands,
costing $2()450.17.

SAIL-LOFTS.

All sail and canvas- work for the Navy, inclnding that for the new
vessels buihling and in connnission, has been done during the past year
at Hoston, 4»xcept with work lor vi*ss(»ls on the Pacific Coast fitting at
Mare Islaihl. It. is helievcd this i^an be done at the Mare Island navy-
yard with some saving. The following amounts have been exiiended:

For material |51,7SI&nS

For labor (»,4:fi.ai

KTGGING-LOFT.

As with the sail-lofts, the work of fittinir new rigging is done at the
Jioston navy-yanls, lor vessels in connnission and for the new cruisers;
that of n»pair, usually at yards where shii)s refit. The following were

the expenditures:

For material $37,170.41

Forla1>ur , ,•..•—. 4^866,0

BEPOET OF THE SECRETARVT OF THE NAVY. 287

ENLISTED MEN.

On Jane 30, 1889, there were 8,147 men and apprentices in the serv-
ice. The number allowed by law has averaged during tbe year the
lawful quota.

Men aUowed 7,500

Men enlisted at rendezvous 2,253

Men enlisted on shipboard 1 2,446

Discharged daring the year 4, 153

Honorably •discharged and continuous-sorvico men in the Navy during the year. 2, 31H

Desertions daring the year 749

Deaths daring the year 85

Men employed in Coast Survey 275

Men employed in Fish Commission 124

Men enlisted formerly apprentices 100

Men enlisted under continuous-service certificate 593

During this year inspections of the receiving-ships indicated a high
standard of order and cleanliness. Much credit is due the various
commanding officers for the care exhibited in enlisting men in accord-
ance with the law and the regulations prescribed by the Department
and for the excellent condition of the vessels.

During the year the following vessels stationed at the several sea-
board ports were used as recruiting stations : U. S. E. S. Wabash^ Capt.
C. C. Carpenter, U. S. N., Boston; XT. 8. B. 8. Vermont^ Capt. A. W.
Kirkland, U. 8. N., New York ; U. 8. B. 8. 8t. Louis, Capt. W. White-
head, (J. 8. N., League Island ; U. 8. E. 8. Dale, Commander Yates
Stirling, U. 8. N., Washington ; U. 8. E. 8. Franklin, Capt. A . P. Cooke,
U. 8. N., Norfolk; U. 8. E. 8. Independence, Capt. J. W. Philip, U. 8. N.,
Mare Island.

These vessels were at one time engaged in other service, and are at
present moored alongside the dock and covered in. I can foresee in
the near future that repairs of such extensive character will be needed
by these old vessels to keep them habitable as will equal that of build-
ing new ships. In this event it will be well to consider the advisability
of substituting barracks at each of the naval stations for all pur-
poses of recruiting and for housing men.

During the la«t session of Congress three bills of importance were
passed in the interest of the enlisted men of the Navy.

One other still remains to be acted upon, a bill relating to retirement
from active service after a consecutive and continuous service of twenty
years. I would especially recommend this measure to your considera-
tion as one which would place the men of the Navy on a footing similar
to their comrades of the Army. No measure that could be adopted in
the interest of our enlisted men would tend with greater benefit to
maintain and keep good seamen in the Navy. I would advert to the
fact that the Department should adopt some more rigid standard than
at present prevails reganling citizenship of those who are to serve on
board our new ships now beginning to appear. The Bureau holds that
a man or boy offering to enlist, should be a native-bom American,
or he should be a naturalized American, or if not naturalir.ed he shoula
have declared his intention to become a citizen. The principles which
the law sets up to govern a man's right to vote as a means to main-
taining the integrity of the Union, should also prevail to govern his
right to defend this union of 8tates in war. I am of opinion that these
matters could be settled by G^eneral Order of the Department without
legislatioiu

288 REPOUT OF TUE SECRETARY OF THE NAVY,

One otlier matter closely related to the discipline of the Navy is the
noed ot a more uniform system of i)iini8hmeut8 for the minor oitVnse^s
committed on board ship. After a great number of years with the ^reat
variety of reports of punishment made quarterly it would seem i>ossible
to so classify them alphabetically and to have assigned to each oflVnso
a suitable punishment, so that the same oll'ense should be punished
alike in every ship of the Navy. At the present time i)uni8hmenta for
the same oU'ense diil'er as widely as the station, separating ships from
each other.

ADDITIONAL COURSE OF INSTRUCTION FOB SBAMBN.

Theindis])utal)le advantage of having men equipped with knowledge
of the new im])Iements applied to all the new ships can hardly be over-
stated. The frequent applications received during the year from men
anxious to secure the benelits of the instruction alforded at Washington
and New))ort, indicate their ai)i)reciation of the great importanco of
this benefit. The otti(iers at the Washington navy-ysird and at the Tor-
pedo station at NewiHut have be^n most diligent and ciireful iu their
instruction of the classes under their charge. The manner iu wliich
their w^4)ik is done is best illustrated by the elllciency of those X)assiug
into the service from these schools.

During the year, the number taken from the general service for this
instruction. has not ex(*eeded forty-hve; this number is not sulliciently
large to give the new ships going into commission the numbers ueocled
by tliem in the several dei)artment8. At least one hundred to one hun-
dred an<l fifty should be taken each year for this instruction to serve as
the legal ({uota will i)ermit. I would suggest that all appointments as
boatswains and gunners should be made from the list of those qualiUed
by this advanc(?d course of instruction.

TRAINING APPRENTICES FOR THE NAVY.

Coasters' Harbor Itfhmd. — This permanent headciuartera of the traiu-
ing service is still under the connnand of Commander F.J. iligginson, U.
S. Navy. Under the Judicious management of this oflicer and his untir-
ing interest in all tiiai concerns the afVairs of this important nursi*ry of
nciw seamen, the institution has grown into a most flourishing condi-
tion. During tlie hist year the l>ureau issued a complete sot of regula-
tions thi-on<[;li which more uniformity in the methods of instruction and
drill is attain<'(l.

There still remains a number of improvements needed at this station
to imj>rove its fitness for the better training of a])preutice.s and to se-
cure the property against the a('cridents of lire.

For example, a s(»a -wall should be. built from a point near where the
U. S. S. X(:fr lldmpshnr lies moored, to a |)oint in the causeway, and
then filled in from shore-lineup to the wall, thus increasing the availa-
bl(» drilling ground for artillery and infantry drills. A new engine
shonhl be lumght toi)rotee.t the outbuildings and <»ther property now
on the islaml; this seems to tin* bureau imperatively nee«led.

The following exhibit shows the number of a])prenticcs iu the Navy
on June;jO, hSSt> :

Oil ])<»}ir<l .sljitioiiary jukI c.niisini; train! !i<; sliip 661

On board ciuisiiig ships in ;;tMieral aorvict* 491

Total 1,158

REPORT OF THE SECRETARVT OF THE NAVY.

289

These apprentices in tbe general service were distribnted on the fol
lowing stations :

North Atlantic 235

8oath Atlantic Station 134

Pacitio Station 57

European Station 42

Asiatic Station 23

Total 491

There were 2,738 applicants for enlistment dnring the year. Of this

inmber 1,846 were rejected for physical and other disqualifications,

leaving 892 accepted. Of the number accepted, 194 failed to report

after preliminary examination, so that the number actually admitted

amounted to 698.

CRUISING TRAINING SHIPS.

The Portsmouth^ Jamentoicn^ and Saratoga were found by survey to be
in need of such extended repairs to make them seaworthy after their
last summer cruise, they were put out of commission and were exten-
sively refitted. The Saratoga was transferred later to the city authori-
ties of Philadelphia, and is at the present time completing her repairs
at Portsmouth, N. U., for the new duty assigned to her. The James-
town is now abroad on her summer cruise and the Portsmouth has just
been recommissioned for the same service.

During the last winter cruise to the Windward Islands the Constella-
tion took the phice of the other cruisers, and under the command of
Commander 0. J. Train, U. S. Navy, made a most instructive cruise as far
south as Trinidad in the Windward (ironp. This otiicer reported the
most gratifying progress in the higher duties of the young apprentice's
life on shipboard at sea, and the Bureau takes great pleasure in com-
mending his interest and zeal in performing his duties.

The Bureau is of opinion that it wouhl be wise policy to foster this
apprentice system and to increace tlie number of enlistments annually
to 1,500 instead of 750 as now allowed by law. It is believed that in the
near future all the men of the service to fill the higher grades of petty
officers will be drawn fn)m these apprentices. It can be said now that
commanding officers have brought to the Bureau's attention in flatter-
ing letters on many occasions the great value anil I'filciency of the ap-
prentices under their command. The wish is frequently expressed for
an increase in the number now allowed which can not be acceded toon
account of the limited number available under the law.

PENSIONS.

The following table exhibits the pension cases acted upon by the
Bureau during the fiscal year ending June 30, 1880, under the opera-
tions of sections 4750 and 4757, Revised Statutes of the United States.

Toft ■erriofi of twenty jean .
For •QfTlre of ten yrai a —
For rrnewml of p«-n!«ioiii» —
For indVAita of p«»nH)<iDA ....

For arream of pensioDt

Far reatoration of penaiun^

Tatel

Claims

filed, y»-ar ^.^..^ ^„ ., ' ,

Claims
disallowed.

p«uUin2 " 1,,.' • t^^nJy^^^ ending year eodiug.
JuV 1, 1&8. ^^"^'''JLo J«at» 30. June 30.

16i:9.

1b£0.

5
•f

24
9

17
8

t
I
1
1

Claii

peodinc,

year enduig

June Ml

IMO.

40
1

NA88 19

290

KEPORT OF THE SECRETARY OF THE NAVT.

NEW STEEL CRUISERS.

Work has continued tlirougbout the year upon the new steel cruisers
Baltimore^ Charleston^ Fetrel^ Philadelphia, Bennington^ Concord, and
Xeicark, in making chains, anchors, galleys, rigging, sails, aiid other
equipment.

The reduced weights of all equipment outfit and stores being so im-
portant now, special allowances have been made looking to the reduc-
tion as tar as practicable. Work upon most of these vessels is now
going forward and in some entirely completed. A new feature of great
importance in point of economy in their anchors has been the use of
new cast-steel ancliorsof the Dunn type. The demand for high physical
])roperties and superior tests has been met by the steel works, so that
we now secure a more reliable, stronger, and cheaper anchor of steel
than of iron.

In closing this oflicial report of the Bureau's operations daring the
year, J close my immediate oilicial connection with the Department. I
desire therefore to express my sincere thanks for the contidence and
uniform kindness accorded to me, and to wish your administration the
most conjplete success.

With high regard, your obedient servant,

W. S. SCHLET,

Chitf of Bureau.
ilon. n. ¥. Tracy,

iSecreiary of the Xavy.

Slafrtncvt of mlrs of cnmlennicd matrr'uth Huder cognizance of the Bureau of Eqttipmeut
ami Iic<rnUiiuj diiriinj Jixnil i/var nidiiiji Janv :U), 1889, showing the materiah eold, the
pariicn buyinfj the vaniv.f und Iheamounl naliztd tlurefroin.

Duti- of

IHxO.
Juiici 1..

WluTO MOUl.

Mntcrials sold.

PaTohasen.

AmooBt
ruAliiod.

Key Wi'Hl, FI.1 2 ancliora, bower

Do do j 134 iio('<ll»'rt, rc»ping,

Do ilo I r>8:< iH'cdli'H. Mi'wiii;;

Do do ' 1 wiitt'i' t'ooh.'i .....

Do J <lo 1 wator loidi'i-

Do ilo 1 waller «'oi»l« r . ....

Do i do ;{7 liooks, ll>liiriLr ...

I)o j do ; 10 i>alms, si'.viiijj...

Do di> ITi palms. to]»iii;; ...

D<»... df» 'J stovt's, di\ in;:

Do do .j :{ st«»Vi'y., ilr\ iii^. ...

Key West Commercial
(^uiipany.

n. W. Johnson

Alloii Carry

Joliu Williame

F. Slmvcr^

li. W. Johmuin

Allcu Curry

11. W. JoluMon...

CrtMli&Cnrry

lo i :; ».tov«'s, dryiiiij I. K. Chnm*

d<» 17 stov»H, ili> ini: ! Itoman Stevenii

]><! do L'o st<ivi .X. dryiiiix B. W. Johniton

l)o j .. i!o I 4 liai-Ks.iw Idadrs (ji<N>r>iO If . liier

Do I... do I 1 riilf, L'-fool. lM).v\vood ('aHli •& Curry .

Do tUt ' 'j:;.>1m •• Knivi-h ilo

Do do ■ 17 aw Is. Kiddli'lH* ,, do

Do do :<■_• awl.-. >i wiiiiT

Dii ■ do 'JO ]Hiiirid.s c'oni]»ositioii, snil-

inakri's'.

An«;tloii»Mr*.s !.•<'

A Urn Curry..,
11. W. Jokntton

Amount n-ali/.i d.-.j j ".

I 1 ^_^___^_

W.90

.»

Lit

.31

.15

l.M

.45

.3P

l.f2

LIS

1.00

.05

.34

.05

.00

20ul

1.1

BEPOBT OF THE 8ECRETABY OF THE NAVY.

291

E9iimaies of appropriations required far the service of the fUtval year ending June 30, 1891,
by the Bureau of Equipment and lieoruiting. Navy Department,

Detailed olitjects of expenditure, and explanations.

SALARIKB.

One chief clerk, increase of $450, submitted (act Febmary

2e.l8»)

Ooeclerkof class four (sabmitted))

«>neck>rk of claMtliree (Mubmitted)

One of class two (act of Febmary 26, 1880)

Two clerks of class one (same act) (one sabmitted)

T wo copyists (same act)

One assistant messenf^er (same act)

One laborer (same act)

BQUIPMEXT OK VB86BL8.

For the purchase of coal, inclndinf; expenses of trauApor-
tation, Mtoraire. and handling of same ; hemp, wire, acd
other niateriala for the in an ii fact n re of ropo and conla^e ;
iron for the maniifactureof anchors, cables, f^allt^ys, and
chains; canvas for the •manufacture of sails, awncn^s,
hammock cloths, lM>om covers, tarpaulins, hammocko,
bmfSM ; water for steam launches ; stntion**ry for eiiuip-
ment officers, and fttr the purchase of all other articles
of eqnipment at home and abroad ; and for the pay-
ment of labor in equipping vessels, and manufacture

it'lt* in "

Estimated
amonntwbicb

will be
re<iuirt»d for
each detailed

object of
expenditure.

of e<inipment arti
March 2, iSS») .

the several navy-yards (act

For nurrbasins and installing electric search-lights and
their appurtenances on board ships of war (submitted) ..

For installing an electric welding machine in the Boston
navy-yard (submitted)

XAVIGATIO!f AND !f A\ir.ATIO!f SUPPLIES.

For foreign and local pilotage and towage of ships of war;
services and materialn incoirertirg c^mpaHMeH on bounl
abip. and for afUustiu;; and tesiing eo in parses on shore ;
naofical and astrooonii^'al instruments and lepairs of
nautical iuMtruments for Hhi]>s of war ; naval signals
ani apparatus, namely, hignal lights, lantenis, rockets,
ninnin*^ lights; compass tiitiniis. including binna<'les.
trip(»ds8nd other appendages of ships con)pass<>s: 1oi;h
and other sppltHnces (or measuring t)i«^ Hhip's way, and
leads and other applianccH for wiundinz ; lanterns and
lamps, and their appendages, for general uno on iHxml
•hip, inclodini! those for i he cabin, ward nMmi, and steer-
age, for the holds andntore rooms ; for decksaud quarter-
master's us<* ; bnnt ng and other niaterials lorHagH.and
making aou repairing tla^s of all kindH; oil for ships
of war other than us«*d in the engiuet^r department;
candles, when ns*'d nn a suhMtitut*' tor oil in binuncles
and running liixhts ; chininesMand wicks, and map used
In thenaviffatlon department; photographic instruments
and matetiiils: Htatiuin-rv for (-oniinanders and navi'jii-
tors of vesH4*li of w.-ir. snd for UH4* of courts-niurtiul ; niu-
•icul instruments and nniMic for vessels of war ; Hle<'Hng
signals and indicatont, and f«iMaking tulM*sand gong^ f.ir
aicnal communications on lM>.ird vesselsof war: and lor
introducing and maintaining <-le<.'tric lights on Isiard ves-
aelMof war (act March LMii8U)

EI.K(TRIC Lfoimxo ruixTs.

For installing the monitor Puritan with an electric light-
ing plant (submitted )

For installing the Uniteil States ship LamcaUer with an
electric lighting plant (submitted)

$3,250.00
1,800.00
1 600.00
i; 400. 00
2.400.00
1,800.00
720.00
000.00

Total amount
to be

appropriated
under each
head of ap-
propriation.

$72,630.00

Amount
appropriated

for (he

current fiscal

Tear ending

June 30, 1880.

$13,180.00

900,000.00

25.000.00

12,000.00

675^000.00

125, 000. 00

20.000.00

100. 000. 00

10,000.00

292

REPORT OF THE SECRETARY OF THE NAVY.

Eatimate of appropriations required for the fecal year ending June 30, 1691, 0/r.— Cont'd.

Detailed defects of expenditare, and explanations.

Estimated
amount whioh

wUlbe
required for
each detailed

object of
expenditure.

Total amoant
to be

appropriated
nnder each
head of ap-
propriation.

Amomt
appropriated

for the

Gonentllical

vMrenillBK

JuneaOLlOM.

C1\1L EBTABT.THIIMEXT— EQUIPMEXT AND BECRUl'l'lMO.

Navy .yard, Portsmontli, N. H :

$1,200.00

1. 878.00
1,400.00

i,aoo.(io

950.00
1.200.00
1,200.00
1,200.00
1,200.00

$11,625.00

Navv-vanl, BoHton, Muah:

One Huperiiitcna«iit of rope-wallc (appropriated)

Ofii) <*lArlc fAnnronriiitiMl) ...... ..•*•.••■»•■••••••••.•»•

( )ni\ writer /AnnrcniriAtecl) ......••••.•••••■••••■••••••••

Navvy.ird, Now Yorle:

Navvyani. Leat^ue Iriland, Pa.:

Navvynni, Nortolk, vs. :

^)no clt<rlc faiiDronriatHl

Navy-yurd, Mare Iriland. Cal. :

One (.'If^rk ( anuroDriatud) ...............................

OltfiBLOO

CIVIL EriTABLlSIIMKXT— XAVIGATIOX.

Navy-yard, rortsmouth, N. IL :

I )ii(k f 'Ii^rlc ( AnnroDriutuil ) ..............................

1,000.00

1,000.00
900.00

1,900.00

1,000.00

•

5,100.00

Navy-.vnrd, Now York :

()ii« w ritor f utmroDriated) ..............................

OiiA htftro-kAi'iior fiiDnrDiiriatetl) ........................

Navy->ar<l. Norfolk, Va.:

On 11 i'l<'rk fiLi>i>ronriate<1). ..............................

Navyyaid. Wafthin^ton. D. C:

Out* clurk f annroni'iated) ...............................

6. 100.lt

CONTIXOENT, BUBBAU OF EQUIPMEXT AND BECBUITIXO.

For fn'iiihtaiid trnn.«*portation nf «'qnlpnient and navif^a-
tion HtftrcH, uarkini; Imixom and m.itoiialH. printin;;, ail-
voitiHiu<r, toic^rupliiuij, b«x>kH nitd UKNioIs, noMtaf^o on
li'tttTri Hint abroad, forriaj^e, ice, li];;1it<'ru<;eof aalica.and
(>n)«'i-^<'ii(-i(>H ariHinf; uitd<>r ro^riiiKanco of tho ISan>au uf
KqiiipiiHMit. and liorruitinir uuloresern and iuipuHsiblo to
i-luMHil'v (act Maruli 2 18810

■

Ml 000. 00

l^ONlM

U. S. Naval Obskkvatort,

WoMkingUm^ June Iri, 1899.

Sir: In complianoo with tlio Bureau's order of tbo 17th inotaut (No. f>534), I Iwto
...(i lionur to Hiihmit cstimateH, in diiplicato, of up propriatiODH required for the sup-
port oFtlio Naval 01»s»'rvatory tor tin* fiscal yoar cixlin;; Jiine^tt), loi>l.

TIio ri'i'oniineiHlation for an in<>n'aM> of rlir pay of tlio UHKiatant astronomers and of
thu inHtriimuut-iiiaker is respiTt fully rvue wed. Tlio Ralarieoof tho former are not
coinintMLsiiratu with tho iiiiportanco of their work; nor aro they sufficient to indnee
coiiipet(Mit men tore;;ard tht^irconnection with the Ohnervatory as permanent. Resig-
nat iiMis, toaeee])t hotter appointments, have been very fnuiueiit. One assistant ostron-
nnicr resit^ned hist year, and another may h'av<' within afow months. These Hrequent
rhan;:es, wliieh are niani lest ly in.jnrionH to the work of tho Observatory, can be pro-
vtMited only by ])ayin;^ tho^e K<*ntl<un"n wliai tlieir .servicen are worth, and what twy
so ot'teii ea'n oi>tain in oth<T sit nations.

Tin' instrninent-inaker now ne«'ives, after nioro than twenty years' continnons senr-
ir<', iinicli less puy than is <^iveii to thosi' Iioldin;; Himilar positions in other branches
ot'tln' ( Jo vernnient service. His dnti«*s are many, and tliey have been thoroughly and
haiislaeiorily performed, and the increase jisked for is deemed Justly due to him.

The computation ot the obtM-rvations wiili the transit-circle is several years in
arrears. In order tt> hrin<^ the work up to date, that it may be promptly published,
an estimatt^ for an additional com]tuter is Huhmitted. It is extremely desirable that
this work 1m' coniph'ted at th«* rarliest m<»m«'nt possible.

The library has ^rown to Hu<'h proportions as to refpiiro the services of an assistant
librarian. The make-shift of assii^nins an otlicer of the Navy to that duty has been
Hhown by experience to be a lamentable failure, not through want of ability, but be-
cause of the frequent ehanges of ollicers so assigned.

BEPOHT OP THE SECBETART OP THE NAVY.

293

The extensioD of the field at the ObstTvatory during tbe past years has increased
the amount of clerical labor to such a degree as to warrant the recommendation for a
copyist.

The estimate for the extension and maintenance of tbo time service is rouev^'ed.
This service has proved very valuable to the public generally, and it is boped tbat. it
will be encouraged. At present, signals to the several time-ball stations are trans-
mitted by the Western Union Telegraph Company without cost, and several of the
time-balfs are hoisted and cared for by private individuals without compensation.
Tbe importance of the time-service demands tbat it should be established on a firm
and indeiieudent basiH, which can be done only by an adeqnate appropriation.
Very re8i>ectfully,

R. L. Phythian,
Captairif U. 8. Xavy, Superintendent,

TheCllIRF OF THF. BURKAU <»F EQUIPMENT AND RkCRUITINO,

Navy Department.

Katimaten of appropriation h required for the nerritu of the fiscal year ending June^Oy 1891,

by the C. S. Naval Ohnervatory.

IMailetl ohJectH of oxpeiiditiiro, and explanationn.

SALARIES.

One aiMiHUut aNtmnonier (actn Awfg,. 5. 1882; Feb. 26, 1Rri9)

Two aiwiHtant uHtrononiiTH. at $l.suo each (Hame aotH)

Od«* vl«Tk of claiw four (Maino :ictrt)

Ou» init:runii'Ut-Hiakrr (HaiiM> u(*tt»)

Koar watohnifn, inrlndiu^c one for new Naval ObMorvatory

eround* (mauio actn)

Onif skilled laborer, at $1,000; one akille<1 laborer at $720

iaamr acta)

8fTen laborern, at $060 each (luimoat^tH)

Two compatcrra, at $1,200 uach (Hauie acta)

NOTB.— The following afhlitionalentiniatoHareaubmitted:
Increaae ti) pay of one ikHHUtant aHt»iiioiiier .. $600
Inrreaae to itay of two aMLHtant urflronoiuvrH,

off400ea4>h «00

Increaae to pay of inHtraineiit maker TiO')

Onecotnpoter 1,200

One copviwt «0t»

One aaaUtant librarian 1, 2(H)

Onelaborer for care4>f conipana honHcA 060

Total 6,860

OOXTIXOXirr AXD MISCBLLAXEOCS EXPE5HES.

ICiac^naneona compntationa (iictH Aiif:. 5, 1882; Feb. 26,
I8H0)

Booka, periodicala, eni;raviu;;H. ptioto;:rai)hfl. and fixtures
for the library (Hanio acta)

Apparatua ana inatninieuta au«l tur repaira of the aame
(asme acta)

Rapairaof buildin|;it, fixtuifw. uiid fenrea; f(»r fuel, ftiriii-
tare, gaa. chemicalH, niationtTv. fn-i^ht. forfiiiii pnHta;:**,
azpreamiK**! fenilir.erH. idaiitH, and all continuent ex-
penaea (aame actii)

Payment to Smithaonian InHtitiition forfreitsht on OhMerva-
tory pnblicationa M*nt to ttireiuu <-oiuitrieH (Kiinie iu-tm) .

XztfMuion and niainteuauce of the time aervice (aubinittetl)

KhU mated
amount which

will be
renuired for
eaeh detailed

objeet of
oxp4'nditurt\

' Tot;il amount
to be

appropriutiHl
under ea4>h
head of up-

! propriation.

$2,000.00
3, 600. 00
], HOO. 00
1, 500. 00

2,880.00

1.7 JO. 00
4. 620. 00
1!, 400. 0*)

1.200.00
1.000.00
2, TiOO. 00

4. .'lOO. 00

i:w.oo ;

5.000.00 !

Amount
appropriated

for the

current fiAcal

yejir endiiiit

June 30, 1880.

r-20. 520. 00

14,336.00

$20,620.00

9.t36.00

294

REPORT OP THE SECRETARY OP THE NAVT.

Nautical Almanac Office, Navy Dbpartmext,

Washington, D, C, September 3, 1889.

Sir : I have the honor to submit the following explanation of the eatiniare of |300
to purchase materials for multiplying copies of work on new tables ot the planets.

The work itself comprises a recalculation of the more imporrant astronomical ob-
servations mode upon the planets at the leading observatories of the world since ITCiO.
and has been carried on with the expectation of its becoming a standard among as-
tronomers which will endure at least until the middle of the coiiiin^i; centnry.

The printing of the work would require several quarto volumes, costing several
thonsand dollars each. Instead of printing, it is proposed to distribute about twentv
copies among the loading observatories and astronomical institutions of the world,
with the view of securing examination and criticism before the results are finall}' ob-
tained, and also to save the time and expense of printing in detail.
Very respectfully, your obedient servant,

S. Nkwcomr,
Superintendent Nautical Almanac Office,

The Chief of the Bureau of Equipment and RBCRUiTixa.

EetimatcH of appropriation ft required for the service of the fiscal year ending June 30, ISSlf

by the yauiical Almanac (Office,

Detailod ohJoctH of cxponiliturc and explanationfi.

! Estimated
'BDKmDt which
will be

n>q Hired for

eao

HALAKIE8.

SnlaiicH of aHHiHtnntH in pro])arin^ for puhlioatiou tho American Ephem-
eriM and Nautical Almanac, vix :

Thrc.o aHHitt'nits at $1,000 (•4io.h, actH Aug. 6, 1882; March 3, 1880)..,

Two assiHV.uitfi at 1,400 each ^namo act8)

Tlireti aHHJHtantH nt$L,20u etich (Kamcac.tH) ,

TwoaMHlHtant^ at $1,000 each (Hame actH)

Ono ci>]>v*^t and typcwriu^r (Hamo acts)

Olio HHM^Mtant nii'Hrtcii^or (Hiimo act«) ,

Oiin lalioicr (Haiiui artn)

Pay of coiiiputf>rH on i>i«>ce-woik in pn'parinj; for publication the Ameri*
can KpluMiK^riH and Nimticul Alniana<'. and in improving the tables of
tho plauetH

MI8CKLLANEOU8 KXPRN8R8.

For purchane of materials for multii>lyin^ copieH of work on tables of the

plau(>tH (Hiibmit-rt'd) '

Note. — For exidanation of thitt CHtimato Hoe Appendix.

Total amomt

tube

aupropristMl

under each

oil
oiU9h detailed k— i ..r ..^

object of . Jiiri^tK

eziM^ditare. I Pro|»ri*t«»^

$4,80aOO
2,800.00

s. 00a 00

8.000.011

ooaoo

730.00
000.00

8,400.00

$iX9m.m

HO. 11.— BUREAU OF HAVIOATIOH.

Bureau of Navigation,

Navy Department,
Washington, October 15, 1889.

Sm: I have the honor to submit the annual report of the operations
of the Bureau of Navipition for the past fiscal year, together with the
estimates for its support and that of the offices under it for the fiscal
year ending June 30, 1891.

Included in this re))ort and transmitted herewith are the reports of
the Sni>erintendent of Compasses; the Naval Inspector of Electric
Lighting; the Ilydrographer to the Bureau of Navigation ; the Super-
intendent of the Naval Observatory; the Superintendent of the Naval
Academy ; the Sui>erintendent of the Nautical Almanac, and the officer
in charge of the Navy Department Library and War Records.

A provision of the act making appropriations for the Navy for the
fiscal year ending June 30, 1889, joined the Naval War College and
Tor|)edo Station under one command after January 1, 1889, thereby
transferring the former to the control of the Bureau of Ordnance. The
operations of the War College for the session of 1888 are described in
my report of that year.

General Order No. 372, dated June 25, 1889, transferred the Compass
Office, the Nautical Almanac Office, the Naval Observatory, and P^lec-
tric Lighting to the Bun^au of Equipment and liecruiting.

Therefore, while noting the operations of these offices for the year
covered by this rei)ort, I leave recommendations respecting them to
the chief of the Bureau to which they are now attached. The Naval
Academy was, by the provisions of the same order, placed under the
control of this Bureau.

Compass Office. — During the past year ten TJ-incli compasses, eight
tell-tale compasses, seventy -one boat compasses, and thirteen azimuth
circles of obsolete pattern have been altercil to conform to the stand-
ard patterns.

Four horizontal vibrating circles for observation of magnetic forces,
four vertical force instruments, six clinometers, and eight peloruses were
purchased.

Owing to the exhaustion of the apj>ropriation for instruments i>er-
taining to the Compass Office, it has been necessary to defer the repairs
of a number of compasses until the next fiscal year.

The ten comi>eiisating binnacles for use in the steel ships, spoken of in
my last report, were delivered by the makers and placed on board the
ships needing them.

295

296 EEPORT OP THE SECRETARY OF THE NAVY.

A set of magnetic instruments, for use in connection with the oom-
pensating binnacles, is now supplied to aU steel or iron vessels.

Magnetic surveys of the new cruisers, and observations for magnetic
forces on board of them, have been made whenever opportunity offered.

I beg to call attention to the appended report of the Superintendent
of Compasses, in which he refers to the danger liable to arise from the
proximity to the compasses of dynamos and electric motors.

Electric lighting. — The report of the Navjd Inspector of Blectric
Lighting, Commander R. B. Bradford, U. S. N., indicates in detail the
large amount of work performed under the direction of that officer
during the past year. I commend his report and recommendations to
your favorable consideration.

At an early date this Bureau interested itself in the subject of in-
troducing electrical appliances, and especially incandescent electric
lighting on board ship. In 1882 1 asked for a special appropriation for .
installing a trial lighting plant on board ship, and the result was the in-
stallation of electric lights in the Trenton^ which was the first man-of-war
in the world to be lighted by electricity. When she was re.-commi8-
sioncd last this plant was renovated and put in thorough order, and was
so successful that light was furnished by it up to the time of her de-
struction at Samoa on the 16th of March last, the dynamo having stopped
only when steam failed. Commander Bradford superintended this in-
stallation, and since that time has been identified with similar work
In the new ships, and in such of the old ones as have received plants,
as ^N'aval Inspector of Electric Lighting. Under his instruction and
control a number of young officers have been trained in all the practical
details of installation on board ship, the result being that there is now
a small corps of naval experts in this important branch of equipment.

Since the 1st of July last the duties of this office have been carried
on under the direction and supervision of the Chief of Bnreau of Equip-
ment and Recruiting. Up to that date Commander Bradford, in ad-
dition to his duties as Naval Inspector of Electric Lighting, was my
senior assistant and liad supervision of all Bureau work. On acoonnt
of his knowledge of the subject of electric lighting, I regarded it as im-
])ortant that he should continue to have chargeof that work, and there-
fore his connection with the Bureau of Navigation ceased on the 1st of
July much to my regret.

I believe that the consolidation of electrical appliances under one
bureau will be of much benefit to the naval service.

Hydrographic Office. — The report of the Hydrogapher gives an inter-
esting account in detail of the operations of this valuable office, which
has now been thoroughly reorganized.

The demands upon it have been so much increased that the appro-
])nati<)ns to maintain its various services should be materially enlarged.

The necessity for a sepjfrate building, completely equipped and
adapUMl to the technical work of the office, in which all its functions
can be ct^ntralized, is imperative. Time will continue to be wasted so
lonj^ as its different divisions are widely removed from each other. The
building occupied by the draughtsmen an<l engravers is inadequate to
their wants both in space and a<;commodations, and is withont a snitable
stoiJigc* room for th(^ engraved coppt^r plates, which have cost more than
$;>(H),<H)0. Besides the chart-)>rintiug ])resses more room is needed fiir
type-])rinting facilities tor Notices to Mariners, Pilot Chart Supplements,
and Sailing Directions, while a plant for lithographic work for the
Oniee of Naval Intelligence as well as the Hydrographic Office woold be
a valuable economical addition.

tePOET OF THE SECRETABY OF THE NAVY. 297

I recommend, therefore, an appropriation of $200,000 for the con-
8tmction of a special building, and in the mean time, pending such
construction, an increased current appropriation for the renting of suit-
able buildings.

Three new branch hydrographic offices have been established during
the past ye^r, making nine in all, situated in our most important mari-
time |>orts. The officers attached to them have visited 14,274 vessels,
distributed more than 1,000,000 publications of use to mariners, com-
]>ared and corrected thousands of charts and many nautical and me-
teorological instruments, and collected valuable nautical information
which would otherwise have been lost.

These offices have become a recognized necessity at all points where
they are in operation, and the system should be extended to include all
ports of importance on the Atlantic, Gulf, and Pacific coasts and on
the Great Lakes.

In conjunction with the Signal Service, steps have been taken by the
Hydrographic Cilice to organize a corps of voluntary meteorological
observers in the West Indies during the hurricane season.

This valuable service should be aided and encouraged by the Gov-
ernment in order to give shipping a proper warning of the approach of
these destructive storms.

The Pilot Chart of the North Atlantic Ocean has been instrumental
io calling general attention to the subject of floating wrecks by show-
ing graphically their tracks from month to month, and has called the
attention of the maritime world to the subject of lessening the risk of
navigation.

I indorse the recommendation of the llydrographer that a similar
Pilot Chart for the Pacitic Ocean be established, and recommend the
necessary appropriation.

Upon information furnished by the Hydrographic Office and its
branahes nmny derelicts have been destroyed by public vessels, and
others have been towed into i)ort.

I repeat my recommendation of last year that a small vessel be
assigned to tlie duty of destroying or removing these many floating
wrecks and portions of wrecks in the tracks of vessels near our coasti
which form a great and constant danger to navigation

It will be observed that the removal of derelicts is one of the subjects
included in the programme for the consideration of the International
Marine Conference, (juoted in this report. The matter is one of inter-
national importance, and it is to be IiojumI that the Conference will
adopt a resolution assigning to each maritime power a certain ocean
area with the duty of immediate removal of any floating obstruction
which shall be n*ported as existing within that area.

Surveying work has been carried on Xm a greater or less extent by
nearly all of our (jruising vessels.

The Ranger has made valuable additions to our hydrographic, to|)0-
gnipliic, an<l magnetic knowledge of the west coast of Lower California,
and the charts of this survey are highly commended by the growing
commercial interests of the Pacific.

Special attention has been i»aid by the Uydrographer to the exten-
sion of our charts to cover those parts of the gh)be frequented by
American vessels. Sixty-six new charts have been engraved and pub-
lished during the year, covering localities in Newfoundland, on the
coasts of California, Mexico, Central America, and Alaska, iu the
Pa<diic Islands and the East Indies.

298 REPORT OP THE SECRETARY OP THE NAVT.

Great circle charts of .all tbe oceans have also been completed.

Longitude measarements and magnetic observations were snooess-
fully carried on last winter in Central America and Mexico, ander the
direction of Lieut. J. A. Norris, U. S. Navy. A party under the same
officer is now preparing to spend the coming winter in Bimilar work in
the West Indies and along the Spanish Main.

Lieutenant Dyer, the present Hydrographer, who will probably soon
be relieved from the charge of this office, has continued with energy and
efficiency the excellent work commenced by his predecessor, Commander
J. B. Bartlett, and I take this opportunity of expressing my apprecia-
tion of his services.

The Hydrographic Office is now by law placed under the control of
the Bureau of Navigation. I strongly recommend that its transfer to
the Bureau of Equipment and Eecruiting be authorized by appropriate
legislation. The charts, books, sailing directions, etc., suppli^ by tUs
ofiice form part of the equipment of ships, and the transfer reoommended
should be made to carry out more fully the reorganization of the busi-
ness of the Navy Department directed by General Order Uo. 372.

Naval Observatory. — The report of the Superintendent of the Ha-
vai Observatory details the work performed with the great equatorial,
transit circle, and other instruments. The estimates submitted by the
Superintendent embrace one additional computer, one oopyiat, and one
assistant librarian. The Bureau approves the request, and urges ttat
the small appropriation asked for may be granted.

The chronometer and time-service department has been oonducted
satisfactorily. The daily time-signal at noon of the 75th meridian has
been sent over the wires of the Western Union TelegrapU Oompany,aiid
time-balls have been dropped at various points on the coast. • In the
estimates for the Observatory, an appropriation is asked for to maintidn
this service properly, and to extend its benefits to other oommeieial
cities.' This estimate meets with the hearty approval of the BuresQi
and the special attention of the Department is invited to Uiis impor-
tant item.

The Gardner system continues successfully to supply the public build-
ings in this city with the standard time from the Observatoiy.

The field of work of the Magnetic Observatory has been greatly en-
larged. Magnetograph curves of declination are received from Toronto
and Los Angeles. A comparison of the disturbances, on disturbed di^ySi
at these points an<l at Washington, is ma<le by tracing the three curves
reduced to the same scale over each other on the same sheet. Gopiei
of those tracings are sent to observatories and persons interested in tUs
class of observations.

Tbe report of Lieut. A. G. Winterhalter, on the International Astvo-
])liotographic Congress, and on the various observatories of EnropS^
will soon be <lelivered by the Public l*rinter. Work upon the new
Observatory on Georgetown Heights is i>rogressing satisfactorily.

Naval Academy. — I beg to call your attention to the report of As*
Sn)K'nnlen<lent of the xs'aval Academy, and his cogent arguments -to
support the rec'oniniendations which he makes.

Tiie building of the gymnasium, and the renewal of furniture In the
cadets' cjuarters, are matters which all'ect the health and oomfort of As
ca«l('ts, and slionUl not be deferred.

J nrgently request your favorable indorsement of the proposition ts
build ten small houses for additional oilicers' quarters. The offloenand
assistant profiMKors, Konie twenty in number, who now are obliged ts
rent houses outside of the Naval Academy, are those who reeeive the

REPORT OP THE SECRETARY OP THE NAVY. 289

smallest pay, and who are the least able to bear this extra expeose.
This increased cost of living is a frequent obstacle to obtaining the
services, as instructors, of young oflQcers, recently graduated, who are
fiuniliar with the constantly improving course of study and methods of
teaching, and in this manner operates against the best interests of the
school.

Following Captain Sampson's line of argument, with which I am en-
tirely in accord, I recommend that the course be limited to four years;
that the graduates to l)e retained in service be commissioned at once,
and that the limits of the age of admission, now 15 and 20 years, be
changed to 15 and 18.

Office of Naval Intelligence. — This office has continued, during the
year, its current work of compiling and arranging intormation collected
irom all sources, and supplying this information, in a serviceable form,
to the several bureaus of the Navy Department, and to the naval com-
mittees of Congress. Its value to naval legislation, and to naval ad-
ministration, is now fully recognized.

In addition to this current work the usual annual publication has
been issued, containing complete information as to the naval progress of
the year in all part8 of the world, and a number of papers upon lead-
ing professional topics.

Lieut. R. P. Roilgers, U, S. Navy, to whose energy, industry, and
ability, during the last four years, the office largely owes its increased
scope and facilities and its present excellent organization and condi-
tion, has been relieved as Chief Intelligence Officer by Commander C.
H. Davis.

Library. — The usual increase of books has taken place during the
past fiscal year, and the catalogue is now nearly ready for the press.
The selection of l>ookR, in accordance with the principle established
seven years ago, has been confined exclusively to such as are needed in
the various branches of professional study and investigation. In order
to keep abreast of naval development, it is necessary to devote a con-
siderable part of the appropriation to tlie purchase of professional jour-
nals. Technical works, as is well known, are expensive, and an increase
in the appropriation for the library to $2,500, as allowed prior to 1885,
is desirable.

War Becords. — Tlie progress of the [)reparation of the War Records
for publication is still delayed by tbe want of a sufficient clerical force.
A slight increasi*. was made by Congress last year, wbich took effect at
the beginning of tbe current fiscal year. The force, however, is still far
from lining equal to the needs of the office. Estimates for an increase
are herewith submitted. The additional force needed includes one clerk
of class 4, to be employed in the preparation of statistical tables; two
clerks of class .S, tor the work of verification and classification; two
clerks of class 2, for the examination of Bureau and fleet reconls, navy-
yard records, log-books, and official papers received from officers and
their lepresentatives. The work laid out for the above clerks requires
absolute accuracy, without which the publication will Le worthless, an
it is impossible to retain in the lower grades of the clerical service men
of the ])roper standing and ability. Four additional copyists are asked
for, at $000 eaeh. These are urgently needed for the actual work of
copying records. At present no copyists of this grade are allowed to
the office.

An assistant messenger is needed in the office in order to facilitate
its work and avoid delay.

300 EEPORT OP THE SECRETARY OF THE NAVY.

Au appropriation of $600 has been asked for necessary traveling ex-
penses for the collecting of records. In order to secure the Confederate
records it is indispensable that such an allowance should be made.

The importance of this work to the veterans of the war on both sides,
and the lively interest with which they, as well as the citizens generally
of all sections of the country, regard it, will, it is hoped, lead to its tavor-
able consideration.

kShips^ libraries. — The addition of books, both professional and miscel-
laneous, to the libraries of ships of war has been continued. It is now
l)roposed to still further increase these libraries by about three hundred
volumes more es])ecially intended for the instruction and amasement of
the enlisted men. A better educated and more intelligent class of men
now enters the naval service. The training system, the favor of public
opinion, and the changed conditions of life at sea tend to raise the
standard and to retain good men, and it is probable that these influences
will all be gradually strengthened. The leisui'e of these men must be
looked to, and the careful selection of a library for their use is a wise
provision to this end.

Inteniational Marine Conference, to secure greater safety for life and
property at sea. — In my report of last year I called attention to the im-
portance of adopting n^easures to increase the safety of navigation, and
quoted the act of Congress, approved July 9, 1888, providing for au in-
ternational marine conference to consider and recommend such meas-
ures. This conference is now, after much discussion of the subject^ on
the eve of entering upon its labors. The time of its meeting waA fixed
in the first instance by the President for the 17th of April last, but was
afterwards postponed to the IGth of this month, because of the delay
caused by the diplomatic correspondence necessary to a full understand-
ing of the conference and its objects by the powers intending to partic-
ipate.

The American delegates to the conference were appointed several
months ago, in accordance with the act above referred to. They are
liear- Admiral S. li. Franklin, U. JS. Xavy ; Capt. W. T. Sampsou/U. S.
Navy ; S. I. Kimball, General Superintendent U. S. Life Saving Serv-
ice; Capt. James W. Non^roas, master merchant marine; Capt. John
W. Shackford, master merchant marine; William W.Goodrich, a lead-
ing admiralty lawyer, and Clement A. Griscom, president of the Inter-
national Navigation Company.

This delegation was called together in March last, and under the di-
rection of the State Department formulated the following detailed pro-
gramme of subjects to be considered by the International Marine Con-
ference.

Gknekal Division 1.

marine skjxals or otiikr means ok i»lainly indicating thk dikkction ix
which vessels are moving in for,, mist, falling snow, and thick wkathek,

AND AT M(;iir. — RULES FOR TllK PKEVENTION OF C0LU8I0N8 AND RULES OP THE

ROAD.

1. Visilulity, iiuinbcr, and position of li«;lits to bo carried by vesfielp

(a) Steanirrs nnd^r way.

(b) Sti'aiiirrs tow in;;.

(«•) VcsM'ls ntidt>r w.iy, but not niider coniniund, incIudiugsteamerB laying cable.

(<l) Sjjilin^ v<'8sc1h under way.

(e) Sailiuy: vesHclH towing.

(/) Vt'sHols at anchor.

(a) Pib)t vt'Hsols.

(if^) Fishing vessels.

EEPORT OF THE SECRETARY OF THE NAVY. 301

2. SoiiDd aignaU; their charnctor, luimber, raii^o, and poHition of iiiHtnimentH:

(a) For use in fo;^, uiiKt, falling huow, and thick weather, as poititiou signals:

For Hteanioirt nnder way.

For HtoanuTs lowinj;.

For Nailin«j^ vessels under way.

For sailing vessels towing.

(Thos<; signals to show tlie approximate course steered if possible.)

For vessi'ls at anchor.

For vessels under way, but not under conmiand, iucludiD>; steamers laying
cable.
(6) For use in all weathers as helm si<rnals only:

For steamei-s meetinjj or crossing.

For steamers overtaking.

For steamers baeking.
(c) Whether Iielm signals shall be made compulsory or remain optional.
S. Steering and sailing ruh>s :

(a) Sailing vessels meeting, crossing, overtaking, or being overtaken by each

other.
(6) Steamers meeting, crossing, overtaking, or being overtaken by each other.
((•) Sailing vesselsnieeting, crossing, overtaking, or being overtaken by steamers,
(rf) Steamers meeting, crossing, overtaking, or being overtaken by sailing yes*

sels.
(e) Special rules for cliannels and tide-ways, where no local rales exist.
(/) Contlict of international and local rules.
{g) ITniform syst«Mn of eommands to the helm.
(A) Speed of vessels in thick weather.

(iKXKKAL Division M,

REGl'LATIONS TO DETKKMINE TliK SKAWOKTIilNESS OF VESSELS.

(a) Construction of veswls.

(ft) Equipment of vessels.

(</) Snfticiency of crew.

(e) Ins])ection of vessels. •

(/) Uniform certificate of inspection.

(iENEKAL Division :\.

DRAFT TO WHICH VFISSELS SIlolLl) UK KESTKICTED WHEN LOADED.

Uniform maximum load mark.

CfENERAL Division 4.

UNIFORM RF.r.rLATIONS RFGARDINli THE I>ESI(2NATING AND MARKING OF YKS8KLB.

(a) l*ositi>»n of nafiM' on vessrN.

{h) r<»Hition oi njiiiu* «»}* p«>rt of re;:istry on vessels.

(#•) Siz«' iif li'ttrrni;^.

Id) Uniform system of draft marks.

riExriiAi. Division r>.

SAVIN*, l.lir. ANh rKnIEKTV FROM SHIPWRECK.

1. Saving of lift' and pmiM rt\ frnm shipwn'ck at m»a :

(a) Dutirh ol v«'-'«iU •it'itT <'olli>i<»n.

(h) Apparatu^^ I'ni ht'i- >.;iviii<4 to !>.' <-;irri('d on board ship. (Lifodnuits, life-pi6-

M*r\<'is. iitr i:ilr>. piiiiip-. aii'l liif-cxtingni^hing apparatus.)
(r) Tlir u.s<> of oil :t:id t lit' nt(-fs>i .ly apparatus for its use.
( (/) I'nifonii in^pt'it imis as t«> (/* » and {t ).

2. Saving t)f lift* and pn»|M«rty fnun hhipwrt-ek l»y operations from shore:

(rt) Orj^anizati«»n «»!', and mt-thtMls finplovftl hy, liff-savinj: iustitntions.

(b) TIm^ eniploN uwwx t>f tlrillftl and tliHciplinetl crews at life-saving stations.

thick weather hy day, (or warning <►!!' ve^st^ls standing into danger, and
ft»r the early tlist-tivery of wrecks.

(d) Unitorm means of transmitting information between stranded vessels and

the shore.
(c) Life-b(Mits, life-saving apparatus and appliances.
& Official inquiries into causes and ciruu instances of shipwrecks and other casoaltiet.

302 REPORT OP THE SECRETARY OF THE NAVY.

GuNEKAL Division C.

NECESSARY QUALIFICATIONS FOR OFFICERS AND SEAMEN, INCLUDING TESTS FOB

SIGHT AND COLOR BLINDNESS.

(a) A uniform system of examiuation for tho diiTeroot grades.
lb) Uniform testH for visual power and color blindness,
(o) General knowledge of methods employed at life-saving stations.
(d) Uniform certilicates of qualification.

General Division 7.

LANES for steamers ON FRFXJUENTED ROUTES.

(a) With repjard to the avoidance of steamer collisions.
(6) With regard to the safety of fishermen.

General Division 8.

NIGHT signals FOR COMMUNICATING INFORMATION AT SEA.

(rt) A code to be used in connection with the International Code signal-book.

(b) Or a Hupi>Iemet]tary code of limited scope to convey information of special im-

portance to passing vessels.

Gkneral Division 9.

WARNINGS of APPROACHING STORMS.

(a) The transmission of warnings.

(b) The uniformity of signalu employed.

General Division 10.

REPORTING, marking, AND REMOVING DANGF.ROUS WRECKS OR 0BSTRUCTI01I8 TO

NAVKJATION.

(a) A uniform motlKxl of riiporting and marking dangerous wrecks and derelicts.

(b) Tlii) division of tiu; labor, <;ost, and res]>onsibility among tho several maritime

nations, citlur by g«'ograpiiical apportionment or otherwise:
Of th(> nunoval of tlan^iTous derelicts;
And of scarcliini; for (loiibtl'iil dangers with a view of rooioving them ftom thA

charts.

Genkkal Division 11.
notice of dangers to navigation. — notice of changes in ligiits, buots, axd

OTIIKU DAY AND NKillT MARKS.

(a) A uniform method of taking bearings, of designating them (whether tme or mag-
netic), Mild of reporting them,

(h) A uiiitbnii metli()<l of reporting, indicating, and exchanging information by the
several niaiitinie nations — to include* the lorrn of notices to mariners,

Gkni^ual Division 12.

a i'nifokm systicm of liuoys and beacons.

(a) T^niforniity in color of bnoys.

i^b) L'liil'oriinty in niiniberiiig of ])noys.

Genki:al Division I'X

Tin: i:<TAiiLisnMFA'T or a tm:kmanknt ixteunational MARITIME COMMISSIOir.

(a) Tile coniiM)sition of the commission.
{b) Its powers and authority.

REPORT OF THE SECRETARY OF THE NAVY. 303

This programme has been sabinittcd to all foreign countries^ and
will form, subject to such alterations as may be decided upou by the
conference in session, the basis of its deliberations.

The following countries have announced their intention of participat-
ing in the conference: Austria-Hungary, Brazil, Belgium, China, Chili,
Costa Kica, Denmark, France, .Germany, Great Britain, Guatemala,
Hawaii, Honduras, Italy, Japan, Mexico, Norway, Nicaragua, Bussisi,
Spain, Sweden, Siam, The Netherlands, Uruguay, and Venezuela. Of
these the greater number have appointed their delegates.

The conference will probably open on the 16th instant, with not less
than fifty delegates present, representing the important maritime powers
of the world.

At the request of the American delegation, the Secretary of the Navy
recently caused exi)eriments to be made by naval vessels to determine
the practical value of certain systems of running-lights and fog-signals
which had been proposed for the consideration of the conference.

The experiments were satisfactorily carried out under the direction
of Commander Chad wick, commanding the United States steam-ship
Yorktoicny and the report which he has made upon the subject will be
of much value to the delegates. These experiments are the most thor-
ough and complete which have ever been made in this country in con-
nection with this important subject, bearing more directly than any
other upon the safety of life and property at sea.

Enlisted men, — By the provisions of General Order, No. 372, dated
June 25, 1889, the recruiting, training, discipline, and control of enlisted
men for the Navy were transferred to this Bureau.

This charge, always important, has assumed new features and re-
sponsibilities, with the application of modern naval developments to
our service, and it becomes my duty to call your attention to certain
recommendations which I believe to be in the direction of increased
efticiency.

(1) The term for which men are enlisted for general service, at present
three years, should be extended to four. This change can be brought
about by Department action, the law permitting enlistments for a period
not exceeding five years, an(l its imjiortance justifies the departure from
long established custom. The regular ami recognized duration of a
cruise is three years. The men brought together in receiving ships, to
form the crew of a vessel preparing for the pennant, frequently accom-
plish several months of their time before she is commissioned, and there
is always more or less delay after commissioning to complete the out-
tit. It results that if a vessel be sent to a foreign station, the times of
ber men begin to expire soon after the second year of her cruise, and
the 25 per cent, additional pay, which all men held over time receive,
adds seriously to the expense of maintaining the enlisted force. This
ditliculty would be remedied and a considerable saving effected by a
longer term of enlistment.

(2) There should be a change in the provisions relating to continuons
service. 1 make the following recommendations with reganl to men
who wish to engage for continuous service:

(a) They shall permanently enlist, to serve until reaching the age of
retirement.

(/i) At the expiration of the first four years of their service, they
shall, if they so elect, l)e discharged, but failing to so elect, they shall
continue in the service.

(c) Any application for discharge after entering upon the fifth year
of service, may be grantea or refused at the discretion of the Navy De-
partment.

304 REPOKT OF THE SKCKKTARY OP THE NAVY.

(d) A coiitinuoiisscrvice man sluill be entitled to one montk'8 leave
for each year of Hervice, to be ^raute<l at any time when convenient tu
the Navy Department, and to be cunmlative np to four months. This
is equivalent to the three months' bounty now paid for re-enlistment.

{e) A continuouHserviee man shall be entitled to 91 per month addi-
tional pay for each completed term of four years' service, this increase
to be added to the pay of any rate held by him.

{f) A discharge at any time shall cause the loss of all advantaf^es in
increased and retired pay accruing to the service already performed.

(g) A continuous-service man, after thirty years of service, shall be
entitled to retirement, with half pay of the rate last held by him.

(h) The names of all continuous-service men. who have completed the
first four years of service, shall be borne upon the Navy register.

(}■) Present continuouS'Service men shall be permitted to enter upon
the permanent enlistment and count their previous continnous-service
time and receive all its advantages under the proposed scheme, bat no
new men, over twenty-five years of age, shall be accepted iu this cate-
gory.

(;$) An age limit should be placed upon first entry for general serv-
ice. Much more is dem$inded of naval seamen now than formerly* The
standards of both general and technical acquirement have been mnch im-
I)rovcd, and a man must begin younger and work harder to become ex-
pert in the management of new weapons. I recommend that no men,
without previous naval service, above the age of thirty-flve, shall here-
after be enlisted.

(4) The enlistment of aliens for general service should be discour-
aged, with a view to its final discontinuance. There are certain special
services, such as those performed by musicians and servants, for which
aliens are hirgely employed, to the great convenience and advantage of
the naval service, especially upon foreign stations; bat entries for the
seaman and combatant force of foreigners who take service in oar Navy
as a transient occupation, for its temporary advantages, perhaps merely
to obtain a passage from one part of the world to another, affect seri-
ously the discipline and military efficiency of the Navy. I recommend,
as a first step in this direction, that, with the exception of musicians
and servants, who shall be enlisted for the crnise only of the ship in
which they are to serve, no foreigners shall be enlisted, at home or
abroad, unless they fairly speak and understand the English language,
an<l have made ap])licatiou in ])roper form for naturalization papers.
This will preserve the liberal policy of the United States Government
to all foreigners who intend, in good faith, to become its citizens, and
will dignify and improve the naval service.

(5) A change should be ma<le in the apprentice system, with the view
of retaining a larger percentage of trained apprentices in continaoos
service. We enlist them now to serve until the age of twenty-one. We
lose (*onimand of them at })recise)y the age when there is the greatest
necessity of retaining it, at the most critical time of their lives, when
tlie sense of manhoovi's independence and the natural desire to escape
from an apprenticeship which, at its best, like all educational careers, is
frequently irksome and fatiguing, is unchecked by the wisdom that a
few more years would bring.

It results that we lose the maj(»rity of them; and the cost of training
the wiiole, dividcil among those who remain in the service, amounts to
an alarming sum toreaeh man so obtained. In England the training sys-
tem wiii<li keeps bovs in the service iiiitil the age of twenty -eight or thirty
has revolutionized tlxM'haracterof the personnel. In America the train*
ing system which lets boys go at twenty one, has appreciably improved|

KEPORT OF TIIK SECKETARY OF THE NAVY. 305

biit lias not radically cbanpfed the character of our crews. We liave a
training system ainl an untrained service, and the results are not likely
t4i elian^e while the prcvsent system continues.

We sliould keep the trained boys in the service until their habits are
formed, until they have thorou<;hly taken the shai)e of the naval inouhl,
and beumie attracted by naval associations, and are much more likely
to seek a re-eidistment, with its ])resent advaiita^ros of bounty and fu-
ture advantages of retirenn^it, than to attempt to make new be<::innings
in untried fields. If there are any objections to establishing;' such a
chan<xe in the relations of our naval apprentices to the service, I do not
perceive them. It would Ik^ based, as the present serviw* is, upon a vol-
untary contra(!t which, if bc»yond tlie comprehension of the boy himself
at the early a«;e of entry, would be fully undcrstoo<l and aj>preciated by
his ))arentsor guardians. The training should be for the ^oo<l of the
Navy, not for the good of the boy. It is partial, not general ; it ap-
plies to individuals, not like a system of public instruction to the mass
of the ]K*ople, and the St:ite which bestows it has an undoubt'ul right
to make such coiulitions of future service as will aiVord a return for its
cost. A logical feature of the system would be the obtaining of dis-
charge ouly by purchase, /. r., refunding to the state which is to lose
the service of the boy tin* expense of his training. This purchase
money would be a certain suui for each month spent in the training-
fillip, would rea<'h its maximum at the end of the perio<l of training
pni|K*r, and would then gradually diminish to the end of the term tit'
service. Such a condition woid*! discourage iiUMUisiderate entry, w(udd
diminish the number of a)>plications for discharge, and woukl add sta-
bility to the training system.

1 recommend that apprentices be enlisted to serve till the figci of
twenty four, cou))led with the condition that an a[)prentice, upt)ii at-
taining his majority, shidl Xnt entitled to his dis<'harge, if he so elects,
uiK)n refunding to the (invernment a certain sum as a partial vompeii-
sation for the expenses of his training.

1 recommend further an increase in the numlx'r of apj)reutices from
7541, as now allowed by law, to 1,500, thus increasing the t(»tal enliste<l
force of the >»avy ti) !>,000. An increast* of the enlisted strength of the
Navy in the n<»ar future is inevitable. It is no longer dependent now,
aii in the past, oidy upon the inimber of ships maintained in commis-
HioD. The care and preseivation of nnxlern vessels of war while in re-
nerve is an im]HU-tant feature of naval organization; and it has been
found that this is most ellieiently ami economically accomplished by
maintaining in them. \\\i\\v laid up, a certain ])ercentag<* of their regu-
tar crews. This insuies the keeping in good comiition of motive power
and gun nniehiner\ . an<l enables the vessels to be speedily brought for-
ward for active S4*rviet» when re(|uiretl. it is tlesirable that this in-
crease in the number of men sliould be antieipattnl by increasing the
nuiulK.*r of apprentices who wilt Im* pn»]M'iIy tiained. Of the proposed
number I reenniUM'nd that one third may be enlisted betW(*eii the ages
of eighteen and twenty-(uie to form a special class, which shall remain
in the training ships only oneyi^ar, rcj-eiving n<» gentMal sclmol instruc-
tions, but <tevoting their time wholly to learning their military and
naval duties, and a! tin' end of tlnit tim<* to pass into tlu' li(*et.

The provision of the act of .March, is.v.i, j)n*M'iibing that an appren-
tice should re«'eive a giaiuili)us t>ullil not lo exceed J?l.") in co.st, has
been carrie<l into effect.

(0) The tenure of ratings and the regular advancement of men froui

NA Si) 1*0

306 REPORT OF THE SECRETARY OP THE NAVY.

one to auotber, subject to certaiu qiialiiicatiou« of service and ca|)acity,
is an important subject which demands immediate attention. Our serv-
ice is chaotic in this respect. As a rule the rates in a ship are the
creations of the commanding officer, who has power to '' redace any
rating established by himself" and who, upon taming over his com-
mand, ett'ects a general disrating, in order that his successor may have
the same free scope. At the pleasure of the commanding oflScer the
chief petty officer of a ship may be disrated to landsman, and a lands-
man from the crew may be advanced to his position. I believe this
power is, in the majority of cases, employed with good judgment, and
generally with a conscientious sense of the obligations that are joined
to it. It is a fact also that good, well-behaved petty officers are rarely
disturbed in their rates, but it is also true that they have no certain
right of property in them which they can assert and defend, and that
they can be deprived of them at any moment without reason giveo
or charges preferred, the regulation merely requiring the fact to be
noted in the log.

This is as well understood on the berth-deck as it is in the cabin, and
it diminishes the ambition to obtain a petty office and the pride in the
possession of one. When a man may be elevated from the ranks o
day and degraded to them the next, he looks with inditfereuce a]
his ephemeral honors and does not exert himself materially to get th'
or to keep them. The fi)ct that petty officers do not have saffi ta
control and command over their men, and do not lead and iuH nee
them to subordination and good behavior, has constantly been deplored.
It can not well be otherwise when our system of ratings keeps the level
of the whole service at the level of the mass of unrated men. Our
petty officers should be required to have more capacity, and should be
clothed with more authority and given more importance. They )i
constitute a class apart. The distance between the rated aud oii h»
])ersonnel should be irreater than it is, and that between the rat
sonnel and its commiNsioned superiors should l>e less. So much may ue
demanded from any individual in the crews of our new ships A
numerous dilVerent grades of capacity and intelligence must be ]
nized, encouraged, rewarded, and i>reserved. A mtfb who, by
ability and iaitlifulness, has obtained a rate should be deemed to
acquired pro[>erty in that rate, similar in kind, if less in degree, ton
which an otlicer enjoys in his commission.

It ought to depend on certain qualifications of service as well as of
capacity, to be conferred by a board, and taken away only by a board,
or by the sentence of a court-njartial.

I have iK^t overlooked the fact that our existing regulations proYidOi
in certain cases, for enlistments of petty officers, thereby conferring
rates which can not be reduced by a commanding officer. But the ood-
(litions are onerous and dithcult to fuUill. In the first instance, twelve
years^ continuous service is nHpiired. three good-conduct badges most
also he had, and very high marivs must always have been obtained. It
is anomalous thut in a servicte whose requirements are low and discip-
line mild, where a man may be lated to any position in theicrew with-
out previous service or certitied (pialilications, a seaman can obtains
crrtain, assuied, and permanent position as a petty officer only afker
a period ot service amounting to a third of his active life-time.

I recommend a (taret'ul consideration of this subject, with a view to
the establish n lent of such methods of advancement and tenure of
ratin;^s as shall secure merit in our ])etty officers and enoourage tiiem
in the maintenance of a higher standard.

REPORT OF THE SECRETARY OF Tllfc: NAVY. 307

I siiprp'St a board of ratings for each s<iua(lroii, working under the
])rovisions of a general order.

By General Order ^^o. 37(J, of September G, ISSl), the Department has
in^*atly facilitated the remittance of money by enlisted men, for the
support of their families, or for savings dejmsit, by recpiiring the pay
officer of each vessel in commission to keei> <^" <leposit uith the assist-
ant treasurer at New York a suflicient sum of public money upon which
to uiake drafts.

Naval renertes. — I again repeat my former opinion, that the subject
of Ri)eedily establishing a system of naval reserves, to meet the de-
mands of the country, for rapidl}' manning and increasing its lleet upon
the outbreak of war, is vitally important; and I beg to invite your
favorable attention to the effort which has been made in Congress and
ill several of the States to effect the practicable^ and etlicient solaliou
of this problem.

I presented the following arguments in my report of last year :

At prewMit no iiu>ans exiHt for providing tlio tlcet \\\\\\ a si iijl^Io trained man, be-
yond tlitY nnuibtr ])rett('ril»(*d by hiw for the p(>a(H> cstublisbtiicnt, and it- would 8ueui
tbnt no ar^nnicnt sliould be necessary toHCcnre tbe rtMjnired lej^islative antliority.

Tlio Htndy and ener;;y of maritime nations is beinj^ devoted to plaeinj; tbe irro-
serves of men, as weU as materials, in sueb a statu ot tiainin^r and roadiness as to
make tbeni available for elective servieo on t\venty-f>)nr bours' notice.

Knpid mobilization may be said to be tbe leadTD<; naval (question of tbe day, and tbe
reccni uaval manenverH abroad bave ^iven occasion for the fre(|ueiit stat(*ment of
tbe opinion tbat to readine-s of sbips and ^nns must be joined an eipial readiness of
trained men, [o make any system of mobilization com))lete and effective.

The bill presented by Mr. Whitthorne, of Tennessee, and known
throughout the country by his name, is a carefully framed and compre-
faeiisive measure, which authorizes the enrollment of a naval militia,
and the foruuition of a naval rest»rve in the several sea and lake board
States, and )>rovides (lovernmenraid in sup]>lying arms and equipments,
and facilities for training ainl drills.

This bill has been received with much favor, and would doubtless
bave passed the last Congress but lor Mr. Wliilt home's serious ilhiess.
1 am infornuMl that it will again l)e presented, and 1 urge upon the De-
partment its hearty support. .Massachusetts, Hhode Island, New York,
aud PennsylviAiia have already ))laeed upon their statute-books laws
which anticipate ami supplement the ]»rovisions of this nationnl meas-
ure.

It would be most unfortunate for tin* Xavy an<l for coast <lefense,
abould <'ongress fail to take advantage of tin* favoral)le state of public
opinion on the subject of creating a naval reserve, and jiass an act to
encourage, utilize, and bind together the State and individual etl'ort,
wliich has been niadt? and is making, to\v;ird this end.

AHHiHtant Chiefs of' llurvauH, — I Ix'g to eall vour attention to the de-
sinibility of legislation which shall providt^ for the appointment, by the
St^cretary of the Navy, ofaii assistani to tlieCliict of each Bureau, who
aliall be an olllcer of the Navy, <ii' the saine corps as the Chief, and shall
act in his place in rwa^v of absence. A idli to thisetlect was iiitnxluced
in the last Congress, but failed of pa >sa;:e. I urgently recommend such
a measure in the interest of the better organizatitm of the Department,
and incn*ased facility in tlie transaction of public business. The l^\x^
reaiu of Medicine and Surgery has im»w such an assistant, and the same
system should In* extended to the (»ther IWireaus.
Very ivspectfully. your obe«lient servant,

J. Vt. Walker,
Chief of Bureau,

The Secret Auv of the Navv.

308 . REPORT OF TUE SECRETARY OP THE NAVY.

ESTIMATES OF APrUOVRIATlON KEOUIllED FOlt THE SERVICE OF THE FISCAL
YEAK ENDING JUNE UO, 1891, IJY THE DUllEAU OF NAVIGATIUX

FOB TUJi aVPrOItT OF THE BUREAU OF NaYIOATION.

Salaries.

Chief clerk ($1,800, increase of $450 submitted) 82.aufl

Four t'lerks of class four (appropriated February *2€), 1889) 7,*JiH)

One clerk of class four* (submitted) l,nm

Five clerks of class tlireet (submitted) - tj.mw

Four clerksof class twot (Kul)ii]itted) ^^C4M

One clerk of class one (submitted) — l.av

One clerk at 81,O0O^S (submitted) 1,000

One copyist (submitted) UUO

One copyist (submitted) TJii

Two assistant iiiessen^ersll (1 submitted) 1,44U

Two laborers .' 1,;WU

31,4;]U
B.

Salaries^ Office Xaral Intelligence,

One stonorjraplierir (appropriated February 'JO, W^J) $1,600

Two clerks of class two (submitted) 2,600

One laborer (submitted) 6G0

5,060

Salaries f Office of Xaral lUconU of the JtehvUion.

Two cb'rks of class four (Febrnary *J0, l?^^l>) |3,600

Two clerk of class one (Febniarv "JO, l*:'^.)) 2,400

One elerk at sl,0(M) (Febrnary -it"), l-.-^O) l,UliO

Fonr eopyist's at Js7;i() <>acli (February 2<;, IHSD) 2,i5rO

One clerk <dass four (subniitti'd) .--.-..,. 1,H00

Two clerks ilass tlin't^ (submitted) 3,200

Two ehiiks class t wt) (submittiid) .•••••.. 2,dtN)

Four eopyists at SiMlO (snbmilled) ,^ 3,600

Oni' assistant messen«»er at s7:20 T20

For necessary traveling expenses for collectiou of records 600

2:^600

I. — ASnIarirft, Libra r if, \artj Department.

One elerk at sl,(i()0 (iM'bniarv 'J**!. 1>-'.)) $1,000

< >:ir a-^sistaiit m»'.ss»'ni;er at >7*J(J {l'\ bniary •-*(», l"**^i>) TlfO

Olin lalniHT at ^OtllL. ". 6«i0

2,:W0

"'riuri' previtnihly e>tiniated loi- l»y Secirtai\\'s Dllicf^ ; omi by Hureaii E<iuipm«ut
an<l liiMi iiifin;;;.

ffwo pi«'vi()iisly e.>iiniate«l foi- by SnictarN '^ «»niri' ; 1 by Ilurean of Navi(;utiuii, I
by ])iire;iii nt NaviiiMtitMi (IncieaM- of >'Ji)t' Milmiif ted)and 1 by Sccrvt^iry's uflice ^n-
crea«<«' nt" >".'i)m -.Mbniit !»m1 i.

KMic jtU'viMiiKly estimated for by I'liri'an «»!* l-!(|nipn\,entaiid Recrnitiiij; ; 2 by fmme
Ibnraii I inrii'Mse ot >'.'ii(i tor ea<-}i siihiiiii led and I bv Huroauof i*ruvuuona aad Cloth-
inii { inrn-asi' of >.-j(K» sulimiitiMr).

v>rrf\ iDU-iv rstiniaii'd U}i' h\ Sren-tars'M «tllice.

iirrevitni»Iy «'>tiMi;ni-il for as laborer.

* Pri'vionsly estintaifd for bv Secret ar\'s ollice.

REPORT OF THE SECRETARY OF THE NAVY. 309

II. — Books, Library^ Navy Department.

For professional books and periodicals 81,000

For professional books and periodicals, additional (submitted) 1, r>00

2, 500

NoTK. — The amonnt estimated for ($2,500) is that appropriated previous to the fiscal
year 1iS85-^86. The reduced amount is inadequate to meet the necessities of the
JDepartment.

I. — Salaries, JJydrographic Office.

Two clerks of class two (appropriated) $2,800.00

One clerk of class one (appropriated) 1, 200. 00

Olio assistant messenger (appropriated) 720.00

One watchman (appropriated) : 720.00

Draught^tmen, engravers, assistants, nautical experts, computers, custo-
dian of archives, copvists, copper-plate printers, apprentices, laborers,

and helpers in the Hydrographic Otlice 40,000.00

Total 45,440.00

II. — Contingent and misceUaneous expenses.

For copper-platee, steel -i>lates, chart paper, tools, instruments and material,
fordrawing, engraving, and printing; materials for and mounting charts;
data for charts and sailing directions; n^duction of charts by ])hoto-

f^raphy; reproduction of charts by phott)lithography and other processes
or immediate use; electrotyping co]>per-plates; cleaning copper-plat«s,
and othcf labor relating to chart-making; care and repairs of printing-
presses, furniture, instruments, and tools; extra drawing and engrav-
ing; translating from foreign languages; expert work in compiling
and arranging data for charts, sailing directions, and other nautical
publications; works and periodicals rtdating to hydrography, marine

meteorology, navigation, and surveying (appropriated) 20,000.00

For expert marine meteorological and other work and expenses in the

preparation of the Atlantic Pilot Chart and supplements, materials for

and printing and mailing the same, including postage (appropriated) .. 15,000.00

For expert marine mete<)rologi(;al and other work and expens«*s in the

preparation of the Pacitic Pilot Chart and supplements, materials for

and printing and mailing the same including postage (submitted) 10,000. 00

For rent (»f buildings for printing-presses, and the application of power
thereto, the storage of materials and instrnments used in the construc-
tion antl printing of charts and other ne<:essary purposes; repair and
heating or the same, and gas, water, and telephone rates (appropriated) 4,500. 00
For contingent expenses of branch otlices, including furniture, fuel, lights,
itMit, and care of otlices; car-fare and ferriage in visiting merchant
vessels, freight, express, telegrams and other neci'snary expenses in-
curred in collecting the latest information (nr the Pilot Chart, and other
piU7)Oses for which the otlices wereestablisluMl :

lioston. Mass 2,000.00

New York, N. V 7,500.tK)

Philadelphia, Pa 2,(KM).(iO

Baltimore, Md l,00t).00

Norfolk, Va 1,<M)().00

Savannah, (Ja 1,<KM». 00

New Orleans. La 1,000.00

San Francisco, Cal :j,rj()(».tK)

Portland, Oregon l.OOO. CO

fi'J.r>(K».00

Portland, Me. (submit te<l) 2,(HK).00

Wiliiiingtt>ii, N. C. (siil.niitted) 1,500. tM)

Chicago, 111. (submitted) 3,000.00

Port Townsend, Wash, (submitted) 1,500.00

8,000.00

For Cfmtinning work on a series of charts of the coasts of Europe and

Africa (submitted) • 5,000.00

310 REPORT OP THE SECRETARY OP THE NAVY.

III. — For priut'ing avd hinHUtg, Nydrographic Office.
For x)riiitiug aud binding lor the Ilydrograpliic Office (appropriated).... S3id,000.00

FOJi THE NAVAL SERVICE.

I. — Libraries of ships.

For librnricH of Rliips of war, profession <al books and papers, and drawings
and engraving for signal books (March 2, 18K9) 10,000.00

II. — Bounties for apprentices.

For bonntie^ for outfits of seven hundred and fifty naval apprentices, 945
each (March 1, 18810 33,750.00

III. — Jlecrniting and transportation.

For expensosof recruiting for the naval sc^rvicje; rent of rendezvons and
ex)M>.nM(^s of maintaining the sanie ; advertising for wen and boj^s, aud
all other ('xpenseH attending the recruiting for the naval service, and
for the trauHportation of enlisted men aud boys at home and abroad
(March li, l^)) SO.OOaOO

IV. — Contingent Bureau of Navigation.

For heating apparatus for receiving and training ships, and extra expense^
thereof; for freiglit, telegra{>hing, ])ostage on letters sent abroail, fer-
riage, i('(>, appreliensi(»n of deserters and stragglers, con tin nous-service
eertilieates, good-conduct badges, and medals for boj's; school books
for training-sliips; packing-boxes and materials; furniture, stationery,
and fuel for navigation otliees, and other contingent expenses and
emergencies arising under eognizauce of the bureau of Navigation un-
foreseen and impossible to classify (March 2, If^J) 15,000.00

V. — Xaval training station j Coaster's Harbor Island (for apprentiee$).

For dredging channels; repairs to main causeway, roads, and croands ;
(extending sea-wall, aud the employment of such lal»or as may bo neces-
sary for t lie ])ro]>er eare and jireservation of the same; for repairs and
ini])rovenients on buildin«;s, iiirhiding tiie buihlingon CoasteriB Harbor
Island formerly o<;eu]>ied by the naval war college; heating, lighting,
and furnitun^' for the same; books and stationery, freight, and other
eon ting<Mit expenses; purchase of food, and maintenance <>f live stock
and wagon, and attendance on same (March 2, Ir^d) 90,000.00

\1.—Cii'il eiitahUxhmenty Bureau of Navigation,

For one clerk at New York navy-yard (March 2, 1839) 1,400.00

For om* mast(M*of tugs at New York navy-yard (March 2, 1889). ......... 1,500.00

Ft)r one clerk at Mare island navy-yard (March 2, 18t)9) 1,000.00

3.900L00

y 11. —Purchafic of farmer's hou»ej Coaster^ Harbor Island.

For the purcliasi.' of the farnn?r's ho!ise on Coaster's Harbor Island, erected
by W. A. Whaley at his rxpense undi'r {)ermission granted him by the
iSecretary of the Navy .Sei)tember *2(>, 1K«^1 (submitted) 8,850.01

VIII— II n nenj mrciscs.

Vnr prizes for exrellcnre in gunnery exer<*ises and target practice; for
iIm' rstiiblishniriit and uiaiut rnaiici^ of targets and ranges; for hiring
<>stal)Iished ramies, and for transport ai ion to and from ranges (sub-
mitted) - : 10,000.01

REPORT OP THE SECRETARY OP TUE NAVY. 311

IX. — Ocean surreys.

For ocean surveys, the pnblication ami care of (he results thereof, deter-
iiiiniu^ longitudes by teh»graph and the variation of tlie oonipasH ontNide
of the I'nit^ StatOH, the colleetion and dissemination for the Navy and
merchant marine of information regarding West Indian hurricanes, and
the purchase of nautical hooks, charts, and saihng directions (appn)-
priated and snhmiUed) S;JO,()00.0(I

X, — Publication of surrcyn, Mexican and other coasts.

For preparing and engraving on copper-plates the surv(\vs of the Mexican
coasts, and the pultlication of a .series of charts of the coasts of Central
and .South America (appropriated) 10, 00<). (M)

Xl.—XAVAL ACADEMY.
For pay of profsnorn and others.

For one professor of mathematics and one of ])l»ysics, at $*2,500 each (ap-
propriated) * ^'),O0O.OO

For three professors (jissistants), viz, one of eheuiistry, one of French Jind
Spanish, and one of KugliMh studies, history, and law, at ii<'J,*2oo each
(appropriated) '. G, GOO. 00

For five assistant ]>rofessors, viz, one of Kii«rlish studies, history, and law,

thn'e of French, and one of drawing, at .fl,rtiOeach (appropriated) 9,000.00

For one sword-master (sl,r><H>) and two as^istants, at §l,t»OU each (appro-
priated) :?,r.on.()0

For one hoxing-master and gymnast (appropriated) l,*i<M». DO

For one iissistant lihrarian (approi)ri:ited) 1.4m). '.Kl

For one wn-retary to the Naval Academy (a])propriated) 1,^00.01)

For two clerks to the Superintendent, at $l/i0O and §1,000 respectively

(appropriated) *J,V>00.00

For ouf* clerk to the counnandant of cadets 1, 'J(H). (10

For one clerk to the paymaster (appropriatc<l) l,i'0«'. (Xi

For one dentist (appropriateil) 1, <>•)»». <H)

For one baker (appropriated ) (MiO. Oti

For one mechanic in depart nu'Ut of physics and <'heniistry (appropriated). 7'.V), (•()

F«»r €me ciM»k (appropriated) IV-^'). r»0

For Olio mes.seuger to th<» Superintendent (aj>pro]iriat<'d) (>(N). (Hi

For one armon-r (appropriati-d) fi'Ji). 00

F«(r one chief guun«*r*s mate (appropnatiMl) 4(il). TiO

For one quarter gunner (appropriated) 4(H.». 00

For one ct.xswain (appropriate<l) 4(>1). 00

For seaman in the department of s(>amanship (approjtriated^ 319,00

For one attendant in department <»f a.srrot.(uuy and one in the department

of physics an<l chemistry, at ^.>no t-nvh (appropriated) 000.00

Fornix att4Midants at recitatiou-vooms, lilirary, store, cliapel, and oHices,

at8:)(N) each (appropriate*! I l,H00.O0

For one band-master (ajipropriated) O'J*'. 00

For twenty-one tirst-cla^s musicians, at A;M';< each (appropriated) T.IJOS. (H)

For seven second-claHs musicians, at $^>0 2,100.00

For inereaw of pay of piufeHsor of cliemistry * (submitted) ;10(J. 00

For iiMTeaw of pay of rh'rk to the pavinastert (submitted) 3(K). 00

For iiicr«*ase of jmy <»f aruiorer to pr«'sent rate of pay of these! grades in

the naval service t (submitted) *. 120.00

For incn'asi? of pay of <'hi«'f gunner's mate to prcst»nt rate of pay of these

grades in the naval servic** t (submitted ) CO. 00

F'or increase of pav of quartrr ijuuner to pres«*nt rate of pay of these

gra<le8 in the naval MMviret Cmibmitted) 24.00

" Tlie pay of the ]>rofessor of chemistry has never been siitticient to retain the
•ervices of a goisl clu'iiiist. The Academy has succes.sivfly lost the services of thn'e
chemists, who havr left to better their pay.

t The clerk for whom an incn-as^' is a.^ki-d has entire charge of the nrconnts of tlio
cailt>ts. Other clerks in ttii> same oni<'<>, who have no more re]Miiisiblu or anliious
duticH, receiv«« what is aski-d tor this eh-rk.

tit is lielieved to be tiu> intention of ('i»ii;:n'ss that these men should receive the
saiue pay as enliste<l men who pt'iforin tiii* same duty. The pay of enlisted men has
been increase<l since th«r tirst appropriation was made for the men occupying these
placoH at the Academy.

312 REPORT of; the secretary op the navy.

For pay of organist at cliapol of Naval Acafleniy * J300.fl6

For spocial courso of stndy and training; of naval cadefA, aA authorized

by act of Congress approved AuguHt 5, 1882 (appropriated) 5,000.00

For pay of icatvhmrny mvchanicSf and others.

For captain of tlio ^vatch and weigher, at $2.50 per diem 912. r»0

For fonr watchmen, at ^2 per diem - 2,9*^.06

For fon^man of pis and st-eam lieatin*:; works of Actulemy, at $5 per diem l,8'i5.(Kl
For labor at ;{as- works andstoam biiildinjj;s; for masons, carpenters, other
nu'clianics and laborers; for care of bnildings, gronndJa, wharves, boats,

etc 37,H64.%'i

For one attendant in pnrifying-house of gas-honse, at $1.50 per diem .... r47.50

44,0G9.%
For pay of employes in department of steam engineering.

For pay of mechanics and others in department of steam cngiueeriug (ap-
propriated) .• 87,824.50

llepairs and improvement.

For necessary repairs of pnblicbnildings, pavements^ wharves, and walls
inclosing thegronnds of the Naval Academy; and for improvements, ro-
X)airs and f nrnitnre and fixtnres (appropriated) 21,000.00

For fnrnitnre for cadets' quarterst (submitted) 7,500.00

For r<?biiilding gymnasinni t (snbniitted) 25,(N¥K00

For additional quarters for instrnctt>rs s^ (submitted) - 5O,lKM).O0

For paving King George Street as reqnire<l by city ordioaDce (submitted) 10, 000. 00

■

Heating and lighting Naval Academy,
For fuel and for heating the academy and school ships (appropriated) .... 17, 000. 00

Contingent erpcnses, Naval Academy,

For purchase of books for the library (appropriated) 2,000.00

For stationery, blank books, models, maps, and for text-books for use of

instructors! 2,000.00

For <*x]>en8(is of the JJoard of Visitors to the Naval Aciulomy ; being for
milrage and Si"* per diem for each nu'mln'r - 1,500.00

For purchase of chemicals, apparatus, and instrnment-H in the depart-
ment of physios and chemistry, and fiu-repaii's of nnnie 2,500.00

For purchase of gas ami steam u.acliinery : steam pipe and fittings; rent
of buildings f(»r uso of the Academy ; freight, eartago, water, niusic, mu-
sical and astronomical instruments; uniforms for the bandsmen, t«le-
urapliiug; for feed and maintenance of tcanis: for cnrr<Mit expenses and
repairs of all kinds and for iucid<M)tal labor and ('Xpeuses not applioabte
to any other api)r.)priation (a]>])ropriatcd) :{2,000.00

* T1h» <u'i;au in the Acadcuiy cliapcl wa< purchased many years Hfnc<^ by tbeottioers
and cailets and has been Kept in repair by tliem. The organist has always lie<^n
])aid by a nuHiihly tax u]M)u tlu' oOirers :ind c:i<lers. It is thonght proper Hiat the
servici's of tlu' organist siiould l)e provided for by an appropriation.

tTi-n thousand dollars was asked tor this pur]M)^e one year since: $2,500 waH a|i-
])ropriated. The balance, of the furnituri' required can be pnrchiisi*d to lH*st advan-
ta;4;e lo tlM> (iov(*riintent if the balance of the money is a]>{)rt»priated at once.

t The gyuiuasiuni is a teujporary wooden structure surmounting old Fort Severn.
A\'hiU" it was n«'ver well suited for the i)urpose, it is now so entirely worn nnt alter
ne;irl.\ forty years ofs^'rvice tluit it must l)e rebuilt. It is pniposed to rebuild upi»n
the old fort, ])resi'rviiig the hisiorical portion of the pn;sent gymnasinni. The bniM-
iujL: to !»»• (»(■ wood and ir.

!;> 'f lie quaiters jor (»niceis and instructors are not nearly sunicient; at present tbere
are twejity who are married and have no (|uarl«'i.N. As thesis onieers jin* tin* jiiMiiir*>
will) liavfilie least ]»ay. tln'y are the lea<t able to bear the ailditionnl expfMiiu*. It in
proposed to build ten small houses, which \>ould in a great degree reuiudy thediffl-
culty.

REPORT OP THE SECRETARY OF THE NAVY. 313

For stores in dopartmont of nteam oiigiQceriu<;i;aii(l materials for repairs in
steaiu-machiuorj $1,800.00

41,800.00

RECAPITULATIOX-NAVAL ACADEMY.

Appropriated:

For pay of profesfiora and others $51,319.00

For special course of study - .'V, 000. 00

For pay of wa'chnian, mechanics, and others 44, 0()9.95

For pay of employ ds department of steam en^jineering 7,824.50

For repairs and improvements 21,000.00

For fuel and for heating Academy and School ships - 17, 000. 00

For contingent expenses Naval Academy .' 41,800.00

188, 013. 45
Sabmitte<l : .

For increase of pay (under pa j' of professors and others) 1, 104. 00

For furniture fur cadets, quarters (under repairs, etc.) 7,500.00

For rebuilding gymnasium ( under ro])airs, i*tc.).; 25,000.00

For paving King (Jeorge Ktrei't (under repairs, ot^.) «. 10,000.00

For ailditional quarters for instructors 50, 000. 00

Total 281,617.45

RECA PITrLA Tioy.
FOR TIIK SrPPOUT OF TIIK IIUKEAU OP NAVIGATION.

A. — I. Salaries, Knreau Navijration $:n, 430.00

B.— I. Salaries, Otlicc Naval lutclligenre 5,0(50.00

C— I. Salaries, Onice Naval Ktcords of iho Kelnllion 22,(i00. 00

D.— I. Salaries, Library Navy l)<'partment 2,3^0.00

II. Hooks, Library Navy l)«»partment 2,500.00

E. — I. Salaries, Ilydrograpbic Ollire 45,440.00

II. Contingent and iiiisrellaueous expenses 82,500.00

III. Printing and binding, Hydrographic Olttco 28,0iM).00

Total J 219,910.00

FOK TIIK NAVAL SERVICE.

I. Libraries of ships 10,000.00

II. Houuties for apiMiuiicrs 3a. 750. 00

III. Recruiting ami iraiispnrtaf i»Mi 3t»,000. 00

IV. CVuitiugtMit, ItiiM'aii Navii;ati<»n Vi,iHH).{yO

V. Naval training Htaiiou ,. 20.0<M».(M)

VI. Civil estabJiNbinri.f 3,1M)().00

VII. I*urcliase of farmer's bouse 2,250.0*7

VIII. (iunnery exrn is,. 10,(K>0.0r;

IX. Ocean MurveNM 3<>.(MH).0f)

X. Publiealion of siiivivs 10,000.00

XI. Naval Aeadeniv 281,017.15

Total 446,517.45

Statrment of Ih** nmnmits rrprn'Inl at thv tViiftrnit rnrtiyartU under appropriation **Civil

rstiihlixhmt itt. I -'*'*-'"*".i'' [lUh'il ski'iou, ii<i Jaiumrti 34l, lrt85).

Port^imouth $1,000.00

New Y.»rk 4,730.1*7

Washington OUD.IW

Norlolk I,l.'>0.f57

Mare Island l.ODO.OO

Naval War Colbixc 250.00

Total 9.131.63

B14 RliiPORT OF THE SECRETARY OP TH£ NAVY.

repoirr of the supekixtendent of compasses.

Navy Department, Bureau of Navigation,
Office of the Supekintendent of Compasses,

July 1, 1889.

Sir: I liave tlie honor to submit the foHowing rei>ort for theyeai
ending: June 30, 18vSl>.

Ten T^-incb navy compasses, eight tell-tale compasses, seventy one
boat compasses, and thirteen azimuth circles were repaired.

The following-named instruments were purchased, viz: teu coinpen*
sating binnacles, four horizontal circles for observing vibrations of a
magnetic needle, fonr vertical -force instruments, six ship's clinometers,
ami <Mght peloruses. Twelve copies of *' Practical Guide for Ooini»en-
sation of Compasses without Bearings" (Collet) were also purchased.
This book contains a description of the use of Thomson's vertical -foree
instrument, ami is then^fore supplied to all ships whose com parses are
C(»ni|)ensated. It should be added to the list of library books issued to
steel or iron vessels.

Owing to the exhaustion of the aj^propriation for InstrumentN per-
taining to this office, the repairing of a lot of compasses examined in
the Boston yard ha(l to be deferred until the next fiscal year.

In ordering the Thomson vertical force instruments! have suggested
to the makers the introduction of an inclined scale at both ends of the
instrument, instead of njaking them with one only, asheretofore. This
was done in order to avoid the nccestbity of reversing the niagDetism of
the (lipping lu^edle or the reversal of the needle itself (which would ne-
cessitate the dismountiTig of the instrument) whenever a vessel using it
crosses the magnetic ecpiator.

Compensating hinnach^s of the new pattern have been issued to the
Yorh'toivn, the only vessel requiring them this year. Others are ready
to be put oT) board of the steel vessels as soon as they shall need them.

The compasses of the Yorktoicn were compensated while she was in
the dock at Philadelphia, preparatory to her passage to New York.

Magnetic surveys were nnule of the Chicago. Boston^ and Yorktaten
whili'in th(» Brooklyn diy-dock. A drawing showing the magnetic forces
or the Yorktoicn is appended to this report. The C/u'eayo and Yorktown
before proceeding on a cruise should be swung at the compass buoys.
Kei'her vessel has yet been swung for a complete table of deviations.

Observations for magnetic forces, horizontal and vertical, have been
twice made on board the Fctni at Baltimore and the best place for her
standard coinpa.ss determined. It is the intention to supply this vessel
with one compensating binnacle for her standard compass. She has
only a large hand-wheel for st<MM'ing and will requirt* two ordinary Steer-
ing binnacles. It is thought that these two compasses may be conven-
iently com])ensated by fore-and aft and athwartship magnets placed on
the (leek. Magnets of snflicient power to accomplish this are now being
made.

In this connection I would state that experience in making observa
tions lor magnetic forc(»s on board our steel vessels leads me to believe
that no reliiibh* <lata can b(» gathered nidess the vessel is in dry -dock.
A vessel wlnle in the water always hjis more or less motion. This is, of
<*nnrs(», (ini(!kly detected when using magnetic instruments on board.
1'he motion of the vessel is (^specially noticeable when usiug the dipping
needle for the determination of the vertical force. I call attention to

REPORT OF THE SECRETARY OP THE NAVY. 315

this fjict because it has been the practice to un<lertak(», these observa-
tions even while a vessel was not in dock. Observations were made tor
years witli delicate magnetometers on board ship in Arctic expeditions
until Weypre(*ht, after himselt' trying it, called attention to thousele^s-
ness of the attempts.

In future orders for binnacles it is intended to make a change in the
hooil and the lanterns. A lantern has been designed in which, by means
of lenses, the light from the lamps is concentrated on the keel mark of
the compass bowl. The light is thrown wheie it is needed, and only
there. A small arc of the compass canl is visible and the illumination
of the immediate neighborhood of the binnacle is avoided.

One set of theselamps has been tried on board the Yorktoicn^auii^ though
not yet fully tested at sea, the commanding ollicer of that vessel has
made a report favorable to them.

Trials with an incandcscient lamp were made in this o(Ii(;e a year ago
with a view of ascertaining the (Icsirability of lighting binnacles, by
means of electricity. Although this would be recommended on the ground
of cleanliness, c(mvenienc(% and the av()i<lance of the trouble of keep-
inff the oil lamps alight, e.specMallv in high winds, it was found that by
bringing the lamp close to the com]>ass of standard navy size a dellec-
tioii of the needles eould be jn'oduced. Notwithstanding that this was
very smu'l it was deemed best to order oil lami)s for the new binnacles,
upon the general i)rincii)le that no avoidable error, even when capable
ot'c'xact measurement, slnmld be allowed in the compass reading.

This suggests a reference to the deflections produced (m the com-
pass needles by the dynamos for electric lighting puri)oses now being
placed m all the new shi])s, and a recommendation that the position of
the dynamos should be a secondary consideration to that of the com-
passes. Generally s])eaking, th(» best i)la(»es for the compasses can be
foretold, bet^ause in a<iditi(>n to a favorable magnetic fh'hl the standard
compass must be so placed, usually on a bridge or the ]H>opdeck, that
bearings may be conveniently and (juickly observed. There is little or
DO danger from the current in the win»s with the two wire system used
in the serviee, even when the wires are close to the binnacle, unless, of
course, there is faulty insulation.

As far back as 1S.S5 public attention was calle<l in Kngland to the ef-
tects of the electrir, current in shi])s on the com])asses. About 40 feet
waH then consiilered a safe distan<*e between dynamos ami ('ompasses.
Cases were mentioned where so litth^ attention had been paid to this
subject that <lynamos were actually ])hu;eil irom l.'> to 14 feet from the
standard com])ass.

Of course, when a lighting plant has one(* been ]>laced in a shi]) it is
ditl*cult and costly to ehange the ]M)sition of the maehiiu*.

lu speaking of safe disiance, that is, the distani^e at which no error
can be observed, the induction of magnetism iii bulk-heads and other
vertical as well as horizontal steel or iron must not 1m* overlooked.

The Ccose of the dhicaf/o^ mentioned in my last annual re]M>rt, is illus-
trated in the accom])anying sketch niark(Ml A.

The after bulk-head of theengine-room trunk runs up to the spar-deck,
and though it is never well to place a compass near a hulk-heiul, in ifiis
case consi<lerations mentioned above nMidered the bridge the best posi-
tion for the staTidanl. It can not be mnvi'd forward, and if moved abaft
the nest of boats on the <piartt*r-deck the ]»roxiniity of the stei'l miz-
zen mast would <*ause trouhle, even if the strong vertical force in this
positiou were left out of consideration.

316 REPORT OF THE SECRETARY OP THE NAVY.

The standard compass of the Chicago has now been raised on a
rel-shai>ed pedestal, in order to reduce the deiiections produced '
the dynamo is in operation and also to obtain a clear view over the 1
stowed on board and the search-light pedestals flanking the compa
either end of the bridge. To raise it higher would be inconvei
However, if this is done a length of bronze chain would have to I
into the wire stay over the compass.

The annexed table marked B is a record of the observations i
for the purpose of ascertaining the deflections of the compass ne
caused by the dynamos while the vessel was in dry-dock in danua:
this year.

A table annexed and marked G shows the eftect of the ligl
plant of the U. S. S. Omaha (a wooden vessel) on the direction i
compass needles. These observations were made on August 11,
The steering compasses only are affected.

While making observations for magnetic force on board the U.
Yorktoicn in dry-dock, navy-yard, Brooklyn, N. Y., June, 1889, th
flections of the needles of the wheel-house compass were notice
follows, viz^ dynamo stopped, the reading of the compass heading
S. 70 15' W . ; one dynamo running, the reading was S. 8° W., a dec
in the deviation on "^that heading of 45' from 28° 15' E. to 27o 30'

A sketch of the relative positions of the wheel-house conipasi
the dynamos is appended, marked D.

Trials should be made with the new marine dynamo todetermiii
safe distance at which it would be advisable to place the coni])ass

It is also well at this time to call attention to the compass deflec
which will probably arise from the use of electric motors, should
bo introduced into our shii)s. It is difficult in most cases to plac
compasses on board without having them near some part of the
battery. Should electric motors be used for training the guns ii
immediate neighborhood of the compasses, the error due to this
will of course only exist at the time when the guns' crews are
drilled, and hence, being neither continuous nor constant, yet an
table of deviation will be required.

Kven if the error, when it can be accurately determined, aa it is
claimed that it can be, is constant, it occasions extra work and an:
and intnulucos c()nij)lications entirely unwarrantetl. With the
l)ensating binnacle now used, generally speaking, two complete 8
intrs are necessary — the first to determine the deviation table, an
se(;on<l, after compensation, for the purpose of obeer>'ing the reg
deviations. If errors are now introduced by the dynamos or im
one swinging more, at least, will be necessary to determine the d
tions, even should they be constant.

If we consider that besides these errors the deviations are
all'ected by the retentive magnetism of the ship, it seems highly
visable to further complicate the problem. The very fact that
convenient an<l customary for navigators to observe the sun for
l)ass (MTors might cause any change of error during the night
ni.isus])ected, or even if not unsuspected it would be diflicult to <
niine it with the instruments supplied to ships.

Tlie only safe plan in using the mariner's compass, the most impc
iustrument of navigation, and one requiring close and constant i
tion, is to eliminate all avoidable errors, even when they can b
HM-tly a])pluMl. The a<l(litional s(»curity given to the navigation c
ship demands this. With this end in view the most favorable 'po

*■ 9

REPORT OP THE SECRETARY OF THE NAVY. 319

to <rive satisfaction. The wiring of the ship has been completely reno-
valctl, and many improvements made in the locations of lamps, fix-
tuivs, etc., by the officer in charge, Lient. J. B. Murdock, U. S. Navy.
All work of this kind has been performed by the seamen gunners on
board, the necessary materials having been forwarded from the United
States. The arc litcht supplied has been frequently used with great
satisfaction for coaling ship at night. The lamps of the Sawjer-Man
])attt'rii in use on board in many instances have shown a remarkably
long life, several having a record of from 5,000 to 7,000 hours each.
The necessity for the use of a separator has been made very appar-
ent, water having frequently flooded the cylinder of the dynamo en-
gine, particularly when the ship has been anchored in the rivers of
ChiiKi, where tlie M»ater is very muddy.

Lieutenant !Murdock, under the direction of the commanding officer
of the Omahaj has conducted some very interesting experiments in ref-
erence to tlie use of signals by means of electric lamps. The regulation
red and green signal lanterns were fitted with 16-candle-power lamps
and the necessary ai>paratus for opening and closing their circuits.
The current was kept on from two to five seconds, and the various com-
binations necessary to represent diflerent figures were easily read by an
officer stationed three-fourths of a mile distant. It was estimated that
with a proper se])aration of these lamps these combinations could be
read at a distance of 2 miles. It was thought on board that if 32-
eandle power laujps wt»re used, these combinations could be read at a
distance of from 4 to 5 miles. A message requiring the use of twelve
stars of the Very system was made in thirty seconds.

As on board of the Trenton when attached to the Asiatic Station, the
great benefit of electric lights on board of the Omaha^ particularly
when in the very warm and humid climate of this Station, is much ap-
preciated and fretiuently testified to by the officers and men of the
ship.

yew HampHhire. — The plant of this ship, located on shore at theU. S.
Naval Training Station, is rejmrted to be somewhat out of order. The
commanding ofiieer of tlie Training Station has requested that a repre-
S4Mitative from this office should inspect the entire installation ; this in-
spection has not yet been made. From the quarterly reiK)rts it is evi-
dent that the entire ])lant should be renovated and put in thorough
condition. It is probable that when this is done it will be advisable on
the score of efficiency and economy to arrange a small central station
for supplying li^ht not only to this ship, but to all buildings of tlie
Training Station, located on Goat Island, also the necessary street
lamps.

Jhflphin, — The plant of this ship is badly located, being on the berth-
deck. On account of the heat radiated from the engine and steam-
pipes, and the noise caused while in o]H'ration, the plant is not kept in
operation during warm weather. The insulation of the conductors at
present on board is very inferior. When this ship is overhaule<l and
repaired, the location of the lighting plant shouhl be changed and the
entire installation overhauled. The present plant should be replaced
by a modern one that c;in Ik*, used to operate a search light and which
is more ethcient and satisfactory.

Atlanta. — The i)lant of this ship continues to be very serviceable,
although of the old style Incited type. Some difiiculty has been ex|)e-
rienced when at sea, with a list on the ship, in keeping lN*lts on when
the latter are much worn and greasy. No serious difficulty of this kind
has been encountered, however. Some faults have occasionally oc-

320 REPORT OF THE SECRETARY OF THE NAVY.

ciirrod in the insulation of the conductors, but nothiu<? to prevent the
running: of the phmt. When in port it has frequently heen run continu-
ously for a period of one week. Improvements have been iua«le in the
connections of runninfr lights and other fixtures in exposed | Nisi tious,
suggested by experience and the very intelligent supervision by the
officer in charge. During the past year a nund>er of Sawyer-Man lamps
liave been su])plied to this ship for use, and although the expenditure
is still larger than in its sister ship, the Boston^ the average lifetime is
good, both of the Sawyer Man and Weston type. When it l>eeoine«
necessary to keep this ship at a navy-yard a sufficiently long time for
re|)airs, ihe ])resent plant should be replaced by a moileru one, with the
engine and dynamo connected to the same shaft.

Boaton, — The plant of this ship has been described in previous re-
ports. It has continued during the past year to be largely ex]>erimental.
The second i)lant installed, briefly referred to in last year's rei)ort, wa«
completed September 21), 1888. After being thoroughly tried, both by
the officer in charge on board shi[) and representatives of the Brush
Company, it was pronounced to be inefficient, and therefore it was not
accepted by the Government.

The ditliculties with the plant may be snmmarized as follows:

The armature was not sufficiently secured to the shaft, and at times
worked loose. The thrust collars in the bearings were not sufticieut to
prevent longitudinal movement of the armature when at sea with the
ship rolling; at such times the armature would strike against the |)ole
pieces. The dynamo K])arked less than its predecessor, and iu this re-
s})ect was an improvement, but it did not keep up its electro motive
force. Tlie cast-iron gear-wheel of the engine and the rawhide pinion
of the dynamo shaft both showed a tendency to work loose. The plant
proved to be too noisy for ship use. Trouble was also experienced in
getting water into the engine cylinders, particularly when the boilers
were forced, and the n(»ed of a sepaiator and reducing valve became
appan»nt. The engine did not govern well on account of the fly-wheel
being too light. This was the first engine of the type introtluce<l on
board slii]) for running a dynamo, and the need of a heavier wheel was
ascertained by the makers, and in the next engine this difiiculty was
over(tome.

Xo. L* dynamo was taken out in December, 1888. Ko. 3 dynamo was
installed in March, 1881), and the following changes were made in the
plant : A separator and reducing valv<) were introduced into the steam
])i))ing. As it was impracticable to use a heavier governor- wheel on
account of s|)ace, a new gear wheel, weighing 2iH) pounds more than
the old one, was proc-iired. The ne\v No. W dynamo was made witk
longer eommntator bars and wider brushes, in order to decrease spark-
ing. The amount of (*o))per in the arnniture winding was considerably
imtreased in order to decrcasi* heating. The longitudinal thrust was
taken uj) by means of eollnr.> on the shaft, which were adjustable, with
a washer between the eolhir and the shaft bearings. The Babbitt-metal
in the bearing was turned over as a bearing for the washer ; the coilan
were adjustable by means of a screw threa<lon the shaft. An improved
bed-i)late was also |)roeriM'd. The third plant was ready for trial on the
lioth of Aj^iil, 18.S9, and after about two months' experiments with it
the foliownig results were obtained : The adjustable collars for pre-
venting tlu* armature from striking the pole pieces were fonud to heat
badly, (piickly wearing a\Nay the Uabbitt-metal. It was found impos-
siblr to ]>rev(»nt the armature from striking the ])ole pieces. The iattff
were then planed down one-sixteenth of an nich oueach; after this was

REPORT OF THE SECRETARY OF THE NAVY. 321

(lone it was found that the electro-inotivo force, as expected, was de-
creased from *J2 volts down to about 85. To overcome ibis the engine
was speeded up to about 450 revolutions, this being 50 revolutions more
than was ori«;inaHy designed. Even with this increased speed the
electro-motive force is rarely up to its noiilial, averaging abcfut 88. The
heavy g(sir wheel improved the running of the engine very nuieb^ the
revolutions now being regular an<l the noise very much decreased. The
separator and reducing vaive perform tliework intended and give great
satisfaction.

During all these experiments the Brush Company has exhibited much
])atience ami liberality in expenditure. This company is now just com-
pleting^ the fourth dynamo for the ship, which will be installed at once;
it is promisiMl to be of an improved design for incandescent work, with a
regular screw propeller thrust-bearing. It is hoped that this will give
satisfaction in every respect, no dynjimo having as yet been accepted
by the Dei)artment. The general design of the Brush machine is one
which may be ex])ected to give trouble on board ship when the latter
is i)itching and rolling, on account of th'* very small clearance be-
tween the armature and ])ole juecos. It is hoped, however, that with
th(^ new thrust-bearing this will be overcome. All the experimental
work with the electric-lighting plant on board this ship has been under
the snp(»rvision of Lieut. C. G. Bowman, V, S. Navy, who has shown
great zeal and ellicieiicy in prosecuting it.

Chiraffo, — The installation of this ship was completed in May, 1888.
It is briefly described in the report from this office for that year. Since
its completiiui it has operated constantly with satisfacticm in every re-
spec^t until very recently. The insulation of the armature of one ma-
chine, also the. insulation of one of the field coils of the other machine,
lM»came so much impaired that there was danger in operating the dyn-
amo, and necessitated rewinding both. These repairs have been eftected
at moth»rate cost, and the plant is now in good order. They were prob-
ably cansiMl by the fact that the engines are located on a framework
immediately above the dynamos, and it is considered probable that
moist fire from the engines and their attachments was the cause of the
dilliiulty in the insulation. The space devoted in this ship to the
electric plant is .so small that it is impo.ssible to install a plant of the
output of the pnvsent type unless it is arranged as this is or with gearing
cr friction wheals. Recently new and im|)roved fixtures have Imjcii
plac4»d in tin» cabins, ward room, and on the half-decks. No trouble is
antii'ipat^'d in the future, unless it is from the cause already alluded to,
whirh it is thought may, with care, Ik's avoided.

The engines of this plant, although of the commercial belted type,
perform in a very satisfactory manner* and will run the dynamos with
full load, atmospheric exhaust, with 40 pounds of steam. The ship is
well su])plie<l with stores for a three years' cruise.

YnrL'toicn, — The installation of this ship was briefly describetl in my
report of last year; since then it has been completed. The general
character of tin* plant, consisting of two units in every way the same,
is shown in Plate 1. Jt consists of two engines and twodynamos, each
being a <!ounter)>art of the other, thus ]H>rmiTting the interchange of
span* parts. The dynamos are of the Edistui type, compouiMl wound
and multipolar, making 4tM) revolutions per minute, and of 80 volts and
100 amperes. They have a commercial ellicieiicy of 8^J jwr cent. They
also have 4.«>2 watts (uitput p4*r pound of metal not including the bed-
plate, and lUii watts <mtput per pound of metal including bwl-plate. No
part of their <'ircuit heats over 40^ Fahr. above the temi>eraturc of the
>M 89 1*1

322 REPORT OF THE SECRETARY OF THE.NAVT.

surrounding air after being rua four hours with a full load. The
dire(;tly connected to the engine by means of a Brotherhood fl<
coupling. The engines ai*e Ariuington & Sims' horizontal, doabi
ing, with two cylinders, each 7 by 5 inches, and weighing 2,230 po
They will drive the dynamoa at full load with steam pressare
pounds, atmospheric exhaust, cutting off at one-foarth; by foil
further, they can be used at considerably lower pressare. The ex
variation in speed of these engines, when going suddenly from n<
to full load, is about six revolutions.

Total weight of ouo plant, consisting of engine, dynamo, and combinatioii

l>etl-))lat<) --- .........

<: TIju ship ibundiition fur tho luMl-pliite, conmsting of solid wood

I 'i
r" •

Total weight of one plant ,

I
I

Weight of both plants

Weight of all otlier materials in eonneetion with the installation, includiDf^
stores when ready for sea, siicli as oil, etc., and steam -piping, oil-tatiks^ wira^
lixtures, etc

Total weight of installation

The total number of lamps installed on board is 234; of these 1
of lOcandle power, 80 of IG-candle i)()wer, 14 of '32-caudle pow

Many improvements were introduced in the installation of i
over that of the Chicago^ and it is the tirst one to have a plant w
engine and dynamo directly connected. The switch-board is
and all junction-boxes and most of the switches and flxtares are i
tight. It is thought that the accidents arising from the pr e
water on conducting metal or from lire are reduced toamiuimt
ship. The vessel was commissioned in February last, since whi
a dynamo has been almost constantly in operation. The chi
the installation has given great satisfaction to those ou board, x
amo-room, which is located below the armored deck, is ventilau
means of a Hlackman fan ilriven bv au electricmotor. The venti
is reported to In* excellent.

The inspector of the installation, hxtated at the works of the bu
was Lieut. T. I^]. I)e Witt Veeder, U. S. Navy, to whose thon
terest in the work the success of the plant is due.

lUdthnore, — The installation of this ship is about being oomple'
few minordetailsonly requiring to be linished. The lights haveaU
been used during her trial trips and at other times when nee ary
promise great elUciency. Tiie plant, the general character ot
I j' shown in plate 1, consists of three units, identical in every rea

Each unit is made up of one Edison compound wound maltipola
namo, of 80 volts and 200 amperes, connected by means of a B;
hood tlexible coupling to an Armington «Sc Sims' horizoutal, doable
engine, with two cylinders, each 7 by 5 inches. The dynamos n
f' ' revolutions per minute, and have a commercial efficiency of 86

Watts output per pound of metal, including dynamo bed-p
watts output per pound of metal, not including dynamo bed-p e.
No part of the circuit of either dynamo heated more than ; •*
above the temperature of the testing-room after a trial of four
with full load. The insulation of all parts is over one meffc
engines will ilrive the dynamos at full load with a steam pr
pounds, atniospln^ric exhaust, one fourth cut-off. Tbey gov
closely, generally within 1 percent., tlnring any ordinary ohai

The details of the installation arc very similar to thOBOOl \ .

I ■

REPORT OF THE SECRETARY OF THE NAVY. 323

totmy a few improvements suggested by experience having been made.
The nnmbcr of liglits installed is 451, consisting of 262 of 10 candle-
power, 170 of 16 candle-power, 8 of 32 caudle-power, and 5 of 50 candle-
power.

Poands.
Total woigbt of oue unit, consisting of dynamo, engine, and combination ^

I>e<1-l>lut«) 6,743

Weight of the ship foundation for the l)ed-plate, consisting of stool-plat€8 with

a wooden toi> for insulating purposes 1, 236

Total weight of the three plants *i3,937

Some of the fixtures are much improved over those of the YorJctoicn.
The work of installing this ship has also been under the supervision of
Lieutenant Veeder, U. S. Navy, as resident inspector, and to his effi-
cient aid the excellence of the plant is due.

Charleston. — The electric-lighting plant of this sttiip, with the excep-
tion of a few minor details, has been completed. It consists of three dy-
namos of the same pattern as those used on l)oard tiie Baltimore, Two of
these dynamos are directly connected by means of tiexible couplings to
two vertical compound engines of the Alhm type, constructed at the
Union Iron Works, San Francisco, Cal. The general character of these
two units is shown in plate 2. The third dynamo is connected to an
engine similar to those used on board the Baltimore^ and is shown in
Plate 1. This became necessary on account of tiie decreased vertical
space in the dynamo-room, caused by the slope of the armored deck,
and will afford a good opportunity to test the relative merits of the two
types of engines for running dynamos.

The specitications and reipiirements of the installation of the Balti-
more serve4l as a guide for that of the CharUftton, and most of the fit-
tings are ])recisely similar. The tests thus far of the installation of the
Charleston have been very successful, and during her recent speed trial
it was declared that it would have been impossible to have run at such
a high rate of speed without electric lights in the engine and fire rooms.
The total number of lamps installed is 440, consisting of 1<>8 of 10 can-
iWe power, 251 of 16 candle |>ower, and 21 of 32candle power. The
total weight of the three plants, including engines, dynamos, and bed-
plates, is 23,600 pounds. Most of the materials for the installation were
procured from The Kdisiui United Manufacturing Company, and were
inspected in New York previous to shipping them to California. The
installation of the ship at the Union Iron Works, San Francisco, Cal.,
has been under the direction of Lieut. A. W. (irant, U. S. Navy, who
has shown great z(*al, intelligence, and skill in prosecuting the work.

Fensacola, — The installation of this ship, referred to in my last reiwrt,
has been completed, though subject to many delays on account of re-
pairs on the ship having been interrupted. A single plant only has
been place4l on board, and this is in every respect similar to one of the
units installed in the Baltimore^ ^in\ ^\\o\\'\\ in plate 1. With the ex-
ception of some defective insulation, the plant is now all n^ady for serv-
ice. The total number of lamps installed is 270, consisting of 148 of 10-
candle jiower, 121 of Ki-candle power, and 1 of ;i2-candle power. The
installation has been completed under the local supervision of Lieut.
Lucian Flynne, V . S. Navy. Many dillieultieR were encountered by
him on account of the ship having been sunk in the dry-dock while the
installation was partially tinished, doing much damage to various parts.
Among the difficulties was one of considerable interest, namely, the
fact that the pon*elain blocks used in the junction lM)xes absorlN^d so
much salt water that after the water was evaporated the dei>osit of

32-t REPORT OF THE 8E0RETAET OP THE MATT.

salt roiniiiiiiiij; wan tlu; cause of vcrj' infmor insnlation. Tliin
cvcntiiiilly overcome by boiling the portii'laiii blocks in ft-e»li wattT
ulli-inani in pamlliiu.'.

I'kilnih-lphUt. — The biiildcra of tbi« sliiji, Messrfi. WiDiiim Craii
Bonn, l'luliulol|iIiia, l*a., lmv» Hiiblet the iiiHtiillatioii of electric Ij
to lliv United Kiliison Mannlaetiirinf; Company, (io Fifth avenue,
York. The Hxtiuvs will be cupiiiieii by MeKors. Williams, Page &
24 nc'iu-.h sti'eet, Itotitoii, JUatu. The work has alreatly Xmen comniei
'file installation will iiractieally Imi similiLr to that of the Balth
with some few iiioclilicution» and imxnx)veiuoiitB suggested by ex
enne.

Sim Francisco. — Thix slti]) will liave nn installation consisting of i
Kdisoii »>iii]ioMtid winind. niu1ti|iolar dynamoM of Si) volts aiiU 30(1
InTcs eiieli, iliis"!-?! Iiy Allan i;i(ni|>inind verticiil ciifnueH. The gei
tyi)(M)f oiirli unit isMhowii in plalei'. Tlie work of inatalliitg the )
lias not eonimencifd. as the slii(i has not been iannched. The (Ifta
tlic installiition, however, Inive been coniiileteil, and much of the mat
mannl'ai-tiiUHl.

CiiHci-fl mill Ikiniiiiifliin. — These two shins are practically tlie i
as ilie I'litkt -ini. and mii bi-iiijr const met cii by Messrs, N. F. I'al
jr. A Co.. at Chester. I'a. Tlie builders have sublet the electrif im
aliiuiiotlie Tnited ICilison ,AIiunit!ieturiii;r roiiiimiiy. Two ilyni
and eitKini'ssiindar Id those snpplied to tlii' Yorllnirn will he fnriii
to I'ai'h shi]i. The ^'cueral charaeter of ihe entire insralhillon wi
similar to that of I he Yi-rlcUiirii. with peiliups some minor iniproveri
sML-^esti'd by experience on boanl of (he latter vessel since she has
eottiitiissioiied.

/*'7i(7.— It was not orij;inallv intended to place el(«tric lights on li
this vessel. The expedjeney ol li^litintr small .ships by electricity
di:^'-itssed in ir)\ report for Ij^ST. As an ajipropriation was iiiiule
t'oimri'^s liir insiidlins: this vesst'l. a {•rnitraet has Ijeeii eiitereil int
twi'i'ii the l>epj]'lriieitt and Ilie Thoiiison-Iloiistoii Electrie. Coiiiput
Kdsiimi. Mass.. lor [|j;il purpose. The vessel will be supplietl witl
units. ea<'li I'otisistiti}.' of a <lvaatno of .SO volts fiml 5(1 amiH'i-eH, ma
.101) ri'viiliiliiins jier nii utile, liiierily I'Diiueeted t^an Armingtoii &
ve]tii-;d siiirple en.u'ine, with t wo cyHiiders, each it by It iuchea. The
eral eharai'tei' of Diis plant is shown in plate '^. It is expected tha
nail will be :irtiple for sn|i|il,viii<: ija'aiidescent lights, and the reinai
unit will snpplv nuienr fur oin' iiowerfa! search-light. The weigl
theeii^niies.ilyiiaaios.and lieilpfttes eompleteis limited to <t,OtH) |i(n
Til.' conlrarl wa-; lainteoii «) .eei Ileal ions <'arefnlly drawn in great d<
mill I hi' wnrk nf iii>1:ill:itioii will lie^in as soon as the ship lias bee:
livi'ivd lotlie Depai'tmi'Ut bv Mie eotitraelor.s. It is eontliluutly ai
patrd i)ial a >n]M'rior ]>IaaI uill be installed.

\'i:ii"-ii'x. — An apprcipriaii ilsn haviii;: been made for inAtiillin!

\'is".-h's nwh eliririi- liulils. a eontr.o-: was eiilei-ed Into with the T
son lli>n>i<Mi l-:;i i'ltie CiiiiipaMy. i<f Mosion. Mas.s., at the same tin
thai f.ir iii-'ralhn.u ilie I'llnl. !li-r plant wilt be a single nnit, Kiniil
ill.- iiiiil>>appli.ii 111 till' I'-ln'.. '(his iiia\ lie tisedlaHh foraseai-ch-
of iiiitKii' piiwiT ami f.a- a i-i'riaiii nnt:;b>-r of ine.audesiwit liglit<
fiiiiiiil tii'i'i'ssai\. a sii,;dli'r I'lani laay be installed later for wtii
siMti'li li-hr- ail. IK'. \V..i'li KM ilii-< installation, as in the case oi
/'■In!, w III I'l' ■■'.i!!iiir[ii-i'd as mkhi as 1 tie vessel has l«eu au<!epte
llir !s.'iMii:ii,iir

\,r W.— Siv i!i.ai>;i,i.l iImIImi.-. a\ aihble afler the IsCoflast.

was appiiipriati'il b> the la^t Congress for Ibe iiistullaUon Of elc

REPORT OP THE SECRETARY OF THE NAVY. 325

li^jlits on board of tbe receiving-ship Vermont. Some delaj has been
occasioned in commencing tlie work, on acconnt of changes in the loca-
ti4>n t>f the boiler-house recommende<l by the Board on Permanent Im-
prov(»ments in the Xew York navy-yard. At present, however, the site
of the new boiler-house has been 4letermined upon, also, in connection
with it, the dynamo-room, and the work of building the house is in
progress. It is proposed to locate the dynamo and engine on the cob-
clock. Both will be of the ordinary commercial pattern and connected
by means of a belt. It is proposed to install a dynamo with a capacity
of about 300 lO-candle-power lamps. A boiler for driving the engine
baa been provi<led by the Bureau of 8team Engineering, and is one for-
niiM'ly used at the Washington navy-yard for experimental purposes.
Spe<Mtications for a contract have been prepared, and advertisements
for proposals will be issued in a few days. It is intended to light up
Sailors' Hall, as well as other buildings on the cx)b-dock, in addition to
lighting the Vermont The electric lights will add much tothecomfort
and convenience of all <piartered on board the receiving-ship, averaging
from three hundred to four hundred i>eople, as well as improving very
greatly the provisions for the pro])er police of a recruiting depot.

Minntonomoh. — This ship is now in a condition to receive her electric-
lighting plant, and speeifieations for a contract are nearly ready for
issue. It is proposed to install on board two dynamos, both of 80 volts,
one of KM) amperes and tin* other of 200, each <lriven by a separate en-
gine. It is thought that these will furnish suflicient current lor incan-
descent and search lights, and also for any power motors that may be
required.

ELKCTKir CONUrCTORS IN SHIPS.

All electric <'onductors on shipboard are now subject to the super-
visi(m and direction of the Bureau of Equipment and Uecruiting, and
<lire<'tly under the <M)ntrol of this ollice as a i)art of that Bureau. All
wires will now be run on board ship under the supervision of the same
c»nicer, and will be k<»pt separate and distinct, each being arranged so
as to permit of the greatest elliciency. The consolidation of the labor
of installing all electrical apparatus an<l appliances was brought about
by Creneral OnlcT No. .'iTli, dated June 25, 18S0. In addition to the di-
rections contained in that order, the following specilic detailed instruc-
tions on the subject were given :

Navy Dkpartmknt, JulyOj 1^89.

Sir: Ah nil i>x)i]:iiia1inn nt' tlic inti'iitions of tlit* Dcpartniciit, lirictly ex]>ro.*<H4Ml in
(t<*ii«*ral ()nli*T Ni». M'3, ><ni an* iiit'onihMl tliat all «'Ii*ctri<'srarfh-li«^ht apparatiiH Ihiiow
iiiHltT x\ui i'o^ni/.atu-f nt'tli*' Itiircaii of K(|ui|iiii(>iit ami K'<M'riiitiii^. You will, there-
fori'. supply that Hiin-au. as railv as jmsvililr. wiili a drtailtMl Ntatruieut ol" tlio pr«8-
riit (otiditioii ami locatiiMi nf :il] ajiparatUN of that kind on hand or contract «m1 for;
alrto any inroiination cimki rniii;^ it tliat will he ot'as.m.stantM' to tin* Huri'au of Kquip-
nirnt and HrfrnitiuLr in pupaiin;; tin* nutlits of ^hips, particularly the new crniHers.

Von an* aUo infmuMMl that the installation of all clcrti-ic fondnctors on chipboard,
for \\hai«'ViT purpnx- irtpiind. is nnih-r tin' mntnd of tin* Ilun^an of Kfjuipini'iit and
liiTrnitinix. and snhjrci i«i tin- innnrdiatr .•.npiTint«'inl(Mn-«' cd" tin- Naval luMpoctor of
Kh'<tiir Li;;!jtinn (»r hi> iij»n M-ntativr. Von \\ill. tluTcton', in aniidc S4*a8<)ii, indi-
raTi* to that Mni'can uhat riiMdm-tors ot thi^> natnn' will hv i-r4|uir«.*d by your nurraii,
in oidi'i- that all w inn;; of .ships may lu> laitl out and proceeded witii NyHttiiuatically
and at the Njinie t iine.

Verv n'spi'«tiiill\ ,

n. F. TUACY,

Srrrttury of the JVarjf.
Couiinodoro M. Si('ai:i> W S. Navy.

( h'uf of till Jinnait of Ordnance.

• • •

326 REPORT OP THE SECRETARY OP THE NAVT.

Navy Dkparthxnt, July i>, 1*
SiK : You an^ infiiniit'd tbnt thn installation of all electrical nppftratns in an}-
' rith thi: Inlurifir i-omnintiic'ivtioii uf Hliipti nril) Iw iindiT the contrul of

IJiiriiiiii of Kqiiiiiiiifnt aiiil Uitcniitiii^ anit laid out uud iiiNtatled nniler

H<j]ii:rvi.tiou ortlio Naval InsiHwlorofKlootrio I^iehtiDK o " ' "

tliciii|;li iiii:ln(led, AH bon'toi'oro, in thu liiill ajwui (lent ions.

if Kquipiiutnt and Uocniiting m
Very roBpcctfully,

As at ]iresciit tbo entire ec|iii))iiii?iit of a sliip is also nuder tbe dr
tioii of the liureaii of Eqiiipiii^iit aud litHiniiting, tliB presence ot
executive oftieo.r ut tliv various sliip- building works where GoTerun
vensels are beiii;; const lucted will ivuder Ins services very useful
airaiigiiig aiatters or in deciding; many questions of importauce in i
nection witli bertliiiig, messing, and stationing tbe crew, also in am
ing fill' proper stowage of niiiterial, and nniuerous otiier duties wl
executive otiiccrs only are familiar witli. Many questions of this d
acter liave <roMic Ui'fbre my uotiee since I have been connected with
installation of the electric appliances on board tbe new ahips, ai
believe it a matter of great importance to liavc a proper conRuItai
iHitweeii tlie various ofh(H-rs, representing different corps, who are su]
viKiug the construction of tiie new types of war vessels.

SEABCII-LIGHTS.

The Bureau of Kquipment and Beeniiting has been informed by
llnnMii ufOixlnance that a search liffht outfit lor most of tbe new si
lias been (contracted for. Tbey are to bo supplied by the Thomi
Houston Electric Coinpiiny, of Boston, Mass. What fhrther seal
light material i.s on band has not yet Iwen ascertained. Twoiirojeci
(uily have been turned over to tbe Bureau of Bquipraeut and Keci
ing, and aio being installed on board of tbe I'orA'totcH. Those for
other cruisers wliicb arc alM>nt ecmipleted, suob as tbe Baltimore i
Vliiirkntdii, have not yet been received, although their installati
rihuulil be coini>1eted at the present day. It is proposed hereafter
soon as tbe requisite material can be obtained, to install searclilii;
at tbe same time that oilier electricid appliances are installed. T
will Iben be ready for trial when tbe ship is finally accepted. Ut
single ship lias been installed with search lights during the pnat y<

it is the opinion of naval experts generally that search -lights
very imiiortant lor use on board ships of any considerable size, and
ve-ssei of war is now cojiiplet<r without tlu'Ui, ranging in number for;
onestii)) fioiir one lo twelve. 'I'lje senior ollicers of the Italian navy
so inijiiessed with tJie inijxirtaiK e. of locating the search -lights i
down ni':ir the siirl'aee of tlie waler lliat their largest and most im]
tanl sliijis arc iiroviiird witli a double tier of projectors. Those on
lower tier are operated ihrougb water-light doors, and are so low t
they can nut be used in a tn-n way, being then withdrawn and thed<
closed. It is soinelimes difliciilt to lind ii place for the projectors wl
tlu'y will he clear of the lliv fi'om the main and secondary battel
l<'or this i'i'a<?on the tenden<\v lias been lo elevate them and place tl
on top of pilol-houses, in tops, and other high localities. I regard i
as very unwise, and consider that ports should be provided for tl

Report op the secretary op the navy. 327

ntuler the forecastle and in after-cabins in ships provided with forecas-
tle and ]>oop decks. Under any circumstances provision should be
made for their location in designing a ship, rather than to pursue a
policy of finding a place after the ship ha« been finished.

It has been the custom recently to install search-lights of minor power
or lK)anl torpedo-boats, an<i even sometimes in ships' launches. Eecent
experience with torpedo-boats among the Continental powers indicates
that these lights can not be used to any advantage; the boats are so
lively in their movements that it is impossible to keep the rays of the
Sfarch-light on any one point, and the general result is that they sim-
ply advertise the locality of tiie boat itself. Small plants for incandes-
ent lights, however, are very important in rendering torpedo-boats liab-
table.

electric-lighting installations at navy-yards and naval

stations.

Sixty thousand dollars was appropriated by the last Congress to in-
augurate a system of electric lighting at the navy-yards at New York;
Norfolk, Va.; Washington, 1). C.; and Mare Island, Cal. This appro-
priation is under the cognizance of the Bureau of Yards and Docks, but
the specifications for installing the lighting ])lants, the supervision of
the work, and other technical matters connected with it are perlbrmed
in this otlice. A contract has been made with the Brush Electric Com-
pany, of Cleveland, Ohio, for the installation of two engines and four
dynamos, also ninety-seven arc lami)s, with all the necessary appurte-
nances and fittings of a central station. Work has just been com-
nien<'<'d on the plant. It is i)roposed, when the entire system is com-
plete, to have a ])lant capable of operating one-hundred and eighty 2,(KM)-
candlr-powcr arc lamps, and one thousand two hundred IC-candle-power
incandescent lamps. Twenty-two of the present installation of arc
lamps are intended for outside lighting, and seventy-five for lighting
the interior of the ordnance shops.

Specifications have been prepared for the inauguration of a central
station at the navy-yard, New York. It is proposed to lH»giu here also
with arc lights, their presence for police purposes being considered the
most important. It is designed to have at the New \''ork central sta-
tion, when complete<l, a jHant witli a capacity for two hundred and forty
2,lNM)-candle-])ower arc lamps, an<l two tliousand Unw hundred 10-cand1e-
IN>wer in(!andescent hunps. The work ot beginning this installation has
been delayed by settling upon the proper Imilding or site for the cen-
tral station; this has been recently decided, and active st#*i)8will be
taken at once to make a contract for the tirst installment of the necessary
plant.

The remaining navy yards, at Norfolk, Va., and ^lare Island, Cal.,
have l)eeu studied witii a view of locating the necessary lights, and as
soon as it is determined where to locate tin* central station, and the
building prepared, the sp4*citi('ations will be ready for issue. The light-
ing plant in all instances at navy yards will be capable of l>elng useil
ns a p(»wer plant during the daytime when power in detached places is
desired. A small dynamo has Ikmmi installed in the New Y'ork navy-
yanl already, whieli is used for the purpose <»f running drills and other
small power tools, and the use of electricity for such purposes promises
to l)e very suceesshil. It is not economical for large motors which can
be conveniently run by steam ; but for small motors, which are located

328 REPORT OP THK SECRETARY OF THE NAVY.

at distant points from the steam supply, electricity is not only econom-
ical, hut a very useful agent. Wben the central station at the New
York navy-yard is complete, it will not only afford a very much im-
})roved system of lighting, both economical and very efficient; but it
will enable night- work to be performed on occasions of any emergency.
add greatly to the efticiency of the police of the yard, and enable work
to be performed in the interior part of the new ships by furiiishing
both light and power much better than can be performed in any other
])ossible manner. I beg to call attention to this most important snb-
ject, an<l to (express the opinion that it will aid the work of building;
np a new Navy very much, if appropriations are made to coni])lete tbe
lighting plants at the navy -yards as projected and already inaugurated.

RECEIVING-SHIPS.

In former reports it has been urged that receiving-ships should be
installed witli electric lights. One, the Vermont^ located at the New
York navy-.vard, is about to be installed, sutlicient funds having been
appropriated for that purpose. If the navy-yards arc supplied with a
central station, the receiving-ships can be lighted from that station,
rendering it both unnecessary and unadvisable to have separate plants
for their use. The Vermtnit is an exception, since to light her from the
central station at New York would reqiiire the use of a submarine ca-
ble, which would be costly and diflicnltto keep in repair, ou aocouutof
the passage of ships, anchoring, and dredging.

ELECTRIC MOTORS ON SHimOABD.

A one-lialf-horse power Sprague motor has been installed on board
of the Yorktoini for the ]nirpose of ventilating the dynamo-room. It
is secured to the armored deck over the dynamo room, and belted to
th<' shaft of the 1^4 inch nia(;kman exhaust-fan. The fan is shown in
Figs. L and 1^, the motor in Fig. 3, and the general scheme of using Imth
in Fig. 4, IMate 4. When first used the motor heated excessively, and
it was feared that tlie armature would burn out. After several trials
and examinations it was found that the motor was overload^, canded
by the belt being too tight and the fan bearings not in line ; there were
also (leiieicait arrangements for lubricating the fan. In time all these
delects wen* remedied, and the motor is now doing eflicient service, tbe
d.vnamo-rooni being well ventilated. It was not the intention of the
])resent Insi)ect(U' to iune a belted motor for this purpose, but theap-
])aratus was instal]e<i by the, Bureau of Construction and Impair, aod
was not, therefore, under tlu» Inspector's control. It is deemed best for
many reasons that the motor sliouhl be directly connected with thefan
shaft.

On board of tlie cruiser Charlenton a one- half-horse power C.&G.
motor is directly eonneeted to a small fan similar to the Sturtevant
blowers, in this instanee eon] air is drawn into the dynamo-room by
means of the fan, tlie hot air passing out through a separate pipe, with
un enl ranee at the hi^^hest point of the eurvt^l armored deck over the
dynafiio rouni, by natural <lraught. This fan wiu'ks very well, but is
deiicient in power and does not kee]) the dvnamo-room sutliciently cool.

On l)o:ntl of liie llnUimorc a fan of similar design bus been located.
It exhausts the hot air iVoni the d.\ nanioroom into the engine-roonii
fres^h air bein;; su]>plied through a ])ii)e <-onnecting from the deck byijuat-

REPORT OP THE SECRETARY OP THE NAVY. 329

nral draught. This has been tried, bat the motor heated too much, and
18 now bein^ rewound. It is expected, after sufticient experiment8 have
been eon<bicted, that very servieeable motors and fans for ventilating
purposes will be supplied. It is also hoped that small fans for agitat-
ing the air, \Yhich can be attached to any lamp socket, may be produced
at sutticient cost so that they can be supplie<l to ships.

The plan for the motor to be used in ventilating the San Francisco is
shown in Plate 5.

A Sprague motor has been placed on one of the 8-inch gun-carraiges
of the Chicaf/o for training the gun. It has not yet been tried, but will
he run by tlie incandescent dynamos of the ship. It is only a few
inches elevated above the spar-deck, and it is feared that its ex|>08ureto
the weather, rain, and salt water on the deck will interfere v^ith its effi-
cient service. A small onlinary winch with a motor attached has been
introduced into the Atlanta for hoisting shell, but no reports are at
hand concerning its value, except that it is very heavy and bulky.

The use of motors, and many other interesting problems in connec-
tion with the use of electricity on board ship, are fully discussed by
ofticers on duty under the i)resent Inspector in General Information
Series No. 8, issued from the office of Naval Intelligence for the current
year.

OFFICE ASSISTANTS AND CLERICAL FORCE.

All matters pertaining to the use of electrical appliances on board
shi]) having been transferred from the Bureau of Navigation to the
Buieau of Kquipment and Kecruitingon the tirstof July last, the pres-
ent Inspector was at that date relieved of all duties in connection with
the Bureiui of Navigation, and has continued since to carry on the
duties in connection with the office of Naval Inspector of Electric
Lighting only. At present there are attached to this office two officers
as assistants, and om* civilian, an ex|>ert aid. The large amount of
eorresiKindence carried on with the local inspectors at navy-yards and at
the works of ship-builders, and with electrical companies, also the
preparation of detailed specitications for electrical appliances in the
new ships, has rendered this increase in office force an absolute neces-
sity. At present all four are located in one room of moderate size,
which IS very deticient in necessary accommodations.

As applianc^^s an<l tittings for use on ships are very diflFerent from
those in use on shore, designs must be made for most of them, and it
would be economy to employ a draughtsman in the office, since, with-
out one, the spccilications for these special appliances are necessarily
niaile to lead **of an approved pattern;" not knowing exactly what is
require*!, bi<lders usually figure on a very safe margin. In the opinion
of the present Inspector the use of a draughtsman and the collection of
8nitablo.mo«!els and patterns would (lecrease the cost of the work much
more than the salary of a draughtsman, besides facilitating the spreading
ol the information necessary on such a technical branch as electricity.

Un account of the gn»at number of electrical fittings and supplies, in
ad<liti(m to those used for ele<;tric lighting ])urnoses, now being intro-
duced in the new ships, I beg to suggest tliat the name of this office be
ehange<l from that of Naval Inspector of Electric Lighting to Naval
Inspe<.'!tor of Electric Appliances.

It in a difficult matter to find officers who are qualified to superintend
the instaUation of electrical appliances on shipboard, and it is a nnitter
of mucli regret that those who do qualify for this technical work-eau

330 REPORT OP THE SECRETARY 6P THE »AV*.

receive no compensation for the additional amonnt of study anA lal:
required to attain that end. lu foreign services officers receive exi
compensation for qualifyiiift for sacli work, and when on duty at uai
yards, Naval Academy, or Torpedo Station in oar service, are provid
with quarters and other perquisites, which it is impossible for them
receive when on duty under this oSice. Oould this defect be reined]
by legislation, in the way of allowing commutation for quarters, a»
the Aimy, or in some other way, it would be an act of simple jiitstiiiK

At the ilock-yan.l,'Portsmouth, England, no less than one bimdred a
fifty nten are employed on electrical work alone on board of naval sbi
The present Inspector favors contract work, but if a few meu Rkilled
doing tabor of this kind were employed at navy -yards by the Gove
ment for repairs and changes, also for doing new work nnder some <
cnmstances, the result would be economical and add much to the e
ciency of the plants at present installed. This particularly applies
changes and repairs when ships are at the uavy-yardH, siuoe ant
those circumstances contract work is ver>~ expensive.

Attention is called to the subject of electric signals. Under t
present orders of administration the wiiiiig for such purposes is do
under the supervision of this office. At present., however, no recogniz
system has been adopted and the Inspector is at a loss to know what
provide for such ])urposea. I have the honor to suggest that a boa
be ordcri><l to consider the systems now in use and recomtaeud some oi
for adojition.

Attention is further called to the large number of officers employ)
in foreign services tosui>ervise naval electrical work, a Commaiiiler wil
a large stall' of assistants being attached to the English admiralty £
this purjiose alone. During the pust year a great advance bus bet
made in establishing in our own service a similar olHce. I have t)
honor to suggest that young officers who will volunteer for the specii
training necessary to qualify them to assist in this work be given evei
opportunity to attend conrses of instruction at such institutions as tl
Johns Hopkins University at llitltimore, and others equally good, an
that tliey be given duty pay while attending the course of instrnctioi
also, if iiossiblc, to have their tuition piiid and the neoeasary books saj
plied.

JJespect fully submitted,

B. B. Bradford,
Commiiiiikr ('. iS, Xory, Nni-al Impector of EUetrio Lighting.

OniKK (IK HntiiAu OF Navigation.

I i

REPORT OF THE SECRETARY OP THE NAVY. 333

fcot a ])ross. Tlie character of our publications is such that tbey should
bo issued regularly without any pov^sibility of delay or interruption.
They diiler materially from the job work of the rest of the Department
and tlu» one should not interfere with the other. To be economical and
ettVetive the technical character of Ilydrographic Office publications
makes it necessary to have the proof-readers (generally officers) near
the [irinters at all times. For this reason and the f^ict that it always
has m<»re than can be accomplished promptly, onr work can not b©
<piirkly done at the Government Printing Office. As a measure of econ-
omy, (M)nvenience, and efficiency, the flydrographic Office should have
its own type-printing plant and it is now in a fair way to get it.

As soon as space shall be available, also, power will be applied to tho
])lat«* printing presses. Hand power is not economical, nor, with the
present demand for charts, is it etticient. Plans have been prepared
and no effi)rtswill be spared to accomplish it.

i\hH*h i)rogress has been made with machine engraving. Messrs.
Oui<lan «& Kolb, engravers, have completed a machine which promises to
revolutionize the engraving of ligures and letters. They are now at
wtu'k with it on a ])Iate. Mr. Littleliales, the assistant in charge of the
Division of Chart (.Construction, has also invented a machine for this pur-
])(»st' wjiich is in course of construction. It has been the policy of the
otliee to encourage, in a liberal manner, all its employi^s who show any
disjuKsition to improve the character of the work either by the inven-
tion of a])])aratus or the preparation of original matter in manuscript.
The goo<l results of this are forcibly demonstrated by Mr. Ourdan's ma-
<'hine. Mr. Littlehale's pamphlet on the Development of Great Circle
Sailing, Mr. IIayden\s monograph on the March lUizzard, Lieutenant
Mc( -arteney's translation of llautreux^s pajwr on Collisions at Sea, and
Mr. ]rerrh»'s series of Gnomonic Charts. This list does not comprise
all the original work by any means. Much talent is expended in the
pieparation of the current publications by Mr. Leach on the Notices to
Maiinersaiul Light Lists, Messrs. Kay and Orr on Sailing Directions,
Messrs^ llay<len, Lereh, and Dutton, on the IMlot Chart and Supple-
mrnts, an<i in the improvement of methods of chart supply by Lieuten-
ant < 'oilman and Knsign Whittelsey.

I'iie establishment, with vour aid, bv the Secretary of the Naw, of
better rates of pay for the civil enipU)yes is a great reform, and in my
opinion insures the future of the office. I wish to put on recx)rd the fol-
lowing extracts frcun my letter to the Bureau making this recommenda-
tion :

Tlu' HiiiiiH uHottiMl to tlic varioiis OTiii)loy<^H are «>ntiroly inconniit'nsnrato with tbo
rli.iracterot' their work and lower than tho Hahirics jiaiil by otlu^r hiireauH of th«i Gov-
criiiiiiMit. Thr ilraw in;;, cii^raviii;', anu niarino nii*t«'oi-oh»;{i('aI work now prodnrtMl hy
rhc Hydrouriipliic OHicu is ot'a vory lii;;h ^^radc. 'rh«'ro Ihu bi-lirf anion^ tnrcnipIoy^Mi
ill tilt; riiiiiir fit' their olticc, and it is owin^ to thi.s, and to the fan that niont of tho
men an* yoiin>;, tlnit no vrry ^rcat diwatisfaction has y«it ajipuarcd. I take* thin op-
)M»rt unity, thcrt't'oiv, to cxpn'tw the* conviction that tlio ni«-n Hclectcd to ]MTf(»rni tho
st-KMititir, work to Uv cxpiTted from this ol1ii*«' should have their Hahiries inrn*aw*d, utf
last as rtifstatr of tlic appropriation wiU admit, until th<*y are ef|ual to those paid
liy flu* Coast Survey, <icolo;;ic,'tl Surv«*y, and the Si;;nal S«*rvire. Under the system
fornierly foUowed tlie fund for extra ilrawin^ and en;^ravin;;, and extra lahor in
;:ener:il. was drawn upon for eontraets with ontsMers, an<l ehielly N|>ent in this way.
This was liiseovered to hi* a souree of loss to the otliee, an<l ex|MTinientti wen) insti-
'iiti-d to determine whether the work eouhl not he more eeonomieally and satisfar'torily
done hy hrln^^iii^ the outsiders in as per diem eniphiy<^s. It was found tliat it eould
l»e done tmm T.'i to |(Mi percent. ehea|>er, and, hein;; underdireet Hupervis;«)n, it was
niiieh in<iri* sutiHfaet4My when eompleted. Tiiis, with th«^ provision forex|»frt niiiriiK^
uuieoixdoj^teal work lor the IMloL Chart, has beeu the reabon for thu ehtahlishmeut

334 REPORT OF THE SECRETARY OF THE NAVY.

and growth of the por diom system in the Hydrographic Office. The men thns bronght
in have become a valuable part of the permauoat force, aud, in the absence of money
to raise tlie Halaries of the most deserving, I recommend that their per diem be
changed to an annual compensation. This will entitle them to the privilege ci
leav(% and is cMjuivaleut to an increase of salary.

In this jreneral connect ion I would like to express the conviction that the salariei
of the employes of the Ifydrojj^raphic OHice should ho subject to freciuent revision.
The sum for tlieir ]iayni4>nt sliould be regarded as a fund /or worky and not a fund /or
pUnr.H. It often )ia])pens that the ratio of employes of the different clanseH should be
ehan«rc(l. Work re<|nirin^ the co-operation of several kinds of scieiiti tic talent can
not always l>e economically done if the numbers in each class are kept ri;j:idly the
same, jlnt perhaps the most forcible argument is the fact that in the cunifurtable
ft'cliitir of tilllni; a ithicv he who occupies it very speedily loses sicht of the work to be
accomplislied. Willi no incentive but tbe rare pr(»motions allowable by death or
resjirnation interest and zeal are lost, and tin; individual speedily deteriorates ioto
an indiiVerent workman, whose only eiiort is to do just enough to avoid dismissal.

ICfforts liave been continued to iinprovetbocbartservice to the shiiM
of war. The present t^ysteni seems to give general BatislsustioUy bat it
is hoped to improve it. This work requires the active supervision of
a vc^ry capable oflicer and the utmost vigihmce ou the part of all con-
necte<l wifh it. In addition to a careful sciiitiny in the oflice of all for-
eign publications which note the issue of British Admiralty chartes,
Captain VVliarton, li. N., the hydro^rapher to the Admiralty, to whom
the thjinks of the Department are particuhirly due, takes great pains
to inform us at the earliest moment of the issue of new charts or of new
editions. Mr. 1>. F. Stevens is immediately directed to send copies to
the i»roper shi|)s. Attem])ts have been made to expedite this by har-
in<r the, ciiarts sent at oner, from London without the intermediate ac-
tion of tiie ollice. Lieutenant Huiikin^ham, U. S. Navy, the naval at-
tache there, has ex])r(\ssed himself as desirous of helpinfi^ in any waff
possibhs but as it would re(|uire the close and entire attention of one
ollii-er L havt^ not: felt.justili(Ml in asivinj;i: him to attempt it.

Tiie same systrm in operation with the British Admiralty charts has
HM^ently bciMi commenced with the charts of the Coast and Geodetic
Survey. With the assistance of Lieutenant-Commander Brownson, 0.
S. Xjjvy, hydrojirapiiic inspector Coast and Geodetic Survey/at the
instillation of Lieut. M. L. VVood, U. S. Navy, this matter has recently
been bi-on<^ht to a satisfactory conclusion. Throuj^h the successful ef-
lorts of these otlicers in improvin^^: tiie charts of the Coast and Geodetic
Survey tiiis change, wliich has lon«j been discussed iu the Hydro-
^rapiiic Ollice as desirabie, has Immmi brought about.

Tiie stimuhition of the sah's of tlie Hydro^raphic Office charts and
siiilinu (iireetiohs has oc(Mipied a hu^xesliare of attention. The opinion
of th(* saUvs a«^<Mits has been diii^ently sought as to what localities
sliould i)e eharted and wliat scales siiould be used. This has lieeii pro-
ductive ofeonsiderabh* <^<)o(l and has bnmght to light many defects in
tiie a^eney system wliieli have since been remedied. The universal
cninineiii that tlie ])ri<*es of the charts were too low caused an exaiuiua-
tion of the method of li\in<^ prices in tiic oflice, and a new price-list,
1><isim1 strieily on th(* (h'liiaiKis of the statute, has been issued, the resnlt
iiavinu" heeii to niise the prices soinewiiat. With the increase in the
number ot eliavis ami the an^^meiitjition of our foreign commerce, it is
ho])e<l th:it tiie leveniie Irom this sounre will iinally wake the ofiicc self-
snpporiiiiu'.

I'lrpjiintions :ire ni:ikin.L^ for a r(»port to be ])resentcd to the Interna-
t

ionjil .M;iriiu' Cuiile'i'iiee of nuitii'is in whicli the ilydrographic Oflioe
s iiitrir>:rH, Mild wilh the assistunee of tiu» ollicerH \\\ chargQ ot* the

uaiiel) otlii'e.s ii is liopeil that material of much value wWl be Ut hand

PLATE IV

ran. s/.ya/J^
to 7^

336 REPORT OP THE SECRETARY OF THE NAVY.

kept in the same bnildiug. They are now stoweil in tbe Navy Depart-
ment for security aj^ainst fire, and while the best care |K)8Nible is taken,
yet the frequent handling and carrying h)ng distances is a source of
much dannige. A fire-i)roof room with all the requisites for the proi)er
handling, care, and preservation of these plates is a necessity, .

Sixty-six new charts have been engraved and published during the
year. The general localities covered are in Newfoundland, Nova Scotia,
West Indies, (Julf of Mexico, South America, California aud islands iu
the Pacilic and Kast Indies. The ])ul>lication of the great circle ssiil-
ing charts of the North and South Pacific and Indian Oceans completes
the set of these charts for the great oceans. These charts are much
appreciated, and those of the North and South Pacific and Indian Ocean
will be found particularly useful.

The charting of the Jianger^a survey has been coutiuaed and the first
of the series of special coast charts, San Diego to San Quentin Bay, has
been ])ublished; the second of this series is ready for engraving. In
addition 10 charts have received imjx^rtant corrections amonnting to the
redrawing of portions; G miscellaneous plates have been finished, in-
cluding the stereographic projection arranged for graphic solution of
spherical triangles by Commander C ]). Sigsbee, U. 8. Navy ; 34 blank
])hites puHfhased and 22 made serviceable by scouring down and iK)lish-
ing condemned plates. The number of plates available for printing is
505; of miscellaneous plates, 103. During the year 21,885 copies of
charts were printed and accepted, being the greatest number ever
l)rinted in a single year by the iIydrograi)hicOfiice. Thirty- four charts
are in pro(;ess of construcition and 10 charts are undergoing extensive
alt(»rations and corrections.

The work of tabulating deep-sea soundings has been continued ; 35
sheets have been outlined for the Pacific, and a graphic nicmoraudam
prepared showing where such work is most needed. Important sound-
ings have been received during the year.

'JMie rrcord of longitnd'S an<l the investigation of nnignctic variation
have i)een continued. A map of the lines of equal magnetic variation
over the peninsula of Lower California and ailjacent localities, based
upon the excellent magnetic work of Lieutenant Pond, U. S. Navy, was
l)ublishe(l at the dose of the year 1888. Tables showing the niaguetio
variation and r.ite for any year for jMisitions in Lower California, Mex-
ico, Central and Sontii America, and in the West Indies have been pre-
])ared and are shown in the aitpendcd divisional report. The observa-
tions for magnetic variation, dip, and intensity, hitely complete IqT
Lieutenants Norris, Tjaird, 1 1 ol<'(»ml)e, and Ensign Wooil, will famish vala-
able results for additional localities in Mexico and Central America.

A manuscript entithMl '*Tiie Development of Great Cin?le Sailing,'
prepared in the division, has Imhmi in the hands of the Goverument
Printer since ISSS. A now table of meridional parts for the more ac-
cuiate project i(»n oi' charts has been completed. A ])aper u|M)n the use
of oil, enibodying tlir result of studies ui)on the calming effect of oil on
bn.ken water has been ))rrpared and published in the Naval Iiistitnte
proceedings. There is in preparation for publication, in serial form, Ibe
woi'U on the record of lon-iitiides.

The future work oltiiis division will be the charting of such localities
as are ni(»st l're(|ii(>nted by Anu'rican commerce, in the order of their im-
port anet*. it will lake many years, with the present force, to accom-
plish this.

'i'iie )>resent ibiee consists of an assistant in charge, OUe COftl paler,
one clerk, leu draughtsmen, thirteen engravers, four apprentice cn-

REPORT OF THE SECRETARY OF THE NAVY. 337

gravers, three printers, one apprentice printer, four laborers and one
watcbman.

CHART SUPPLY.

As the puri)Ose for which the two divisions of Supply and Issue were
organized separately was accomplished last fall, it was considered ad-
visable in October to consolidate them into one, entitled the Division
of Chart Supply. A still further improvement would be the concentra-
tion of the force and material of both parts into one room, but that is
impossible at present. The two parts remain located as before, that
having charge of llydrographic Office and Coast and Geodetic Survey
charts and the supplying of sales^ agents being known as the Hydro-
graphic Oflice section, and the other, having charge of the British Ad-
miralty charts and the outtit of ships of war, as the British Admiralty
section of Chart Supply.

The Uy<lrographic Office section receives from chart construction all
Il^'drographic Office charts published ; from the Coast and Geodetic
Survey copies of new charts and of such othtTS as may be required. It
keeps the supply on the shelves correct for all late information received;
issues, through the British Admiralty section, llydrographic Office
charts to United States vessels and suf^pliesthem to the branch hydro-
graphic offices direct ; it also fills all orders from sales' agents for Hydro-
draphic Office charts. Formerly this section kept a supply of Coast
and Geodetic Survey charts for issue, but at the last of the fiscal year
arrangements were made by which that Bureau issues its own charts
direct, except in case of original outfits, when they are sent through the
British Admiralty section. This method has scarcely had a trial, but
doubtless it will i)rove of great advantage to both offices. Improve-
ments in the system of making corrections to Coast and Geodetic Survey
charts during the past two years and their increiised accuracy, in conse-
quence, have rendered it ))ossible to dis[>ense with the supplemental
corrections previously applied in this oflice.

The work of this section is constantly increasing. There are now
eight hundred diilerent llydrographic Office charts and a large number
of copies of each.

During the past year 20,329 copies of charts, with necessary correc-
tionSy have been issued, being an excess of 5,202 copies over the pre-
ce<ling year. Agents required 081 more copies tlian <luring the past year,
and the summary in the appended report shows a corresponding in-
crease in the issue elsewhere.

From all sources there have been received 26,003 copies of charts and
20,320 copies issued.

The British Admirality section supplies all vessels with their outfit
of charts. It keeps on hand, corrected to date, such British Admiralty
charts as the llydrographic Office issues, and receives from the admi-
ralt3' all new charts, which are carefully compared with standards to
determine the corrections, alterations, and additions.

During the year the following-named vessels have been supplied with
outfit^!: North Atlantic Station, BonUm^ Constellation^ Kiarmrge; South
Atlantic Station, Richmond; Pacific Station, Adamn. Atlanta^ Iroquois.
Mohican^ Monongahela ; Asiatic Station, Dolphin^ Sicatara; Special
Cruise, Atlanta^ Constellationy Despateh^ Enterprise^ Fortune ; U. S. 0. S.
S., Gedncy^ Jamestoxcn^ Juniata^ Kearsarge^ Kiehmondy Yorktownj and
school-ship St. MartfH.

The branch office in San Francisco was furnished with a complete set
of Pacific and Australian British Admiralty charts.

NA 89 22

338 EEPORT OF THE SECRETARY OF THE NAVY.

The total namber of copies of charts received daring the year was
17,275; these included British Admirality charts from London; United
States Hydrographic OfBce and Coast Survey charts from the Hydro-
graphic Office section ; and outfits returned from ships.

The total number of copies of charts issued during the year was
15,468 ; these were furnished to United States vessels, the branch offices,
and the various divisions of this office. One thousand three hundred
and three copies were condemned; 6,889 copies received hand correc-
tions. Thirty new British Admiralty charts have been put on issue.

The end of the year finds the work of this division well in hand.

The force consists of one lieutenant, in charge; one ensign, four
draughtsmen, one clerk, one copyist, one colorist, and two laborers.

SAILING DIRECTIONS.

The functions of this division comprise the preparation and correction
of sailing directions, notices to mariners, light lists, and other publica-
tions bearing on subjects relaling to hydrography and kindred branches.
It also su[)plies the ships of war and the sales' agents with the publica-
tions, except charts, of the Hydrographic Office, and has the care of
tlio archives and library of reference.

The books of reference and sailing directions were moved early in the
ye^r to the room adjoining the archives. This has facilitated the work
very much by bringing the detached parts of the division together, in
pursuance of the plan formed some time previously.

During the year eighteen ships have received complete or partial oatt
fits of sailing directions. Two new branch offices have been supplied,
and complete sets of Hydrographic Office publications were sent to the
Paris Exposition and to the Boston Public Library.

Hydrographic Office No. Sd^ Caribbean Sea and Gulf of Mexico, Vol
I, and Light Lists, Vols. I, II, and III, compiled in the division, were
published.

A reference to the very complete report of the chief of this division
will show in detail the work accomplished.

Besides the labor of keeping at least five copies of each book of sail-
ing directions corrected and ready for issue (the corrections for one no-
tice, No. 52 of 1888, required three hundred and twenty -five corrections
in two luindred and forty different books), the division is constantly oc-
cupied in answering various questions relating to the hydrography and
geography of all parts of the world. At the same time it has been the
endeavor of the office to supplant foreign sailing directions with our
own ])ublications. Three volumes of these have been gotten ready for
the printer, one of which will soon be issued. The manuscript of two
others is in an iulvaiiced state ot preparation. The mannscripts sent
in by the officers in charge of the branch offices have not yet been revisedf
but will he taken up, as well as much otiier matter already compiled,
whenever the ()i)portunity presents itself.

At the rate of the present appropriations the time when the Hydro-
graphic Offic(^ will coui))Iete its set of sailing directions is indefinite.
The useful life of one of these i)ubIicatioiis is from five to ten years. If
the ofliee within a reasonable time could publish a whole set of dire&
tions it wonld then be comi)aratively easy to keep corrected those alreadj
issued. ]jar<>:er appropriations would permit of this in the coarse ofi
few years. We are now dependent upon foreign offices for the necM-
sarv instructions for a large part of the waters of the navigable glote
The disadvantages of this situation are so obvious that Oongress wiS

IIEPOKT OF THE SECKETAliY OF THE NAVY. 339

surely grrant sufficieut niouey to euablc us to be independent of foreign
sources of sui)i)ly.

Tlie Notices to jVIariners have been prei>ared and issued promptly
each week. The plan of grouping extracts from these notices, covering
the same general locality, has worked well, and the edition of such ex-
tracts has largely increased, being now at the rate of over 1,000,000
yearly. Seven hundred and seventy thousand and twenty-nine copies
have been issued during the year, 518,000 of these during the past six
months. A glance nt the summary of notices in the appended report
shows an increase of over 300 per cent, in the past three years and
nearly 100 per cent, in the past year. Better facilities for printing will
be all'orded in a short time and we may expect a larger output of this
valuable material.

There have been received, classified, and indexed in the archives 1,200 '
documents and 700 charts. These are carefully preserved and kept
ready for immediate reference.

Valuable information has been received from most of the ships in the
service and from many merchant vessels.

A pamphlet on collisions at sea, by Lieutenant Ilautreux, French
navy, has been translated for use before the International l^Iarine Gon-
ference.

There are now attached to the division one lieutenant in charge, one
lieutenant, one assistant, two nautical experts, one custodian of archives,
one draughtsman, and two laborers.

MARINE METEOEOLOaY.

The work of this division, now thoroughly systematized, has been
conducted with great efficiency during the year. The Navy can now be
kept conversant with the latest^ information in regard to this important
subject, the serious study of which had been neglected by the Depart-
ment for nuniy years. One of the earliest ijrojects of i*eform in the
ilydrographic Office was the establishment, on a permanent footing, of
a division of marine meteorology, where the collection and dissemina-
tion of data c<mld be carried on without interruption, and where in-
structions for the service could be prepared and revise<l in accordance
with the i)rogress of the science of meteorolog>\ Since the time of
Maury several well-devised and temporarily successful attempts had
been made to ac(;omplish this, but they failed on account of the insta-
bility of the force emi)loyed. Funds which might have been made
available for this pui)>ose were used for other objects, and the work
projected was done entirely by officers. These, after getting just fairly
acquainted with the subject, were ordered away, so that no continuity
of eli'ort was possible. It was evident that this course should be no
longer ])ursued. A good organization being a matter of slow growth, it
is only during the past year that this division can be said to have been
fairly established on the lines laid <lown as necessary for its success.
As now constituted there is a ])erinani'nt force of marine meteorologists
and (tlerks, re-enforced by officers who are interested in the study of
meteorology and who can Ih) s]>ared from other naval work. It is ex-
pected that this combination will be able gradually to develop pilot
charts of all the oceans similar to that now issued for the North Atlan-
tic. Su(*.h graphic current publications devoted to ocean meteorology
will enable the Navy and merchant marine to keep thoroughly informed
of the state of the science. This in turn will stimulate the observers
to greater care and increase their desire to study at sea the problonia

340 EEPOET OF THE 8ECBETABT OP THE NAVY.

that still puzzle meteorologists. In this connection the salfjeot of dond
formation seems to offer a very promising field for the attention of seft-
men vrho possess photographic outfits. The studies of Abercrombj,
Ley, and others show unmistakably that this factor can be osed mudi
more extensively in the prognostication of weather at sea. A pablica-
tion of instructions in regard to this will be issued shortly. There are
several matters to be ultimately worked out in this division whicdi thA
limited force will not permit at present. The Gk)vemment shoald issue
its own meteorological instruments to Seamen observers. The neoessity
for this has long been recognized by the meteorological oflSces abroad,
where barometers and thermometers are supplied to repatable seamen,
and one is thus able to rely upon the accuracy of the observatiODt. The
few instruments in general use in the merchant marine are not of the
quality to give good results for record^ and the lack of any instraments
is a serious drawback to the increase m the number of marine observ-
ers. The subject of self registeriug instruments is also one which
should have immediate attention. There are some now in the market
that should be tried on our ships of war, and, as instruments are con-
tinually undergoing improvement, it will require the active supervision
of the division to keep pace with the subject. The larger matters of
storm warnings in the Bay of North America, more particularly with
reference to West Indian hurricanes, and storm signals on the coasts
can only be developed through the aid of the Signal Servioe of the
Army. The Navy has a vital interest in this, and must get its informa-
tion mainly through the Hydrographic Office. The Chief Signal Officer
has always been most willing to give assistance, and has expressed
himself as desiring to meet, as far as possible, the wishes of the Qydro-
graphic Office, as indicating the necessities of the Navy and merchant
marine in this respect. The best results in this direction are expected
from the establishment of a marine observatory at Havana, under the
direction of Captain Carbonell, of the Spanish na^, working in co-
operation with Kev. Father Vines, of Belen College Observatoiy..
There is now an organized system, extending through the West Indies,
for tbe transmission of reports, during the hurricane season, throagh
the Havana office to the Signal Office. This has been brought about
by tbe Signal Office, assisted in a great measure by the e£fort8 of the
Hydrographic Office in correspondence with various observers in the
West Indies, and by the visit of Mr. Everett Hayden, marine meteor-
ologist, to Cuba during the hurricane months of last year. This prom-
ising field should be occupied by the Navy. The Department shoald
establish stations throughout the West Indies, and, in co-ojieration
with the Signal Service, bring the subject of West Indian horricane
warnings to a greater degree of perfection. The co-operation of the
Hydrographic Office with the Signal Office in the collection of all ma-
rine meteorological data (formerly collected, in large part, by the Army)
has been attended with good results. The material, as mst as used for
the Pilot Chart, is transmitted to the Signal Office for the compilation
of synoptic maps of the Northern Hemisphere, and such other use as
may seem best. The seamen of the merchant marine have expressed
themselves quite generally in favor of the change, holding that the
Navy should do all that part of the work which relates to the sea.

The Pilot Chart of the North Atlantic has been enlarged and im«
proved, and continues to gain in popular esteem, and the same may be
said of the Weekly Supplement.

The issue of a current ])ublication devoted to the subject of the me-
teorology of all the oceans has been considered at various times during

REPORT 01?^ THE SECRETARY OP THE NAVY. 341

the year, but owing tx> lack of expert force and printing facilities no
detiuite conclnsion has been reached. It is hoped now, as the latter
have improved, that the immense amount of data at hand can be util-
ized in this way.

The appended report of the chief of this valuable division will give
interesting details in regard to what has been accomplished. GHie es-
tablishment of fair rates of pay, now accomplished, will attract good
men, should the office be so unfortunate as to lose any of the present
force, and the service is to be especially congratulated that Mr. Hay-
den has fully concluded to devote himself permanently to the work he
has been so instrumental in organizing, and for which his talents,
knowledge, and experience fit him in such an eminent degree.

The force in this division consists of one lieutenant, in charge; one
ensign, one marine meteorologist, three nautical experts, one stenog-
rapher, one type-writer, and one laborer.

The suggestions of the chief of division that a number of naval offi-
cers be detailed to take a course of practical study in the Signal Office
is an admirable one and should be carried out at once. Every effort
should be made to acquaint the officers of the service with the subject
of meteorology. The importance of this subject to seamen is obvious.

BRANCH HYDBOGBAPHIO OFFICES.

The system of branch hydrographic offices has proved its value to
the maritime community and to the Navy in many ways, and should be
extended to include every shipping point of importance on the Atlantic,
Gulf, and Pacific coasts. Indeed, in view of the enormous commercial
interests on the Great Lakes and tributaries, it may well be considered
whether branch hydrographic offices established at several of the most
important ports there would not be of advantage to commerce and to
the Navy. Many inquiries reach this office from shipping firms and
others engaged in commerce on the lakes, and the detail of an officer
for such duty might be the means of building up as useftal an office at
Chicago, Cleveland, Detroit, or other port as at any point along our
Atlantic, Pacific, or Gulf coasts. It will be hardly iK>ssible, with the
present number on the register, to keep an officer at each point, but
among the ex-naval cadets now available there is fine material for fill-
ing the less Important stations to be supervised by the officers stationed
at the larger ports. Duty of this character, more than any other, brings
officers into close relations with the merchant marine and the large in-
terests devoted to shipping. It is of great benefit to both, and acts
mosi favorably on public opinion in regard to the Navy. This effort of
the Department to take an interest in maritime affairs is highly appre-
ciated. The Navy Department is regarded as the natural leader in all
nautical matters, and by the extension of this system can take the place
along our coasts in all subjects of a hydrographic nature which the best
interests of the Government and the technical education of its officers
entitles it to have.

Boston. — ^This branch labors under the disadvantage of not having
the assistance of a maritime exchange. There is no organisation in
Boston devoted solely to the interests of the maritime community. It
is more difficult, therefore, than in other sea-board cities to seooxe onited
effort in behalf of any measure. Notwithstanding^ the office has been
very successful in collecting and forwarding a large amount of valuable
information*

342 REPORT OF THE SECRETARY OP. THE NAVY,

The dififercut water-froDts of Boston are widely separated and, witb
the means at disposal, difficult of access. The consequence is that
many vessels come and go without being boarded, and many chances
of obtaiuing information are lost. As suggested in previous reports,
there should be a small steam-launch sent from the nav3'-yard each day
to carry the boarding oMcer on his round. This would enable him to
visit the most distant parts of the harbor and return in time to make
and forward liis records for the day. The importance of boarding
every aiTival can not be overestimated. It stimulates the seamen ol^
servers to better work, gives them an idea that the Government appre-
ciates their voluntary labors, and turns them into active agents to induce
others to help. The necessity for the uninterrupted continaation of
this is shown by the ^ct that while the ship-visitor was ill for a short
time the number of callers at the olhce sensibly diminished.

The Pilot Charts, here as at all of the branch offices, are in greatde-
maud and have become a part of every vessel's outfit before saiUng.
The routes indicated are becoming the recognized pathways of the ocean
and now the l^anks are seldom crossed during the ice season by steam-
ers from Europe bound for Boston.

Five hundred pamphlets of blank forms for observations at G-reenwieh
noon were issued during the year. The observation of the officer in
charge seems to show that they are easily comprehended, and when
returned by the observers are almost always properly filled out. Many
calls have been made for charts of the harbors of Nova Scotia. The
Hydrographic Oilice charts are generally prefenred when the masters of
vessels are allowed to use them.

Ensign H. S. Knap]), U. S. Kavy, who was attached to this branch
for several months, left a record of efficiency which guaranties his value
to the Hydrographic Oilice whenever it can secure his services. His
thorough comprehension of the business character of branch office
work, his tact in dealing with masters of vessels and shipping i>eople
generally, his activity and intelligence in promoting the interests of the
Navy in every direction, make him a most desirable assistant.

This brau(!h has distributed 157,595 copies of notices. 7,230 Pilot
Charts, and 19,370 Supplements. It has boarded during the year 2,434
vessels.

The force lias consisted of one lieutenant, in charge, one ensign, da^
ing a portion of the year, one ship- visitor, and one messenger.

New York, — The vast amount of information collected and dissemina-
ted and miscellaneous work done will be seen from the appended inter
esting report of the officer in charge of this branch. This office is re-
gard('(l as a regular authoritative intelligence bureau, both at home and
abroad, for all matters pertaining to maritime affairs. Its business ifl
constantly increasing, so much so that the force permitted by the ap-
propriation is totally inadequate, and it has long since outgrown the
space so generously assigned to it by the Maritime Eichange. A change
to more commodious <juarters having become a necessity, negotiations
for this pur])ose have been in progress for some time and with every
indication of ultimate success.

As a large share of the marine data for the Mascart cablegram oomes
to New Y<)rk, the otlicer in charge is obliged to devote moat of each
forenoon to its compilation. Sundays and holiday's are not excepted.
Jn response to circulars from the main office an exhaustive investigatioii
was made as to the value of a lighten Matanella Shoal, Babamas« also
valuable data in referencte to the steaming and maneuvering powers of
ocean steamers for the Oilice of Naval Intelligence. Data for Uie

REPORT OF THE SECRETARY OF THE NAVY. 343

of the coiunnssioiuTs of the coming International Marine Conferenee
have been collected and forwarded.

A great deal of time has been spent in the endeavor to increase the
number of trustworthy seamen observers, and much success in this
direction was obtained among the yachtsmen. Owing to lack of instru-
ments, and for other reasons, not much has been efi'ected with the pilots
an<l coasters.

Tiie officer hi charge speaks at length of the value of the Pilot Chart
and the various supplements relating to the Joggins Raft, the remark-
able cruise of the derelict ^y. L. White, the instructions in regard to
hurrieaues, the use of oil in laying the sea, the monograph on the March
blizzard, and many other matters of interest showing what an important
part this branch plays in the general scheme of work laid out for the
Hydrographic Office.

As at Boston, a small launch would greatly facilitate the boarding of
vessels, besides increasing the number tenfold. Vessels could be reached
at the outer anchorage and information obtained at once. When ships
are hauled into dock they are generally put in charge of a watchman,
and the cabin containing the log and barometer is locked. The current
outlay for sucli a launch would be small, and a sum equal to the fares
now paid on the railroads by the boarding officers would probably
cover the running expenses. Late news is l>ecoming more and more
iniportant ; much of our informsitiou is now received too long after date
to be of much use, excei>t as history.

Sergeartt Cox, U. S. Army, at New Ilaven, and Sergeant Daniels, TJ.
S. Army, at New London, were directed by the Chief Signal Officer to
CO o])erate with this branch in the collection and dissemination of data.
They and Captain McNiel, harbor master at Bridgeport, Captain Town-
send, harbor master at Newport, and Mr. John Mc Williams, the col-
lector of customs at Providence, have been of great assistance at their
respective ports.

The officer now in charge of this branch, in his appended report, pays
a well-merited tribute to the intelligence, tact, and industry of his pred-
ecessor, Lieut. V. L. Cottman, TJ. S. Navy, who was detached from the
New York branch before the end of the fiscal year. The success of this
im])ortant branch dates from the moment Lieutenant Cottman assumed
charge, and his whole a4lministration was marked by a thorough appre-
ciation of the responsibilities of the position, an unremitting energy in
the prosecution and extension of its usefulness, and an unusual capacity
for gaining the good- will of the entire community. The school-ship au-
thorities of New York are to be congratulated on obtaining the services
of this capable and thoroughgoing officer.

This branch has distributed 201,090 copies of notices, 15,085 Pilot
Charts, and 9,983 Supi)lements ; it has boarded 6,408 vessels.

The force has consisted of one ensign (since March), in charge, one
assistant, one ship-visitor, one clerk, and one stenographer and type-
writt*r.

Philadelphia. — A comparison of the tables in the appended report of
this branch with the tables of preceding years shows a very large in-
crease in its business. The number of vessels visite<l, items of informa-
tion furnished. Notices, Pilot Charts, and Supplements distributed has
largely increased.

The signal offices at Wilmington, Charleston, Savannah, and the
agent of the Maritime Exchat.ge at the Delaware breakwater have ren-
dered valuable assistance by the prompt transmission of much impor-
tant information.

344 REPORT OP THE SECRETARY OP THE NAVT.

Witb the Maritime Exchange the office was moved on April 1 into
new quarters, and has now better facilities in every respect. Since ike
transfer the time-ball has not been dropped, as there are no fiinds to pay
for connecting the dropping apparatus.

On the 24th of June a circular was issued firom the Washington offlee
directing the branches to call the attention of shipping people to the
value of the derelict Ottawa. From the information given ituoni^ the
Philadelphia branch she was picked up by the Bed Star Line tug
Argus and towed into port, saving a viduable cargo and elearing the
transatlantic route of a dangerous obstmctiob.

Five thousand two hundred and sixty-three copies of the Pilot Ghart|
10,676 Supplements, and 224,561 Notices to Mariners were distribnted.

The force has consisted of one lieutenant, in charge, one ensign, one
ship-visitor, and one messenger.

Baltimore. — More than double the usual number of copies of Notioei
to Mariners have been distributed from this office- during the past year:
the number of ships visited has been 700 more than the last year, ana
in all directions the office shows a large increase in its business. Suk
arrangements have been made in regard to the distribntion of hydio-
graphic information that all ship-masters can readily obtain the latest
before sailing.

The special information given from the office during the year oan not
well be tabulated. Masters of ships and others have shown a gratefU
appreciation of the assistance rendered and much interest luw been
awakened. Here again the Pilot Chart is of great use, more espedaUy
to the traders in the West Indies, to whom the hints and direotiona
in regard to hurricanes have been valuable.

Much time has been given to the discussion of matters to come op
before the International Marine Conference, and the views of maay
captains have been obtained. The changes desired in the present mhs
of the road are many, but all agree that the most important is a nnilEsni
system of fog signals to indicate approximate courses in fog.

There are still many charts brought in for correction which are old,
worn, out of date, and practically useless. The offloer in charge is of
the opinion, like his predecessor, that marine underwriters should re-
quire ships to be fitted out with the latest editions of charts. Thii
must eventually be the case, if indeed the influence of the branch of-
fices does not render it unnecessary by educating ship-masters to ^o-
vide tiiemselves from motives of self-preservation.

Sixty-nine thousand one hundred and eighty-nine copies of NotkeB
have been distributed, also 2,603 Pilot Charts and 7,802 Supplements.

The force has consisted of one lieutenant, in chu'ge, and one ship-
visitor.

Norfolk, — ^Tho office was established in this city on March 1, 1889, and
by the l'M\ of the same month was in thorough order. Through the
courtesy of the collector of customs space was assigned in the oastom-
house, and every facility given to inaugurate the work. Oommeroial
organizations and all interested in shipping have given a hearty support
to the office.

Tlie central position of Norfolk and its proximity to the eoast and to
various shipping xiorts make it an important point for the establishment
of a branch office. The port of Newport News and the pier at Lam-
bert's Point have become important coaling stations of our Atlantie
coast. If the scliooners and small coasting vessels asoending the Jamea
Biver or going througii the canals be taken into aoooant| then is men

REPORt OF THE SECRETARY OP THE NAVY. 345

toniiago passing through Hampton Boads than goes up the bay to Bal-
timore.

A large amount of information has already been given oat, and the
business of the office is increasing daily.

Five hundred and seventy-six copies of the Pilot Chart, 832 Supple-
ments, and 1,854 Notices have already been distributed.

Advantage is taken of this opportunity to refer to the efforts of the
officer in charge of the branch to further the interests of his office by
preparing a series of articles on hydrography for a leading newspaper
published at Norfolk. Such publications, guarantied as they are by
the position of the writer, serve to interest shipping people and others
in the important work of the Hydrographic Office and are in the high-
est degree commendable.

The force consists of one lieutenant, in charge, and one ship-visitor.

Savannah. — This branch has but recently been established and is not
yet in active operation. Much is expected of it later in the season, when
the cotton crop begins to move. Its proximity to Brunswick, Ga., a
valuable point for a suboffice, will give it an importance second to none
of those at the smaller ports.

The force consists of one lieutenant, in charge, and one ship-visitor.

New Orleans. — The season when shipping is very active at this port
is short, yet much has been accomplished by the officer in charge.

The Signal Service observers on the Gulf coast have co-operated
with the office and distributed many hydrographic forms, etc.; the
result of such distribution will be more evident during the coming year.

The Pilot Chart is much sought after and appreciated. A larger
issue of this publication would be beneficial, as many who wish the
charts can not now be supplied.

The time-ball has not proved altogether satisfactory, as the wires
have been much interfered with just at the time the signal from Wash-
ington was due.

During the year 1,428 Pilot Charts, 2,983 supplements, and 46,905
notices have l>een distributed.

The force has consisted of one ensign, in charge, and one ship- visitor.

San Francisco. — A large amount of efficient work has been done by this
office, particularly in the direction of extending it« usefulness in new
quarters. An effort has bi^en made to enlist the services of mission-
aries and others living in the Pacific islands to keep meteorological
records. Many data have been collected for the issue of a Pilot Chart
of the Pacific. Such a publication would be of great service to navi-
gators in that ocean, and l)efore many months Congress will, no doubt,
take suitable action to satisfy the desire of the representatives of our
large and increasing commerce in that ocean. Even if Western inter-
ests only were at stake, the desire would be a reasonable one, but Eastern
shipping interests are also involved in this question, and they too will
be benefited. To satisfy this necessity as far as possible with the
means at disposal, this branch has issued special monthly bulletins of
hydrographic information useful to mariners in the Pacific. These have
met with favor and reflect great cre<lit on the officer in charge.

The increase in trade at Port Townsend, Wash., and at Ban Pedro,
Oal., make them important commercial centers, and branch offices
should be established at these cities.

This office, like the others, has grown so in usefulness that the space
allotted to it by the Merchants' Exchange is no longer sufficient. Some
new arrangement most be made speedilyi and there most be an addi-

346

EEPORT OF THE SECREtARt OF tttE NAVY.

tioii to the force. It is remarkable that so mach is accomplished with
such surrouudiii^s and by so small a force, and it can onlybe accounted
for here as elsewhere, by the fact that the popularity of the work, its
immediate and evident value, stimulate to the utmost all who are en-
gaged in it.

The office has distributed 21^788 copies of Notices, 5,300 special bul-
letins, and given 14,045 items of information.

The force consists of one lieutenant, in charge, one assistant, and one
ship- visitor.

Portland^ Oregon. — Through the courtesy of the Portland Board of
Trade this office was established in the Merchants' Exchange on March
25, 1889. Although in the dull season of the year, a large amount of
work has been done already, and the office promises to be of mach
value to the northwest coast. The officer in charge reports that fre-
quent calls have been made for a Pacific Pilot Chart, alrefidy referred to
under the San Francisco branch ; also, that a time-ball at Portland
would be useful. The establishment of this branch office gives a good
opportunity to the Department to assist the maritime community in
this respect.

A branch office at Port Townsend, Wash., is needed.

Since the office has been established 57 copies of the Pilot Chart of the
Forth Atlantic and 3,649 Notices have been distributed and 63 vessels
visited.

The force consists of one ensign, in charge, and one ship-visitor.

SU]MMARY.

The following table shows the most important work done by the
branch offices.

Vi'8««*ls viHited

13aroiii«>terrt and tiieriiioin-
eten) luyuHttMl and cum-
pared

CnnMionjoterB con)]>a red
and rated

Charts <roiTi'('ted for uior-
chant rapiaiim

Li^ht listH and hnoy hooka
corrected for merchant
captains

It«niA of inforniation fur-
nished

Pilot Charts dintrihatod
(conies)

Supplements distrihnted
(c<»pies)

Li};ht lists, beacon and
bnoy lists di.>^Trihuted
(copies)

Notices to Mariners dis-
triUnted (copit-s of ex-
trai'ts)

Kepoits forwarded tin
storms at sea, trade-
wind limits, etc

Hydroiiraphic Oflire and
miserllaneous ]tiiliii(>a-
tions and forms distrib-
uted

h>]ieciat bulletins aiidwca*
iher reports distributed

REPORT OF THE SECRETARY OV" THE KAVY. 347

THE INTKKNATIONAL METEOEOLOGIOAL CONGRESS AT PARIS.

An invitation lias been received to send a deleg:ate to this con^jress,
September 19 to 25, and I may well refer here to the importance of
doing so. If impracticable to send an assistant from this office, then
one of our naval officers abroad might be detailed for the purpose, al-
though there are some manifest advantages in being represented by
some one who is familiar with work in this office and who has made a
specialty of marine meteorology. I regard it as essential that this oflice
should send a delegate to eveiy such conference, in order that we may
profit by every advance that is made and at the same time acquire some
]»ersonal knowledge of and acquaintance with methods and men abroad,
without which it is ditlicult to obtain the best results in any specialty,
^larine meteorology in j)articular is a practical science in which all na-
tions are interested, and in which international co-operation is very
necessary. . The establishment and acknowledged success of our branch
liydrographic offices, and tlie facilities for collecting reliable marine
d ita from every ocean, put us in a position to take a leading part in
marine meteorological work, which, however, must always be essentially
international in character in order to obtain the best results.

DERELICTS.

Nothing could demonstrate tlie value of the Pilot Chart and Weekly
Supplement more forcibly than the fa€t that since these publications
have been established our naval vessels have been able, in many in-
stances, to find and destroy derelict vessels and other obstructions
ah)ng the coast, an<l upon information furnished by the Hydrograpbic
iUlice private comi);uiies have undertaken to tow wrecks into port, and,
in one instance, at least, successfully. The following extracts from the
iMh>t Chart and Weekly Supplement will be interesting in this connec-
tion :

Pilot Chart, June, 1889:

■

Tbo r. S. S. Yantic, Cniiiiiiainler C. H. Rockwell, U. S. Navy, cnmmandinf;, sailed
from Nfw York May 11 on u cniiHe oiY the coast to destroy dt*n*Uct vcHHeln, iiifornia-
Tioii rc^^anliiiK whicli wa.sHiipplicd by this office. May IH, 'n\ hititiide :i7-'35'N.y hmgi-
tiidc r»'J- .V>' \V., Hh«* si^rhttMi the water- h>j^i;ed Hchooiier Alive liorda^ of Camden, N. J.,
with (h'ck-hoiiMCH, hatrhos, and miz/(>n-maHt ^one, main-mast out of step and leau-
m^ forward. Torjx'dors wore exploded astern, nndor the bii^^e on each side, nnder
the heel of the howh])rit, and inside the port qnarter, breaking her up very well ;
she was thiMi set on tire, and, it is sui)posed, went down on the uight of the 19th,
aithoii^rh it was very dit^ieiilt to destroy her, being lumber laden. Unfortunately
the Yantic encountered a hurricane of great violence the afternoon of the 2lBt, by
which she was dismast^'d and conii>elled to give n\t her cruise and return to New
York.

Weekly Supplement, Novertiber IG:

In an ollii-ial report to the Navy Department, Lieirt. W. S. Cowlos, U. S. Navy,
ooiiiniandin;^ V. S. S. JtfMpatrh, states that he found and destroyed the wreck of a
vessel sunk 15 miles (^a^t of (Jape Henry.

Weekly Supplement, November 28:

In an ollicial report to the Navy Department, Lient. W. 8. Cowles, U. S. Navy,
e<)iMniandiii«; L'. S. S. Ihnpatoh^ states that he found and destroyed the wreck of the
brig Ilypninn^ sunk It miles SSH. I E. from Absecon light.

Pilot Chart, July, 1889:

The abandone<1 Norwegian bark Ottaira^ wrecked during the storm south of Nan-
tucket on May :jl, has been towed into Boston by the Red Star tug Argus, which
started in m-arch of her upon the recomnumdatiou of and famished with iuforniation
fnmi this office. The Ottaica was found June 19 in latitude 42^ 38' N., longitude
63^ 34' W., in which position she was a great danger to navigation.

B48 KEPOKT OlP tHE SECEETAEV OJ* THE KAtTY.

Weekly Supplement, June 28, 1889 :

The Red Star tag Argus fonnd the abandoned bark Oitama on June 19, in latitodi
42° 38' N.. longitade 63° 34' W., and towed her into Boston. This caae well illw-
trates the value of accurate reports of derelicts. Second Officer A. Moar, of the Brit-
ish steamer Mentmore, sent to this ofDce an excellent description of the OHawm, so-
companied by a neat sketch. From this and other information a oironlar wm pre-
pared and issued to the branch hydrocraphic offices Jnne 4, saggeatin^ that bobs
one go oat and tow her in. The Argus did so. She had to make two trialii Imt it
well repaid now for the trouble and risk.

Pilot Chart, August, 1889 :

The dereleot American schooner Bushrod W, HUh—lt wHl be remembered thatadMrt
time ago the Red Star tug Argus pat to sea in search of the derelict Norwegiaa b«k
Ottawa and upon finding her (June 19. latitude .42^ SS' N., longitude 63^34' W.) towed
her to Boston, thus ridding the sea of a very dangerous obstmotion and at thoMai
time securing salvage on vessel and cargo. It is to be hojied that the enocewof tht
Argus will call attention to the fact that similar opportunities often oconr, and dnt
prompt and reliable information can always be obtamed at any branch hydrographk
office, as was done, indeed, in this case. Every such attempt will be eneonrand kj
all navigators of the North Atlantic, to whom derelict TesaelB are a eonroe m ntj
great danger. The same thing was tried the month Just passed, bat in thie eM6,iiB-
fortunately, it was not successful. The American schooner Bushrod W. HUL in bal-
last, was cut down bv the Spanish steamship Fednico^ July 14, about 40 milee & |j
£. \ £. from Highland light, Cape Cod. The schooner was abandoned and aoonato-
wards capsized. She was reported July 18, 30 miles KNE. from Nantneket lighteUp^
and the tug E* A, Burke put to sea from Boston in search of her. followed the not
day by the tug Argus. The latter found her July 20, in latitude 41^ 16' N., touh
tnde 69<^ 32' W., and the E, A, Burke, which reached her shortly afterwards, Joined m
the effort to tow her in. Great difficulties were encountered, m the vessel waa bottsa
up and she finally sunk in 38 fathoms, Highland light bearing WNW. f W. (nsg.)
distant 9 miles. According to another report her position ia 15 milea N£. fnnmCba^
ham light.

SUBYEYS.

The Ranger, Commander F. A. Cook, XT. S. Navy, Gommanding, hn
continued ber work on the coast of Lower California, having extended
the 8urvey to include San Bartoleme Bay. Her omoers have shovD
great enthusiasm under the most trying circamstanoes and the charM-
ter of their work will challenge comparison with the best atandardii
The organization of this party in all branches, hydrographie, topo-
graphic, astronomic, and magnetic, is very complete and it is hcqpal
that no considerations will permit of its being diverted elsewhere.

The work of the party has been distribnt^ as follows : Lieatenant
Harris, executive ofticer; Lieutenant Peck, navigator, asttonomieal
work, and general supervision of hydrography; Lieatenant Lowiy,
main triangulation ; .Ensign Gill, coast triangnlation ; Lieatenant fl^
sey, Ensigns G. II. Staiibrd, Wright, and Knepper, boat work ; Lies-
tenant Pond, magnetic, pliotographic, and sounding flrom the ship;
Lieutenant Bartlett, Ensigns Jungen and L. J. Clark, watch officers.

Information of value to the work of this office has also been reoeived
from the following named ships:

Adams, Conimimder E. P. Leary; Lieut. J. F. Parker, navigator:
Leading lights and beacons in Apia Harbor, Samoa. AUiancef Oom-
mander G. W. Pignian ; Lieut. \V. P. Day, navigator : Boanding*,
east coast of Patagonia. Fish Commission steamer AlbairasSj Lieat
Commander Z. L. Tanner; Lieut. H. S. Waring, navigator: LiiM
of soundings, Gulf of Alaska, Washington and Oregon coasts; locatioa
of the Cove and BraithwaiteBay; light, Man-of-War Cove, Magdaleu
Bay, discontinued; observations on Middleton Island: plan of Mil-
lard Bay. Atlanta, Capt. J. A. Howell; Lient. N. B. Niles, navigator:
Buoyage in Port Boyal Harbor, Jamaica; baoyage and wxeokage at

BEPORT OF THE SECRETARY OP THE NAVY. 349

Cape Hay fci. Coast and G^odetio steamer BlaJce^ Lieat. J. E. Pillsbary :
Chart showing improvements at Castries, St. Lucia. Bostouj Capt F.
M. Ramsay ; liient. C. G. Bowman, navigator ; Lieat. W. F. Fallam,
intelligence officer : Account of storm; b\drographic information con-
oeming Livingston, Guatemala. Constellation^ Commander C. J. Train :
Report of gale September 25, 1889. Despatch^ Lieut. W. S. Cowles :
Measurements and sketch of measured 10-mile run, Delaware 6a3\
Dolphin^ Commander G. F. F. Wilde ; Lieuts. T. C. McLean and W. A.
Marshall, navigators: Information concerning lights at Nicoya Gulf,
Costa Rica, and Gorinto, Nicaragua ; directions for entering La Paz
Bay by San Lorenzo channel ; report of gale. Enterprise^ Commander
B. H. McCalla; Lieut. H. F. Fickbohm, navigator: Buoyage off South-
ampton, England \ lights at Faro Island, St. Vincent, Malaga : informa-
ation about rivers Seine and Scheldt. Essex^ Commander T. F. Jewell ;
Lieut. C. D. Galloway, navigator : Changes in beacons and buoys at Port
Said, Suez, and Aden ; visibility of lightatGavdo,Candia; time signal
at Malta; breakwater in construction at Fnnchal. Oalena^ Commander
G.W. Summer; Lieut W. J. Barnette, navigator: Buoyage in Cape
Hay ti Harbor; location of coast line, Hayti. Juniata^ Commander W.
'C. Wise; Lieut. N. H. Bamea, navigator: Discovery of and soundings
on Juniata Bank. Kearsarge^ Commander A. D. Brown, position of Trin-
idad Island; currents in the Atlantic Ocean. Lancaster^ Capt. T. F.
Kane; Lieut. J. P. Morrill, fleet intelligence officer: Information concern-
ing Guadalquivir River and Seville Harbor ; time signal at Gibraltar.
MarioHy Commander N. M. Dyer ; Lieut. C. F. Emmerich, navigator:
H^'drograpliic information Wusung River, China; light at Tasman Bay ;
search for rock, Japan. Mohican^ (/ommander B. F. Day; Lieut-. F. M.
Symonds, navigator : General information and survey of Fangaloa Bay.
Keic Hampshire^ Commander F. J. Higginson: Rei)ort of gale. NipsiCj
Commander D. W. Mullen; Lieut. R. G. Davenport, navigator: Bea-
cons and buoys in Straits of Magellan and in Tahiti ; general informa-
tion Apia Harbor, Samoa; boat landings and storm at Apia; abstract
of log of H. B. M. S. Calliope. Omaha^ Capt. F. V. McNair ; Lieuts. J.
M. Miller and J. H. Murdock, navigators: Tracings of Wusung River:
of entrance by south channel to Yang Tze River. Onsipcej Commander
W. B. Hoff: Report of gale, August 22, 1888. Palos. Lieut. Commander
J. E. Cniig; Lieut. F. M. Bostwick, navigator: Surveys of Pender-
rock with sketch; Crichton group; general information Liau River;
Ncwchwang; harbors in Murray Sound, Korea; Pechili Straits, China;
Owari Rock; sunken rock in Chifu Ilarbor; rock in Ta-Lien-Whan
Bay; tidal beacon and observations at Chemulpo, Korea; Port Arthur
light. Pin//7, Lieut, ('ommander J. S. Newell; Ensign D. F.Terrell,
intelligence officer: Fiicilities for benching vessels at Sitka, Alaska.
Quinnebaug. Commander C. H. Davis, Lieut. C. C. Cornwell, navigator:
TraQJug of proposed plan of iniproveinents in Bogaz channel, Alex-
andria, Egypt. Stcatara, Commander J. McGowan ; Lieut. C. P. l*er-
kins, navigator: Soundings, coast of Brazil; tracing and chart while
looking for shoal water; soundings, with track chart, southwest coast
of Africa; use of oil in heavy weather. Tallapoosa^ Commander F. W.
Dickins; Lieuts. G. B. Harbor and C. F. Norton, navigators: General
information about Buenos Ayres roads and harbor; Parana River;
wrecks on English Bank ; sunken wrecks removed in La Plata River;
soundings, chart, etc., of unsuccessful search for French's Bank, La
Plata River; information about L^ Plata River; Coionia Harbor. Tren-
ton^ Capt. Is. H. Farquhar; Lieut. R. M. G. Brown, navigator: Sound-
ings east coast of Patagonia ; changes in depth of water in Panama

350 REPORT OF THE SECRETARY OF THE NAVY.

roads. Va^idaUa^ Capt. G. M. Sohoomaker; Lieut. J. O. Wilson, niTi-
gator: Buoyage in Honolula Harbor. TaniiCj Goininaiider G. H. Bock-
well: Abstract of log and charts, storm of Jnne 6, 1889. LieatC.
Laird: Eeports relating to Vera (Jruz, Mexico, with plans. LieatJ.
A. Norris, and Lieut. G. Laird : Magnetic observations Vera Gruz, Sa-
lina Gruz, and Goatzacoalcos, Mexico.

Valuable information has been received from masters of AmericaD
and foreign vessels, American consuls, and varions foreigu offices and
societies, to all of whom thanks are esi)ecially due.

LONGITUDE AND MAaNETIO PARTY.

The following account, kindly iirepared at my request by LienteniBt
Norris, gives in detail an account of this interesting and valuable work,
the results of which are about reiuly for publication. This party is dot
preparing for further labor in the \yest Indies and on the Spanish Hail,
where the recent extension of the telegraph cables makes it possible to
determine positions of importance. It is ho|)ed that this work, so im-
portant to the Hydrographic Ofiice and now fairly inaugurated, can be
continued in the future without intermission.

The expedition for the telegraphio deter mi natiou of longitndea in Mexico and Co-
tral America left New York for Vera Cruz in the steamer Citj/ "ijf Washington on iht
17th of November^ 1888. The party was composed of the following uaval offieen^
viz : Lieut. J. A. Norris, in charf^e, Lieut. Charles Laird, and Ensi^a J. H. L- Hit
coinho and S. S. Wood. A complete outfit of instruments, etc., was oanied, enw
of the folio wiu^ : Throe portable transit instruments ; 3 electric ohroni w «
l»reak-circuit chrouonieterH ; '2 set« cable telegraph instruments ; 2 Siemens i- «J
ink-writi'TH ; 1 niugnetomuter ; 1 dip-circle ; 1 set photographic apparatos ; 2 1* ■
wooden observatories ; 2 astronomical observing tents; 2 army wall-tents; b
tools, stationery, etc.

The astronomical tents had been dosip^ned to take the place of the wooden obtsrih
tories, in case it should be found impracticable to transport the latter OTerland.

A similar expedition in 188:^, in charge of Lieyt. Commander (now Couimander) C
H. Davis, U. S. Navy, had determined the position of Vera Cms in latitnde and kap
tude, using as a starting point the position of Gkilveston, Tox., aa estalilisbed wj
the U. S. Coast and Geodetic Survey. The same expedition in 18S4 fixed the positiai
of La Libcrtad, in Salvador, on the Pacific coast of Central America. The object d
the present ex])cdition was to measure the difi'erence of louKitude l>etween thentvi
)>oint8. LaLibertad had been established, nsing Panama as the initial point, •^i'
from the latter place had been measured various points on the west coast of 8i
America.

Vera Cruz and La Libertad are connected by the lines of the Central and So
American Cable Company, but it is not feasible t-o work this entire distance ai
circuit, eonsc(|uentiy it was noc(^ssary to make observations at intermediate poh
Proceeding from Vera Cruz to the cable lands at Coatzacoalcoi^ on the north side of
Isthmus of Tehnnntepec, thence aland line extends across the Isthmna to SalinaC
on the south side, a diNtance of about 200 miles. Salina Cnus is connected with m
LilxTtad by another cable. These two places (Coatzacoalcos and Salina Cms) vfli*
selected as the observation points.

Upon arriving at Vera Cruz on December 1, it was fonnd that means of comaini-
cation witli Coatzacoalcos were very imperfect. A small steamer made IrreKihr
trips, and had just started on one of them with the probability of not retaniinf fv
at least three weeks. This delay was unexpecteil, but the time was utilised ingrt^
ting the station ready for work. The transit pier usefl by Lieutenant-CoDimuidir
Davis in Irdii was found and re))aired ; one of the wooden observatories was set 19
over it, and the instrnnients were mounted and adjusted. One of the astronoBDCW
tents was set upin a convenient spot as a magneticobseryat.OTy, and fteq nent magPt tff
observations were niailu. Lieutenant Laird, with P^osiffn Holconibe aa his assitUii
(M'cu})ied this station, and on December 21 Lieutenant rfoirls ami Ensign Wood 1^
f\»r Coatzacoalcos on the snmll steamer Ihero. The lack of aocommodation and tli
dirty cr>ndition of this craft rendered the trip exceedingly disagreeable, but it in*
fortunately not long and the party arrived af Coatzacoalcos the next morning.

A suitable spot was selected and a transit pier erected ae BOOiiMiraw>to|^

REPORT OF THE SECRETARY OF THE NAVY. 351

\voodeii obHorvatury tset up, the iuHtrumenlBmoantod, and a wire extended to the tel-
i'<;rai>h office, about a third of a mile distant. All these preparations were completed
by the 26th, but owing to bad weather it was not possible to make any satisfac-
tory observations until the 29th. During the winter months the coast of Mexico is
vihitod, at short intervals, by northers, which are accompfinied by clouds and rain,
reudtTing astronomical work impossible while they continue. The winds are not
always violent, but they last from three days to two or three weeks. The work nt
Vera Cruz and Coatzacoalcos was much delayed by them, but satisfactory obser'va-'
tions, with exchange of time signals, were obtained on the nights of December 29,
30, January 12, 15, 16, and 17. Observations for latitude were also made at Coatza-
coalcos, and the position of the transit pi^r was referred to the light-house by trian-
gulation. *

On January 18 the instruments at Coatzacoalcos were dismounted and packed, and
preparations made for crossing the Isthmus to Balina Cruz. Orders were given to
the Vera Cruz party to proce^ to Coatzacoalcos by the first oppoitnnity, and on
January 22 Lieutenant Norris and party proceeded up the Coatzacoalcos River in
canoes. The wooden observatory was left at Coatzacoalcos and orders were given
to Lieutenant Laird to send it, as well as his own, back to the United States.

Progress np the river was slow and a week was consumed m making the distance
to 8uchil, a small town about 100 miles from the starting point. Here a train of pack-
mules had been engaged ; the instruments, tents, etc., were transferred to them, and
on January 31 the party set out. The first day's Journey was over an exceedingly
rough and muddy roa<l, but after that it was much better. The progress was slow,
owing to the weight of some of the packages, which prevented the bearers from mak-
ing more than about 18 miles |>er day. On the evening of February 5 the party
reached the town of San Geronimo, about 50 miles from SalinaCniz and the terminus
of the railroad leading thereto. Owing to the smalf amount of traffic on the railway
there are only three trains per week, which caused a delay of one day. On Februaiy
7, however, the party arrived in Salina Cmz with instruments, and at once com-
menced preparations for work.

Lieutenant Lainl was fortunate in not having to wait long in Vera Cruz after com-
pleting his work, and his party arrived in Coatzacoalcos on February 1. The weather
then was cloudy, as usual, and he had no opportunity for astronomical work until
after the Salina Cruz party was rea<Iy, on February 9. He occupied the time in mak-
ing magnetic observations. Finally the weather in Coatzacoalcos improved some-
what, and successful observations, with exchange of time signals, were made on Feb-
ruary 10, 12, 13, 14, 15, and 16. Lieutenant Laird was then directed to proceed to
Salina Crnz as soon as possible.

After latitude observations had been made Lieutenant Norris packe<l np his instru-
ments and took passage to La Libertad on February 26 by the Pacific mail steamer
Clyde^ arriving at the latter place March 6, after a pleasant voyage.

It was found that the transit pier left by the party in 18d4 at La Libertad had
been displaced, so another site was chosen for the observatory and carefully referred
to the original by triangulation. Everything was ready for work on March 9, but
Lieutenant Laird, who had arrive<l in Salina Cruz on the 7th, found his chronograph
out of order and was unable to work until the following night. The weather on the
Pacific coast of Cent ral America during the dry season is generally clear, and very
favorable for astronomical work. The rainy season was now approaching, however,
and some delay was experience<l from clouds. Successful observations were made and
time signals exchanged cm March 12, 13, 14, 16, 17, and 18. This completed the meas-
urement betwe<Mi Vera Cruz and La Libert a<l. As the latitude of La Libertad had
been deiermine<l by the expedition of 1884, no further observations were made for
that purpose, and on March 26 the La Libertad party embarked on the Pacific mail
steamer Siarbuck for San Juan del Sur, Nicaragua, near the terminus of the proposed
ship-canal.

No ditficulty or delay was experienced in this place, and being ready for work on
March 'M successful observations were made on four nights, ending April 2. Two
nights' latitude work followed, and then the instruments were packed for the last
time and the party took passage for New York, via Panama, and arrived at Wash-
ington on April 25. Lieutenant Laird remained at Salina Cruz until April 1.5, when
lie took steamer to Acapnlco and connected with the through steamer to Panama,
finally arriving in Washington on May 16.

Throughout the entire trip theexptMlition was received with the utmost cordiality
by the otficials of the variouH Governments, who were only too anxious to assist in
any manner possible. The officers of the cable company were of the greatest assist-
ance and by their cheerful co-operation contributed much to the success of the work;
without their aid comfortable quarters for the members of the expedition would
have been frequently difficult if not impossible to obtain.*

362 BEPORT OF THE 8ECBETABY OP THE NAVY.

aENEBAX. BEOOHMENDATIOIIS.

The Hydrographic Office shoald be in a separate and apedally oon-
stracted building, as its operations are largely mechanioal. The neces-
sity of having commodious and well-lighted rooms fbr draftsmen and
engravers is obvious. The valuable copper plates should be doie si
hand for correction and printing. These and the archives leqoin a
fire- proof building. The present conditions, part of the office being ia
the Kavy Department and another part in a detached bailding, are
wasteful in time and material. A suitable building will coat $2M,O00i

The Department should forestalUoss of life and property and Aecntm
underwriters' demands in regions where our trade is active or spciBg
ing up (such, for instance, as on the Spanish Main) by extending its'
surveying operations to those localities and making troBtworthy charfii

The vigorous work on and prosj)ective completion of the Nicarana
Crnal will undoubtedly stimulate our commerce, especially in then*
ciilCy which is full of dangers that will obstruct in some degree its flee
development. These considerations, added to the necessity of remov-
ing dereiiv^ts in proximity to the coast and ocean highways, make it im-
portaut to have several small steamers constracted for special servioSi
with a view also to use in time of war.

Power should be put on the plate-presses and there shoald be boogfat
a lithographic press, an electrotyping plant, and a steam drying appa-
ratus. Tbese will cost about $10,000.

A special item should be made in this year's estimates for a seriesof
charts of China and the East, a series for the coastsof Bonth Amerioa,
and a series for the coast of Europe. The funds of the Hydrographic
Office are largely swallowed up in the care and correction of the present
stock of plates and charts and do not permit of a rapid enoo|^ ad vairae
to new ground. To commence will cost about $30,000.

A special item should be made in this year's estimates tar a Pihit
Chart of the Pacific Ocean ($15,000), and to keep the longitude and mag-
netic parties in the field permanently ($6|000).

The branch office system should be extended at once to take in all
shipping ports of importance, hicluding those on the Great Lakes.
Until Congress makes the appropriation large enough to do this prop-
erly specially-enlisted men could be assigned to the smaller porti|
under the direction of the officers of the larger.

It would be greatly to the advantage of the office if the offioen ia
charge of the branch offices could be allowed to make semi-annnal
visits along the sea-board within their special districts, and meet at least
once a year at some central office to compare methods and ezehange
views. This would keep them more fully alive to their work, enaUe
them to haruionize their methods, and to comprehend better tihe neces-
sities of the sea- faring people with whom tliey have to deal.

In conclusion, 1 desire most earnestly to thank yon for yoor anvaiy-
ing patience in listening to my plans for the development of the Hydip-
graphic Gtli(re, for your clear and liberal instructions in regard to its
administration, and for the confidence, advice, and assistance, under idl
the pressure of your laiger duties, which you have invariably given
me on urgent occasions.

I wish also to express the heartiest appreciation of the cheerftal and
capabh^ assistance rendered by Lieutenants Waring and Bnab; Uen-
tenant McCarteney, in charge of sailing directionSi and LieaL F. H.
Sherman ; Lieutenant Cofiman, in charge chart snpply, and Bnain
Whittelsey ; Lieutenant WitzeK and Mr. Hayden, marine metoOnwD-

EEPOET OF THE SECRETAliY OF THE NAVY. 353

^ist, in charge of mariDe meteorology, and Ensip:n KodinaD ; and Mr.
LittlebaleSy assistant iu char^i^e of chart construction ; also by Lieuten-
ant Downes at Boston, Ensign Blow at New York, Lieutenant Conway
and Ensign Wilson at Philadelphia, Lieut. J. P. Parker at Baltimore,
Lieutenant BarroU at Norfolk, Ensign Watters at New Orleans; Lieu-
tenant Mcintosh at San Francisco, and Ensign Terrell at Portland, Ore-
gon.

The thanks of the oflQce, due to many, should be especially extended
to Chief Engineer Williamson, superintendent State, War, and Navy
Department Building, and to Assistant Engineer Baird, his capable
and obliging aid; to Captain Brian, in charge of printing, and Mr. J.
E. Bright, foreman job-room. Government Printing Office; to the De-
partment of State ; to the Coast and Geodetic Survey ; the Light-
House Board ; Bureau of Navigation, Treasury Department ; Geolog-
ical Survey; Smithsonian Institution ', Fish Commission; the Govern-
ment Printing Office; the Bureau of Engraving and Printing; and to all
foreign hydrographic offices and marine boards. The press and the
maritime bodies of the coast have always given willing and most effi-
cient assistance.

Bespectfully submitted.

G. L. Dyer,
Lietitmantj U, S, Navy^ Hydrographcr.

The Chief of Bureau of Navigation.

Division op Chart Construction,

Hydrographic Office^ July 1, 1889.

Sir : I have the honor to report ui>on the work of chart-making and
its kindred branches for the fiscal year ending June 30, 1^«30.

general sailing charts.

The completu>u of the four general sailing charts of the South At-
lantic Ocean extended this series, on a scale of six-tenths of an inch to
the degree of longitude, over the whole of the commercial world. The
style and executiim of these last chaits are in keeping with those of the
rest of the series. The principal sea lights, or those that a vessel would
be likely to make on first falling in with the land, are alone sliown ; and,
in general, the more minute details which are to be found on charts of
larger scale are not indicated. Many of the dangers which have hith-
erto appeared on charts of the Soutli Atlantic Ocean, based upon vague
reports of former navigators, and which have either l)e<'n unsuccess-
fully searched for in mo<lern times, or the existence of which there is
strong reason to disbelieve, have been omitted.

general coast charts.

This series of charts, on a scale of Ah inches to tlie <legree of longi-
tude, has been extended by the completion of charts of the Gulf of St.
Lawrence and the Flemish Cap, on tlie north, and by one of the Gulf
coast of the United States from Key West to the months of the Missis-
sippi Kiver, on the south. There are now in c^jurse of construction
charts of this series covering the coasts from the mouths of the Missis-
'sippi River to the mouth of the Kio Grande, Gulf of Mexico, from
Panama to Cape San Francisco, from Cape Sau Francisco to Lobos U<)

KA 89 23

354 REPORT OF TUli SECRETARY OP THE NAVY.

Afnera, and from Paita to Oallao, on the west coast of South America.
The series of general coast charts, on a scale of 2.7 inches to the de-
gree of longitude, covering the coasts and islands from Singapore to
Hong-Kong, will be extended to the southward by a chart covering the
region from Singapore to Batavia and the Strait of Suuda. This chart
will be published in August, 1889. Within its area are twenty-Ave re-
ported dangers to navigation, which are doubtful, either in existence or
I)osition. A list of these has been submitted, with the request that it
be forwarded to the Asiatic squadron, in order that the existence and
position of these dangers may be either confirmed or disproved.

SPECIAL OOAST CHARTS.

The series of special coast charts, on a scale of one-fourth of an inch
to the minute of middle latitude, formerly covering the coasts of Nora
Scotia and l^ew Brunswick, has been extended so as to cover those uf
Quebec and of South and West Newfoundland, and the river St
Lawrence from its niouth to Quebec The work of extending this series
so as to envelope the whole of Newfoundland is well advanced.

The first of the series of special coast charts, from San Diego to San
Quentin Bay, resulting from the survey of the U. S. S. Ranger ^ at pres-
ent in progress below the boundary of the United States, has been pab-
lished ; and the second, from San Quentin Bay to Lagoon Head, is lea^f
for engraving.

A chart of Sunda Strait, upon this scale, has also been published,
and affords a means of entering upon the region covered by the East
Indian series of general coast charts which extends as fetr as Ilong-

Kong.

GBEAT CIRCLE SAILING CHABTS.

During the year Mr. Gustavo Herrle, chief draftsman, has devised,
for the purposes of great circle sailing, gnomonic charts of the North
Pacific, South Pacific, and Indian Oceans. These charts have now been
engraved on copper and published. They render complete the set of
great circle sailing charts of all the great oceans. That of the North
Pacific is particularly useful for the ocean travel between the United
States and the China Sea, while those of the Indian and South Pacific
provide for a long-felt need in the New Zealand and Australian trade.

Those who use these charts in connection with a knowledge of the
prevailing'wiuds and currents of the oceans gain daily advantage in
the great sea-routes. Sailing-ships continue to carry much of the New
Zealand trade, and they make the outward voyage from the United
States and hritish ])orts by the Gape of Good Hope, and the retam
voyage around Cape Horn. This particular course is explained by the
prcMence of the well-known westerly winds in this latitude. The grent
circle track on this voyage is much shorter than that on a rhumb-line,
and the difficulty hitherto experienced by sea captains in working out
such tracks is now obviated. These charts are also arranged for the
simple and easy manipulation of composite tracks, which can be need
when the great circle track would carry the ship into too high a latitadCi

HAKBOB AND SPECIAL 0HABT8.

The work upon the plans of harbors and charts of special localitieif
on large scales, as wrll as the work upon the more general charts, and
also upon miscellaneous plates, is set forth iu detail \i| ^l^^ foUowinC*

tables;

EEPOET OF THE SECRETARY OF THE NAVY. 355

AtUiitilMM&i&isMUiaUUiAUtiMMt

lillllliiilillllllliiiliil^llliilllililsi

iS2SSSRS55=i;S=5lj?SRa

II ;i nil II [| nil I; lllilMl'iill II Till II II 11 11 II li II mill lll' :|l ll!ie ll II UIIMI
I ;a - 3 II I

: S

ill

iliiij...

5il:«i:rti||si;Sil

g2Hii'li§S||li2l§l========H2l!!35SSHi!335BH5

niMlliMiiNihiihhij

iJi;

356

BEPOET OF THE SECBE'CABY OF THE

lii^iiliiliiiiil! I IBIIil

-J s

J -a
i

etODOO«3oOl4BOOOifiS.

a ^ H « eJ A >d n id •-« pj rJ ov ^ c? 0O'

111 iiiMiniiii II III] II II II II II

:d!i:^a'a[:iQri^aa:id;^:d^a'al:^§a

:iii

S"§=s3^§ls§ s S^SSSHS

lllll

11
a

II
1

REPORT OP THE SECRETARY OP THE NAVY,

357

MimeUaneous plates finished during the fiscal year, — Stereop^aphic project ion arrans^ed
for tho graphical solution of spheriral triangles, by Conimandrr C. D. Sigsbee, U. S.
Navy. [In order to make this publication exact a photo-lithographic transfer of the
plate should be takon, and the copies shoald be printed from stone to avoid the dis-
tortion incident to plate printing.]

Letter-head for Hydrographic Office.

Legend for upper left-hand corner of Ilydrographer's official correspondence paper.

Letter-head for Bureau of Equipment and Recruiting.

Steel die for stamping penalty stamp for office of Secretary of Navy.

Steel plate of standanl compasses and other subjects to 60 taken up on st^el rolls
for tho )uirposc of transferring them to the copper plates. [The taking up of these
subjects on the baLik-nute rolls was done at the Bureau of Engraving and Printing.]

Charts which hare received important corrections and additions amounting to a redrawing

of a portion of the chart.

General locality.

Sariioiin I^Lin(ld 92 Apoliina Islund, and harbors of Oafonn,

Fnnu':t'<ar. ami Aiir.

Sanioan Islands O.** IIurl>ur8of Apia, Falealili, and Mataatu

Indi.iii Groan 85ia I nd la o Ocean, north vm portion, western

sheet.

I)o KAb Indian Ocean, northern portion, eastern

! sheet.
North Atlantic Oce;in..> Ml Ualifaz to New York

Character of corrections.

Do
Do
Do

Do
China Sea

ORO The Grand Bank of Nuwfonndland

21 North Atlantic Ocean, sheet I, lowerpart

22 North Atlantic Ocean, sheet II, lower

part
22a North Atlantic Ocean, sheet II, npper

ptart.
707 China Sea, southern portion, wost4*m
sheet

Added plan of Hiibner Bay.

New plan of Apia Harbor.
('oaKt lino, itdands, and aids
tonaviffation.
Do.

Redeli neat ion of 50-fathom
bankH, new conipanses, ad-
ditional aids to navigation.
Do. •

£n{;ravin>;exteusiTel V recnt
Do.

Do.

Coast lino and livdro^n^phy
new an>und Borneo and
Sumatra.

ELECTROTYPING AND PRINTING.

During the year tliere were received two electrotyi>e altos and three
bassos. Thirty-four bhiiik plates were purchased, and twenty-two were
ina<le by scouring down and ])oIishing condemned plates upon which
the engraving had become obsolete. Three engraved plates were with-

^ A* mi 1. ^/* . .1 A. 1 1 ^A- 1 A *%

, ^ ^ engraved

plates, from which 1,050 copies were printed. The total number of
accepted copies of plates printed is 21,885, a number somewhat greater
than ever before printed at tho Hydrographic Ofllce in one year. In
addition, the fonte of printers was employed in miscellaneous printing
and stamping as follows :

Ofli<inl letter paper reamA.. 27||

Oflirial note paper do.... 10

OlHcirtl cunlH 1,030

OlUcial envoldpc.i 11,010

Summarjf,

Enftrareil chart plates.

^iritM'ilaneoiis plates

Altosofencnvi'd chut plates

Bassos of engraved chart platea

Impressions of encraved plates for Issne.
Proofs of eninavea plates for office use . .

Total
to June
30,168&

441

100

128

Finished

daring

the year.

8
8

Condemned

daring

tho year.

]
1

Total
to Jane
30, I8881

fi06

108

120

81,885

608

REPORT OP THE SECRKTABt OP THE HAVT.

DEEP-SEA BOUrmiNOS.

A knowledge of the conflguration of those parts of the solid i
of the cnrth that lie beneath the waters of the oceans has beo
commercial impoitauce in laying telegraph cables, and it is i
sdeiitilic importance as an ai<] to the investigation of the physic
nomena of the ocean. All reliable resnlts npon this subject have i
been embo^liccl in six sheets of the North Altlantic Ocean, fonr si
the South Atlantic Ocean, and six sheets of the Indian Ooeai
continuing tliis work in the Pacific Ocean, thirty-five sheets hav
outlined on a scale of 1 J inches to the degree of longitade, and a {
mcmorandiiin has been prepared showing where fotnre work
proceed iu i)rder to do tbe greatest good. The Becord of De
Sonn<Hn^s, iit which is entered those desirable psrticalars whi'
not be Kliown on the sounding sheets themselves, has beeo kf
lni]>ortiUit dei'p-sea soutidiug work has been received dnriog tl
from the sources indicated in the following table:

Ijblp.

i««iitr.

P-^f^?7

r;::::::::::;:

N. II.FHn,iili»r

^tcoMtofF«tw«t>-

U. W. PiKiiiitD

^Ib AttanHo (cut CDMt of SoMh J

Unit of Al«k., <»»t ot UMlco, ud C

JohnMoGowM

■v.'L.CottmVn" ■.:■.:".■

i:iil.ln(.VBS.S.Aijili,r

Uak.'i :S;ilv-a;;- r<.

SoQlhmBt cODiit of Afrloa.

Till-: xi:r.!» foii uarkying on the process op

TliOTVriNC THE ENGRAVED PLATES AS A 8Dj
MliNTAiiY WOUK.

The need liir these nautical chart plates is perennial. 1
bcr» of llie nio-st valnable of them extend over well-aarvsyea ■
and tlie i-hait, once i;on»trnct('^, shonld he endaring in on Ui
the i>x]i('tisii of frequent rc' engravings. The failure to prov si
work in Hit- more inijiortant catH^s will, in the end, constita <
most importiiiit drawbacks to the securing of permanent m
tlie economy jiiat'liced in their construction. 'Hiis impor ic c
has now bci'n (•aiffiilly weighed.

A w<'n-»-uj,'raved jilate fumislu's five thousand copies befbre it
s;iid to lii^ worn oui, tmt after live hundred impreasioaa are taken h
si<riis of si-1'iiitis wciir. It is then in a critical condition. It can
111 litis siaceat nio<!<-i'ale expense, and the impressions will o
c-l<';ir ii;;ain, luit if allowed to f;o much beyond the ditflonl^ in
iti^ (li)> Hi'w iind till- old portions of the work becomes great*
only be well done liy the ajiplication of great skill and the ez

■I'lII-; IXVKtjTKiA'riON 01' THE TABIATION OP IHB OOMPJ

The <-i)Ilei'tJon of otisorvcd values of the magnetio e i

4-Mrtli ]ia.s lii'iii continued. Special attention hasbeenpa uic
netic decliniLlioii or (hu variation of the compass, astbU
with which navigators are most concerned^ and whloh m y

EEPOBT OP THE SECRETARY OP THE NAVT.

359

in order to assign the correct direction of the magnetic meridian on
hydrograpliic charts.

A chart of the lines of eqaal magnetic variation over the peninsula
of Lower California and the adjacent waters of the Pacific Ocean and
the Gulf of California for the year 1838, published in ^Notice to Mari-
ners No. 52, of 1888, was made principally from the magnetic work of
Lieut. C. F. Pond, U. S, Navy, of the U. S, 8. Ranger^ Commander F.
A. Cook, U. S. Navy, commanding, and from the observations of the
U. S. Coast and Geodetic Survey in 1880.

The results of the investigations carried on for this purpose, and of
those made in connection with the work on the charts of South Amer-
ican waters, are summarized in the following equations, in which V
represents the variation for any time, and t the time expressed in years
and fractions of a year counted from 1850, plus when forward, minus
when backward :

General locality.

Name of place.

Equation giving variation for any year.

Probable er-
ror of valnea
computed
fttna thin
equation-

Califumia

Sun Dieso

V—— 11.847 — l.OnO sin ^ C — 0.75« coa § C

V=— fi.845- 1.289 Hin }i}- 1— 1.519 cos V «...

V — — 7.484 — 1 WttMin V-«— ii-TJiScos V*--.
V = — 6.597 — 0.558 ain V < - 2.761 Qxts^t...

V — 5.5224-0 027 Hiu ( + 3. 088cos(

ill'

Lower California .
Do

T.Af:»on Head

Macdalena Bay

SanBlan

City of Mexico

Panama

db09'
±85^

Meiioo

±26*

±l4f

United SUtes of
Colombia

V=— 6.640 4 1.367 Bin 1.8 C + 0.105 008 1.8 «.
V — — 8.268 -f 3.566 sin 0.6 t— 1.818 cos 0.6 t..
V=— 7.491 -f- 0.060 Nin 1.5 t- 1.910 cos 1.5 t..
V—— 8.459 + 0.02U4(-f 0.0001 1«

±13'

Cartafi[6na

±\V

South Pacific

Ecuador

(ralapajcos Is

Puna and Gaayaqnil.

Paita

Cullao

±26'
±10'

Pom

V — — 4.404 + 0.384 Hin 1 f — 4.692 coal (

V = — 8.654+ 0.264 ain 1 1— 1.712 coat «

V.-— 9.401 + 0.300 Bin |t— 1.442 cos it

V = — 11.965— 0.656 Bin 1.2 C — 2.645 cob 1.2 (..

V — — 12.639 + 0.047 vin t — 3. 124 coB <

±06'

±19*

Arioa

±06'

Chill

CiioiiimlK)

±21'

ValuaraiHo

±18'

Conceotion

V = -11.W0 — 765Biui«— 4 938coH2t

V— 10.261 +"3.887 sin (-0 152 co«t

±22'

Umtniay

Brazil

Montevid(H)

±12'

Kio Jaiiuiro .

V — + 1 814 -4- 8.655 Bin t 1.825 coat

±25'

Hahia

V=— 0.471+8.150 Bin if e + 7.424 ooaH^--
V=— 0.648 + 7.477 Bin ( 4- 8.437 COB (

±28'

Pemanibuco

±24^

West Indies

Bridiretown

V=+ 2.079 +1.7:<7 Bin 1.2 «+ 1.300 COB 1.2 e..
V = + 2.726 + 2.926 Bin 11 1 + 1.526 COB lit...

±16'

Do...

Fort-do- l>^nce

±19'

By dificrentiating the equations in the preceding table and convert-
ing the circular measure into minutes of arc, the following equations,
giving the rate for any year, have been formed :

General locality.

Califnmia

Lower California

Ifczico ,

United Statea of
Columbia

ftonthPaciflo ...

Ecuador

Peru

Chill

Uruguay

Brazil

Weat Indies

Name of plaeow

San Diego

Lagoon Ileail

Macdaleua Ba>

San Bias

( 'ity of Mexico

Panama

Cartagena

GalupiApM Ih

Puna and (fuava<iuil.

Paita ."..

CallHo

Arira

ConnimlH)

Valparaiso

Conreption —

Montevideo

Rio Janeiro

Bahia

Pemambuco

Bridgetown

Fort-de-Fruice

Equation fflTing annual rate for any year.

dV:
dV:
dV:
dV.
dV.

dV:
dV:

dV.

dV:
dV:
dV:

dV.

dV:
dV:
dV:
dV:
dV:
dV:
dV:

dV'.

dV:

: — 1.725 COB J e + 1.190 Bin j e . .
:— 1.928 COH V t + 2.272 ain V t
:-.2.197 COH V < + 4.()0U Bin V t
r— 0.835 COB V ( + 41-B Hin V <
:+0.028coBe + 3.233 Bint

Annnalrato
foTl889.

: + 2.578
: + 2.240
: + 0.108
:+ 1.200

: + 0.322
: + 0.221
: + 0.471

: — 0.h24
: + 0.049
:— 0.601
:+ 3.070
:-H0.(«2
: + 8.(i84
: + 7.828
: + 2.182
+ 2.808

COB 1.8 ( — 0.108 Bin 1.8 e
cr>B 0.6 ( + 1.U2 Bin 0.0 ( .
COB 1.5 C + 3 000 Bin 1.5 1.

+ 0.012C

COM 0.8 ( + 3.030 ain 0.8 ( .
COB 0.8 C + 1.434 Bin 0.81.
COH 1.5 (-1- 2.264 Binl.5<.
COB 1.2 <+ 8.323 Bin 1.2 (.

C(M ( + 3.271 Bin (

ri)B|C-f-3.878Blni(

cort(+U.150Binf

COB < 4- LOll Bin I

coaiJI— 7.383 8ini|<..

COB I — 8.823 ain (

eoal.2(— 1.63SBinl.2C.
coaHI-.1.476aintt<..

decreaaing..O'.0

do O'.B

do 2*1

do V.9

do 2^.5

do 0'.7

.do 0^.7

.do y.O

1' 7
V.Z

do . . .

do.,.

do...

......do ...

do...

increasing

do...

do ...

do...

..0'.9
..r.2

..1'.9

..y.i

..1'.4
..V.2
.8'.t
..2'.0
. 0'.5
..C.S
..P. 4

360 »Et>OET Oi* THE SECRfiTAttY OP THE NAVT.

These results were cotnpated by Mr. John S. Siebert, who has shown
a commendable zeal in his work.

The observations for magnetic variation, dip, and intensity lately
completed by Lientenants Norris, Laird, and Holcombe and Bnsign S.
S. Wood, U. S. Navy, of the Central American Telegraphio Longitude
Expedition, will furnish valuable results at several additional stations
in Mexico and Central America.

THE BEGGED OF LONaiTUDBS.

Preparations have been begun for the publication, in serial form, of
this work which contains much of permanent value to navig:ators, chart-
makers, and others working in the same field. In connection with the
compilation of this record it is desirable that the uote-books of oflSoen
while serving as navigators of vessels of war should be examined and
that the valuable data contained therein should be used, where practi-
cable, for the improvement of those accepted results which are known
to be capable of improvement in the light of additional observations

SCIENTIFIC BOOKS AND PAPERS PBEPABKD.

The deveh)pment of great circle Bailing. — ^The manuscript of this book
was handed to the printer in September, 1888. * It has for its object the
furtherance of the general effort of the Bureau of Navigation to keep
pa(;e with the progress in the nautical sciences, and consists of an ei-
positiou of those graphical and analytical methods which embody cs^
dinal principles in the development of methods for the navigation of
the great circle track. In it publicity for the first time is given to
several of the most convenient and useful methods yet devised. While
presenting the state of the science of great circle sailing and giving a
clear idea of each nietlKvd, reference is made to where more extendsi
information on these subjects can be found.

New table of meridional parts, — For the more accurate projection of
charts a table of meridional parts or increased latitudes has been com-
putoxl upon Clark's determination of the compression of the tenrestrial

spheroid in 1880, which is ^=293465* ^^^ formula used for the prac-
tical computation is

M=791o'.7044558 log tan A5o+2^

— (23'.38871 sin (p + 0.053042 sin ^cp + 0.000216623 sin> 91 + )

The use of oil. — Attempts have been made to arrive at a scientific ex-
])lauation of the calming action of oil upon broken water and a paper em-
Ixxlying Wn^. results of the studies into the subject up to the present time
has been i)ublisho(l. It gives an explanation of the various kinds of wave
motion that can take place in water; a more particular acconntof the
structure of sea waves with a view to impart an idea of the forces to be
ov(»reome l>.v the calming effect; an account of how waves are formed
at sea and wliy they ''break"; a rigid explanation of expansion of oQ
on water ; an ex]>Ianation of the action of the oily film to suppress soch
<' breaking " as may be going on when the film is spread, and how, after
the iilm is spread, the mere act of breaking tends to suppress itsdf ; so
account of tlie action of the film as a shield to prevent the derangement
of the wave mechanism ; and an explanation of the growth of sea wavei
by the building-ui) process carried on by smaller wavea, and whj tlM
oil film prevents such growth.

REPORT OP THE SECRETARY OP THE NAVY.

361

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362 BEPOfiT OF THE SEC&ETABt OF TSS VAYt,

Ckartt reetiving imporUint corrtetioiu and adifitkwi, toifiMUhei a( tkt mtd of Um.^miI

GeDonl loMJlty.

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The following table Bhows tbe number of men employed doriog tbe
year upon ttieworkalready set forth, and tbe manoer in whiohtfaey wen
chiefly eugap:ed. A comparison of this table with that aoeompanyinf
the report of 1888 will show tbat the foroe has beeo dlminlsbed by tm
engravers and one copyist, and increased by oae apprentice eDgraTcr:

TU iOttriitMo* of fbnx.

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REPORT OP THE SECRETARY OF THE NAVY. 363
RECOMMENDATIONS CONCERNING FUTURE WORK.

It is recommeuded that the work on the west coast of South America
be continued until the different series are completed to Yalparaiso.
Below this point it is deemed inadvisable to compile and construct new
chari^ to replace those at present issued, owing to the imperfect condi-
tion of the surveys.

Althoiigh this office has been essentially a chart-making establish-
ment since the law created it for that purpose in 1866, and has made
considerable progress of late by following out the lines of administration
recently laid down, it has as yet accomplished only a small part of its
total work. At the present rate it will take twenty years to control
this subject as it is done by other great maritime powers. With the
means at the disposal of the office it is not possible to accomplish in the
near future all the important work that remains to be done, nor greatly
to aceelenite the present rate of working. It is, therefore, necessary lio
formulate some guiding principle by which the work done and the
money spent will go farthest toward providing for the present need
a!id future progress. In general it may be said that the regions which
are most desirable to chart in order to supply the demands of Ameri-
can merchantmen are most important also in supplying the needs of
the Navy, for where there are great commercial intereste there will be
a large squadron. We have then to consider (1) what are the com-
mercial centers which are and which will be in the future most impor-
tant to American interests; (2) what are the great channels of commu-
nication ; what modifications of these are foreseen, and what will be
the results of these modifications.

A consideration of what has been done and what remains to be done
in connection with these principles has led to the conclusion that the
work can be most advantageously prosecuted on the coasts of China
and Japan. A plan setting forth the proposed limits and arrangement
of these charts has been submitted. The more minute details of ar-
rangement and limits will be presented from time to time in the form of
skeleton charts.

Respectfully submitted.

The Hydrographer.

G. W. LiTTLEHALES,

Chief of Division of Chart Construction.

Division of Chart Supply,

July 1, 1889.

Sir: I have the honor to submit the following report for the fiscal
year ending June 30, 1S89:

On the 4th of October the division of issue was consolidated with
the division of su]>ply under the title of the Division of Chart Supply.
Owing to the scarcity of room, however, it has been impossible to effect
any concentration of force, and for convenience of reference the former
division of supply has become the Uydrographic Office section and the
division of issue the British Admiralty section of chart supply.

It is the duty of the Hydrographic Office section to keep on hand a
supply of all Uydrographic oSice and Coast Survey charts published,
and to have them correct to date.

There are 504 plate and 295 photolithograph charts on hand, making a
total of 799 hydrographic charts. The Coast Survey charts have been

364 REPORT OP THE SECRETARY OF THE NAVY.

ordered in quantities as required to meet the demand for United States
vessels and branch hydrographlc offices only. In future all Coast Sur-
vey' charts for the current supply will be sent direct from the Coast
Survey Office to the ships and branch offices, and in the case of an orig-
nal outfit Coast Survey charts will be sent to this office and then for-
warded to the vessel to be fitted out, with the Hydrographlc Office and
British Admiralty charts in their proper portfolios, as shown by the
station catalop:ues. The foregoing arrangement was made with the
Coast Survey Office during the last week of the fiscal year, and has not
yet been thoroughly tested, but there seems to be every prospect of its
working satisfactorily in a short time.

During the year two branch hydrographlc offices, one at Norfolk,
Va., and one at Portland, Oregon, have been fitted out ; also the Public

ibrary at Boston, Mass. This caused the issue of miscellaneous charts
for the present year to exceed that of last year by 858 copies. Hydro-
graphic Office charts Nos. 941 and 980 have been chang^ and exten-
sive additions made upon them, so as to meet more fully the wants of
the fishermen who frequent the localities covered by these charts, Mr.
C. C. Ilutchinson, of Boston, agent of the Hydrographlc Office, having
ascertained the wants of the men who use them.

By reference to the following summary it will be seen that the work
of the flydrograi)hic Office section has been increasing, and it has now
reached a point where it is necessary to have an additional draughts-
man in order to keep the work up to date^ This is especially the case
on account of that part of it which had to be abandoned for want of
sutlicient force, viz: The comparison of all Hydrographlc Office charts
with new foreign charts received in the office, and the correction to
date of spare copies of all photolithographic charts. This work was
well in hand at the middle of November last, from which time one of
tlie draughtsmen was absent until the middleof February and the other
was sick two weeks. The force b^ing thus reduced the work neces-
sarily fell behind and has not been brought up with the force at pres-
ent emi)I()yed. By reference to the summary it will be seen that 29,329
copies of charts were issued from this section during the year. For
the i)receding year there were 5,203 copies less, and for 1887 and 1886
there were, respectively, 7,996 and 7,343 less.

The number of copies of charts sold to agents this fiscal year is greater
by 981 copies than for the preceding year.

In addition to the regular outfits, all United States vessels and branch
hydrogra])hic oft1<;es have been supplied with copies of new and corrected
charts. 1 call attc^ntion to the demand which has been made for there-
])ublication of the photolithographic chart No. 912. This chart is one
which the whaling lleet to the Arctic would like much to have, and
when a copy of it can be had it is regarded as a prize by the fortanate
master. The sujiplv of the following photolithographic charts, No8.7,
2(;/>, 2(;r/, 250, 272, ii'74, 277, 325, 37G, 802, and 803, is almost exhaasted,
and 1 would re(M)niinen(l that plate charts be issued in their places as
soon as practicable. The following summary shows the number of
charts published, issued, and canceled, and compares some of the ex-
])en(li tures of charts for the fiscal years ending June 30, 1886, 1887. 1888,
1889 :

REPORT OF THE SECRETARY OF THE NAVY.

365

Statement of charts far fiscal year ending June 30, 1889.

CopicA of chart8 received :
From print in u-ioom...
From CouHt Survey ...

Total.

Copien of chartH iAsned :

To naval venttela

Toarcliives

To ageDts

To merchant vcbm^Is

To merchant Tcsaels (mete-

orolopcal chartM)

To foreii;n hyilniRraphera.
To homo i'orh'Hp<)udent8 . .
To miscellaneoim

Total.

ChartM published

Copie« of chartH condemned. . .

Copien of chartH canceled

I'laDH canceled

Copies of canceled charts con-
demned

Third quarter,
1888.

EI. O. C.

4,951

\Jm O, (.'<

1.128

4,901

1,316
56

1,850
53

75
56

2:u

559

4.191)

1, 11:8

744
20

629

1,393

281

Fourth quar-
ter, 1888.

II. o. c.'c. S. C.

3.463

1,878

3,463

2,905
49

1,9U
62

795

5.947

19
47

1,878

First qnurter,
lh»9.

Second quar«
ter. 18p9.

}n. s. r. M

H.O.C.!aS.C.!H.O.C.

5,870

1,387
45

553

1.985

120

5,870

398

2,965

12
M

176
2.658

1,947

298
25

1.285

6. 383 1, 608

21
07

114

4
1

244

6,060

C/a S. \J>

1,605

6. U60 1. 605

1,692
80

2. 2.')6
38

1,326
29

56
215
1, 781 \ 335

6. 1L>4 1.690

Total.

20.844
6,558

21
96

26.902

10.008

385

9,015

190

113

262

707

8,695

29,329

670

625

CamparxHon of charts received and issued during ytars 1886 to 1889, inclusire.

charts reoeired n:t>ni printing;- room

('harts is8ae<l to naval vcnhcIs

Chartrt iwued to ajft utM

Charts iHSued, inifH-cllaneoos

Total issue<l by H. O. section

1886.

16, 031
5,888
7,233
3,078

21,966

1887.

16,183
7,570
7,2<r2
4,096

1888.

17, .MO
6.238
8,034
7,737

21,833

24,127

1889.

2(^344

10,060
9,015
8,595

20.329

The following: dotail^ of the work of the British Admiralty section
are supplied by Ensi^u W. B. Whittelsey, in chjir^e.

During the year the followiuji^-nanied vessels have been funiishe<l
with a full allowance of charts, as per standard catalogue of stations,
viz: Boston, Contttcllation, and Kearsarge, titted out for the North Atlan-
tic station ; Adams, Atlanta, Iroquois, Mohican,Rm\ Monongahela, titted
out for the Pacific station; Dolphin and Svoatara, fitted out for the
Asiatic station ] and the Rirhmond, fitted out for the South Atlantic sta-
tion.

Partial outfits have also been furnished to the following vessels for
cruising in other waters than those for which fitted out or for short
trips along this coast : Atlanta, Constellation, Despatch^ Enterprise, For-
tune, Oedney, Jamestown, Juniata^ Kearsarge, Eichmondj 8t, Mary\ and
Yorktoicn,

The branch office at San Francisco, Gal., was famished with all the
British Admiralty charts of the Pacific coast of America and of Aus-
tralia.

The following vessels returned old outfits of charts : Atlanta, Despatch^
Dolphin, Brooklyn, Jamestown, Juniata, Iroquois^ Lancaster, Mofiicanj
Pensacola, Portsmouth, Richmond^ and Swatara.

The work of comparing British Admiralty charts of other tbftn Drit-

366 REPORT OF THE SECRETARY OF THE NAVT.

ish coasts with tlie charts published by the country govemiDg that oomI
has been nearly completed, but on account of the removal of one of thi
draughtsmen it will be delayed and can only be taken ap at interval!

The return of so many old outfits from vessels going out of oommis
sion or transferred to other stations materially increased the woA aH
this section, aud great credit is due the draughtsmen that the end aH
the year finds all routine work up to date.

The followin;;: summary shows the number of charts received, iaaued
and condemned during the year:

Received :

From J. D. Potter, agent for admiralty charts, LondoD, England 3^18

From the British Admiralty (complimentary) .. SS

From United States vessels 9;9I

From diviHioiiH and branch offices 8

From B. F. Stevens, United States dispatch agent, London, England... 1,5SI

From division of supply (Hydrographic Office and Coast Survey ohArta). 9,

Total 17,

Issned:

To United States ressels, from this office (British Admiralty) .•••. S^M

To United States vesselH, from this office (Hydrographic Office) ......... 8,0

To United States vessels, from this office (Coast Survey) 3,7)1

To United States vessels, through B. A. Stevens, liondon, England ..... 1,08

^^ To branch h}'drographic offices

I I To archives •...••...••. U

j[- i TodivlHionsof supply and chart constrnction .... 41

•! I To miscellaneous •••..•••. 3

r
V\

! I Total

15.41

Condemned ••••• ..,. l,Si

Number of British Admiralty charts on hand 10,93

\i The Notices to Mariners published during the year affected 1,601

standard admiralty charts and required hand corrections on 2,751 oopm

There were 2,(>29 admiralty charts corrected by hand from Britiil
Admiralty data and no date alterations.

Total number of charts corrected by hand was 6,889.

There have been 30 new British Admiralty charts pat od issnei

Respectfully submitted.

D. W. OOFFMAN,

Lieutenant^ U, S. Navy^ in Charge,

The HvDUOGUAriiEii.

Division of Sailing Dibbotions,

Jn^ 1, 1881.

Sir : I have the honor to submit the report of this division Ibr tti
(B fiscal year ending June 30, 1889.

BOOKS.

On October 15 the books were removed to the room acUoiniM All
occupied by the Notices to Mariners and Archives, thus bringimral
three ])()rti(>n of this divisions together, and thereby g^reatly CMdutit
ing the work of the whole. Later on, all the sailing directions wave I0
moved from tlie store-room adjoining the meteorological division, lear
ing the space for forms and instruments, where all surveying iKNdCBfiri

REPORT OP THE SECRETARY OF THE NAVV. 367

forms \ieTe seut. The reference shelves were re-arran^ed aud the cards
carefully overhauled.

Duriug the year the following-named vessels were furnished with
complete outfits : AdaniSj Atlanta^ Boston, Constellation, Dolphin, Iro-
quois, Kearsarge, Mohican, Monangahela, Richmond, and Sicatara, The
outfit of the Constellation went afterward to the Jamestown.

Partial outfits for special service were sent to the following vessels:
Chicago, Despatch, Kearsarge, Constellation, Juniata^ Terror, aud York-
town,

Two new branch offices were supplied with all books and forms re-
quired.

Complete sets of Hydrographic Office publications were sent to the
public library at Boston, Mass., and to the Paris Exposition. Nearly
3,000 books and pamphlets, relating to navigation, were turned over to
the Bureau and shipped to the navy-yard, in pursuance with the plan
of keeping only such works as relate strictly to hydrography. Seven
thousand four hundred and seventy Hydrographic Office publications,
including supplements and pamphlets, were forwarded to the branch
offices for distribution to observers. This was in addition to the regu-
lar outfit of those offices, and consisted of editions published from ten
to twenty years ago, which were largely in excess, and for which there
was little or no sale.

The policy pursued with the recent publications of this Office is to
limit the editions to 300 or 400. This prevents an accumulation of old
material, is more economical, and, before they are exhausted, changes
have occurred which uecessiUite the preparation of new editions, while
a wholesale condemnation of old copies is avoided, or time and the cost
of labor saved in 'their correction.

The following publications were placed on issne daring the year :

U. O. No. 86. The Caribbian Sea and Qolf of Mexico, Vol. I, including the Baha-
mas and the Bermuda Islands.

H. O. No. 30. The List of Lights of the World, Vol. I, east and west coasts of North
aud South America^ including the West India and Pacific Islands.

H. O. No. 3). The List of Lights of the World, Vol. II, south and east coasts of
Aniu and Africa and the East Indies, including Australia, Tasmania, and New
Zealand.

II. O. No. 32. The List of Lights of tho World, Vol. Ill, west coast of Africa aud
the MiMliterranean S^^a, including the Adriatic, the Black 8ea, aud the Sea of Azov.

The remaining volumes of the series, Nos.4, 5, and 6, were not printed,
as the appropriation was exhausted.

Hydrographer's report, for 1888 :

Nautical Monogra]>h No. 5. The great storm off the Atlantic coast of the United
States, March 11>L4, by Ensign Everett Hayden, U. S. Navy;
Rules and regulations relating to the anchorage of vessels in the port of New York;
American Practical Navigator, edition of \fi6e^ ;
Beacons, buoys, stakes (Light-House Board), 1st to 13th districts;
Tide Tables, Atlantic Coast United States. 18ti9 (Coast Survey) ;
Nautical Almanacs, 1889, 1890, 1891 ; Whirlwinds, Cyclones, and Tornadoes, Davis.

The following: British Admiralty publications were purchased and
issued to the service :

Hydrographic Notic«'s of 1888 : No. 5, relating to the Danish Pilot; No. 6, to St.
Lawrence Pilot, Part I ; No. 8, to Ireland, Part I ; No. 9, to Bristol Channel ; No. 10,
to England, West Coast ; No. 11, to Nova Scotia and Bay of Fundy^ and No 12, to

the world; Supplement to China Sea Directory, Part III; Sapplemenfe to China Sea
Directory, Part IV: Elementary Meteorology, Scott ; Ocean Meteorology, Martin;
Weather, Aberoromby.

368 EEPOET OP THE 8ECEBTABT OF THE SAVT.

Uost of these pnblicatioos are pamphlets, mainly hydrographle ai
tices, relating to sailing directious oq issue to ships of war. In otda
ing these British Admiralty publications, only enoogh copies wen n
qnii'ed to snppiy the ships io service, the issue shelves of this divi
ion (where five copies are kept corrected), and snoh of the brant
offices as would have occasion to refer to tliem in reply to iuqairies fi
information. In course of time it is hoped that we will be able to nl
entirely npon oar own publications.

The issuing; lists have been overhauled and corrected, and oew (on
prepared, the object l>eing to reduce as mnch as possible the DDinber i
Itooks of reference, while furnishing all that are required for the gnV
ance of the navigator. To the general list of nautical books the ss
works on meteorology mentioned in the foregoing lists havebeeu adds
supplanting those formerly issued by the Bureau and farnisfaiog tl
ships' libraries with the latest and best information on the sak^wt i
storms and all that perttifns to the stndy of ocean meteorology.

The lollowiug publications have been completed daring the year:

Ko. 87. The Ititernatioiial Coile of Signals.

K<>. 9S. The East Coast of South America, bom Cape Oraaga to Cape Tlrglni^ b
cltidiii); the oatljinK isliinda.

No. rt'.i. Tiio Went Coaxt of South America, comprising HagellMi Btraib^ TamA
Fiie);o, aud ttie outlying iBlamls.

The International Signal Code was revised and owrected to d*ti
and several new sections were added to Fart III of espe^al ow
the coasts of the United States, including distress, danger, and K
ditional signals, the United States Signal Service, the Ufe SaTia
Service, the list of time balls in the United States, lists of addltioDi
semaphore stations, also a complete list of all foreign storm-aigDiila I
date, published from time to time iu the Notices to Mariners of till
Oflice. Keferences will be made regularly to the code hereafter in tli
notices, so that the book may be kept corrected to date.

Frequent demands have been made for this book, as the last Amei
can edition (1884) has been exhausted for some time. The manaserfi
was sunt to the Government Friiitiug Ufhce last 2Tovember, and U
proof has just been n>ad and compared with the recently issued editiw
of the English and Fivnch codes.

In pursiDince of the policy of this Otflce to increase its resoaroes I
the sha])e of sailing diivetions, the aim has been to be completely ind
pendent of foreign siiurc4>^, and, in time, to eventually snpplant I
others by our own publications. This is as it should be, and the Go
eniment should be able to ixtly wliolty uik>u its own deputmenta Cdti
source:* of tnfoiuiatton in this direction ; in time of war, the imps
tance of posse.ssing complete sets of charts and sailing direotiona for tl
safe c<mduct of its vessels is nianiftisC. This is the case with BaglM
and France: Uonuauy is rapidly following, and the United States shoo
not be left l>eliiiid.

Tlii.s subject is one that demands serious consideration, and tt
ciiruestly hoped that greatly ln<^reased facilities will be extended to tt
Ullice iu order that this result may be attained-

The plan hiiN been to complete, tirst those works embndng the Wa
ern hemisplieic, iuid, afterwards, pix>eeoding east and veflVto take
the reHt of tlje world. According to this arrangement, the maiiBaori
of Nos. 88 and S!),the HaHt and West Coasts of Soatfa Amertoa, reapai
ivi'ly, were thoroughly ovorUauled aud revised and prepared (torti
printer, but owing to the lack of fuuds they met with the same flits i
did the International Signal Code. These books will tactile plvQOi'

REPORT OP THE SECRETARY OP THE NAVY. 369

the Admiralty pablications, Soath America Pilot, Part I, East Coast,
and South America Pilot, Part II, West Coast. No. 90 is the " Recent
Developments iu Great Circle Sailing,'^ by Mr. G. W. Littlehales, and
is now in press. The manuscript of No. 92, the " Gulf and Kiver of St.
Lawrence, Nova Scotia, and the Bay of Fundy," has nearly reached
completion, and in a short time will be ready for the printer. This
will supplant the British Admiralty publications, " St. Lawrence Pilot,''
Vols. 1 and II, and the " Southeast Coast of Nova Scotia and the Bay of
Fundy.'' This book was originally commenced at the branch hydro-
graphic oftice at Boston, but has been overhauled, revised, and com-
pleted in this division.

The foregoing, with the " Vancouver Island and British Columbia Pi-
lot " (No. 93) will complete the entire Western hemisi)here. This manu-
script was sent in from the branch office at Philadelphia and will be
the next revised. The work of printing these books should be gone
ahead with as soon as possible. The ^^ Coasts of Denmark and Hol-
land '' was received from the branch office at New Orleans, and the
*' Sailing Directions for the North Sea,'^ published by the German Hy-
drographic Oflice, was translated for this division. Both of these man-
uscripts have to be overhauled, compared with the charts, and revised
befoi^ publication.

When these manuscripts are received from the branch offices the
work must be entirely gone over and veritied, and all additional infor-
mation that can be ol>taine<l from the ai*chives of this office, the intel-
ligen(H3 officte, statistical data, consular reports, etc., must be in(;or])o-
rated. This nec^essarily involves time and labor, and here arises the
dil1i(Uilty of not having a sutlicient force of assistants to carry on the
work, which goes on accumulating. There are several manuscri[)ts on
hand awaiting revision, some of which were prepared three or four years
ago, but which could not be tlnished because of the lack of assistance.
These, of course, must be entirely revised.

Several very valuabU'i papers, relating to various parts of the world,
have been translatcMl, for this division, from the Annalen der Uydro-
graphie i;nd MaritinuMi Mcteoroh)gio, of the German hydrographic
(»ffice, which have been and will be incori>orateil in the new sailing
directions.

The list of n'portiMl dangers in the North and South Pacific Oceans,
prepared in ISTl and 1S79, rcspe<;tively, will be taken up again as soon
as possible. This work o( revision hiis been parth' done, but so many
contradiirtory rrpjiris liav«» been received, and such contlicting evidence
exists, that the work has been proceeded with slowly. In the original
reports the ehiel" troubh' lay with the disagreement of the Dutch charts
with those of other iiati(»ns, but latterly they have adopted ttie same
longitmle as tiie British Admiralty. Duplications and discit^pancies
<loubtless ar(»se in tiie {lositions of these dangers, depending u^ion the
anthoritv used.

One of the subjects to be considered by the coming International
Marine Conference is that of searching for doubtful dangei*s with « view
(»f removing them from tiie <'harts. These doubtful dangers have always
been a bugbear to navigators in the i^icitic, and now, since the tele-
graphic<leterniinationsof huigitudein the East Indies, China, and cla]»an,
in 1S81 and 1SS12, discrei>ancies in the positions of sictually existing dan-
gel's shouhl not o'Tur. in the new edition l)oth volumes will lie com-
bined into one, and alt such dangers as really exist, whose position is
charted, or those known positively not to exist| will be omitted from
the list iu the new puLlication*

NA 89 24

370 BEPOBT OF THE 8ECBETABT OF THB VAYT.

If a plan could be agreed npon whereby the PaciAo oonld be mor
tioued iuto districts auioug the varioas naval powers lepreaented il
the conference, and a thorough survey of such allotted portions be madi
by each, this question could be definitely settled, a source of doabtn
moved, and a feeling of security obtained in the navigation of thss
waters. Another featui:e to be discussed is a uniform method of ool
lecting and dissoiniuatiug information.

In this connection, the usefulness of the consular service beo
apparent. Tlie reports forwarded through the State Depart « n
this oiiice, by consuls in* the seaport cities, relating to t£e i Ji
water over bars and in channels, are very valuable. Informatioa
cerning the a])proaches to their cities, harbor improvemen
ages, pilots, dues, increased trade, and commercial £BU»ilit ^«u
proveuients, in fact — are a great help in the compilation of
directions and in tlio construction of charts. Ohanges and imiir
ments are continually being made, and while this office issnes ) ii
publications that are' to be of use to the l^avy and mercantile
no one can supply suc^h information better than those who are so i
located to obtain it, and who must be deeply interested in the ooi
cial advancement of the country they represent.

In the preparation of sailing directions, the office designed to
these publications thoroughly practical in their character by tl i
ination of all matter of no value for purposes of navig , or

e])hemeral in its nature as to be useless a short time after be ^
The chart being the principal guide, all matter which conld r y
shown u))on it was considered unnecessary duplication in
directions, in ac<H>r(iance with this idea, all lights, beaci \ n
plainly- delineated on the chart, all historical matter a eu

scriptions were omitted.

Tiie resulting ])ublications were concise, convenient to 1
serviceably gotten up, and much loss of time was ved lu
through a lot of inistrelhineous information. Thesys a
ai)proval from the regular service, but it was thought periu

work of revision was too radical in omitting much iawi w
service to the merchant marine, for which these books are in
well. »Siiii)s-of war are provided with every facility in the y w
to navigation, l)ut tlie merchant service is not so HI eqoip ,
therefore, very careful discrimination had to be exerc 3d in i
the books sliouhl l)e of practical value to both servi T

olliees were ordered, bv vour <lirection, to consult witn ik

masters, owners of steam-ship lines, our agents, and oti -b u
with the mercantile marine, and learn their views as to w1 tl
necessary to make the books of practical use to them, i i
in every instance were commendatory, and no additional
were made. Letters were also addressed to officers of weL i
extensive exju'rience with this subject, requesting their i
solutitm of the ]n'oblem, and the method pursued met tb
l)roval, whih3 some very valuable hints for future worl i

In Xo. SI, the west coast of Mexico and Central Amerii i 1
]>repnrc(i uiuh^r the new system, the elision wasthou^ i

but ^(). S'l (Indian Ocean) and No. SG (Garibbeaii d*
^Mexico, Vol. 1) W4»re hi^^^hly spoken of. The former snp
and cumbersome Indian Ocean Directory, Findlay^and **i
tious for the ^Mauritius," the latter a British Admiralty i
same locality.

^ome important suggestions were received from <

) i

REPORT OF THE SECRETARY OF THE NAVY. 371

Meade, U. 8. Navy, and Lieut. Commander Z. L. Tanner, U. 8. Navy,
which will be iueliuled in forthcoming publications. Owing to the con-
fusion incident upon the breaking out and overhauling of the store-
r(K)nis, the re-arrangements of the reference canla, and of the supply
and issue shelves, and the disposing of the superfluous books of old edi-
tions, and owing to our being so short-handed that the current work of
the division occupi(Ml all the time of the force, this idea was set aside
for a time, but it is the intention to obtain the views of as many ex])er-
ienced ollicers as possible, that the otiice may ])roi!eed in the work of
editing sailing directions, in the best manner, until the entire set is com-
plete. Some new features have been added to the east and west coasts
of South America (No. SS and No. 8t)) on the views above suggested,
including lists of lights within the limits of each, coaling and <locking
facilities, etc., in a tabulated form in the appendix; while much addi-
tional information, of an exceedingly' useful character, appears in the
body of the text.

The editions of No. 58, the *^ Navigation of the Pacific Ocean and China
Seas," liS75, and >'o. 120, ''Directory for lUdiring Sea and the coast of
Alaska,'' have been exhausted. The former, although published four-
teen years ago, is slill miu'h sought after, and the officer in charge of
the branch hvdrographic ollice at San Francisco states that the agents
inform him that this work sells very well. Frequent applications have
been nnule for it to thisolliee, and I tliink it wouhl be well to repub-
lish it. Dooks of this character, which cont;iin general information i-el-
ative to the best sailing anil steam routes; observations upon the
calms, winds, ty})hoons, et<'., change but little, and are always sought
after. To attempt to embody all this information in the sailing direc-
tions would make the latter cumbersome, and it had better be published
separately. The series of books of this character (general examina-
tions, and navigation of the Athmtic, Pacitic, and Indian Oceans) are
among the most useful ])ublished by the otiice.

The pamphlet on the use of oil is exhausted, an<l anew one should be
gotten out as soon as possible, (embracing all the additional informatiOQ
on the subji'ct relative to its el1i(;acy in lessening the dangerous etfects
of heavy sejis. Kngland, Kraiu'e, (iiTmany, and S[»ain have all pub-
lished pamplilt*ts on tlit* benetieial results obtained from its use, and the
idea, wliieh was first suggested by this office, has now become a recog-
ni/e<l faet bv maritime nations all over the world.

Several ad*! it ions have been made to our list of foreign exchanges,
prin4'ipally of foreign geograj>liieal societies, an<l the time of an assist-
ant could be well em))Ioyed alone in translating from and noting the
valuable infoimation contained.

In the work of this section of the division I liave been well aided by
the two assistants detailed lor this <luty, Mr. Robert C. Kay and Mr. K.
II. (Jrr, who hav«* most capably performed the tasks assigned them.
Mr. I*ay has revised and pr«»pared the manuscript of the west coast of
South AuHTiea, and has well advanced on t lie *' Dangers in the Pacific."
Mr. Orr prei)ared the east cost of South America, and has the mauu-
seript of the (lulf and Kiver of St. Lawrence, Nova Scotia, etc., well in
hand. In addition, both tln^se gentlemen were obliged to devote much
time to the current work of the division, owing to the resiguatiou of the
assistant detailed to perform that duty.

NOTIf'KS TO MARIXEKS.

The w(U'k of pre]>aring the weekly notices to mariner8| and the sepa-
rate extracts, has been very successfully continued by Mr. Boynton

372 REPOllT OF THE SECRETARY OF THE NAVY.

Leach, assistant, wlio has bt*on untirmg in his eflbrt^ to improve the
notices and the lii-lit-lists in ever wav.

The ])hin oi'groiipinj^ together the i)arafjraphs that rehite to the saiin-
<reneral locality continues to ^rowin favor with the maritime coniniunity.
and no better evidence of this fact, could be i)rodueed than the com-
parative table whicii follows. In fact, these fi<2:ure8 are even preatiT.
as the re])ort shows the sum total for tlie whole yem\ but durinj;^ the iajit
six months the number of extracts distributed reached a total 51S,UU<L
or at tlie rate of l.();30.()()() annuallv.

Tin's larueamount of information distributed over the world is sipruill-
cant, from the t-ict that it furnishes an indication of the direction to-
ward which commerce is tenilin<r, in thecoustantly increasing demands
of certain districts, together with its vahie from other ])oints of view.

Of (bourse, a ^reat deal of tlie success of this service is due to the
branch hydnv^raphic ollices, and the value of these important adjuiict>
bc(!omes cv(My year more apparent, and c(miineiids itself to the intelli-
gent consideration of the maritime community. From their location,
tlu'y are brou«»ht into contact with the maritime exchan^jes, owners <»t'
steam-ship lines, ship-masters, and the sea-farin«; world j^enerally, and
their o]>portunities for collectinj^ and disseminating information are
iinexee]>lionable.

During- tin* year, at a meetint; of the oflicers in charfje of the braiu-L
oflices, a new anan«i-ement for the distribution of the extracts of the
Mot ices to -Alariiiers was aji^reed upon, and the following is the metluxl
now |)ursued :

TIu* earth's surface is divided into the following; districts, and the
extracls relalinn' to each are printed on separate sheets:

I. All \v:ii( r (»n \\\v I'.isf rojist of North Ainrrifa, fxi-rjit tbo ITiiitt'd Statrs.

•i. ^!;l•^! coMNt of I 111- I'liiit'il Stairs, lo ainl infhii.iui; Florida Kiel's, and JScriiiiuIa
and r>:ili:iiiia I^laii<ls.

:i. Till' (Mcisi »>r I lie (Jiiir of Mcxic-o, AVfst India I^^landK, Central America, and iL*-
nulli r(i;i,->f of S M'lih Anuiica to tin* rqiiaior.

t. l-;i-^i (<i:i-,i r.f >iiiit!i Ann-iii-a, finni tlic t-quator houiIi, iiioludin^ tlie Falklaiiil
and ( •< <ii<^i;i I-^hinds.

.'». Ail watJiNiif li).* nnrtl) and wrst <'o;ists of lOiirope, to the Straits uf Gl^raliar.
inclinijim iln- I'.riti-li J-^liOid.s. SiMt/,l»ri'ixin. and li-cland.

<i. I ill- Ml ilit« rr.!ii»an. Ijlail;, and K'f<l Sras.

7. 'I'.'n- wc^t •■•i.i-t ofAfiii-ii :ind tin' adjarrnt islands.

■". li.ixi ri),!-,; i)f Aiii«a, Indian Onan, J'»'i>ian (Jiilf, and tlic south ctiast cd'A^ia, to
llic >: i.i.'tv iif .M;il:iiT-|.

'.'. i ::•■ i. i>i ]n>!i:i Isl.mds, (liina. .lapan. and tlic Hiiasian Possc^ssioIl^.

I". Ai.-«i i:i'.:i, 'I";i>ni:Miia, and N»-\v /calanil.

II. 'i It r.-i.if.r l>l;jn«l.s.

I','. Mi-.iiiMid" M.i-rll;;ii. and tin- wr^t coa.st of Soutli Auicrica. to and inclndiiiu

I '.I I ill in...

\\\. ,\nii! '■■;i. w ' . [ r<ii>.t, t'liiin Panama n<»itli.

'ilie ti«'(ev^it\ lor Ik Itei' ])rintin;j: raeiliti(\s is felt more than ever. This
tdiici" >iHt!ilil !m- a\\W to is>iiie its ptiblieations re;»iilarly on time, and their
v;!!ii.' <(»ii-i.-:- ::i !lir pidinptitihle with which the information tbey cou-
Li'ii iMii JM' ni.->.iii(-j| wlirre it is imjst needed.

l he .-- 4 \ .•-.'. o; :i Ti ;! ji-*!;iior are iJMpiired, lor minrh information thai
roMj,.^ i;.;., :i.|. (j, p::itjii( nt r\\\\ n<«l be used until, perhaps, it appeairs
:!u;»:ii ' i;:i: ■■ i'i<l !.\ .^■Min" jdlier iiat ioii. While Mr. Jicach, the sissistaul
^:. eii i! .-,• (. ihs' !jn- !«-.•>:. |i;js breij \ei\ siiceessful with his translations,
^- ':'•■' • "I'-- ■!'■•' ■'!":!«■<•> in irio>t of tin* I'^iirojiean lan^rua^es, much time
!.^ i:-.',-.^ .i":;. ;.:k< n lip Willi liieiiu 'fiie translator is nee<led not alone

• '■:■ ;i-' :.:•;;;(•> Inii I In- :jM'liiv«'s as well, and io make nctes from the
I.i!:.I.c.i::i:!i-. I'i.ii ;ij(. ii'iM-ived I'loiii OUT jbi'ei^ni exchanj^es in the book

• iis ;>i<'n, V. j.'l.-ii 'niitiiiij iniu'li valuable iiiibrmation that should be usediu

REPORT OF THE SECRETARY OF THE NAVY.

373

the new editions of the sailing directions. And here the advantage of
possessing better printing lacilities would come in, for supplements
compiled from these translations, from our own sources of information,
from consular reports, etc., could be prepared and published regularly
as corrections increased to require them, saving time and the cost of
labor in the present metho<l of correction of books, until after about
five years (a lair average for the life of an edition) a new ^one became
necessary and could be issued.

During the year 1,047 announcements of importance to navigation
were publishe<l in the form of Notices to Mariners, an increase of 145
over the preceding year.

The usefulness of this publication has been enlarged by the addition
of reference notes for convenience in correcting sailing directions, and
other nautical publications, and the form has been improved by mak-
ing the table of contents detachable.

The appreciation of these notices by the maritime community is best
(exemplified in the increased demand, as shown by the comparative
figures for the past three years, arrange<l in the following tiibulated
tbrin :

Xotice io mariners.

FiHoal xciir (*n«lin;; Jiiuo 30 —

XnnilM»r of
aniiuiiiict*-

mcniH
imblihhed.

590

904

1,047

Circulatum.

W<H)kly

iSHUO.

41,600
41,<KM)
46, MK)

Extniot8.

L»17.0<I2 :

4;n,7«»o !

77U,021» .

Total.

2"8, 600

47.'{, :joo

810, h'^9

NoTK. — Tin* rirculatinn lor tlir pant mix montliH is at the rate of inon* than 1,000,000
ropifs piT aiiniiiii.

1
I

The yearly index of notices was completed in ample time foritspub-
ication c(>inci<lentlv with- the last weeklv issue of the vear 1888, but
las not .vet been published. The printing ofiice in the Navy Depart-
nent bring unable to ]»rint it, the manuscript was sent to the Govern-
ment Piinting Ofiice, where it has remained.

LIGHT LISTS.

The List of Lights of the World, comprised in six volumes, has l)een
revisetl an<l k«»pt corrected to 4late, ready f(»r publication. Kevised
eilitions of tlirr** vohimes, Nos. I, IL and III, have been publishe<l.
liCvised eilitionsor tin' HMuaining volnmrs should be published as soon
as practieablr. I nM'oninimd that the i)iesent Vol. 1 be <livid<Hl into
two volumes, as follows: Vol. 1 to comprise the east coasts of North
and SiKitli America, including the West Indies; Vol. II, the west
coast of North and South America, including the l*acific islands. The
numl)er of tin* j)resent Vol. 11 to b<» <rhanged to VI. Also, for econom-
ical reasons, that the list of lights of the British I^lamls (at present
Vt)l. VI) Im» no longer i»ublislied, but puivliase*! yeaily fnun the British
A<lmiralty and issued in the same form, to be numbered Vol. VII.

AuruiVES.

The work of classifying, indexing, and arranging the documents, rec-
ords of surveys, and all sorts of hydrographic information has contiuoed
without interruption, and every efibrt has been made to enhance the

374 REPORT OF THE SECRETARY OP THE NAVY-

convenience and certainty of reference. This duty has been very capa-
bly performed by the custodian, but has beeu necessarily hindered by
the confined space devoted to the archives. The present system has
heretofore answered very well, and is in accordance witL the plan
originated some three years af?o. With the continually increasing
scope of the ilydrographic Office and its branches, and the extension
of its sources, of information, another arrangement becomes necessary,
and a board of reference was directed, by your order, to report upon
the best method of indexing, classifying, and arranging information for
the general use of the office. In accordance with their recommenda-
tions, all printed matter is to be indexed according to the plan now in
operation in the book section of this division, and, for convenience of
access and classification, all manuscrii>t and other unbound information
is to be index^ed and cross-indexed under definitely established heads, in
geogra))hical sections, bounded by parallels of latitude and meridians of
longitude. In the present system there are 14 sections; with the pro-
posed plan there will be 24. In addition to the card index, an index
book, on tlie Burr system, is recommended by the board, the indices to
be revised from time to time and the result published in serial form.

During the year there have been received 1,2(K) documents, and abont
700 charts have been catalogued and shelved.

During the last month of the year I have had the assistance of Mr.
G. P. Bolles in the archives, and to him was assigned the care, arrange-
ment, and cataloguing of the charts. This is a task that reqaires con-
stant and intelligent attention. Upwards of 12,000 charts, the work of
our own and foreign hydrographic offices, and of the United States Coast
Survey, are to be so arranged that they can be readily accessable for
reference, and the latest editions of each to be on the shelves. This in-
volves frequent correspondence with foreign hydrographers and close
scrutiny of all publications to see that none are omitted. By means of a
date book, u])on which Mr. Bolles has expended much time and atten-
ticm, this information is instantly obtained.

Valuable hydrographic information has been received fh)m the fol-
lowing vessels: /.'.s^^^j?, Commander T. F. Jewell, U. 8. BTayy; Lieut 0.
D. (ialloway, navigator. Boston^ Cii\)t F. M. Eamsay; Lient. W. M.
Fnllam,intellig(>nceollicer. Atlanta^ Capt. J. A. Howell; Lieat. N. E.
Kiles, navigator. (/a/^;/fl, Commander G. W. Sumner; Lieat. W. J.
i^arnette, navigator. Kenrsarge^ Commander A. D. Brown. TallapoMa^
Commander F. M. Dickins; Lieut. C. F. Norton, navigator. AUianet^
Commander G. \V. Pigman : Lieut. W. P. Dsiy, navigator. Swatara^
Comman«ler J. McCiowan; Lieut. C. P. Perkins, navigator. Nipric^
Connnander A. W.Mullan; Lieut. H. G. Davenport, navigator. EnW*
;>r/.sr, C()mman(ler 13. 11. McCalla; Lieut. B. F. Fickbohm, navigator.
J.ancnsfer, Capt. T. F. Kane; Lieut. J. P. Merrill, fleet intelligence offi-
cer. ^^/^//i//(7></////. Commander C. JI. Davis; Lieut. G. G. Com well, nav*
igator. Trenton^ Cai)t. ^\ H. Farquliar ; Lieut. K. M.G. Brown, naviga-
tor. Mohhan^ Commander B. F. Day ; Lieut. F. M. Symonds, navigator.
Aflams, Commander H. P. Leary; Lieut. »). Parker, navigator. Van-
dal ia, Capts. JSclioonmaker and Ihkwison; Lieut. J. C.Wilson, navigator.
h*a)u/('r. Commander F. A . Cook, Lieut. G. F. Pond. PintOj Lieut
Commander J. 8. Newell ; lOnsign, D. S. Terrell. T>olphin^ Goinmanderi
G. F. F. Wilde; Lients. T. C. McLean and W. A. Marshall, navigators.
ilMr/ow, Commander X. M.Dyer; Lieut. C. F. Emmerich, navigator.
Palos, Li(Mit. Commander J. 10. ('raij;; Lieut. F. M.Bostwick, navigator.
Juniata, Commander AV. C. Wise; Lieut. N. H. Barnes, navigator.
Omaha. Capt. F. Y. McXair; Lieuts. J. M. Miller and J. B. Mordooki

REPORT OF THE SECRET AKY OF THE NAVY. 375

navigators. Bldke^ Lieat. J. E. Pillsbury. Albatross, Lieut. Commander
Z. L. Tanner.

A pamphlet by Lieut. M. A. Hautreux, of the French navy, presi-
dent of the Societe de G^ographie Gommerciale de Bordeaux, on Colli-
sions at Sea, and prepared with special reference to the coming
International Marine Conference, was translated in this division by
permission of the author. M. Hautreux, in his very courteous letter,
expressed his high appreciation of the service of the Ilydrographic
Ollice, and of its benefit to the maritime world, especially referring to
the value of the Pilot Chart, and expressing a hope that England and
France would join in a like enterprise.

For a series of examinations, conducted under civil-service rules, to
fill vacancies in this and the branch ofiices, sets of questions were pre-
pared in this division, embracing seamanship, navigation, nautical sur-
veying, ocean meteorology, laws of storms, etc., and the applicants in
every case were graduates of the Naval Academy who had completed
the academic course of four years and a two years' cruise at sea. The
benefit of this to the office is apparent, as the services of these gentle-
men were at once available, and no time was lost in technical training.

INFORMATION.

Requests for information flowed in continuously, relating to almost
every point concerning the subject of hydrography, and much time
and attention was required to answer these inquiiies, which embraced
questions as to harbor improvements, dues, depths of channels, rivers,
canals, etc.; the existence and location of dangers to navigation,
boundary lines, climate and health statistics, surveys, explorations,
etc., all over the world.

As all matter not relating strictly to hydrography has been trans-
ferred from this divisioii, it became necessary to consult the libraries of
the several Departments, and carry on an extensive correspondence
with our consuls abroad, and communicate with foreign hydrographers,
in order to supply the desired information. A great deal of the time
of one assistant could be well taken up with this subject alone.

PERSONNEL.

The following changes have occurred in the personnel of this division
during the year: I Jeul. J. C. Frrmimt, transferred to Chart Construc-
tion October 8; Lirut. ('. M. McCarteney, transferrer! to Sailing Direc-
tions October 8; Lieut. F. IL Sherman, reported June J 4 — at work on
the Notices to M;iiin«Ts; Mr. li. C. Kay, reported December 8, Book
Division; Mr. C. C Hillings and Mr. W. .1. Wilson resigned.

In conclusion, i have only to express the hope that, with additional
assistance, and increased printing facilities, the service of this division
will speedily n*arh that degree of etiiciency to which it is your desire
that it should attain.

liespectfuUy submitted.

CnAS. M. McCakteney,
Lieutenant^ U. S* Nary^ in charge.

The Hydrograpuer.

376 KEFOET OP THE BECEETARY OF THE NAVY.

Division of Mabine MBTSOBO]:x>aT,

Jii/y 1,1889.

Sir : The routine work of this division lias been carried on with ia-
creased etficiency during the past year, thanks to the support that jcm
have yourself given to our efforts, the zeal and efficiency of my aasiflt-
ants, and the constantly-increasing interest and support of oar voliiii-
tary observers aboard various vessels of the mercantile marine.

In addition to observations received regularly from United Stata
naval vessels, Greenwich noon observations are now received from 1,081
others, and this number is increasing rapidly. Besides the synchroiMNii
observ<ations taken at noon (Greenwich meridian time) aboard vesaeta
in every ocean, IIG meteorologic journals have been retnmedy filled,
during the ])ast year, and 71 new ones have been issued. As stated ii
my last annual report, the number of journals already on hand, and tin
diiliculty and expense involved in utilizing the data contained therein,
have induced us to devote m^re attention to the issue of Form 105 (Green-
wich noon observations). As soon as utilized in this office, these fomu
arc forwarded to the Chief Signal Officer, U. S. Army, and the infiymifr
tion contained therein (added to similar data received from varioasotkei
sources, ])rinci[)ally tlirough international co-o])eration), utilised in thf
construction of daily synoptic charts of the entire northern hemisphere^
from wliich the most valuable and practically important results are da-
duced and ])ub1ished. In return, meteorologic data ftx>m land stationi
are su])p1ied to this office by the Signal Office whenever needed in tiM
discussion of an ocean storu). Such independent collection and mntul
use of hmd and ocean data have naturally resulted in increased effldeiH^
and economy, and there can be little doubt but that double the anMNmt
of marine data would have been available for the discussion of the inter
national sinuilkineous meteorologic observations had the present a;ya-
tern been in operation during the entire period of observation.

At tiie ])rcsent rate of increase in the number of observers, the time
may soon come when the data will be sufficiently complete to allow ol
the ])reparation of daily charts of the southern hemisphere, from whieh
similar valuable results may be derived.

I may well mention here an a<lditional important use of Form 105b A
cablegram is prepared every niglit at the office of the Ohief Signal Qf-
licer, U, S. Army, and sent to Professor Mascart, director of the Central
^Icteorologic Bureau of France; in it is given an outline of the weathei
over a broad belt of land and water, including a large part of the United
Stat(^s, Canada, and the Atlantic as far east as the forty-flfbh meridiUj
together with any late reports of wrecks, ice, or other dangers to navi
gation. Marine data not older than seven days are used in prepaiin|
this cablegram, and it is only fair to say that the Ohief Signal OfllfM
has himself strongly complimented the officers in charge of the bxaael
hydrographic oflices upon their promptness in forwarding data,aUei
which are extracted from Form 105 immediately upon receipt. AltiioagI
this is a matter that adds greatly to the work of several of the branel
ollicH's, involving the scrutiny of many hundreds of forms and theoopjF-
ing n])()ii another blank of such observations as are late enough to bett
use in this connection, yet the fact that the results may thus be madf
immediately useful to vessels about to sail for America from Bnropean
])(>rts can not fail to lighten the task of all who contribute in ai^ WW)
toward the success of Professor Mascart's undertaking.

The I'ilot Chart of the North Atlantic Ocean has been issued veg>
larly each month, and efforts have been made still further toincreHf
its usefulness to navigators, i^robably no strictly nautical pablieatkN

REPORT OP THE SECRETARY OP THE NAVY. 377

has ever had a greater success than this, and the marked interest and
favor with wiiich navigators of every nationality rejjard the work of
this office is to a large extent due to the essentially practical character
and wide circulation of the Pilot Chart. Articles that appear in this
publication are widely quoted and republished in nautical newspapers
and journals, at home and abroad, and certain newspa])ers (notably the
New York Herald and Boston Post), ])rint a small abstract chart in
their columns, based upon the Pilot Chart itself. The London Ship-
ping World and Herald of Commerce, also, hasstarted a small chart and
issues it regularly each month, stating editorially that it has imitated
the good example set by this otlice. In order to assist newspapers in thus
circulating information of importance to shipping interests, and at the
same time economize the edition of the chart itself, advance sheets of
all printed matter published on each chart are sent out a day or two be-
fore itisissued, together with a small '< abstract" chart, giving, in black
and white, the most imiwrtant features of the Pilot Chart; in this way
newspapers are enabled to print extracts from the Chart on the very date
of issue, and an immediate and wide circulation is thus secured for each
item published.

Tlie large amount and diverse character of information published on
the Pilot Chart forbid any extended reference here, and I need only re-
fer to supi^lements that were issued in August and Fcjbruary, devoted
esi>ecially to the subject of dertdicts and wreckage. The August sup-
plement was devoted i)rinci pally to the history of the logs from the
great log-raft abandoned oft* Nantucket in December. The drift of the
logs was both indicated graphically and discussed in the accompanying
text, and every report received in time to be used, 147 in number, was
published. TJie, February supplement was prepared at very brief no-
tice, upon receipt of a telegram saying that the famous derelict schooner
W, L. White had reached the Hebrides, and gave a comi)lete account
of the remarkable cruise of this dangerous obstruction to navigation.
Without attempting to refer to her history at any length, it will sutlice
to say here that this derelict vessel, abandoned oil' the cai>es of the Del-
aware during the March " blizzanl," crossed the Atlantic in ten months
an<l t<5n days, moving along an erratic track that measure<l more than
5,(M)0 miles; she was reported forty-live times, and tor six months re-
mained oft' the Grand Banks, directly in the track of transatlantic
steamers, three of which sighted her in a single day. There could be
no stronger arguments than such detinite and irrefutable facts to en-
force the importance of clearing the seas of such obstructions, and
probably nothing that has ever been published on this subject has at-
tracted half the attention that these two publications have received.

Of all the subjects that have been referred toon the Pilot Chart dur-
ing the past year, the most important, in my opinion, is the extension of
our tcdegraphic weather service to include the shores and islands of the
Caribbean Sea andCrulfof Mexico. This subject has been discussed
at considerable length in the Chart for the past three months. A
small telegraph chart has been published to illustrate the admirable
facilities that are already available for use in getting regular telegraphic
reports, and a hurricane chart to illustrate the tracks followed by the
principal hurricanes on record. At the same time, a large amount of im-
l)ortant practical information hjis b(H;n given for use aboard ship dur-
ing the i)resi»nt hurricane season. The fkct that telegraphic warnings
of the approach of these terrific storms toward our coasts might be easily
obt^iined and sent out to navigators is by uo means new ; it has been
recognized for years, and eiibrts have been made from time to time| and

378 REPORT OP THE SECRETARY OF THE KAYT.

with greater or less success, to take advantage of it. Bat it may fiiiil]
be said that no well-directed and thoronglily saccessfal effort has, m
yet, been made either to collect reliable and complete data or thoioafl^
to take advantage of and circnlate information that has actually bea
received.

Through y.our kind permission, and by anthorily of the hononbl
Secretary of the Navy, I was enabled to visit Havana for a month dm
ing the last hurricane season. Upon presenting my letters to oar om
sul-general, Mr. Eamou O. Williams, and to Bdo. Padre Vifies, B. J.
the eminent director of the meteorologic observatory of Belen GoUege^ i
was received with the greatest cordiality, and enjoyed ezceptioDal op
portnnities to study West Indian hurricanes. Among other friends ti
whom I was indebted for many kindnesses and great assistance* I weak
specially mention Gapt. Luis Garcia y Garbonell, of the Boyal SpanU
navy. This officer has now been placed in charge of the newly organ
ized meteorologic. service, with stations at varioos points in Cabi
Puerto Eico, and others of the West Indies and Windwurd Islands; tn
telegrai)hic weather reports are now exchanged regalarly betweei
Wa^Iiington and Havana, the system having gone into effect Jane 1
Thanks to your efforts in this matter, and to tiie co-operation of GeiMCi
Greely (Ghief Signal Officer, U. ,S. Army), Gaptain Garbonell, and vaii
ous telegraph companies, ample notice will probably be received of so;
hurricane that may originate this summer to the southward and sail
ward of us. The extension and perfection of the systeni thns inaogn
rated can not but be regarded as by far the most important praetiei
advance that can be made by our Weather Bureau, both as regaid
predictions of weather over the United States east of the Bocky Hoosl
ains, and more especially as regards the safety and success of ooa
merce.

In this connection I would refer also to the character of i
signals, as displayed at coast stations of the Signal Serv" aj
you are well aware, earnest eiforts have been made by this C
Uie past two years to assist the Signal OfQce in causing to i
understood among navigators the exact character and mean ; oi
present system of cautionary and storm-signal flags. Ooloreu u
and descriptive text have been published, both in Notices tb
and on the Pilot Chart, and widely circulated. Nevertheh j.
to have to say that I do not regard the system now in i ,

<adapted to the purpose, and I would strongly recommend tl i
ate stei)s be taken to revise it in accordance with the needa oi oi
and the experience and usage of the principal maritime nai »nii
world. This is a subject that this office would naturally lo

most vitally interested in, both on account of its intimate reiai
the Navy itself and the mercantile marine and the apecial ini
trainingand experience of its officers.

While upon this subject, I am reminded to add a few words r I
the noed in our naval service of a more thorough and more i

of instruction in marine meteorology. My own experience: i j
Academy and subsequent service atseaand In thisofficeL u )iJO be
that it is very important for naval officers to familiarize i i w
every increase in our knowledge of ocean storms and the Kei
of meteorology. Within the last few years this science i
progress, and an opjmrtunity should be given to every oi lo
likely to be responsil)le for the lives and property aboard our ^

to post himself by special practical study and traininir r
leading principles of weather changes and weather predi ju

REPORT OP THE SECRETARY OF THE NAVY, 379

ocean storms diflFer in certain marked ways from those on land, yet it is
only a diflt'ereuce of deforce. No school of instruction is so good as a
nio<lern weather bureau, where tele<xriiphic reports are received and pre-
dictions made np and published, i^loreover, at such a bureau, in addi-
tion to such wonderfully etfective practical instruction, a complete
modern meteorologic library is necessarily at hand; every detail regard-
ing instrumental work, records, etc., is thoroughly understood and prac-
tically cjirried out, day by day, and a staff of trained oflBcers and assist-
ants \\re engaged in and familiar with the details of work relating to
the various branches of the science. I have, therefore, the honor
strongly to recommend that arrangements be made, if possible, for the
regular dAail of a certain number of naval officers to duty at the U. S.
Signal Office, and to visit some of the principal meteorologic offices
and marine observatories abroad. An officer could undoubtedly gain
more real practical knowledge of tropical cyclones, for instance, by pass-
ing a month at the observatory at Havana, Mauritius, or Manila, during
the hurricane season, than by studying the subject for a year without
such oi)portunity for i)racticiil experience under the guidance of an ex-
pert. The recent naval disaster at Samoa has emphasized to a marked
<iegree the dangers that the very best vessels are subject to, and has
lent redoubled force to the following quotation from an article by W.
Clement Ley on the squall that sunk the British training- ship Eurydice
in March, 1878:

''At present I know of hnt one prnctical leHson to be learned from the disaater of
Maich 24, ^hich in thiH: Lot meteorology, nnd, not least of all, the priuciploB of cload
•)l)»ervation, (urcupy a very large place in the education of seamen.''

In addition to the Pilot Chart, which, of necessity, occupies a large
]>ortion of the time of the division, the weekly snp]>Iement has been
issued regularly, giving a late and reliable summary of im|)ortant news
reganling obstructions to navigation along the coast and the trans-
atlantic route, changes in lights and bouys, etc. A special featnre of
this publication is to give a complete r6sum^ of all reports of ice off the
Grand Banks, a soun;e of great daiiger to navigation.

A report u])on the great storm off the Atlantic coast of the United States,
March 11-14, ISnS, known as the New York "blizzard,'' prepared at the
clos(» of the jireceding fiscal year, was published as the fifth of the series
of Nautical Monograi)hs, and the edition was received from the Govern-
ment Printer in January. Only 3,(K)5 copies of this monograph were pub-
lished, and, although great care has Iwen exercised in its distribution, the
principal obje<*t being to furnish our voluntary observers with some slight
return for thrir scrvitres, the d«*mand has been so great for copies that I
would respectful ly recommend that a new e<lition be ordered. The import-
ance of thus]>uhlishing the results of our work, giving some immediate,
though slight, H'tuin for the services of our voluntary obsi*rvers and at
the same time a<lding to the general fund of knowledge reganling ocean
storms, leads me to h(»pe that additional facilities will be provided dur-
i[ig the ccuning year tor the prompt publication of similar reports on
other storms, regarding very many of which this office has already a
vast amount of un]>ublis]uHr data. In the North Atlantic especially,
we receive an enormous amount of data, more, indeed, than we can
handle satisfactorily with our present force. It would be very advan«
tageous if a preliniinary discussitui couhl be published within, say, three
months after every notable storm, with a view to the subsequent pub-
lication of a more extentle<i treatise, of permanent value to the scientific
meteorologist as well as the practical navigator.

At the request of the Seawanhaka Corinthian Yacht Olub of New

380 EEPOBT OP THE SECRETARY OP THE NAVT.

York, ami iiihUt ortlvra from tlic Xavj' Department, I delivered a li
turo betbro the club at Sew York, I''tibrnar,v !). My lecture waseutitl
"West Indian Hiirrimmi'S and tliv Man:li Blizzanl, ISSd," and I
peatedtho Kiune lectnrc before the Xaval Iii8titut« at Annapolis, Mai
21. A full anbtruct was piiblibihot] in tbe American Meteorologii
Journal and rcpobliKbeil, vith additional text and plntes, by the di
1 may rcfi-r, also, in this connection, to a paper I prepared for 1
United Service Magazine (Jun*', 1S89), entitled "Tropical Cyclone!
in this 1 save some of the Icadiug results of my studies at Havai
and a;;ain pointed ont the importance to onr commerce and aeabot
States of a better weatlier servico for tbe Bay of Nortb America (I
great arm of the North Athintic, west of the 50th meridian, fr
>'c\rfi)iindland to TeiieKiiela, including the Oaribbeau Sea and Gnll
Mexico).

The preparation of a new edition of the pamphlet of blank forms i
titltil " Kejiorts of Mai-ine Meteorology " (Form H15) allowed of the i
dition of Miveral pages that render tlu'se blanks of still greater use
our okserverR and to this ollicc. It is very important that the coluoi
and symbctls used in the Savy logs, as well as in our meteoroloj
jouniiiis, should liarnioni:tc with those used in these forms, and I woi
stiiiii;;ly urge tliat this subject be tboninghly considered when a m
edition of the logs anfl Jonriiiils is to Ih) issued.

Kanii'st elbirts have lieen made to collect all possible data regardi
the riTi'iit Sanioan Imrric^ine, as well as storms In general in that ocei
aiidassiioii as einiuiistaitees slmll allow of it.I hope that these di
will Im5 (lisi'iisscii and published. There is an urgent demand for aPJI
('liiirl of the Xortli anil Siinth Pacific, and the South Atlantic, and t
great success that has been achieved in the If^orth Atlantic would sei
to iiidicaielliat similar publitrations might well he established fortha
oceiiiis also. Such an undertaking, however, is, of course, ont oft
<|Nesliiiii with our i>reseiit force and it'stiuntes; but it is tol>e hoped ttl
riieaiis will be jirovided duiiiig the coming year. Pilot Uhnrts of t
Noi'tli and Soutli Tacitlc lihould be published by the Branch HydJ
grajihii- Ollici- at San l''rancis(»), as in this matter the Pacific Slope
Mil- secliim most iiuiaeiii;itely interested.

IJelalivi- to ilie iicrsdiuii'l of the division, I wish to express my heu
;tp]iieiiiilio]i III' the nea! and intelligence with which every detail oft
work has lieeti eaiiied iia, in spite of almost insuiieraole diffloalt
both <in aci'iaint ol'ils .]nantity ntnl liliaracter, Mr. T. S. O'Leary's lo
absence on have lias h ft a ]<hi(-e that is bard to lilt, and t hope he m
be inilncril in reiiini anil resnnic the work that be discharged with m
mai licit liili'lilvanil success. .Mr. U. L. Lercli has assumed, tcmpoiaiil
iniiny ul Mr. (Vl,caiy*s ilnries, liaviiig tiikeu charge of the Weekly Si
pleiiiciit, a>si<iing also in the preparation of the Pilot Chart, andn
derin^r vnliiable services in llie way of translation of foreign meteo:
lii^ic i>-|i<>rt-i. ;tli'. A. II. Dot Ion lias continued to handles vast amoo
of ciHTcs|><>iiilcrii-c. as wdi as |iersonally plotting data on the da
synoptic i-linrts o)' Ihc North .\lhinlie and aissisting in QDmeroiis otl
di-i;iils i>l' Ktlici- work. Mr. (.'. (.1. Nnrlho]), emjihiyed primarily ai
sii'no;:in|ilM-r and lype-wrltcr, has becjiine so useful in Other and mi
iiti|uii'laiil ^^ays. keeping the recoi'ds of journals and fomiB issa
and rereJM'tl, tlint 1 would strongly recommend the employment
jiiM>llici'.-.killcil sliaiographcr and lype-writer, the work of tbe divisl
alisolittcly ]'ci|niring this addition to the foiue. Suringthe paat moB
the division has received a notable addition to its force t^rOQght

REPORT OP THE SECRETARY OP THE NAVY. 381

detail of Lieut. H. M. Witzel, U. S. Navy, who assumed charge May 19.
1 speak both for myself and for the other members of the division
when I say that the detail of this officer has been received with the
pjreatest satisfaction and must lead to the happiest results. The addi-
tional and ver^' mu(;h needed room that has been {jiveu us will also
preatly facilitate work, although both the force and quarters are still
far too limited.

1 may say in closing that several important improvements have been
made on the July IMlot Chart, prepared during the past month ; among
others, its enlargement from 4^ east longitude to HP east, the aboli-
tion of the ohl iStorm Card and the substitution of more modern disi-
grams and rules, etc.; but this belongs more properly to the next
annual report.

Thanking you very heartily for your continued interest in and strong
sujiiMirt of the work of this division during the past year, 1 have the
honor to be, very respect lully,

Everett Hayden,
Marine Meteorologist , In Charge.

The IlYDUOGKArilER.

Hrancu llYDUoGKArnic Office,
Cnstom-Jlouse, liostoiHj Mastt.j June 30, 18S1).

Sir: 1 have the honor to submit the following rei)ort of the o[»era-
ti(»ns of the Boston branch of the Ilydrographic Office for the year
ending today.

No efforts have been spared to increase the ]>oi)ularity and to improve
the standing of the otlice with the maritime community of this section
4»f the (country. Much of the success which has attended our effiuts in
tliis dire<'tion has been due to the c<mrtesy and consideration of shi])-
owners an<l ag<Mits, aiul the encouragement and assistance they have
giviMi us in carrying out our varitms ]>lans for the benetit of sea-faring-
peoj)le. There can be no <loubt whatever that the excellent recox-d
made by the branch otlices has more than just i tied their establishment;
they have drojiped into a pla<x* in the maritime community from which
they are not to Im* easily dislodged, and it is greatly to be regrette<l
that they have not had more generous support from Ctmgress. Much
of their usefnlni»ss is practically destroyed by the meager a])pi*opria-
tions made for their support, and the full limit of their value can not
be reached until this state of things is remedied.

The Bost(»n otfKH' labors under ])ecu1iar<lisad vantages compared with
thost* Iocate<l in the other cities, in that there is no maritime organiza-
tion in our city, cons(M|uenrIy mu<*h time is lost in transacting business
with shi]>ping peo)»Ii% in running about to the several offices, the greater
part of whicli would lu* saved were there some central organization in
which we couhl meet the miMiibers of the shipi»ing community. The
ChanilH*r of Commrnte has a very small nniritiiiie representation; the
natural consequenc^e is that it is next to impossible to induce it, as a
body, to take any action looking lo co-operation with or assistance for
our office.

r^aily in Se]>t4Mnber, 18S8, Ensign II. 5S. Knapp, U. S. Navy, was or-
dered to this otlice as assistant, and through his exceptional ability and
indefatigable labors we were enabled to institute refornis and alter the

382 BEPOBT OF THE SECKEUSJ OF THB MAYT.

methods of handling and arranging the varions pnb
been impossible previously owing to insufficient i ce. ^ a i
his excellent work and systematic arrangements, the iabor an idmwr
reception, sorting, and issne of our supplies nag been max
seued. His ability and exceptional fitness tor the work w ) \
a very marked degree in his intercourse with the masters oi v
itiug this office, to all of whom, from the highest to the low , ne i
always the same, courteous and obliging, and above all was ir iniE
eminently able to discuss intelligently all questions of naaticai in
It gives me pleasure to testify to his worth, and to state that it is
through the infLueuce of such men that the branch hydrograp
fices can be brought to and maintained at the high standard
ciency aimed at by their founder.

Ensign Kuapp was detached from the office in the latter t
Vember, 1888, since which time the office has been without an
In the mouth of January of the present year, at your reu
through the courtesy of the collector of the port of Bosti
extra space in the rotuuda of the custom-house was allowed n
of this office ; two cases for charts and notices to marine] sre
in this space, and it is proposed at the earliest possible uii n

move the chart and issue departments of the office to the nc ^oi
retaining the present office as a private office in which to rei ^e
calling for special pur])oses or requiring particular infon i
order to perfect this most desirable plan it is absolutely nee •

the force of the offiite be increased to a small extent; oar i

boy has proved very efficient, and it is my desire to retain i lo
office and place him in charge of the annex; to take his place a
boy, at a smaller salary, should be allowed for runuing erran p
for the office, etc.

The work of ship visiting has been carried on steadily and very
factorily by the regular sh7p visitor, Mr. Lee. A certain c
system is absolutely nedessary in the prosecution of this work
owing to the wide separation of the various sections of the v ii«i
and consequently it has been the custom to devote certain days
tain sections of the city. There are usually enough vessels
these localities to more than occupy all of one man's avalL^bio c
one day; the result of this is fiiilureto visit all the airivala, f
sequent great and unavoidable loss of data which would fkeqi ly
of value to us in the prosecution of our work. The infli «
visiting on the general condition of the office has been
marked degree during the past year; for several weel i ihk
spring our shi]) vivsitor, Mr. Lee, was incapacitated by i,

his absence at home the work of visiting was of nee iig^
the falling oil' in the number of callers at the office dnnng j

very noticeable, indicating plainly the wisdom not only Oji m
the work, but of extending and inii)rovingour facilities for i
tion, and providing against even its temporary Buspenaion. x&
hoped that in the course of time the resources of the ofBoe U
of the employment of a steam launch for ship-visiting ]
the only way in which we can hope to keep reasonably c

arrivals; in the meantime the oltice should be allowed tkio i
second ship visitor.

p]arly in December, 1S88, by an agreement between the Hyd]
and the Chief Signal Ollicer, U. S. Army, a system of co-o
inaugurated between the branch hydrographic offi(

BEPOBT OF THE SECBETABT OF THE NAYT. 383

the voyage. If practicable it would be well to represent the latest re-
I>orted iK)sitioiis of the fishing fleets on the chart, for the benefit of those
steamers bonnd to the Gnlf of St. Lawrence or Halifax. From conver-
sations had with the masters of steamers who cross the Banks it would
seem that they have a greater dread of the passage on account of the
fishermen on the Banks than on account of the ice to the eastward.

The Supplements to the Pilot Ghart have proved most valuable, and
we have daily evidence of the estimation in which they are held.

The Supplement, published in August, 1888, was in great demand,
being especially interesting as showing the entire voyage of the aban-
doned Leary raft, and as also showing the drift of certain of the best-
known derelicts about the ocean.

The Supplement to the February Pilot Chart, showing the drift of the
derelict schooner IV. L. Wkitej met with immediate and very general
favor, so much so that the supply for this office was entirely inade-
quate to the demand. We are receiving calls for them even at the
present time.

The number of returns of "Form lOS,'^ Greenwich noon observa-
tions, has greatly increased during the past year. There were issued
from this office ddriug this period something over five hundred sets of
the form. With very few exceptions each set has been accompanied by
a careful verbal explanation of the object of the record and the method
of keeping. The majority of vessels taking the form have kept the
record, and of the six hundred odd records turned in at this office dur-
ing the year, by far the great majority have evidenced a perfect under*
standing of the requirements.

^Nautical Monograph No. 5 was received with great favor by sea-far-
ing people, and we have heard nothing but words of commendation and
praise for the publication and the office issuing it. Up to the present
time we have received uo suggestions for its improvement or correction;
its issue seems to have had a most excellent effect on the observers for
the office in rendering them more careful in their work and more am-
bitious to have their records of the greatest possible use to us.

But few copies of the Meteorological Journal have been issued during
the year just closed, for the reason that only an occasional captain can
be found who is willing to undertake the work of observing and Tecord-
ing so frequently as is required in these books.

The Uydrographic Office is to be congratulated on the activity it has
shown in getting out new charts during the year ; the charts are highly
appreciated by all who see them, and it is to be hoi)ed the work will be
prosecuted until we find ourselves independent of foreign offices. We
have many calls for charts of the harbors of Nova Scotia, and as I find
the preference is generally given to our charts, I would urge the great-
est possible dispatch in completing the cartography of this part of the
American coast.

There has been more or less demand for charts of the Parana Biver
up to Bosario, to which ]>ort many vessels go from Boston, with every
prosi>ect of the number increasing yearly.

The port of La Plata on the Rio de La Plata is a growing place and
promises to be the port of the river before many years are gone. Steps
should be taken to obtain full and reliable information concerning the
place, as many vessels will undoubtedly be deterred from going there
owing to the lack of accurate information.

The chart of Sunda Strait is most excellent, and will undoabtedly
JSnda-ready sale among masters of vessels bound to the East Indies.

384 ££PORT OF THE SECRETART OF THE NAVT.

coast sif^^nal offices, with a view tx> the extension of the knowledge and in-
fluence of the Hydrographic Ofiico and the widening of the field of its
labors. So far as this office is concerned the plan has not worked as
satisfactorily as had been hoped for. The signal officers in Eastport
and Porthmd have their time pretty thoroughly occupied with their own
duties, and the hour set apart as the daily quota of time to be devoted
to work for the Uydrographic Office, though all that can be reasonably
expected, is utterly insufficient for the purpose. As regards Eastport
there is little to be expected, consequently little to lose, but Portland
is well wortby of more attention than can ))ossibly be given it under
existing conditions, and is capable of rendering better retarns. A sub-
oilice sliould be astablished in the latter city at the earliest i)oasibIe
moment, to be under the general direction and sui)ervi8ion of the Bos-
ton branch ollice, and to transact all its official business through the
latter office ; suitable quarters could undoubtedly be obtained for the
suboffice, free of rent, in one of tiie Government buildings located in
the city, so that the ex])ense of the establishment would be moderate.
In the latter part of November, 1888, a meeting of the officers in
charge of the Atlantic coast branch hydrographic offices took plaoe in
Kew York, the object being to secure as much uniformity as possible
in the methods of the various branches. Many points of diffeienee
were developed by which certain of the branches were made to appear to
much greater advantage than the others. The fact was likewise estab-
lish(Ml that no two of the officers kept their records alike, and while not
a mattor of vital importance, it is essential for purposes of just coDipari-
sou that the methods of recording should be similar in all the offices.
One ])oint on which it was found a very great difference of opinion ex-
isted was the matter of unusual phenomena; events were recorded in
some of the oilices as unusual [)lienomena which appeared on other
rc<;ords under entirely difi'erent headings. The weekly and yearly re-
])orts should conform as nearly as ])ossible in arrangement aud head-
iugs with the daily records, aud this latter should be so itemized as to
leave no room for misunderstanding as to which heading eaoh report
should come under. These meetings between the officers in charge of
the branch oilices should take ])lace each year, as I have reason to be-
lieve tliere is much good to be derived from them.

The LMl(»t Chart oi' the North Atlantic Ocean contiquesto hold its plaoe
in the estimation of sea- faring people; indec^d, it has become an in-
dis])ensable feature of the outfit of most vessels sailing from this port.
The various improveuients which have been made in its ooustmcfcion
.ind arrangeirents during the ]Kist year have greatly added to itseffi-
eiency and usefulness, and have been thoroughly appreciated by those
wlio make constant use of it.

\ The wisdom and ]U'rsistenee of the Hydrographic Office in recommend-

in;^' certain transathintie routes is slowly but sui*ely gaining aniveraal
aeknowledgnient from masters of the merchant marine, and it is to-day

j (leeidedly the exception for a steamer coming from Euro|>e direct to

f iJostini to cross tile hanks during the ^'ice'' season.

i Some of the (-onvi'its to the practice recommended by the Hydro-

graphic ( )ilice in this niatti^* of routes are men who, two years ago, would
not listen to a word of advice from us, and apparently paid no atten-
tion whatever to the reeonimendations set forth on the Pilot Chart.
To (la\ these men, or at least a great nmjority of them, appear to have
fallen into line with those who believe in taking their ships over a roate
whi(rh will insure the least possible risk, without unduly lengthening

REPORT OF THE SECRETARY OP THE NAVY. 385

I would snggest that tbe series of Hydrographic OfBce Gharts nam-
bered 796, 797, 798, 799, be continued to extend as follows :

To include the entire Straits of Molacca and the west coast of Suma-
tra to the westward, to be carried south to about 12<^ south latitude; to
cover the entire group of the Philippine and other East India islands
as far east at least as 135^ east longitude, thus insuring charts on a
large scale of all the passages among the islands. Gharts of Torres and
Bass Straits would also undoubtedly find a ready sale. The general
charts of these regions at present on issue by the Hydrographic Office
are invariably found fault with as being on too small a scale to be serv-
iceable.

This office has been called upon of late for information concerning
the number of certain of the United States light vessels, and an inves-
tigation has revealed the fact that the numbers are not given in all in-
stances, either in the United States Light lists or buoy books. The
Light Book for 1889 numbers some of the vessels which were not num-
bered in the list for 1888, but there are still some omissions in the for-
mer.

In printing the catalogue of hydrographic publications in future— or
at least in the case of those intended for use in the branch hydrographic
offices — I would recommend the insertion of blank pages alternating
with the regular printed pages; the former to be suitably indexed
and ruled for inserting the numbers, titles, prices, etc., of new publi-
ciitions. It is necessary in our office to obGrerve as much system as pos-
sible in cataloguing new charts, in order to avoid confusion and to fa-
cilitate the locating, by means of the catalogue, of any particular
chart. With the present catalogue, after filling up the spaces at top,
bottom, and sides of certain pages with the numbers, etc., of new
charts, we are obliged to seek room elsewhere, with the result that
charts of entirely difi'erent parts of the world are entered on the same
page, and there is often great delay and confusion in finding what we
are looking for.

For the past six months the Boston Post, in common with the New
York Herald, has been publishing the abstract of the pilot chart and all
printed matter connected with it, and we have reason to believe it is
having a most excellent effect in advertising the office. It disseminates
the information contained on the chart much more generally than would
otherwise be the case, and at the same time undoubtedly increases the
circulation of the Post, thus proving itself a mutual benefit.

In concluding this report, I should wish to extend the thanks of the
office to the Treasury Department officials and employes, with whom we
are thrown in daily contact, for the universal courtesy and considera-
tion shown us and for the many favors done us.

i>nr thanks are also due to the various members of the shipping
com ' Mini ty of Boston, who have always shown the greatest apprecia-
tion of the efforts of the office in behalf of the sea-farers and a desire
to assist us in every possible way.

From the press we have received constant and unvarying courtesy
and kindness, and have never appealed in vain for any assistance it
has been possible for its members to afford us, for which we desire to
express our great appreciation and obligation.

The resources of the chamber of commerce for obtaining late and
reliable information have ever been freely placed at oar disposal ;
we have never hesitated to avail ourselves of its generous offiari ana
|vjsb here to record our thanks for the courtesy.

NA 89 25

d06 BEPOBT OF THE SECBBTABY OF THX HA.TT.

The following table represeDts, in detiul and in aggregate, thi
of the o8ice during the year :

IBM.

int.

1
1

r
1

Vm..J«v1>.I(«I

30fl

Z13
1

a
b:

zio

71
170

223

1
I

20t

300

isa

Vr«ip|i luniiiic in

1
u

n
«

S7
70

151

Vorni lus.raootdi

GC N

"EdsS»i~

h<' irldfiinilub<»l

t<^\«i for M»tt-rj

'"'JM

U,tt

Film I'liailH illHrrili-

1.333
110

».

H3«l

S§8

»-

7, DM

107
10, OW

LOW
«

393

r.BM

809

!,1S(
IT, 073

■m

717
11, «<

'SSSSawS

t
1.71S1,10J

"•SUfJSXZ^':^

Hvilr"KI»l.lllo IHCB

..U..rlb„.-J".~.

11.800

IT.«U

'«&•«?„!'

■.igSSStli;-

1,701 1.10.1
1

S17

LMl

^lU

%os

*"■

"its'"'-

pb-t ^ ,

......

IiiTnl-r".>.-iv..l:ii|.l
l"r.4.nl.-<lluWMli.

i.i'iiri'"..fira'iifr'

r"y

K
El

i:i

M
15

N
M
1

i
U

tl
u

11
•1

1
1

' ;

REPOST OF THE SKCRETARY OF THE HAVY.

IfSa.

■=

1
1

1
■5"

Total

Xn»>itii iTceiwil aurl
lusti>n-t;uBliuii.'tl.

■

£l.-.-irui ■t..rnii

£.'lll<Hnl .If nun

]

!
1

BUhlllUTlW l-HFtll-

L'linixiBlpliPiuiiii-

G.'n.^1 iiifi.rnia-

Very rosiiont fully,
The IlYDROGlIAl'nER.

Jons DoWNKs,
Lieutenant, JJ. 6". 3'ar^, in Charge.

BitAKcn Hydrogeaphic Office,
Maritime Exchange. Xew York, July 1, 1889.

Hilt : In olH'dii'iice to your onlers, cniitaiiietl in circahir letter No.
TMM, 1 Liive ilii' lioiior to ^iiliiiiit the fullowiiiff n'port ol' the operatioiis
of ttiiR oK\n: <lni'iii^' tlie f)si-iil .veiir ending June 'A», 188U.

Lit'iit. v. L. ('ottiriiiii, U. S. Navy, whoso euergy, tact, and HOmid
jiitlKiiK'nt have iilaced the New York branch hydrographic office in
il» preKcnt i-iivj;i1)h> iiosition, was detached on March 15, 1889, and nr-
dervd to s<*a. He left bt'Liiid him a reeortl of duty ably performe<l, and
ciHTitHl away witti him the best wishes of all who are intereHted iu the
wflfam of thid ofllne. As lii» Huecensor, it bait been my endeavor to
carry out the systfin whieh be iiiauf^urated and wbicli waa the result of
yeartt of thoii^bt and experience. A few minor changes, however, have
het'ome necessary owiuK to the want of funds and the eoiisequeut re-
duction of the wtukin;; totee.

While the l)raneh hydro^raidnc odiee in this eity has ansumed a
}iosition of threat iniiKirtani-e to the public K*-*U(-'i^ll.Vi it has beuonie an
absolute necessity to the niaritiniu and nicrcautilu commuuity.
Althoiiffh osiiiblislied and ojH-ratiHl for the purjKMe of fiiipplying uuu-
ful iinil lu-eossary intonnation to the eea-faring public, itti operations
have btH'U extemted and ittj Keope enlar;;e<l to Hueh an extent that it Ja
now looked npon as a <* {general inteliit;ence bureau," anil is called
upon to supply iiitiirniation tn almoiit all classes of [leople and OD an
endless variety of subjects. I!y the press generally it is regarded
as an authority on ail niuttors peituining to naval and maritime
subjects. Adniirsdty lawyers eafjerly seek for witnesses from among
its personnel to testify as experts tu important cases. Marine in-
surance compauiea obtain iuforniation from ita publications and

388 REPORT OF THE SECRETARY OF THE NAVY-

records. Passengers aboat to embark on the ocean steamers
information of the latest and most reliable kind before i
Shipping men write or send for the latest positions of floating de
ic(^, and other dangerous obstructions before sending their st
cargoes to sea, and captains of sailing vessels rarely leave port
obtaining a forecast of the weather likely to be encountered ofl
Besides these routine duties, letters are received daily ironi all
of people requesting information on subjects requiring consic
time and researcli to answer.

It would be impossible to give more than a genersd idea of the a
or kind of information thus received and distributed daring tl
year. Besides continuing the collection of data recorded in the 1
port, information has been collected and forwarded on the snl
the tracks of ocean steamers at diiferent seasons of the year ; the si
and best routes to be pursued by sailing vessels from port to im
latest positions and condition of the numerous floating dere i
most reliable data relating to the various phenomena of t i
eluding hurricanes, cyclones, water-spouts, fogs, currents, ioe ^
iceHelds; information relating to the weather at different dai
various parts of the world ; data relating to the compensa
passes ; the habits, speed, and uses to which carrier pigeons cau
the soundings in various portions of the ocean and inland watei
temperature and densities of water in the different harbors of the
States ; the location of sunken wrecks, shoals, and other obstmi
the condition and position of buoys, lights, beacons, etc, both :
country' and abroad; information concerning the latest] entfl
kinds of nautical instruments; information on the subjecb i
patents and proposed methods of utilizing oil for quelling i
seas, and legal points relating to the authority of private pi»r
corporations to construct bridges over the navigable waters of the i
States.

The collection and forwarding of the above data constitate
small portion of the regular routine work. Important informatii
also been obtained and forwarded for the use of various other i
inents, bureaus, and boards, including the State Department, Tr
Department, Bureau of Intelligence, Light- House Board, eta
cations lor information have not been conflned to this country
for many n»quests come from abroad, especially^ from the di
hydrographic scxjieties of Euroi)e. To give some idea of the i
in the operations of this oflice during the last fiscal year it is only
sary to state that 2.;5(>8 sets of Greenwich Noon Reports have
suetl to observers against 1,300 issued the previous year; and i
of these forms properly filled in have been received and fi
contrasted with 1,752 received and forwarded last year. Nocwi
ing this great increase of S.l per cent, in the number of reoi i

be renienibered that during the latter half of the year all ' o i!
envelopes issued with Fcnm 103 have been addressed to uie j
graph i(5 Olllce in Washington, and a large proportion of repo: \
were formerly sent to this ollice now go directly to the Depart
still further comparison will show 1,106 special reports of stoti
special tiade wind reports, and 1,204 special rejwrts of foif ( >i
compared with Si)^ storms, ^'^3 trades, and 978 fogrepor [ur
This shows a total gain ol' about 33^ per cent, over last y i

k ing tin* amount of data distributed it will be seen that ^

to Mariners have been issued against 124,529 of last yi I

trille over 100 per cent, A glance at the tabular i r

REPORT OP THE SECRETARY OF THE NAVT. 389

respoiKleiice of this office will show that 1,000 miscellaneous letters have
beeu received and 5,057 letters, ackuowledgmeiits, etc., have been writ-
ten.

The compilation of data for the Mascart Cablegram, which was dis-
continued on the 19th of October, 1888, was recommenced on the 1st of
May, 1880. Owing to the extension of the time-limit from five to seven
days, and to the very large amount of meteorological data received at
this oiiice daily, much of the time of the officer in charge is occupied in
this work. These reports must be mailed by noon of each day, and as
the whole of the forenoon is occupied in the compilation and correction
of the data to be contained in these cablegrams, the consideration of
other important matters must be postponed until the afternoon.

Circular letters have been written to masters of vessels navigating
the Gulf of Mexico and West Indian waters, requesting their opinion as
to the advisability of placing a light on Matanilla Shoal, and asking
for ])ractical suggestions on the subject. In answer to these letters a
large number of replies have been received, containing much valuable
intbrmalion. It has also been possible to obtain the opinions of a great
number of practical shipi)ing and sea faring men whoare thoroughly
familiar with these waters. While the opinions differ slightly as to
style, color, and height of projmsed structure, and as to the color and
order of the proposed light, the captains and shipowners are all unani-
mous in their opinion as to the great desirability, and, in fact, the ab-
solute necessity, of placing a light somewhere near this shoal.

A large amount of information relating to the various steam-ship
companies having agents in this city has been collected and forwarded
to the Dt'partment. As the sailing dates, rates of fare, clc, are con-
stantly changing, this data has to be added to from time to time in
onlei' to keep the records corrected up to date.

Much valuable data relating to the steaming and maneuvering powers
of ocean steamers of all classes has been collected and forwarded to
the office of naval intelligence. Since February 28, the captain of every
steamer entering this port has received a letter requesting this data.
In many cases tiie captains were not allowed by their instructions to
give the desired information. Notwithstanding this, however, over
eighty ca))tains have written to this office forwarding the informaticm
desired, and many others have called to explain why it was impossible
to coniply with the reipiest.

Much interest has been taken in this vicinity in the proposed Inter-
national Marine Conference, which meets in Washington on the IGth
of October. In order to obtain practical suggestions for tlie use of the
American commissioners, circular letters have been issued by this office
to all parties directly interested in this matter, and much valuable in-
formation has already been obuiined. Captains of sailing vessels and
of steam-ships, ship owners, ship-builders, admir<ilty hiwyers, marine
insurance companies, and parties familiar with Ufe-saving appliances
have all been a])])ealed to for their opinions and suggestions. It is be-
lieved that much valuable data will l)e colliM^ted fnmi these sources.

At the opening ot the yachting season letters were written to all of
the principal yarht (tliibs in this vicinity, ]>]acing the records of this
otlice at the disposal of the yachtsmen am! requesting theui to co-oper-
ate with the office in obtaining and forwarding meteorological and other
data. As a result, we have obtained quite a number of intelligent and
enthusiastic observers.

Efforts have been made to obtain observers from among the pilots
and captains of coasting vessels with very little success. While ao-

390 ££POBT OF THE SECBETART OF THE NAYT.

knowledging the importance of this work, they state that it is impos
ble to keep the forms as they should be kept, as they have no time
take observations themselves, and can not depend upon their sabon
nates for this purpose. The captains express themselves as being pi
fectly willing to make special reports of anything of importance whi
comes under their observation, but positively decline to keep Form 1(
The result is that we have very few observers among this class,
special form is needed for distribution among the coasting vessels gc
erally. This form should not include meteorological observations, b
should call for rej^oitsof such special occurrences ad bnoys outof plai
wrecks, derelicts, lights outof order, or light-ships oat of position, el
An effort has been made to accomplish this object by distribntuig
number of the large printed franked envelopes stamped as follows:

U. S. BUANCn llYDKOGRAPHIC OfFGB,

New Yokk.

Please mail this envelope with report of
any dorelictH, buuys adrift or oat of place,^
wreckage, ice, storms, water-spoutti| or
other unusual x^henomeua.

These envelopes thus stami>ed have been placed on board of all t;
pilot boats in this harbor, and have been forwarded to Sergeants O
and Daniels, with the request that they be distributed amoug the coai
ing vessels calling at New liaven and Xew London. It is believed tfa
in this way many reports are made to this oflice which would odu
wise bo neglected.

The popularity of the Hydrographic Office publications has increaa
to siK^h an extent that it has been impossible to supply the deman
Pilot Charts ])articularly are highly- valued, not only by shipping peop]
but by the ]>ublic generally. It is getting to be the custom for parti
about to sail on the transathmtic steamers to call or send for aoopy
the Pilot Chart before leaving. Owing to the hick of funds it has t
come necessary loeutdown t he list of people who receive the Pi lot Ofaai I
This reduction has been made from time to time, and only the regal
observers aud parties directly interested in shipping matters are nc
retained on this list. Although the greater number of these iieoplea
supplied directly from Washington, the number of Pilot Ohsots issai
from (his ollicc has reacluMl 1,400 each month. It has lately beoon
necessary to cut down this number still further, and to charge allpartk
excepting the regular observers for this office, the nominal price of !
cents for the charts. Notwithstanding this fact the demand for the
charts is still on the increase.

During the year Pilot Charts have been distributed among all U
life-saving starioiis along the coast, and are greatly appreciated by ti
reeij^ients.

The great Joggins raft, which broke adrift from the steam*Bhip J
randa, on December 8, 1887, and became such a great menace to navig
tors, experienced a seri(\s of severe northwest gales, which broke it i
and drove the scattered ])ortions across the Gulf Stream and starbl
them on their long voyage to the eastward. The large amoant of da
on this subject collected by the various branch offices, and which Wl
issued to the public in the August su)>plement to the Pilot OharL hi
been a subject of sun)rise and admiration to many. The issae has DCl
in great demand, as it alforded a graphic and interesting illnatratil
of the direction and force of the prevailing winds and oorreati ill fl
North Atlantic.

fiEPORT OP THE SECRETARY OP THE NAVY. 391

Among the most popular publications issued by the Hydrographic
Office during the year was the March Pilot Chart, containing diagrams
and directions for the use of oil in calming heavy seas, taken from Gap-
tain Karlowa's prize essay on the subject. This chart has been dis-
tributed amongst all classes of sea-going x)eople, and bas already been
the means of saving many lives and much property during the vtr^
stormy months of March and April and the earl}' part of May.

The use of oil at sea is now becoming so universal that it is quite diffi-
cult to obtain reports. The very men who a few years ago laughed at the
possibility of utilizing oil for the purpose of smoothing dangerous seas,
now use it as a matter of course, and do not think it of sufficient interest
to even make a report of their experience in regard to it. These men
are now the most bitter in denouncing others for their disbelief.

There has been a great demand for the oil pamphlet, the supply of
which was exhausted early in the fiscal year. It is to be hoped that
a new edition of this pamphlet may be issued soon, as we have many
requests for it from navigators.

It is believed, however, that much may still be learned as to the most
suitable kind of oil, and the best methods and appliances for using it
for this purpose. Opinions on this subject should be sought from
among those captains who habitually use oil on board tlieir ships. Our
attention has been called to several patent ap])liances for the use of oil,
but we have had neither time nor opportunity of testing their respect-
ive merits.

The bottle-report blanks, which were received in October, have all
been distributed among the observers of this office. These blanks have
been placed in bottles and thrown overboard from the vessels in various
parts of the world. Already a number of them have been recovered
and forwarded to Washington, and will be the means of funiishing
valuable data regarding ocean currents. The new form has met with
great success, and is universally appreciated by our observers ; and,
being printed in several languages, is much more comprehensive and
valuable.

In January of this year the first edition of the pamphlet on the sub-
of the great March blizzard (Monograph No. 5), was received ; a hun-
dred copies were at once distributed and met with universal favor.
They were eagerly sought after by all classes of people, and the demand
was not in anyway confined to shipping or sea-faring persons. Notwith-
standing the fact that these copies were only issued to our observers,
it has been ini]>ossible to supply the demand, and though numerous
editions have been issued since, the demand seems to be still on the
increase. This book is studied by scientific men of all nationalities
with grt»at interest. Our voluntary observers greatly value this Mono-
graph, because it shows them that their work is both appreciated and
utilized by the IJyrdrographer. It also gives them an opportunity,
which they never had before, of studying the cause, origin, and eflect of
circular storms.

The gra])hic and interesting record of the remarkable cruise of the
derelict American schooner W. L. White, as contained in the February
Supplement, has attracted world-wide attention and interest. The
completeness and jiromptness with which this publication was placeil
before the public has been a source of gratification to all who are in any
way interested in maritime matters. The demand for this Supplement
still continues.

The small supplements, containing graphic representations of West
Indian cyclones and hurricanes and the new storm card, are being

892 REPORT OF THE SECRETABT OF THE NAYT.

Btadied by navigators with groat interest. Good resalts are sore 1
follow the issae of this well-timed supplementary pablication.

The completion of the set of Gnomonic Charts of the World is a sal
ject of congratulation to the Hydrographic Office. The Onomoii
Chart of the North Atlantic Ocean is now used by all the great trail
atlantic steamers. The corresponding charts of the Paciflc and Indii
oceans are gaining daily in popularity and are highly valued and aj
predated, while the use of the other charts is steadily on the mcieaa

Some greater distinction should be made between observers and no
observers. The only difference now made is that observers reoelvs
copy of Monograph 5 and also such Hydrographic Office charts as a
be spared them, while non-observers are only given Pilot ChartSy K
tices to Mariners, etc. If a greater difference could be made betwec
these two classes many would be encouraged to become observers.

The Conference of Officers in charge of branch offices, which was odic
by the Hydrographer to consider the best means of increasing tl
efficiency of the hydrographic service and of securing uniformity i
its methods, met in this city on November 23, 1888. A detailed lepo
of this conference has already been forwarded to Washington. Amoi
other things proposed, and afterwards carried into effect, was the sal
division of all the navigable waters of the globe into thirteen disbict
for the purpose of facilitating the collection and distribution of infii
mation. The seacoast of the United States and British America wi
also divided into sections, each section being placed nnder the chai]
of one of the branch offices. This allotment of a particular section i
seacoast to each office greatly facilitates the work of collection and di
tributiou. ^Notices to Mariners are now put up in bundles and m
handled with greater facility and distributed to much greater advai
tage since this system went into effect.

it has been the aim of this Office to secure from each vessel visitii
New York some kind of information regarding the weather encountoi
on their last voyage. If they are willing to keep Form 105, wesnpp
them with the necessary blanks ; if they are not able to do this, but ai
willing to send us some special information, we always try to give ths
an opportunity of so doing. To avoid missing any one* and to see thi
every captain is asked for something, requires a vast amount of lettc
writing and consumes much time. To devise some means of reachb
these people, with the least amount of work, has been the subject of co
siderable thought and investigation. The experience of this officSf i
well as that of business men generally, is, that a printed letter-form i
ceives little or no attention from the recipient, but is immediatel
thrown away, while a personal letter is generally read and reoeiTu
more consideration. In the beginning of the present year it was ti
custom to write a special letter on the typewriter to each captain a
riving in this port who did not keep Form 105, requesting infonnatk
regarding the wind and weather encountered on his last voyage. Tfe
entailed a great amount of work and occupied considerable ume. G
shorten this as much as ])08sible, the neostyle, a machine which will r
produce 2,000 copies from one imi)ression, was purchased. Special lettfl
are now typewritten, asking for information regarding gales, trade- wind
etc., and are then reprodnccd by this instrument. Blank spaces are k
for the address, date, and the names of the ports sailed ftom and tl
ports arrived at. These letters have been of great benefit to the o(Boe i
the collection of marine data, as they are sent to masters of vessels wl
are not regular observers and who otherwise would give ns no infbnn
tion whatever. The blank spaces mentioned above can be filled in wU

BEPOBT OF THE 8ECEETARY OF THE NAVY. 393

the t|yi)ewriter in about one-tenth of the time formerly t^ken to typewrite
the letter, and as a similar color of ink is used, it would take an expert
to detect the difference. In this way the work of collecting data has
been much simplified and it has been possible to greatly increase the
correspondence without impairing its efficiency.

In tJiis connection I would respectfully call attention to the following
blank forms now used in this office for soliciting data, and would
recommend that all blank letters of acknowledgment or transmittal
used by the offices and its branches be either reproduced in this man-
ner or printed with special typewriter type. This will have the beneficial
effect of making each acknowledgment and request sent out from the
Hydrograpbic Office appear as much like a personal letter as possible.

Sir : HaviDg learaed from the New York Herald of yoar recent return from a
Toyage'throngh the trades, the Hydrographic Office will be greatly obliged if yoa will
fiU out the accompanyiug trade-wind blanks and retam them to this office in the
franked envelope inclosed, which requires no postage-stamp. The blanks are for
your voyage to and from.

Whenever it may suit your convenience, I will be pleased to see yon at this Office,
where yon can consult, free of charge, charts, sailing directions, light lists, etc., cor-
rected to dat«, or any information of a nautical nature.
Very respectfully,

U, S. Aary, in charge.

I take great pleasure In inclosing you a copy of the ''Programme of subjects to he
considered by the International Marine Conference," which meets in Washington
next October for the piin>ose of formulating a new codeof international laws relating
to the safety of life and property and life at sea. The subjects to be considered by
this conference are of the very greatest importance to the owners, agents, and officers
of vessels.

It is the earnest desire of the Hvdrographic Office to obtain the opinions of all
persons inten^sted in shipfiing, witli the intention of formulating such practical re-
IM>rts for the assistance of the members of the American CommisHion.

Will you please assist us, therefore, in this work by requesting the various captains
of your fleet to give the result of their experience, and to make such suggestions as
they think will improve and simplify the existing laws.

1 would respecttiillv request your ]>er8«nal opinion on such of the subjects as yon
think mav need revision and correction, and particularly upon general divisions 2,
3, 4, 9. 10, and 13.

Very respectfully,

U. S, Xariff in charge.

Sir: The attention of the Hydrographic Office has l>een called to the necemity of a
light-house on MatHuilla Keef, or on Matanilla Shoal, Bahama Islands, at the northeast
entrance to the Straits of Florida.

In order to deal intelligently with this subject it is desirable, before taking any
further steps in the matter, to obtain the opinions of practical navigators who have
ha<l experience in the waters of the Gulf of Mexico and the West Indies.

I have therefore taken the liberty of a<ldreHsing you, hoping that yoa will give
us the benefit of your obm^rvations and 6X[>erience.

Any suggestions which you may make as to the position, character, shape, height,
and material of the propoHed structure, or as to the visibility, color, and cuaracter of
the light itself, will be of great value to the Hydrographic Office, and will be much
appreciated.

Very respectfully,

U. 8, Navjf, in charg$»

EEPOET OP THE 8ECRETABY OP TflE HATT.

OUTWARD BOU3IV.

JtlauUe

Date of leaTtnf!, , .

Wind »nd wenlher liofore trades:

Entered NE. trndea, d&te, — , ; lai

Direction of wind, ; force, .

l*ft KE. trndeB, date, , : lat. —

CrDHHfd equator, date, , — ^J long. ■

Wind and n-mllier lietweeu trades:

Eiiterrd SE. trades, date, , ; laL

Direction of wiud, ; force, .

Left SE. trades, date, , ; lat. —

Wind and wi'atlier after trades;

Dftteof pasaing Cap« Agulhas, ; lat. — —

Wind and weather before tradea:

Entered SE. trsdes, dat«, , -

Direction of wiud, ; force, -

]-i'l't 8E. trudeH, date, ,

Wind and wentlier after tradea:
Ifalo of arrival at , .

HOMEWARD BOUKV.

Indian Oom«.

Date of loaTiDg , , .

Win<l and weather Iicfote trades:

Entered SE. tradeB, date, , ; lat. —

Direction of wind, ; force, .

Ijiitt SE. trailBB, date, , ; lat.

Wind and weather after trades :

Date of passing Cape Agulhaa, lat. .

AtlanHc Ocouh

Wind and wpather before tradea:

Enlerrd SE. trades, date, , ; lat. —

Direction of wind, ; force, ,

Left. SE. tradiH, date, , ; lat.

CroBned Piinator, date, ■ , ; long.

Wind and wciillit^r l>etween trades:

£nU-n-d NE. trades, date, , i lat. -

Directioti of wind, ; force,——.
Li'ft NE. trades, data, , ; lut. -

Wiud aud weather after trndos :

Dateof arrival at Kow York, • — • — , -^—,

Silt: Otic of the principul featcres of tbia office lathe distribntloii of B
fonnutioti to Ilie i>nhiic. It fr^igncntly happeoa that ioqniriea U»IM«i-
peracinally or by letter, as to tbu Hailing dates, ront«e pnmed. thna oa
tnukln^C )iBmn)(i>, Aire, cabin aGconiniudat'ii»i», and sncb geseral li ...

talnetl i» your clri'iiiuni. In order to obtain this iuformatloa It U n.

or write t» your ofllce, tliiis cBusin); deliiy and consuming mDoh Talnablo tli

If yon will kindly nend me twocoiiicHofHiich circulars, sailing datoa, plftna
|>TS. etc., ns yon have on hand fur dixtrihntion, or may pnblisb Ihim una %
will nflHiHt lis gn-atly in our work. One of tbese copies will be aont to tbe
rapher iitnl the nllict kept on file in this Ol&ce.
Very rtBiiicifully,

REPORT OF THE SECRETARY OF THE NAVY. 395

A ne^y system of filing letters received and written has been inanga-
r.iteil in this ollice during the year with very beneficial results. AH
letters on the same subject are tiled together and are arranged accord-
ing to ali)habetical order, or according to dates. Instead of being com-
]>elled to run over a number of books to find a desired letter, and then
l)eing very often compelled to give up the search, we can now by means
of tliis system, consisting of a ten-drawer cabinet with patent index ar-
ranged to suit our correspondence, produce in a few seconds any letter
received or written during the past fiscal year. This saves much time,
trouble, and annoyance.

It is to be regretted that want of funds should hjive necessitated the
reduction of ijie working force of this ollice. Since the 15th of May, 1889,
all of tiie boarding duty has been performed by one assistant. The
immense amount of riverfront in this city and vicinity, aggregating
about 22 miles, makes it utterly impossible to get over the entire route,
excei>ting at very long intervals. It is now only possible to board and
compare barometers, alternating between the j^oith and East River
j)iers. This work would be greatly facilitated at a very small expense
by ])urchasing or hiring a small naphtha launch. Nearly all vessels
entering and leaving the harbor, excepting the large passenger steam-
ers, ancthor 6n the Jersey Flats, or off lied Hook in the Upper Bay. If
th(»se vessels couhl be boarded in the strean) it would be possible to get
abstnu'ts of their logs and to compare their barometers without any
trouble or delay, and moi-e vessels could be boarded in one day under
these ciiH'umstances than could be boarded in a week at the piers. As
soon as these vessels haul alongside the dock most of the crew are dis-
charged, and the captain locks up his cabin containing the log-book
and barometer and goes on shore to live. The shi]> is placed in charge
ot a p<»rt captain or watchman, whose orders are to allow no one to
enter the ealiin. Under these circumstances it is impossible for the
boarding ollieer either to get any information from the log-book or to
(compare the barometers of the vessels. A small naphtha launch would
re(|uire no im^rease in the office force, as the boarding officer could run
it himself and would not l)ecom])elled to take out an engineer's license,
which would be necessary if a steam-launch was used. The amount
now expende<l for (Airfares in boarding vessels alongside the dock
would go largely tow^ards paying the running expenses of such a
launch.

It again becomes necessary to call attention to the difficulty, I may
say the impossibility, of carrying on the work of this office in its present
({uarters. Mr. F. W. Houghton, superintendent of the Maritime Asso-
ciation, in his annual report, dated May 10, 1880, says:

TIk* naval branch 1iv(ln>irrn])Iiir oflice contiiinos with iin, now in charge of Lien-
tenant iilow, U. iS. Navy. It xh iiivahiable to tho Maritiine Exchange, which is
equally osrntial to it. It.s (|iiartt^rM art; Hudly crani|>(Hl, ultlioti}rh we have granted
it all till' spaco wv ran nllnnl t'wt' of <;har){e. Con<ii;reHH Hhould euaiilo it to extend ita
UM'CiilncrtM by providing nirans lor its more adequate Hccominodation.

The space referred to an<l which is now occupied, free of rent, through
the generosity of the Maritime Association, was ample for its needs
when it was tirst established and while it was in the experimental stage.
For several years, however, the office has outgrown the space allotted
to it. Lieutenant Cottman, in his report of the operations of this office
during the liscal year eniling June 30, 18S8, says:

The appearance presented by the ofliceR of the New Yorlc branch are hardly anoh
as wouhl iiMpresH one with the dignity whii-li Ih an inseparable part of the naval es-
tablishment. Nut only is this a snbjcct which touches the pride of aU concenied|

396 REPORT OF THE 8ECRETAEY OP THE HAVT.

but it is a matter of personal discomfort, and detracts from the adTantageoDBwoiUi
of the office. The inside work has so much increased that enlar^^ aooommodatii
are imperative if the work is to progress as in the years past, which rate of progn
indications show, can be maintained with proper quarters, stalls and appUanees.

It is certainly not too much to expect that such accommodatioina anoald be p
Tided as will secure the requisite quiet and privacy for matters of this sortL It b oi
necensary to see the present quarters to be impressed with their want of adaptabil
for the 8er\'ice. The office in which the charts are corrected, ships famiriied, saili
directious and charts are preserved^ and general information given, is even less soil
for the purpose than the other. One ehart table is alone provided; this is alwi
occnpie<l with necessary work, which must be interrupted wnen captains are deain
uf consulting charts and books as to routes; when one officer is engaged in givi
information the space is so limited that all other work must cease; the small qnart
allotted prevent more thau two or three at a time to seek desired information. Wl
packages are made up of the ''Extracts," covering traveled roates« we are fbresd
utilize any coruer or part of the exchange which is not then in ase^'leavine an \
certain element in our work. This office requires a large room for which rent can
paid, and a feeling of independence which can not now exist will be sure to foUf
This room should be so partitioned that the officer in charge can have a private offl
each member of the staff should have a suitable desk or toble, and this mnst iodi
the boarding asHistants. When their outside work is completed each day they hi
still to fill out the forms in ret^ard to barometers compared, to sabmit their writ
reports of information gathered, and to do other necessary work whioh require
suitable desk. Two chart-tables are as few as can be gotten alon|f with when 1
work is properly carried on. The sailing directions should have oonvenient sbelt
the chart-chests should be conveniently located, places should be given for stowi
of notices to mariners, beacon and buoy and light-house lists — ^all of whioh arenon
crowded that it is a matter of labor to get at them.

Two energetic and efficient assistants, who are interested in the work, will ena
the office to keep up its present reputation, as the desire and intention is to inorei
and not to retrograde, and if proper quarters are furnished ample work can be fon
to employ a third assistant. The Maritime Association has now for rent a room o
nected with the iloor of the exchange which is in every way admirably adapted:
the work of this office. It is our great desire to rent these quarters, and an app
priation for this office of ^7,000 would enable it to procure everything necessary
its proper e(|nipnicnt and rent, and at the same time would place this oflSce onl
proper footing, whi(;h has so long been the desire of all those interested in its wo
The Maritime AHNOciation has done all it could consistent with its interests in si
plying quarters free of rent, and it is to be hoped that the necessaiy appropriati
will be made.

If this was the condition the 1st of July, 1888, it can be easily ae
that it is now much worse, for, as previously stated, the work of t
oflice has increased to such au extent and its scoi)e has been so great
enlarged that it is now impossible to carry on even the roatine work
the quarters, which were onginally large enough for all necesaary pi
poses.

The New York branch hydrographic office consists of a narrow strl
railed oil' along the southern wall of the Maritime Exchange floor.
is 25 feet long l)y 7A feet wide. This space is almost entirely oocapi
by fourteen pieces of furniture, consisting of one chart table, one lar
desk, three small desks, one set of book-shelves, one water-cooler, o
small cabinet, one very large chart cabinet, two instrument caseSi ai
three chairs. This necessary outllt takes up a space of 112 square fa
leaving only 75 sqnare feet unoccupied. In this space, every availal
s(iuare inch of which is utilized, the three assistants are crowded, oi
recting charts, sailing directions light lists, etc., and goingthrongh t
routine work of giving information to the numerous ship captains, w:
(;all daily. Whenever a ^isitor comes to the office to consiQt charts
sailing (lirections all other Avork must stop. The chart table, which
also the general work taiile, must be cleared and the operations of t
ollice are practically suspended until the visitor leaves and the ehai
are returned to their shelves. In order to make more room, the doc
I of the chart cabinet have to be unshix)ped in the moming| thus alio

REPORT OF THE SECRETARY OF THE NAVY. 397

ing large quantities of dust to settle on the charts, greatly to their in-
jury. During the last year the number of publications received has
been very large, and in order to secure a place to stow them it has been
necessary to get permission from the superintendent of the exchange
to place them in various parts of the floor and cellar. In making up
packages of notices to mariners, etc., for issue, the assistants are com-
pelled to go down into this ctdlar, thus leaving the main office without
any one in charge. The desk of the officer in charge and the type-
writer cabinet are i)laced in a small dark room on the western side of
the floor, which is also kindly given us rent free by the exchange. This
room, which is only large enough for the two desks, is lighted entirely
by gas. On cloudy or rainy days, when it becomes necessary to light
the burners on the exchange floor, the pressure of the gas is reduced
about one-half. This practically extinguishes the lights in this room
and renders them entirely useless. In order to get sufficient light for
writing, making out the Mascart cablegram, etc., it is necessary for the
officer in charge to occupy a desk on the eastern side of the exchange
floor, in the s[)a(;e set ai)art for the messenger boys of the Maritime Ex-
change. Visitors coming to the office desiring to see the officer in
charge are compelled to hunt through these three places before they
can lind him and then go on the floor of the exchange, in direct viola-
tion of the rules of the association. It frecpiently happens that foreign
naval oflicers, naval attaches, and other distinguished visitors call at
the ofliceforthe i)urpose of investigating the methods employed in col-
lecting and distributing marine data. {Such people naturally expect to
And an oflii^e suitable for hydrogi*aphic work and supplied with the fa-
cilities commensurate with its importance and the comforts usually
in government oflices abroad. It is impossible to explain the condition
ot afl'airs, as it would seem to be criticizing the methods and usages of
our form of government, an<l the only explanation possible is that we
hope to secure better accommodations at an early date. The Maritime
Association has a room which will till all the rcipiirements of this office
and which they otter to rent at a very low flgure. I most earnestly rec-
ommend that an appro]>riation be secured for this purpose.

On January ;i, \SSd^ JSergt. Paul Daniels, U. S. Army, and Sergt. H.
J. Cox, U. S. Army, Signal Service observers, stationed res[)ectively at
!Ncw London, (%mn., and Xew Haven, Conn., reported by letter to this
office, ottering tluir services voluntarily in the work of collecting ami dis-
tributmg information to the mercantileand maritime public. Since that
time we have received great assistance and much important informa-
tion from these gentlemen, whose valuable services and great interest
in (mr work can not be too highly appreciated.

Capt.John McNeil, harbor-master, of Bi'idgeport, Conn., Captain Town-
srnd, harbor-master, Newport, K. I., and tliecollector of customs. Prov-
idence, li. 1., also volunteered their services in this connection, and
have been of great assistance to the New York brancli hydrographic
ottiee in distributing information to vessels visiting their respective
ports and calling the attention of ship-masters and ship-owners to the hy-
drographic service.

It is with much [>leasure that I acknowledge the many courtesies ex-
ten<led to this ottiee by the board of directors of the Maritime Associa-
tion. To the su])erintendent, Mr. F. W. Uoughton, we are ])articularly
iii(hO)ted for continued kindness and for many valuable suggestions. I
would also extend thanks to the various Treasury Department officials^
to the pilot commissioners, and to the ^' Ship News Office" for valuable

898 BEPOBT OF THE SECRETARY OF THB NAVT.

assistance in promptly forwarding reports. The nameroaa ship]
firms and steam-ship companies have placed us under many obi
tions by forwarding publications, etc., to our observers in all pari
the world. The press of New York has also contribated unneatly t<
success by calling the attention of the public to numerous existing!
gers to navigation and by its kind words of praise and enconragem

In conclusion I would re8i>ectfully call attention to the ezoellent n
of the several assistants in this oflicey to whose energy and ability its
cess is so largely due.

The following table presents a complete summary of the work
formed during the past fiscal year :

BEPOBT OF THE SECBETABY OF THE NAYT.

399

" S

400

BEPOBT OF THE SECRETABY OF THE HAYXi

•ounp

gs-|s

•-fiBJf

lljdv

•qoxoj^

'^jBQjqdj

e» o O to l03>4«H
iO C4 CO M

p?:

!4^

(-1

report of the secretary of the navy. 401

Branch Hydrographic Office,
Maritime Exchange^ Philadelphia^ Pa.j July 1, 1889.

Sir : I respectfully submit the following report of the operations of
this office for the fiscal year endiug JuneT 30, 188D :

The Pilot Chart, weekly supplement to the same, and other similar
publications of the Hydrographic Ofi&ce still retain their popularity, as
is shown by the increiised demand for them. The laws of storms, pub-
lished from time to time on the chart have increased its value, also the
illustrations of the use of oil in heavy seas, storm signals, etc.

The meeting, or conference, of the officers in charge of the branch
offices on the Atlantic coast, last November, was of great benefit to
them, as they were enabled to confer freely, formulate plans for doing
work in the same manner, allot certain parts of the Atlantic coast to
the several offices, so that vessels in the same port would not be com-
municated with by two or more offices, etc. Upon the recommenda-
tion of this conference the Fourth and Sixth Light-House districts
were assigned to this office, and the masters of all vessels at i)orts in
these districts have been communicateil with, information requested,
and forms for kee])ing observations sent them. In many cases favor-
able answers have been received, with data of use to the office. I
would reeommeiid that another conference of the officers in charge of
the branch offices be held this coming fall, either at New York or
Philadelphia.

In November last the U. S. Signal Service observers in charge of the
ofiices at Wilmington, N. C, Cliarleston, S. C, and Savannah, Ga.,
began to co-oi)erate with this office, and since that time have l>een of
valuable assistance in getting masters of vessels at these ports to tiike
observations for the Hydrograpliic Office, as well as in forwarding re-
ports and in comparing barometers.

Sergeant F. P. Chaffee, U. S. Army, at Wilmington, has boarded 73
vessels, (!om pared 71 barometers, and forwarded 48 storm reports, 31
trade winds, 6 wrecks, 1 fog, and 1 buoy adrift.

Sergeant J. C. Smith, U. S. Army, at Charleston, has boarded 30
vessels, compared 27 barometers, and forwanled 6 storm I'eports, 4
wrecks, 2 trade winds, and 1 use of oil in storms.

Sergeants M. J. Wright and C. F. von Hermann, U. S. Army, at
Savannah, Ca., have boarded 115 vessels, compared 103 barometers,
and forwarded 13 wreck reports.

Tlie Maritime Exchange of this city has kindly allowed its agent at
the Delaware breakwater to act for this offi(H), and during the year he
has boarded t>l vessels, forwarded 15 wreck reports, distribute<l i^ light
lists, 251 buoy books, and 14 Forms No. 105. lie is kept supplied with
tlu' latest information in possessicm of the office reganliug changes of
lights, buoys, an<i dangerous wrecks along the coast, and has fre<iuent
calls for information from masters of vessels anchoring at the break-
water.

On April 1 this office was moved into new quarters, on the floor of
tht' Maritime Exchange, in the Exchange buihiing, corner of Thi I'd and
Dock streets, and now has increase<l air, light, and space, it should
have a full set i»f charts and sailing directions of the world, so that all
known information could be given immediately when required. Mas-
ters of vessels frequently call for information concerning ports of which
there is no authority at hand, and before an answer can be received
from the main office the charter is lost.

When the othce was moved all connecting wires of the time-ball were
cut, and since that time it has not been dropped. The instrument for
^A 80 2«

402 BEPOBT OF THE SECRETARY OF THE HAYT.

dropping it, the wires, etc., are in good oondition, and with ▼ fVA
expense could be pat in working order. There are two offli
Western Union Telegraph Company in the Commercial !
on the roof of which the ball is located, which receive tii uaivj
noon, and by connecting the wires of the ball with one of t i it
be dropped by some one sent from this office. Attempts were maui
have the time- wire connected with the ball, bat no one in this
seemc'd to have the authority to order it done.

The information regarding the derelict Ottawa contained in ]
circular of June 4 was given to the agent of the Bed Star Line of ti
by tbis ot)ice, and the owners, Messrs. Peter Wright & Sons, of I
city, decided to send their tug Argus in search of her, with dii
to tow her in if possible. The Argus sailed from Boston, Mi
June 10, but owing to thick weather fEuiled in the search. She lei
to Boston, coaled and again sailed, succeeded in finding the wre
towed it into Boston.

The following extract from the report of the board of din
Philadelphia Maritime Exchange, 1889, will be of interest:

BRANCH HYDROORAPmC OmOB.

To this department of the Goyemment mnoh inoreased ftooommodfttlooa bAwl
given in the new rooms, and the work is eflSciently carried on by Lieut. W. P.
way, U. S. Navy, assisted by Ensifj^ H. B. Wilson, U. 8. Nayy.

The branch Hydrographic offices, established under the auapioea of the Nan
partnient at the ])rincipal sea-ports of the United States, are of Teiy graat yi
the maritime community of the whole country, and of collateral benefit to the
kiiulrt'd interests, rendering material and impoitant aids to commerce.

A reKolution was adopted by the board on December 18 last that C<
urgently Holicited to grant spch appropriations for the stipport of this depi »

would unquestionably insure the maintenance of at least the present bOmavu'
ciency and UNefulnoHs. An appropriation was subsequently made by Com
^12,000 for the muintenauce of nine offices, although f20,000 waa asked
miuimum for properly conducting the business connected therewith.

The thiuik.s of tbis office are due to the president and seer
the Maritime li^xchaii^e and to the shipping linns of the city for <
tesies received and assistance in carrying on the work of the offl

The following table presents in deUul the work done du
year;

111

EEPORT OF THE SECKETARY OF THE NAVY.

: ""jj " ■

-a*- S5SS2 ;s?;

I '^

-E"gs S35;;

"3 :SS S|3i3g'-SS3

e^;;

;2iSS=5 ipa^'

'Ml* i

404 BEPOBT OF THE SECBETABY OF THK NATT.

BBAJfCH HYDBOa&AFHTC OFFICE,

BoABD OF Trade, 54 Bxchavge Plaob,

Bt^HtHore, Md., Jvly 9, 188ft

SiB: I respectfully submit thti followiugreport of the TTorboftbii
flee for tlie year ending June 30, 1889:

Tlie routine has been carried on regularly and the table below sfaa
the details. The various publicutions of tlie Uydrograpliic Offloe i
uotouly diatriljiitetl to ships directly, but a number of eojiies are left
the offices of the ehart agents, ship-brokers, and stcaiu-ship ageatt
tbe city, and it is sate to assert that no vessel leaves i>ort whose o
tain has not had within his reach the latest iiifonnation of interest
mariners. The number of ship-masterti and others calling at thv ofl
for information ha» inereased during the year, and wliile it is ban
])raclicable to keep a record of each item of iiifoimatioii f^iven to in
vJUnals, it cau be said that the information given has covered the nu
of Hubj<>cts of most interest to bhip-masters, an<l iu every case great i
preuiation has been expn'ssed fui' the help given and awakeiiwl int
est shown in the practical working of tliis Iloreau of the Uoveruoii
tliat comes iu direct contact with merehaut seamen.

The efforts of the Il.vdrographic Office to make plain to seamea I
laws of West India hurricanes by storm cards ou the Pilot Charts a
other graphic data have met with great favor, and the phihi, expli
directions for haudling vessels in the vicinity of these storms tu
comnieudetl themselves to practical stii]) masters and made the Pi
Cliart especially valuable to West India traders and our coasting r
sels. The wisilom of adopting the lt)-point rulefor locating the bei
ing of the center of these storms ha^t been insisted on, in tlittcnssing t
KUlijcct with captains, and, in this connection, the diagrams un Ji
Pilot (..'liart have been very convincing to any who have been disiMM
to rely too itnich un the old rule.

A good <leal of time has been given to discussing with captains t
programme of the " luternational Marine Ooufereiice," and wb
changes in many respects hi the present rules of the ruail at sea e
thought necessary, all unite iu saying that the adoi)tiou of a code
fognignals for vessels under way to indicate their appitiximatc uuan
is the most important item to be cousideretl by the Oonferciice.

Much work has been done iu correcting light listfl and btioy booka
as to liave these aids to navigation correct to date of issue, and it h
iK'cn the endeavor of this office to impress ou captains of vesiwlH t
tact that by (iling the montlity Ilydrogriipbic Office Nutiee»toHii
ners and tliu Ooast Survey Notices, which the brunch offices now d
tribute, 1 liey can always have at liand a complete recunl of changes
aids to luivigationas well as the dangers reported from time tn tin
and, with very liltic trouble, cau keep their own charts correcteil fort
luoKt imiKirtant chiinges. In ctnTe<;ting shiiis' charts brought to t
oOtce I have Ix'en struck by the great number of charts so worn and
nini'h out nt' date as tu l>e almost useless, in cases dangerous, for pi
jKisesol' iiavigatiou, and in view of the great interests iuvolved audt
very moderate \mw of goverumeiit charts, it would seem to be a wi
measure, ou the part of the marine uudorwriters to require that tl
latest and most reliable charts be considered part of tlie ei|aipinent
every sea-going vessel.

A cliart of thu West Indies, Caribbean Sea, and Galf of Mexino,
two sheets, with Havana in the east em half, would find ready sale amoi
coasting vessi'ls whioli now h\iy ICuglisli <;harts of those waters on
more jiopular scale and plan than our pi-cseut uluuts. It is i

BEPOBT OF THE 9ECBETAEY OK THE KAVT.

405

that Hydrographie Office charts Nos. 1070 aad 1071 would be mnch
improved iu usvlulue^ aud more a.cceptable to mariners by including
tbe Gulf of Mexim, and by baviug sliown on them the trade- wind limits,
ice limits, goiienil direction of oueau currents, and as many souudinga
near sUoro as caii be shown without confusion. The average merchant
captain prefers to have his chart show the moet needed informatioD
ratlier than consult books of sailing directions.

The time-ball has worked \ery well, few failures to drop being re-
cordeil. I renew my recommendatiou of last year with regard to a
chiinge of location of the time-ball to a place more visible from the
hurliur and lower whiwves.

The last annual report of the Board of Trade of Baltimore has the
following :

L'li'iit. S. Ii. Grahnni, having bfen aiuicned to dntjrelHAwbeM, was inecaedad id the
cliiirKi- of thiH ollli;e liy Lii'ur. JaiiiuH I', i'arker. TIiu effluiency of the oBloe h»s been
fuily iiiniiitaiiieil, mill the int'onualiou (liHsriniuated ooiiIiiiiitB to be of j{reat beueflt
til nil itiuritinie iiitrn-slR. Ourctniiniilti'e-nioii] iaatill occupied free of ctittw. tbe ap-
{iriii>rtatio)iH fur thiH olllnn uot lii>iiif[ snfllciciit to enable them to reot an office.

The thtuiks of this ollici^ are due to the officers of the Board of Trade,
and of the Merchiint's Kxcliange, to the shipping firms of the city, and tbe
ncwspiipers, for uniform courtesy and assistance in carrying on the work.

The following is a tabuhited statement of the work accomplished :

,»»

.»«.

208

a. Ml

111

4
1

3
1

-1

V 1 ■ i( Hi 1«

14B

i«

"b
"id!

i;ii,iil».-..irr.t"l tiirr"«'1«..

l,i.;lii IMo i'»riv<'l>-il Ui

llii...vl-»k-.-»rml«l , . .

■•ilnl rliitt1i><li>l>[lmlr.l , Hi

\7ji" """""""" ■""'"'■ •- ft«

37' 39
■J 1

1» M

1 *

3CI
31
S74

IMS

N.ilh-.-* io iijrimm liiiiril- '.
111.*! b.m

lii:I.I]|M».li»lril.iil-<t 41

H».n InukKilhlilbiilHl 1 It

1'4.iii|.IiIkU <« WrHt In-liu

4* ■£.

(iniini'.nlr .li^rt* iliitril-iiiiHl n

1
i'

K^,u«„(.n* r.l.-U;

11 3i 3fl -S: 43

;
i:

a
1

l--.>i:i.|..nt-. -i-

WlP.ktF|>'lll 1-

Ir! !! T 1

w^iiv;^,'ir*::::::"::: ! :::;,::::^; '.''■' /-'.'^

*
I

]

(|i.H-,,wk-|.n"»i.r-|-M[. . ■.!4 31 37 33, Ii

R('si>ectfnlly submitted.
The IIYVBOO RAPHES.

Jaxbs p. Pabkkb,
Uatt U. 8. Xavg, in charge.

406 EEPOBT OP THE SECRETARY OP THE KAVT.

BRAI7GH HYDROaRAPHIO OFFICB,

Norfolk, Fa., July 1, 1889.

Sir: I beg to submit to you the following report of the work doiM
by this office for the year ending June 30, 1889 :

By the Department's order I arrived here in the latter part of Feb
rnary, and on March 1, 1889, opened this branch' office, having beei
.'issjgned a portion of one of the rooms in the United States custom
house.

The first half of the month of March was mostly expended in gettin|
acquainted with various commercial organizations and with i^enoBi
engaged in maritime pursuits.

Commodore George Brown, U. S. l^avy, courteously furnished HM
with a letter of introduction to General V. D. Groner, who devoted thi
better portion of a day to accompany me about the city and introdac
iug me to the leading business men of Norfolk.

The two principal commercial bodies of this city are the Chamber a
Commerce and the Cotton Exchange. The leading ship-brokers, under
writers, etc., members of these organizations, expressed great satisfaotioi
that the Chief of the Bureau of Navigation had decided to establish i
branch of the Hydrogra])hic Office in this city, and assured me thtt
they would give me their hearty co-operation, which they certaint]
have done.

Under such favorable auspices the office was in thorough workiiii
order by the 15th of March.

On March 13 I engaged the services of Mr. Guy Hall as mesaengs
and clerk, but he became dissatisfiecl with his position, I gave him fail
discharge, and on March 28 employed Mr. T. E. Elliott iu the same oi
pacity.

1 take this occa^^^ion to state that Mr. Elliott has given g;veBkt satisfiMi
tion, and that he has, by strict attention to his duty, become quite efl
cient in tlie routine work of the office.

The amount of work done bv the office has steadily increased, as wil
l>e seen from the number of articles distributed each month.

The months of March and April were exceptionally' stormy, and fh
Atlantic coast was strewn with wrecks. Many vessels were also loi
in Chesapeake Bay. This office was able to render much valuable ai
sistance to wrecked vessels on Virginia Beach by sending and forward
ing telegrams, letters, etc.

By your permission I have written a series of articles for the Joai
rial of Commerce, the commercial [)aper of this city, and in these arti
cles gave a general exi)lanation of the work done by the branch hydro
graphic offices. I received two hundred and fifty copies of each isBOi
containing these articles, and these I have distributed to captains
vessels and to others interested in maritime affairs.

One effect of these articles has been to produce numerous applicfl
tions for information upon subjects of a maritime nature.

I have considered the newspapers so distributed as being " genen
information."

1 would call your attention to the importance of Norfolk as a cents
for the collection and distribution of hydrographic information. Tb
port of Newport News and the pier at Lambert^s Point have beoon
the coaling stations of our Atlantic coast. If the schooners aiM
smaller coasting vessels ascending the James Biver or going ihroagl
the canals be taken into account there is more tonnage passing throng
Hampton Roads than that which a^scends to Baltimore.

I forward the latest received information immediately to IFewpiM

REPORT OF THE SECRETARY OP THE NAVY.

407

News and to Lambert's Point, in care of gentlemen who carefully attend
to it« dissemination among the vessels.

Tbe president and the secretary of the Chamber of Commerce, repre-
senting the business men of Norfolk, desire me to express to you their
satisfaction with the way in which the office has furnished its various
aids to navigation.

In conclusion I would suggest that, if practicable, there be issued,
once a month, to this office and to that at Baltimore, a number of
printeil lists of the dangers and changes occurring in the Albemarle
and Pamlico Sounds. This need not be an expensive i)ublication, but
something after the style of the supplements to the Pilot Charts, and
it would be of great use to the smaller craft running between Balti-
more, Norfolk, and New Berne.

The following is a tabuhated statement of the work accomplished:

1889.

•

►>

«0

17
1
1
125
1
3

Storm reports

¥tm reportH

Wat er-h|H>uta .^

Wreck re|»orts

Buo.vK atirift

Venitolti vinited

Baroiuet4*ni corrected

(teneral infomiut i<>n

iDfomiation to iiidividiialH

Liislit Li«t8 diHtribiitcd

Day Mnrkrt diHtributiMl

l)ay MurkHoon(>(*t(Hl

CliartH convctcHl

Pilot Chartn diHtriliiitrd i 71)

Siipnli'mi*nt!t dirttribiitfd j H<» .

Nottct'A to Marin«rM dintributiMl * 178 |

Coant Sorvoy Marin*TH diitirilmteil i i

Wrather Reviewn distrilintvd j

Hiirri(-an« parnphl(«tH dintiibiited I 10 i

Ui«<» of Oil roportn forwarded I i

Wbalofi nishttHl. roportH forwitnl***! !

Liuht veiOM.>lH adrift 5 ,

Cyclone rhartM diHtribiittNl '.

Buoy ex ting uiitlled report I

4
29

2.^
251

IH
29

■I'

16
167

1G6 ;

404

60
191

2()2
315

13
2

1 ;
•I

1
1
K
1

139

3R4

897

o
H

1,000

1,250

394

663

11
1
1

132

2,501

1.333

120

576

832

1,854

Respectfully submitted.

The Hydrooraphbe.

ITenry 11. Barroll,
lAeuienantj U, S. jVcir]/, in Charge.

408 REPORT OP THE SECRETARY OP THE NAVT.

Branch HYDRoaBAPHio Office,
Maritime AssociaiioHj New Orleans^ La.y July 1, 1889.

Sir : In obedience to yonr instructions I have the honor to sabn
the report of the work of this office during the fiscal year ending Ja
30, 1889.

Between July 1 and September 24, 1888, the office was in charge
the assistant. I assumed charge on September 24, 1888.

Very little can be done in the summer in New Orleans, as very fd
vessels visit it from the 1st of June to the Ist of October. After Oct
ber 1 the trade becomes livelier, but the season this year was shi
and fewer vessels came here than usual.

The work of this office was retarded at the beginning of my term
duty by reason of the standard barometer not I^ing in repair; oon
cjuently no vessels were visited during October,

Another drawback is that of late many vessels have gone to Boat
port, above the city, where they are inaccessible.

Tlu^ time-ball has not been in working order since March 1, when t
s(M*()ud of the two halliards broke. The time-signals have often bfl
interfered with by operators breaking in during the three minntesl
tore Washington noon, set apart for the exclusive use of the wires '
tlie Observatory.

The co()i)eration of tlie Signal Service observers at Key West| tl
JVnsaeoIa, Fla., Mobile, Ahi., and Galveston, Tex., has not been f
lowed by results of any consequence as yet. They aflTord, howevi
o))i>ortniiities lor the distribution of the material issued by the oflfa
and no doubt the results will show later.

On all sides expressions of commendation and appreciation of f
Pilot (Jliarts come from those interested. Captains of vessels val
them highly, and with their wider circulation more and more obaerv«
volunteer tlieir services.

The failure of Congress to appropriate a sufficient amount to oontin
proi)erly this important work has been a source of great regret to ■
as the reduction in the number of Pilot Charts issued has compelled i
to sto]) sending them to many offices and institutions where they wi
gr(»atly appreciate<l.

1 n the early ])art of November, in accordance with the reqnest of t
Chamber of C'ommerce, I delivered a lecture on the subject of cyclon
for which I re(!eived a vote of thanks of that body.

The thanks of the office are due to the Maritime Association for thi
<*.ourtesy and the use of their rooms, and to the press of the city ai
thi> various shipping firms and agents, who have forwarded in eve
possible way the work of the office.

KEFORT OF THE SECSETART OF THE NAVT. 409

The following is a statement of the work done :

im.

18S9.

41
1M

HI
R

S,l«

131

433
1»

ia.3»

12
1.39

4»

T wl vl 'i«d

Barurnri.'nrompand or adjusted....

SI fS

„!',,!!

E&iftafelSSSKia:;;:::

», VMS

''i<

■J

:
1
»
I

]

UrtrmvInKml Komi lOSfurwinlnd .,
Xilrut loR AniKricu ■Irun^lilii

(

Ellrw.'! li>gBr!ll>hit«i^.;i.Ip>a«'

F.ilr«tIoKBrlUlb Utta^bip ArOan.

Ulom Jiniroiil Amcrlcu ■taunahlp

■n

■}

HninikiEDent In Srainulipr Chui

1'^™^'*^''"'^'"""^™"'"-

KtMiMwtfully Kiitiiiiittoil.

Tbe IlTSBOaRAPlIBR.

JOHH a. WaTTERS,
Ensign, V. H. Xary, in charge.

Branch nyDRooRApnu: OFPiciE,
iferchantif Exchange, ISait J-'rattciMu, Val.fJulg 5, 1889,

Sir: I have tlie liuiior to mtbinit (lie foUowiug reiiortof tbe work of
tUv Sari FraiiciiKO bruiicli of tlu^Uiiiteil Stuti'^t llydrograpliicOfllvt) for
ttie llHtiul year eixliiiR Jinu>. '3tt, 1S8I):

The regular roiitititt work of the ofllra, iiirolvinK the correction of
charts, lifclit IJKtM, duU itailiiii; directioiiH, the diatribution of all kinds
of nautical iDforiiintion, the (»>iii)mriji>; aud uorrectiiifr of ships' barom*
et4'rs, the ratitig of t!liroiioiiiKt<M-it, the collecting aud forwarding of
reports, etc., haa beeu carefally kept up.

Time signats have been received daily from the U. S. Naval ObiwrTe*

410 REPORT OP THE SECRETARY OP THE NAVT,

tory at Mare Island ; the time-ball on Telegraph Hill, nnder the mu
agemeut of this office, has been dropped dail3' and continaes to woi
satisfactorily. Special bulletins, containing accounts of all dangei
and aids to navigation along the Pa<^ific coast, notes on revolvin
storms, and the use of oil at sea to prevent the breaking of the wave
lists of marine disasters and accidents, and other information of use c
interest to mariners have been issued monthly and distributed all aion
the coast.

In addition to this, it has been our constant endeavor to improve tl
standing of the office among the shipping and commercial people i
the Pacific coast and to extend its benefits in every direction.

Persistent efforts have also been made to spread abroad among thoi
who are or should be interested in its development and success a moi
perfect knowledge of the work and aims of the Hydrographic OflSoe.

A great deal of work has been done having for its object the eari
publication of a monthly pilot chart of the North and South Pacil
Oceans, similar in its generjil plan to that of the North Atlantic Oeea
already publislx^d by the office, and covering the routes to Austraii
and China. The benefits arising from the regular publication of sue
a chart would be very great.

An attempt has been made to interest missionaries and others resii
!i ing in the islands of the Pacific in the work of the office and to seem

their services as observers.

The want of accurate charts and sailing directions for the waters <
British Columbia and Alaska is severely felt. The number of vesa^
annually doing business jn Alaskan waters in connection with salmo
fisheries and canneries is steadily and rapidly increasing and demanc
for reliable charts are constant. The need of making and pablishin
new and accurate surveys in these localities is imperative. Oonstai
inquiries are also made for coast and harbor charts of Australia, Ghini
Japan, and the islands of the Pacific.

The general sailing charts and the charts of the coasts of Hezic
and Central America that have been published and issued by the Hychn
graphic Office within the last few years are universally commended
the paper, however, ui)on which these charts are printed has not bee
found to be as durable as could be desired.

The constantly increasing commercial importance of Port TownseiH
Wash., and of ^^an Pedro, Cal., and the steady increase in the nambi
of vessels annually visiting those ports, render strongly advisable tl
establishment there of branch oflices.

Too much stress can not be laid upon the entire inadequacy of tli

quarters allotted to this office. We are at present crowded into a sma

railedoif corner of the reading-room of the merchants' ezchanfirey coi

I - taining a fioor space of about 12 by 18 feet, and into this are crowds

the chart and book shelves, the chart table, three desks, a tjpewritN
stand, a stand ibr the letter-copying ])ress, the case for chronometer
and the batteries and fixtures appertaining to the time-ball. Add 1
the limited amount of space the fact that the noise and the dast in tl
room are frequently very great and very oppressive, and it will be sec
that no fin(* or accurate work of any kind can be done here. The ren
ing of suitable (]uarters for this oflice is most earnestly recommendei

The heartiest thanks of this oilice are due to the chamber of con
merce, the merchants' exchange, the various shipping and commerou
firms, and to the press of this city for their uniform and hearty eo-<qpe
atiou and support.

REPORT OP THE SECRETARY OP THE NAVT. 411

Following is a tabalar statement of the work of the ofQce for the year
endiug Jane 30, 1889 :

ISS9.

*
1

if!

ii;^^.

. . , .

i* "i i

", ';.."../'

^ ■

■:■

" j

,l!i,.ii..d

Infonu.tlod run.i.l.v.1 lo mJivid.l.U-
VrtlwU vi«l«l

Jtarmrf t™ comwmd or xljusled ....

Ch-r.. cnrrrotr.1

N'urlfa Atliiotic l-ilot Ctuirtii disllib-

SS5S

WW 150; SBO iSOl
l.B2ll1,aH K«Sll.T41

(w ion )^ i,ou

IS 11 14 'iJM

70, ai' III 3W

,«76'!«74ii'3iia. iuL,i.«wi,7i9*j,Mj

1,0713,049 2,11421, TW

..'Hi:

Kt <W

UlMl

■1 '^ ..

Pwnubb'W 0f> DM) uf 111! iltalrilHitwl . .
ifudthly WMIhvr Hr|.«iodktriii^tod

'iix

■i

]

lao

:;i

400 wn

SCO 500 SOI

"jEr**-'.':™'""'""-"

-Jv-.

"^a'..^"..'!™"- ".'

,: ■:

FoK ivpntm ronrinlnl

S';^rr;!:';:;:j'7,',,wVM^i::

:;''::■:...'■::■' "i

■■■!■::■ '"J

K..l»rw ..n UiiUK»- in l'«i>lc fcr.

! 1

l' : 1 1

Kltnn.lLrhl>r(.n.p,.„^l

■■ i": 1

J ,

.t:

IIjdmKniihk liata.(;M«li>itii»<li>.

ac™i;!jss''."r'.'""''.'v:r::i

■•■■iS

i i i. 11 )

•!

Respectfully submitted.

The nTDROORAPHEB.

H. P. MclHTOBH,

Lieutenant U. 8. Navy, in charge.

412 repokt of the secketary op the navt.

Branch IIydkogbafhio Oppicb,

Portland, Oregon, Jvne 30, 1889.

SlU: I have tbe bonor to submit tlie followin;; report of the work o
tbis office for tin* liseal year ending June 30, 1889.

In ulK'dioiicu to ortlura from tbe Xavy Departuieot this office wi
o|)('UC<I t'ur work upon receipt of tlie outfit of books aud charts on Marc
25.

Throiigli the (curtesy of the Portland Board of Trade space for tfa
office wan nstiifiiicil iu ibe room of the Merchants' Exchange Aasociatioi
No. .'(1 First street

Tliia locution in tlie most desirable in the city, being centrally locate
with rei'en'ncii to tbe shipping office's.

('oiusi(1uni.l>le eiiibiitt'HSHiiieiit has been felt on account of lack of propi
officii furniture, entiiilinR much trouble and loss of time in handling cbarl
aud niueb difficulty iu securing their proper preservation. As far i
tbe in.strumcnts on band have permitted, the office work haa been ke[
up to date.

All deep-sea vessels and most of the coasting vessels arriving in tlii
port lijivc been visiled. All vessels arriving iu tbe ports of Oregon an
Wiisbinjiton have bwn notified of tlie existence and purpose of tki
oilier an<l have been liiruished witb the current Notices to Marinei
covering Iheir jiroiiosed route and nitb such other iianticiil iuforuiatHl
in jinssession of tbe office ii.s might prove of interest to them.

Tbei'o have been many inquiries as to wheu a pilot obart of the F
ciflc would 1)0 published. This publication would be of tbe greata
beiieiit to ship-masters of this coast and would greatly facilitate tl
ciillcctioii (it marine data by the hydrogmpbic ofQces by placiug beflH
sbip-iiiiiKters I he direct result of their obser\'ations and reports.

The sjiei^iiil luiltelin i signed fro in the San ]<'raucisco office is highly a]
preriati'd by all who arc eoiinoctcd with the Hbipping interest.

1 wonhl respectfully recommend tbat tbe officer in charge of tbia o
lifi'. be ordeivd to visit the principal I'ngct Sound i>orts several tiuH
eiu^h year in order 1o e.xtend tlie kno\v]e<lge of the existence nnd pnriKN
of the llydi'o<;rapliic Office and to umke arrangements to increase (I
opportnnilies for eollecting nsefnl marine information. A sub-atatk
at I'ort TowiiseiKl, Wash., would prove veiy valuable by collectin
many reports that ai'c now nnavoidalily lost.

The eKtablishmenl of a tbiie signal in Portland would be highly a]
[ireciated by the whole business community. 1 1'cspectfully reoouinieii
that it be done at the earliest practicable date.

It lias been piissible to keep ^lle office work nji to date only becnni
this is the dull season ihr sliijiping. On the arrival of vessels to tnoi
I he. wheaf er<)[), cDiiiTneneiiifr in Aiifinst, the services of a competent «
sislaiit will be(-oiiie an ini]>eialive iieee.smty I'or tlie proper prosecntir
of the WDi'U au<1 sd there, shall be ikj one disappointed who applies fi
itifoi-miitiuti diii'iu;: xDlee hoars.

The lliaiiNs ol' till' (tlVice are due to the officers of tbe Board of TrM
and Metvli;iiil.s' l-Ixi'liaiitje AssiN-iatioii, tbe jufss, and to varions Hm
and iiieaibers dI' tlie sliip|iiii^' eoinniniiity tor tbe unvarying coiirta
and kindness wUU-h huve been shown in the prosecution of it« work, an
to Alessrs. W;iilerrn;iii .^: K;il/., shipping and commission BgentA, Po
Towiis<-nd, Wash., for delivei injr and forwarding mail mHtt4*r, and all
to the l.i^liMluiise .illi<'e. lliirleentb district, for much valuable asaia
aucc is establishing this oJlice.

REPORT OF THE SECRETARY OF THE HAVY.

The following table shows in detail the work accomplished by this
brauch since its establishment Uai-ch 25, 1889 :

IMS.

■"'74

'■'i

."S

Article, dtatrihnted:

«0

HS\SH7£HMvi;u^ii;::r:;:L-;;:^

5S£^":'^:"::;;;:;::::::::::::::;;:;:::::::::;::::;;::::::

:::•

Vurk done:

130

71 , 7H

»T

Bespectfnily submitted.

The IlyDaoGRAPiiKE.

I). F. Terrell,
Ensign V. S. Nary, in charge.

414 REPOliT OF THE SECRETABY OP THE NAVT.

REPORT OF SUPERINTENDENT OF NAVAL OBSJSBVATOBT.

U. S. Naval OBSEBYAXoBYy

WashinfftOHj August 19, 18S0.

Sib : I have the honor to submit, in compliance with the Bureau's or
der of the Gth instant (No. ISlCyh) the report of the Naval ObsenwtM]
for the fiscal year ending June 30, 1889.

The following changes in the personnel have occurred. Detachmenti
Commander A. D. Brown, on October 30, 1888 : Lieut. William P. El
liott, March 13, 1889; Lieut. L. C. Heilner, April 18; Lieut. A. G. Win
terhalter, A])ril 29 ; Ensign A. N. Mayer, April 19, 1889. Assiatant Ai
tronomer William C. Win lock resigned May 14, 1889. Beported fii
duty: Lieut. Iliero Taylor, November 27, 1888; Lieut* W. O. Shaiiei
December 20, 1888, and Ensign J. A. Hoogewei^, June 1, 1889.

DIVISION OF WOBK— OFFICEBS IN OHABaS.

Asswtant to Stqyerintendent — This office ceased to exist on the detadi
ment of Commander Brown, and the duties formerly pertaining to i
have, since December, been performed by Lieutenant Sharrer.

Chronometers and time service. — Lieut. Diero Taylor.

IJ'ist transit instrument. — Lieut. B. W. Hodges.

In.spection of inHtruments, — Ensign A. B. (elements.

Magnetic instruments. — Ensign C. C. Marsh.

Great equalorial. — Prof. Asaph Hall.

Transit circle. — Prof. J. R. Eastman.

9.G-//167/ eqitatorial. — Prof. Edgar Frisby.

JAbrary. — Assistant Astronomer H. M. Paul.

Instrument-maker. — William F. Gardner.

CUrk. — Thomas Harrison.

Tiie meteorological observations were made by the watchmen, Dennii
IJ(>rig}ui, Nicholas Cahill, and William Henderson.

Prof. William Harkness is also attached to the Observatory for speoia
duty as the member of the Transit of Venus Commissioni having direoi
charge of the reductions aTul computations of the observations of 187^
and 1<S82. His report of the progress of the work is hereto appended
marked Ai)pendix B.

THE GREAT EQUATORIAL.
(Professor Hall, in charge.)

This instrument has been em])loyed in observing doable stars andth
satellite's of iSaturn. Att(Mition was also given to the appearance o
this |)Iani^t, to the divisions ol' the ring, and to the shadows. As dM
satellite lapetus had returned to nearly the same apparent position wit!
res])cct to Saturn that it had in 1875, a new series of observations Iq
the method of ditlrrences of right ascension and declination was mad
at the last opposition. These have been reduced and are nearly readj
for dis(Mission. The drawings of Saturn have been finished, and tbi
notes on the appearan(;e of the planet made since 1875 have been sen^
to the ])rinter. These dra wrings and notes will appear as Appendix I
to the volume for 1885.

REPORT OF THE SECRETARY OP THE NAVY. 415

Ensign H. S. Chase has been employed on the work of this instra-
ment, in revising the reductions and in x)reparing the* observations for
Xniblication.

Mr. George Anderson has had charge of the dome and the gas-en-
gine.

The instrument is in good order.

THE TRANSIT CIRCLE.

(Professor Eastman, in charge.)

The transit circle has been employed on observations of the sun,
moon, niiijor and minor planets, and such stars as were necessary for
clock and instrumental corrections. The observation of a small list of
sUirs for the U. S. Coast and Geodetic Survey has also been undertaken.

The assistants on the work of this instrument have been Assistant
Astronomer A. N. Skinner; Assistant Astronomer H. M. Paul, to
November, 1888; Assistant Astronomer W. C. Winlock, to May 14,
1889 ; Computer William M. Brown ; Computer A. S. Flint, since No-
vember 24, 1S88.

From IJctober 9, 1888, to June 30, 1889, 1,700 observations were made
with the transit ciicle. Of this number 08 were of the sun, 50 of the
moon, 93 of the major planets, 18 of the minor planets, and 5 of
Comet e 1888. Clock signals were exchanged with Buchtel College
Observatory, Akron, Ohio, on six nights in December and January to
determine the longitude of that observatory.

The reduction of the observations which have been accumulated with
this instrument has delayed observations on the zone of stars for the
German Astronomical Society.

Tlie transit circle work for 1885 is nearly ready to be copied for the
printer, and the reductions for lh8G are now in hand.

But one of the two additional computers estimated for last year was
authorized by Congress ; he has not yet been appointed. The other is
asked for in the estimates p^cently submitted. It is earnestly hoped
that the services of both, so greatly needed, may be obtained.

THE 9.0- INCH EQUATORIAL.
(I*rofe»«or Frisby, iu ohargo.)

This instrument has been used for the identification of stars whenever
necessary, anil for the observation of small planets, comets, and occnl-
tations of stars by the moon. Three comets have betMi s(*en, and ob-
served whenever possible; the observations have all been reduced and
published in the Astronomical Journal. Two evenings in the week
liavi» Ihh'ii .»>et apart for the accommoilation of visitors. Permits for
l,t>(M visit«»rK were issued.

The revision of Yarnall's Catalogue of Stars has been completed, and
the work is nearly rea<ly ibr distribution.

VARIABLE STARS.

For the last year and a half. Assistant Astronomer H. M. Paul has
been engaged upon observations of a list of stars which have at various
tiuies been suspected of variability in brightness. One of the results
of this work has been the discovery of a new variable in the constellA-

416

BEPOBT OF THE 8ECBETABT OF THE NAYT.

tion Antliaj with a x)eriod of less than twelve hoars, the short i
yet known. Th^BSo observations will be publidied as soon as u r
be prepared for the printer.

OHBONOMETEBS AND TIME SBBYIOE.
(Lieutenant Taylor, in ohoige.)

Lieutenant Taylor reported for duty November 27, 1888. En
Mayer had been in charge up to that time and continued on daty
until April 19, 1889, when he was detached.

The records show that during the year chronometers have bee
sued to eleven ships and one shore station. Chronometers have
received from the same number of ships and shore stations. The
nometers received from the Nipsio and the Vandalia were so dam;
that they have not been sent to the makers for repairs^; otl *
nometers received were sent to the makers for necessary repai
box chronometers have been condemned for use as hack-chrow
In October, 1888, fourteen chronometers were purchased. l<iii:
chronometers received from makers, cleaned and repaired, were
under trial in the temperature-room December 23, 1888, and kepi i
until March 6, 1889. The routine observed in the temperatnre
was the same as for the trial of 1887-88. The only mishap oc
two days before the end of the. last term at 45<^, when a leak fin
ic(»-cliHmber was discovered. The chixinometers were not in eu,
the trial in the chronometer-room has been completed. Therei
tliis trial are given in Appendix A. The following table she
number and disf>osition of the chronometers belonging to t i
eminent at the end of the fiscal year:

DinpoHitioii of chronomotera.

Rondy for Ihsuo

lHHll(>d

Triul

For ri'pairH

Box.

Hack. 1

1 :

145

Disposition of chnmom e tw.

Repairing.
Loaned ...

Total

In addition there arc : 7 clironoinetric watclies, 6 liack-uhronometrlo watches, 4 oonparloc v>

No changes have been made in the rontine of sending < t
nals. The signals are sent every day, Sundays and holic a • ;c
over the wires of the Western Union Telegraph Company, i t
are dropped at noon, 7«^th meridian, at Boston, Wood's Hun, jnt
Kew York, rhi1ade1]>liia, Baltimore, Hampton Roads, I .v
New Orleans. The Washington time-ball is worked by
<TOV(»riiinent wire leading from the Observatory to the bu»M9-ww
Navy building. With tbe single exception of Newport, tkeObaen
receives no re])orts from time-ball stations. Such re][)orta, if it wer
siblo to get them, would be valuable.

The signals have also been used to correct the clocks on the Obaerra
clock line. This service has been on the whole satisfactory. The i
serious trouble occurred in September, 1888, when the line was groai
in the new Government cable. The clocks up to the groond were
rected as usual, and beyond it by the use of a battery loaned bj
Western Union Telegraph Company, the signals being repeated 1
the c()n)])any's oflice. The line is in good condition now, and the aei
is so satisfa(^t<)ry that there is a demand for its extension to ail tlie4
erument buildings.

REPORT OF THE SECRETARY OF THE NAVY.

417

EAST TRANSIT INSTRUMENT,
(Lieutenant Hodges, in charge.)

Lientenant Heilner was in cbarge until April 18| and was succeeded
by Lieutenant Hodges.

Tbe instrument and all its connections are in pfood condition. The
clocks have performed well. Observations have been taken to deter-
mine the corrections of the clocks whenever the weather permitted.
Owing perhaps to the excessive amount of rainy weather the standard
mean time clock has acquired a steady gaining rate of from two to three
tenths of a second a clay, having previously had a small losing rate. *

INSPECTION OF INSTRUMENTS.
(Ensign A. B. Clements, in charge.)

Class A J sextants and octants. — There were on hand at the time of
the last annual report tliirty-one sextants; eight have been received
from Fautli & Co., having been repaired, and eight have been issued
to ships in commission, leaving thirty-one now on hand. Of these, foor
are small hydrographic sextants, all ready for issue, and twenty-seven
are of full size. Of the large sextants, twenty-two are in good condition
for issue.

Class B^ thermometers. — A Draper recording thermometer similar to
the one examined last year was received from the agents in this city
and placed under comparison. The resnlts of this comparison only
emphasized the conclusions of the previous trial. The recording appa-
ratus works well, but the thermometer does not respond quickly to
changes of temperature, and it can not be regarded as a reliable instru-
ment for use in the service.

Class C, spyglasses. — There have been received from various makers
fiv<* spy-glasses, which were carefully examined, but they were not
n^comuiended for use in the service, and they have been returned to
tlieirowni-rs.

Class />, station pointers, — No instruments of this class have been re-
ceived for examination.

Class E. clinometers. — None received for examination.

Class Fy haromi'tcrn. — None received for examination.

Class G, binocular glasses, — Sixty -one binoculars have been examined.
Of these twenty-seven were of the pattern referred to in the hist annual
report, and twenty were purchased; six were found defective and re-
turned to makers, and one still awaits action. The remaining thirty-
four, embracing many different constructions, were carefully examined,
but, lK>!ing found to be unsuited to the use of the service, were returned
to tlie makers.

There are now on hand three ; one the property of Levy, Dreyfus &
Co., New York, one of the novel cJnstruction patented by Steinheil &
8on, retained as a sample but unfit for issue, and one, a standard glass,
in g(MNl condition.

RECAPITULATION.

i «.

It 1 1

SextantA »

ThiTiiiiinietert .* '

SpV IllaHMHA

Binocular );laM«t

3
1
3

•1

%
1

KA 89 27

418 KEPOET OF THE SECRETARY OP THE'NAVT.

MAGNETIC INSTRUMENTS.
(Eusign Marsh, in charge.)

Lieut. Wm. P. Elliott was in charge nntil March 13, 1889, w
was succeeded by Ensign 0. C. Marsh, with Ensign J. A. Hooj
as an assistant since Juue 1.

The seltrecording magnetometer has been in operation continaoi
witli tlie exception of about ten days, from January 1 (when all the i
netograplis were examined, cleaned, and, when necessary, rea^jnsl
and an occasional stoppage of the clock, caused generally by the
ani;e ai rangeujent of the shades getting oat of order. A new a|
knife-edge was fitted to the vertical-force magnetogra]>h, and
worked satist'aittorily. As no change wais made in the distance of
mirror of the declination magnetograph from the recording cylinder
value of last year was retained, viz:

Ihdination. — One centimeter of ordinate=ll'.29 of arc

Tlie value of 1 millimeter of ordinate of the horizontal and vert
force magnetographs has been deti^rmined, at intervals of about
month, by the method of double deflections, the last, on Jane 12,

in^r—

J lorizontal force, T""' of ()rdinate=.00004687 c g. s. nnits.

Vertical force, 1"'"^ of ordinate =.(K)()04:302 e. g. 8. units.

The temi)eiature co-ellicients of the H. E. and V. F. magnetogn
have bem determined by experiment once every three months, thei
June 13, givin^^ —

Horizontal force, change of 1° C.=1.47 millimeters.

Vertical force, change of 1° 0.=1.G1 millimefers.

Ob-servations of absolute declination have been taken twice a (
generally between and 10 a. m. and 3 and 4 p. m., and from them
value of tlie photographed base-lines of the declination maguetogn
is deduced. The performance of the large declination magnet and
odolite is good.

Observations have been made on Tuesday of each week for ihedi
mination of the absolute liorizoutal intensity, and once each month \
have been made with tlie inertia cylinder attached to the magnet.
niagnt^onieter and magnets are in good order.

Observations of the magnetic inclination have been madt), nsing fl
neetlles in rotation, in the forenoon and afternoon of every Monday
Fritiay. The dip cin*le and needles are in good condition.

Drawings of the composite curves, taken from the declination n
netograins, are made for each month and negatives taken from then
that ))rints can be made to send to other observatories and peraoni
terested in teircstrial magnetism.

A full set of original i)hotographs of the curves (of which there
now two — made by using two papers on each cylinder) is sent to I
each nioTith.

This tli vision has been furnished with copies of the magnetogr
<*nrves of declination from Toronto and Los Angeles. AH distnr
days are selected, and a comparivsou of the disturbances is made
tracings o{ the curves reduced to the same scale and placed over c
other. The.H' tracings are copied on blue or "nigrosine" fOper,
the |>rints sent to observatories and persons interested.

Thi» resnlls of the observations, besides being recorded in fign
i are. when i)ra(rticable, put in the form of curves, so that all ohaii

and variations in the terrestrial magnetism can be readily awu

j compared with the occurrence of other natural phenomena^

I
I

REPORT OP THB SECRETARY OF THE NAVY. 419

Two seismoscopes and a seismograph have been purchased and set
up within a few months, and are in good working order. They are ex-
amined from time to time, and the clocks connected with the seismo-
scopes are carefully rated. The seismoscopes are of the Eose-Poly tech-
nic-Institute psittern ; one is in the basement of the magnetograph build-
ing, with the seismograph, Lick-Observatory pattern, and the other is
on a pier in a small building not in use at present.

THE INTERNATIONAL ASTROPHOTOGRAPHIO CONGRESS, ETC.

The preparation of the report, ux>on which Lieut. A. G. Winterhalter
had been engaged up to the time of his detachment from the Observa-
tory*, was continued by him at the torpedo station in addition to his other
duties.

The manuscript of Part I, comprising an account of the International
Astrophotographic Congress, was sent to the Public Printer in Septem-
ber last ; the remainder, containing the details of a visit to various
European observatories under orders of the Department, has since been
forwarded to the print^'r. Proof lias been received and read since May
last, and an early completion of the printing of the report may be ex-
pected.

THE LIBRARY.
(Assistant-AHtroiiomer Paul, in charge.)

The library contains, according to the accession book, up to June 30,
12,226 volumes and 2,096 pamphlets. The accessions since the date of
the last reiK>rt have been 308 in number, 235 volumes and 73 pam-
phlets. Of these, 209 were received as exchanges and 99 by purchase.

The exchange list has been recently revised*, and now contains 1,278
names, distributed as follows: Home institutions, 321; individuals, 244
f(»reign institutions, 244 ; individuals, 469. In the distribution of the
observatory publications the general rule is to send the annual vol-
umes to institutions and the separate reprints of the astronomical ap-
pendices to individuals.

Tlie following publications are in the hands of the printer, and will
soon be issued :

1. Tho annual volume for 1884.

2. ItiSif ApiNsndix I. A third edition of YaroalPs Catalop;ne of Stars, prepared by
ProfenHor Frinby.

3. 1^85, Appendix I. International Astropliotograpliic Congress, by Lient. A. G.
Winterhalt4^r.

4. 1H85, Api>endix II. Saturn and its Ring, b}' Professor Hall.

Assistant- Astronomer Paul has recently been placed in charge of
the library in addition to other duties. The services of a librarian's
assistant, for which estimates have been submitte<l, are very much
needed.

Very respectfully,

R. L. Phythian,
Captaiuj U. 8. Navy^ ^Superintendent.

The Chidf of the Bubeau of Navigation.

REFOBT OF THB BECBETABT OF THE HATT.

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424 BEPOBT OF THE SECKETABT OF THE NAVT.

Appendix B.

[Report of Professor William Harkness. of the Truisit of Yeniu Oominlaaion.1

U. S. Naval Obsebyatoby,

Waskingtanj August 13, ISHk

Sib : I have the honor to sabmit the following report of the woi
done (luring the past year, under my supervision, for the Transit of Y(
nus Commission:

Mr. A. S. Flint was the only assistant employed at the bej^BBing \
the year, and he left the service of the Commission on November S
1888, because of the exhaustion of the appropriation out of whiidi hi
salary was ])aid. Since that date I have had no assistant.

The reduction of all the photographs taken with horizontal phob
heliographs of about 40-feet focus, during the transit of Veuas in D
ceinber, 1882, is now complete, and if we put n for tbesolar paralla:
and 6 A and c^D, respectively, for the corrections to the right asoensioi
and declinations of Venus given by Hill's tables of that planet, it beiii
assumed that Hansen's tables of the sun are correct, the results may I
stated as follows :

From position-angles measured on 1,426 photographs :

;r=8.772" ±0.0496" dA=-f2.724"±0.0811" ^D=+1.447":|4I.1343^

From distances measured on 1,475 photographs :

;r=8.847"±0.0122" (JA=-f 2.893"±0.0430" ^D=+l-246" J:O.OSM1''

Weighted mean from both position angles, and distances :

;r=S.84-2"±0.0188" dA=+2.856"±0.0380" dD=:+l.«!52"^.0S3r'

From the American Ephemeris for 1882, pp. 278 and 405, we have IS
the ei)Och 1882, December 6^ 5^ 00™ Greenwich mean time,

Apparent ri^ht ascension of buDi 25tP W 35.75"

Apparent declination of sun, — Sft^^ :»' 17.53"

Apparent ohliqnity of ecliptic, 23*^ 27' 09.49"

Lo<;. cli.stanre^ hiiti to earth, 9.9934260

Lo^. distant), enn to Venue, 9.8576405

Inclination of orbit of Venus, 3° 23' 36.3«"

CouHtant of aberration, 20.4451"

From the photographs, the observed position of Venus for the epoc

in question, is —

A])parent rifjjht asoenHion=2r)3o 12' :«> 75"— 02' 44.424"+02-856"

=.•2530 09' 54.lH2"-f f/a:0±O.O3«K)".

Apparent 'leclinationr^— 22^ 3:V 17.53"— 10' 21.371"+0l.S»a"

=—220 4-v 37j;4y"4.d50±O.O237".

And from these data we find :

A])|)ar('nt j^oocrntric lonf^itude of sun, 254° 31' JJ9.976"

Apparent ^(Mx-fntric latitude of sun, — 0^ OC 00.093"
A]>parent j,M?oc»»ntric lonjjjitude of Venus, 254^ W 23.2:»" + dXO
Appan*nt jroocentric latitude of Venus, — (P 10' 33.255" -j- 4/^ O
TriK* geocentric lonjjitude of sun, 254° S"^ 00.729"

True geocentric latitude of sun, - 0° 00' 00.09:V'

Heliocintric longitude of Venus, 74° :«' 24.611" + dA0

Heliocentric latitude of Venus, — (P 03' 51.791"— diSQ

Longitude of Venus in her orbit=740 32' 17.74"H-(fA0+O.O3Od/fo
Longitude, Q=75- 37' 33.1)l"-f-rfA.0— KJ.HIW rf)50— 0.:«Wi.

With ^=8.842" ±0.01 18", and 31)(;3.2()C miles for the equatorii
radius of the earth, which is General A. B. Clarke's valae, £e

BEPOBT OF THE SECRETARY OP THE NAVY. 426

•

distance from the earth to the san is 92,455«000 miles, with a probable
error of only 123,400 miles.

The measurements of the eighty-six photographs taken at New Haven
have not yet been finally discussed, and the reduction of the pboto-
gniphs taken during the transit of December, 1874, has never been
completed. Furthermore, the contact observations made by our own
parties in 1874 and 1882, and by nearly a hundred volunteer observers
in 1882, yet remain unreduced. I need the services of an assistant
in order to accomplish all this work with the rapidity which is desir-
able.

Thus far Congress has provided only for the printing of the observa-
tions of the transit of 1874; and, as these observations are now nearly
all in type, 1 would respectfully call attention to the urgent need of
some provision for the printing of the observations made in 1882. If
such provision is deferred until after the manuscript is ready for the
printer, much unnecessary delay will result.

Ilitherto it has l)een customary to endeavor to determine the solar
parallax as if it were an independent constant, and the result is a mass
of dis(5ordant values, all of which are more or less affected by constant
errors, and none of which commands anything like universal assent.
But, in truth, the solar parallax is not an independent constant. On
the contrary, it is entangled with the lunar parallax, phe constants of
precession and nutation, the parallactic inequality of the moon, the
lunar inequality of the earth, the uiiisses of the earth and moon, the
ratio of the solar and lunar tides, the constant of aberration, the velocity
of light and the light equation, and, according to the most elementary
mathematical principles, it should be determined simultaneously with
all th(*se quantities. No other method allbrds anything like so much
promise of eliminating the ever-present constant errors, and for that
reason I took it up last fall, intending to prosecute it as a private in-
v<»stigation during my leisure time. The results att^iined were pre-
Hcnted to the lMiil()soi)hical Society of Washington on October 13, 1888,
but since then, in connection with my official work, the pa|>er has been
greatly expanded and will he ready for publication in a few da^'s. In
ac(!onlance with your wishes it is to form part of the annual volume of
this Observatory.

Very respectfully,

William Harkness,
Professor of Mathematics, U. IS. Navtu
Of Execntire Committee of Transit of Venus Commission,

Capt. R. Zj, rnvTiUAN, IT. S. Navy,

Superintendent of Xaval Observatory.

President of Transit of Venus Commission,

42^ .;.-..-..HT .7 rr-iE ^Z'JEETAET OF THE 3EiTT.

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i]*:-.T.',;.r:,'r;,r. 'j: :;.-: -.i'lrr.-. a:;*; tU-; lj«:*t eiercL-^s fe* tb« iitdirMi

t-A'.^.'. h;.''. -o ;»r';-'.T. 'j^ Ken-mi ru',*;- 'ji' ii«iilili to W </;>-*fVe.i u aS tiai
Ir J- TTiOrcur, 'iirt", - j;;i tC.rmii': 'lilrTtiOD. sniiifort"! by iht: cufitima
^iili-i ■.-.'•11 orfijir .'/.4.-t»:: 'jf .'yri,!M-7:c^. n til ><:«ur« ibe best resolupi
nitil'- jiji;. ^.';a.:;. n::'!. !r:';ji^;;:ally, i:i u i/mnil wmv als<j.

K-irnaf— -m- -ii^>:riit"t:k:iu:;tbe imrt-ha^e of fDmitmcl
iln: 't;i'|i:I-i' '|iiwt»;f-. 'J .rt-;ir.-S vt: liiii'lnnl ilollapi were approprut
ht tilt- \h'X '•■—.im o: l','»;i;:i'r-.'-. liLil i'JAI) mure are reqnirvtl to reai
w1j;iI. I- I(i'f-t, rjij;t;|.:Jv iii->-'l>-'l.

1)it? <— 'itnat'; f'lr ;Kiitlcio[i<ii riiiar*>rrD for officers and iDfitracton
,'il->i n-in:-.'.i-(|. 'Jlii:ri^ an-, im'.v twenty marrifd offi ere anil i>ror«Mi
wiili'Mji nuAiU'i-, ami riit— I- iiii- alir>ty:< tbe juuiunt who are tbe let
»l)t<- I'l li>-^>i til'; ii'lilitjoii.il f:xiH-ii!^f. Tb« cnnieqaence is that foa
dlli'-"-!-, ■vli'.-H .-<-ivj(i-^ art: iiiturii tuririled Ji^rjueiitly decline duty at t
!i(;,i(i' my, >)fi::iii-i: thi-;. cjiji iiof allVmi to Iii*e heiv. ' It is pro|K>8ed
liiiil'l irii sFiiall liorinK-. wlii.rli MOdlil aQVinl great relief.

'Mil- guircliasf. urailiHtKiiiiil laml a<IJ(iiiiiiit; tbe academy, prorlded I
bv ■■"■* "I * 'iii)'jn--,s, \ia.- not vi;t ln'cii com pie ted. It ii uow in the ban
fjflli.- I:miI..I St;.T.->.|islii.r[ r.iiiit.

('iiti-.i<li-r->Mi- |ir<>:;ri-.~«liMs b<'i-ri iiiHdein fn^diiiK the property, whi
will III- itji'li>.<'il ulit'ti tiji' »lwive[iuri:liHHt; is eomiilrted. A new brid
;i('i().i riijli';^!' i-r<'<'k i.i Idiililiij;; uiidisr coiitrai^tuf last June. VVb

|)iii.|ji'<l [III- i'i> > I'oiiil will jiiiKs entirely wilbout tbe hiuits of t

iii-;iili-(iii'' iiii'l<>~ijt<' ijisii-iiil iif thnmffh it, ax tliepreseut road leads.

'I'll!' u.iMJ s iiii'i rurititx' was (ibsftrved for the itecond class, batt

jii-('ii|i-iii til Nil' i>jiirtirr-K}ij|) i-iiily iti the cmixR made it oeoessaiy
Ibeir summer vacation in July ai

Wii

lllllll'l- MM

Tl-r tir.-
Htt'ii.l '.I h

'J'l.C ,S.-|-

iH-(ini-.ii

(I) Tlir

fimrlu M

»!>• "■''

N "ini

TIlJH l,'.

thi' iJiiMjIr

ul'i

<■ |>t

><l>li'i

n i*c[):iir(>d, the eadeta were again embark
I cMiiKcd until Si'iitemtH^r 28. Tbe report
M-nt liurewitb; also a statement of tbe appi

<> oill ItiK I{un'au*t4 attention to the followi

'si% wliicli I tliitik arc vitally important to t

hiliiiit:

f tlit^ i:i)iirm>, which should be foar years, i

' litiiitHiif the age or admisnioD, whioh shon

siriiil itf liiriM-n mid tweuty.

I III Mil' iiiiviil iicudemy nas increased fltt

or ili(> |iiii-]ios(^ of reducing tlie number

tly. till- itini]li«r id'iipiioiiitmeuta to the nai

riii^ till- I vvu yoai'H at sol).

or '«<« ycai's' iluriittdii no lonf^er exista^ tin

I' tw ri<Klni;tpd by law to the »Kgngi

r. yoiir iii tUtt coqia to which appoii

i' -bonoviibly diacharged.-

~ |ubm'.-4 uf each olasF "^Jto I
uy, usually by r*' ipa

tbe flnp M

REPORT OF THE SECRETARY OP THE NAVY. 427

Forty cadets presented themselves for final examination inMay, and
two in September.

Twenty-four were assigned to the Line, two to the Engineer Corps,
and one to the Marine Corps. The remainder were honorably dis-
charged.

The general conduct and spirit of the cadets has been excellent. I
am gratified to report that no case of hazing has been observed either
on board the practice ship or subsequently at the academy.

The standard of scbohirship lias l>een maintained, and the changes
in tlie course, referred to in the last annual report, have been most sat-
isfactorily established.

The change in the method of teaching the modern languages, as rec-
ommended by Dr. Sauveur, has proved an entire success.

The course in tliedepartment of seamanship, naval tactics, and naval
construction has lieen mo<lified in an important manner by giving more
time to mo<lern ship construction and to the elements of naval architect-
ure, vvliile that portion of the o1<l seamanship, which is fast l>ecoming
obsolete, has In^en studied principally for its historical inten»st.

In connection with this course the cadets of the first class with their
instructors made a visit to the shipbuilding yanls of Chester and
Philadelphia in the month of April. Thi^ visit was of great interest and
protit to the class, and it is hoped that it may he repeated this year,
earlier in the course, and under even more favorable circumstances
than last year.

The lack of a suitable text- book upon modem naval ship construction
has been very much felt, and Constructor Catewood hius made consid-
erable pn)gress in preparing what is needed, together with such infor-
mation upon naval architecture as is suited to the mathematical train-
ing of the c^idets. A part of this is now in print. It is hoped that the
c^mrse may bt^ fully developed during the coming 3*eiir and put in a |>er-
manent form.

ln(*reas(Ml fiu;ilities for instruction in all the departnuMits requiring
them have been provided. The chemical laboratory has been enlarged.
A convenient dynamo room has been completed ami the driving engine
antl the dynamos have In^en set up.

important and improved tools have been addeil to the work-shops of
the department of steam engineering.

The boat-house provided for at the last session of Congress is nearly
completed, and Upsides furnishing protection for the boats and steam-
launches us4mI by the cadets will furnish ample facilities for the in-
struction of the younger cadets in the rudiments of seamanship.

Many buildings in the grounds have received extensive repairs, in-
cluding the building d<'Vote4l to the department of seamanship, the
building oc<'upied by the department of steam engineering, the cbai>eU
the ca<lets' new qimrters, and likewise the old buildings formerly occu-
pied as quarters.

The work of tnmsforming the old chai>el into a lecture hall has been
completed.

Convenient dressing-rooms and wash-rooms have l>een constructed
in connection with the gymnasium; some alterations have been maile
in the old gymnsisium to make it more suitable, but it is e^irnestly
hoped that Congress will appropriate the amount asked to rebuild it.

While the regular habits, wholesome fotnl, ami daily ouUloor drills
do develope young men of giHHl physique, it is thought that consider-
able improvement may still l>e made by a more H<;ientific supervision
of their training in the gymnasium and in their athletic sports. With

428 REPORT OF THE SECRETARY OP THE KAVY.

this end in view one of the surgeons has been appointed to direct ih
physical training of the cadets in the gymnasiam and in their sporU
for the purpose of securing the best exercises for the general phyria
development of tlie cadets, and the best exercises for the iudiFidai
cases, as well as to recommend the most suitable times for sacb exe
cises and to prescribe general rules of health to be observed at all timei
It is thought that such scienti he direction, supported by the customu
supervision of the master of gymnastics, will secure the best results poi
Bible physically and, incidentally, in a moral way also.

Estimates are submitted for completing the purchase of farnitare ft
the cadets' quarters. Twenty-five hundred dollars were appropnatc
at the last session of Congress, and $7,500 more are required to rene
what is most urgently needed.

The estimate for a<lditional quarters for officers and instructors i
also renewed. There are now twenty married offi; ers and professoi
without quarters, and these are always the juniors who are the leai
able to bear the additional expense. The consequence is that yoan
otticers whose services are much needed frequently decline duty at tli
acadtiny, because they can not aftbrd to live here. ' It is proposed I
build ten small houses, which would afford great relief.

The purchase of additional land adjoining the academy, provided fc
by act oi' Con(>ress, has not yet*l)een completeil. It is now in the hand
of the Unit<'d States district court.

Considerable progress has been made in grading the property, whic
will be inclosed when the above purchase is completed. A new bridg
across College creek is building under contract of last June. Whe
finished the county road will pass entirely without the limits of tfa
academic inclosure instead of through it, as the present road leads.

The usual summer routine was observed for the second olass, butth
accident to the practice-ship early in the cruise ma<le it necessary t
give the first and third classes their summer vacation in Jaly aoi
August, instead of in Sc^ptember.

When the prartice-ship was repaired, the ca<lets were again embarke
at Norfolk August 23, ami cruised until September 28. The re|)ort i
the commanding oilicer is sent herewith; also a statement of theappn
priation lor 1«SSJ),

In this report 1 desire to call the Bureau's attention to the foUowin
points rehiting to the course, which 1 think are vitally important to tk
future success of the institution:

The liist is the length of the course, which should be four years, ii
stead of six.

The second concerns the limits of the age of admission, which shool
be fifteen and eighteen, instea<l of lift«»en and twenty'.

(1) The course of study at the naval academy was increased frm
four to six years chii^tiy for the purpose of reduciug the number <
graduates and, consciiuently, the numl)er of appointments to the nav;
Xo instruction is given during the two years at sea.

This reason for a course of six years' duration no longer exists^ 8iD<
flic nuriilxM' of appointments is now restricted by law to the aggregal
nunihei- of vacancies occuring each yeai* in the corps to which app<HD
ments are made, the remainder being honorably discharged.

After I)ein.!L; two years at sea, the members of each class have to r
turn for linal exaniinatii)n to the academy, usually by mail-steamer
thus making a broken cruise. •

The return of each class to the academy for the final exanunatfa
costs the country annually the estimated sum of $12fi00»

REPORT OF THE SECRETARY OP THE NAVY. 429

So far as those cadets who are honorably discharged are concerned,
tlie two years' course ut sea is without value to the government, though
entailing considerable expense annually for their pay and rations, esti-
mated at 838,000, while the persons so discharged virtually waste two
years during which they might acquire some place in civil life.

The final examination is unnecessary^ as a method of comj)el1ing
those cadets who are appointed to the navy to keep up their studies
of professional subjects. The naval service requires life-hmg and
continuous study on the part of its officers, and their advancement
towanls the higher gravies is guarded by examinations at every step.
No other professional corps, and no other bo<ly of men in the world
except the literati of China, is required to pass so many examinations.
And the final examination of cadets is now similar in character to that
which ensigns must pass before promotion. The country obtains at
the end of the four years' course all the advantages which now accrue
from that of six years.

The effect of the final examination upon the relative standing of the
class is quite unim]K)rtant. At the examinations of the last two classes,
which are the only ones that have entered since the law of 1882 and
have completed the six years' course, but one cadet in each class suc-
cetMled in entering the service who would not have entered had he been
appointed at the end of four years, instead of at the end of six years.

The average age of cadets at the end of the four years' courseis about
twenty-one years. Those who return to civil life at that time can enter
upon any work which they may find, with minds and bodies trained to
systematic and methodical reflection and labor. Nor can it be doubted
tliat they acquire such knowledge of the naval profession and such in-
terest in its duties as will suffice to secure their return to the navy in
case of war. And it is my well considered opinion that those who are
seU*cte<l for appointment to the Navy ari^ fitted to begin their work in
the navy at the end of the four years' course, an<l shouhl Im^ commis-
sioned at that tunc in the lowest grade of the corps to which they may
be appointed.

Changing the course to four years would increase the numln^r of ca-
blets at the aea<lem> by the number now serving at sea, or about sixty-
four: but as the pay of naval cadets at sea is greater than that of
catlets at the academy, the proper course would be, in this resiHjct,
more economical than the existing one. And while the number of ca-
<Iets in any year would remain as at present, the number of graduates
would be somewhat increased.

An increase in the numU^r of graduates can not be objectionable.
Twenty-eight members of the class which was gra<luated last June,
at't«*r six years, were lequinul to fill the vacancies which had occurred in
the servi<*e during the previous year; but one of these vacancies was
eauseil by n*rirement from age. As the average number of retirements
from age will b4»s4'ven for the next ei^zht or ten years, it is probable that
thirty live graduates will be re(]uiri*d annually to supply the waste in
tlu' servire. When the Engineer an<l Marine Corps are reduced to the
iiiiinber lixed by law, a still larger number of graduates will Ik* requireil.
Now, the average number in the next three classes to com])lete the six
yejirs' <*ourse is but thirty-four, and this numt>er will ])robably be re-
duced before graduation. It therefore appears neceHsary that the num-
ber of graduates should l>e increase^l.

It is :i<'eonlin;:ly recommended that the two classes now serving at sea
hv exaniinetl nex^'t May, ami, together with the class then completing
the lour years' course, be commissioned as ensigns^ the uamber to be

430 REPORT OF THE SECRETARY OF THE NAVY.

appointed from each class to be the same, and each eqaal to the nan
her of vacancies which shall occur during the current fiscal year.

The necessary legislation to secure this change can be effected by
mo4li heat ion of the act of 1882.

(2) Tbe ap:e of admission to the academy since last March has 1
between fifteen and twenty years,

I think this increase in age is a serious mistake. Probably thera
son for this change was to secure young men of more mature yean
who would be cai)able of mastering the course of study.

A little consideration will show that, so far as passing the enterin
examination is concerned, the change will not improve matters.

The mental requirement's for admission are very simple, and era
boy in the country who has had ordinary advantages has passed th
point in his education where lie studies the subjects required at admi
sion here. It does not follow, however, that he can pass the ezamiiu
tion, because it is found that many boys ^^finish" arithmetic, geography
grammar, and spelling, and are wofuUy deficient in them all. Nori
the.v be any better at twenty, or twenty-five even. In the natural o
of things they would not go back to these rudiments. Gandidateti
constantly heard to say that they have not studied these things foi
eral years; they have been studying more advanced mathematioSy ]
Greek, etc.

Again, if a young man of twenty has been able to pursue his stoi
up to the time he is appointed, he is far more advancied, at h t
branches he studies it not in actual acquirements, than is nei
pass the entering examination. If he has had such continuoae a
ing and is not thus advanced, then he is not and never would be ni
the service.

Un the other hand, if a young man has reached the age of tweut
and from lack of means or other cause has not been at school for tiir
or four years, he is not as well prei)ared to enter as he was four yea
previous.

It is readily S(*en that increasing the age acts to the advantage of tl
boys who have had the best schooling; boys from those parts of tl
country where the schools are inferior or where the attendance is irreg
lar will suil'er by the increase in age, both at the examination for a
mission and during the subsequent course, whereas it should be tl
reverse.

if the government took charge of the boy's education from the stai
all would be on an equality ; the longer this supervision is deferred tl
more will the poor boy sutler and tlie rich one gain. The ineTitab
tendency of such a state of things is evident.

Theso two (classes of young men — those who have had good adva
tages and those who have had none — may be widely separated in fbi
mental aeciiiirenients at twenty years of age^ they could not be aaHM
ate«l in their suhseciuent education.

The entering (examination could not be adjusted to the more Cavon
boys without injustice to those who had had little or no schooling 1
years.

These two classes, however, are not very different in their aoqah
ments at the age of lilteen or sixteen years. Most boys are able to I
tend school until that age, and ;ill should be able to pass the reqoin
examination, and, as stated above, if they are not prepared at sixtei
they probably would not be pr<»pared at twenty.

Again, the records of this institution show that a larger p e re e nt a j
graduate of those who enter under fifteen than of those who eODtarof
seventeen.

REPORT OF THE SECRETARY OF THE NAVY.

431

Tbe explanatiou of tbis is to be fouud in tbe fact tbat tbe boy under
fifteen wbo win pass tbe entering examination bas improved bis oppor-
tunities, and possesses a g:ood degree of intelligence; wbereas tbe boy
over seventeen may be able to pass tbe examination, tbougb possessed
of mucb less natural ability and witbout baving made sucb good use
of bis opportunities.

Tbe consequence is tbat tbe younger boy bas a better natural, and
an equally good acquired preparation for tbe four years' course.

Tbe average age of admission at present is between sixteen and sev-
enteen, and nearer tbe latter age.

If tbe age of admission is to be advanced, tben tbe requirements
flliould also be advanced, and consequently the wbole course furtber
developed.

Considering tbat few enter below fifteen, and tbat tbe upper limit is
rea(rlied by a mucb larger number, I tbink it advisable to fix tbe limits
at fifteen an«l eigbreen.

I consitler it a serious objection to a plan tbat it requires tbe associa-
tion of boys in tbe same class, and requires of tbem tbe same degree
of profici(4icy wben tbeir ages difler so mucb as five years, wbich is
tbe case under the operation of tbe present law.

Tbe limit at present is quite wide enougb, tbougb it seldom exceeds
tlin»e years.

Tbe advanced age at wbiob graduates will receive tbeir first commis-
Ki«>n is a consideration wbleb is of considerable importance, witb tbe age
of atlinission advanced to twenty years. Cadets wben promoted will
be from twenty-one to twenty-six years of age, wbereas aii ofilcer at tbe
age of twenty-six sbould bave tbe experience and be capable of taking
tbe responsibility belonging to a lieutenant.

Advancement in tbe lower grades is already too slow, and tbis law de-
fers it two and a half years on tbe average^ or in special cases three
years later than is now possible.

Kespectfully submitted.

W, T. Sampson,
Captain^ U, S. Xavy^ Superintendent

The Chief of the Bureau of Navigation.

StutemfHt of thf appropriation of the l\ S. Xaval Academy for the fiscal year ending

Ut atliii;;.t of the appidpiiatiouA.

Amount np ' 11^}"^^^^'^^^ rD.iiH.n.IwJ

41. OCO. 95

Pav of )»iofi i«siimaD(l otlii-rn

I'.i\ *it uut< liiiifii. iiii-4-h:iiiii 4. t'tc. ....

Va\ i>I I 11 p)n\i'.««, bt«-Ulli • liUlllflTllli; '

•i»'j»;«rt!i:i lit ■ 7, KJi. fiO

IN'I''""* 2I.W>.0<i

II«-.iiiii^ anil li^htini; ■ 17,mMi.ii<)

l.l»iat\ '.\(MK}.0()

Sr.ttinii* rv I'.tHiO.liO

r.o.inliir V.nitoM ; l.fKM.dO

(lirniK .il uiipanitiiH Hiitl Hiipiiliert 1!, .StK). (Ni

M ■■><-i||.ini-oiiri 3t2, O^MJ. 00

I>« li.iiiiiii-iit of Stf-ani KiiKiDiiTiDf;, |

••t««If-i

iN-tMitiiirnt of St4-ani En];iueeriDfE,

iiiJtiiitl

i'i».»J lionHi»

>\n lial ruiir^o

#5«». Te.-i, 26
44.<«.'.i:>

9o0. (N)

1. <HtO. 00

30. OOit. 00

5,04Nt.OO

ToUl I 218,813.45

$1. 333. 7r.
7.50

7. 8-'4. 3'J

16. 0'Jtf. :w

4. 973. 84

lfi.9'iI.7J

4H. •J7

1. :t'J7. 4H

402. ,V2

1. 9j»«. «J

13.38

1,47;<. 10

20. Ht

2.3T0.M

123. 19

3U.(«3.55

1. 13& 45

77«.23

23.77

riO.M

40.42

10.53H.O4

19,471.98

3,277.30

1.7J2.70

188.488.88

28.324.57

Lial>iliti«*(«

for i«iipiilifH

unit* r«<t pri*

or to 30th

June, 18H>.

123.19
1.120.56

12.63

28.90

18,470.61

274.81

26,442.13

Ralanee

in nxvt^m

of liabili.

tii-s.

14, 967. M

2H.U0

401.40

13.38

$1,333.75
7.50

.18

6.08

20.27

L12

26.84

15.80
11.14

lan

1.35
1,447.78

2.882L44

432 EEPORT OF THE SECRETAUY OF THE NAVY.

Report of Superintendent of Nautical Almanac,

Nautical Almanac Office,
Bureau of Navigation, Navy Department,

Washington^ September 30, 18S9.

Sir : In conipliauee with the order of the Bureau I have the hoi
to .submit the following report of the work of this office duriug theii
year :

printing.

The Anioricaii Nautical Almanac for 1892 was issued from the pres
unusual in March, 1889.

The American Ephemeris for the year 1802 was issueil in August, 18SS
Of the Almanac and Ephemeris for 1803, 251 pages are now iu tyiM

distribution.

. During the fiscal year ending June 30, 1889, the sale and distriba

I of the preceding publications were sis follows:

PublicatiouH. Sold. Diatritatd

Anierirnii Epli«'nHTi«

Aincrit'aii Naiirical A1niaiiiu>

Atlantic Coa.ster'H^Nniiticul Aliiiaim
I'acitli: Coaotor's 2siiutical Aliiianao.

A comparison with the report of sales for the preceding fiscal y«
I| shows, on the whole, but little change. The sales of the Ephemeris an

i; of the Ameri(;an Nautical Almanac have slightly diminished, whi

those of the Coaster's Nautical Almanacs have increased.

The proceeds of sales, amounting to 8li3S1.52, have, in compliani
with law, been deposited in the Treasury to the credit of the appropi
ation for public printing and binding.

COMPUTATIONS.

In accordance w ith the general system of work the compntations i
the Ephemeris for tlie year 1893 were nearly completed duriug the la
fiscal year, while the printing is carried on during the present jea
Two years are retpiired lor pre])aration of certain portions of tl
lunar ephemeris. The longitude and latitude of the sun and uioon we
therc^lore computed lor the year 1894, a year in advauce of the resti
the Ephemeris.

NEW TABLES OF THE PLANETS.

The force which can be applied to this work is necessarily only 81H
as ran bes]>ared from the regular routine duty of preparing the varid
annual publications. Hence, any tleticiency in the force or any dive
sion of its activities is at the expense of the work in question* It thi
happens that the occurrence of a number of vacancies during thefisc
year and the delay and ditlicnlty in lilling them, as well as the wanti
the usual naval as>i.vtance, have resulted iu the work in question mal
ing less progress than was exi)ected.

The most' laborious part of the work is that of reducing the olderdl
servatious with the more accurate data of modern times. The redactia

REPORT OF THE SECRETARY OP THE NAVY. 433

of Piazzi's observatious at Palermo, which I have ineutioned in previoas
reporte, has been substautially completed. Pond's Gi*eenwich obser-
vations have been taken in hand more thoroughly than was intended,
and the work of reducing them will probably not be completed until
towards the close of the tiscal year. Progress has also been made in
the comparison of observations with the tables, and in the formation of
the equations of condition for the Sun and Mercury. It has also l)een
necessary to make a thorough examination of much of the work with
the view of discovering and correcting errors.

THEORY OF JUPITER AND SATURN.

During the fiscal year Mr. Hill has been occupied in comparing his
provisional tables with observations in order to correct the elements.
This work is still In progress.

TRANSITS OF VENUS, 1761-1769.

The observations of these transits have been among the most cele-
brated in the history of astronomy. About a half a century ago they
were discussed with great thoroughness by Encke, leading to a iieter-
niination of the solar parallax which was long the staiulard in astronomy,
but which has since been found erroneous in a much larger degree than
wiis expected. Since the discovery of this error a re-discussion of the
w hole set of observations has remained one of the 'desiderata of astron-
omy. The work of collecting and examining the observations was
therefore commenced some years ago, and was completed and made
ready for the printer during the hist fiscal year. The resulting value of
the solar parallax is 8''.78, which is in close agreement with recent re-
sults derived in other ways.

Very respectfully-, your obedient servant,

S. Newcomb,
ISupenntendetit Nautical Almanac*

The CniEF OF the Bureau of Navigation.

Office of the Library and War Eegords,
Nary Ikpartment^ Wanhingtonj I), C\, September 25, 1889.

Sir: r have the honor to transmit herewith the estimates for the
I)t»partment Library and for the War Kecord Ofiice for the coming
fiscal year.

The usual increase of books has taken place during the past fiscal
year, and the catalogue is now nearly rea<ly for the press. The selec-
tion of books, in a(;cordance with the principle established seven years
ago, has been confined exclusively to such as are needed in the various
branches of professional study and investigation. In order to keep
abreast of naval «h»velopment, it is necessary to devote a considerable
part of the appropriation to the purch.ise of professional journals. Tech-
niral works, as is well known, are expensive, and an increase in the
appropriation for the library to 82,5(K), as allowed i)rior to 1885, is de-
sirable.

The preparation of the war reconls for publication continues to make
slow progress owing to the want of sufllcient clerical force. A slight
increase wiis made by Congress last yeai*, which took effect at the begiu-

KA 89 ^28

434 REPORT OP THE SECRETARY OP THE NAVY.

ning of the current fiscal year. The force, however, is still far fi
being equal to the needs of the office. Estimates for an increase
herewith submitted. The additional force needed includes one clerl
class 4, to be employed in the preparation of statistical tables; 1
clerks of class 3, for the work of verification and classification; 1
clerks of class 2, for the examination of bureau and fieet records, na
yard records, log books, and ofiicial papers received from officers i
their representatives. The work laid out for the above clerks requi
absolute accuracy, without which the publication will be worthless, i
it is impossible to retain in the lower grades of the clerical sen
men of the pro))er standing and ability. Four additional copyists
asked for at $900 each. These are urgently needed for the act
work of copying records. At present no copyists of this grade
allowed to the office.

One of the most serious needs of the office is that of an assist
messenger, for the want of which its work suffers delay and obstmcti

For the contingent expenses of the War Record office a modei
estimate of $000 has been submitted. ISo provision is made at pres
for this purpose, and without that sum the work in the office can
be carried out.

An appropriation of $600 has been asked for necessary traveling
peuses for the collection of records. In order to secure the Gonfedei
records, it is indispensable that such an allowance should be made.

Tlie importance of this work to the veterans of the war on both sic
and the lively interest with winch they, as well as the citizens c
erally of all sections of the country, regard it will, it is hoped, lead
its favorable consideration.

If the force estimated for is allowed at the coming session of C
grcss, the ofiice will be able within a short time to begin the print
of its first volume.

Very respectfully,

J. B. SoiAT,
Pro/e89arj in Charge

Commodore J. G. Walker, U. S. Navy,

Chief of the Bureau of Navigation,

INDEX TO REPORT OF THE SECRETARY.

FagOb
Secretary of the Xavy, Report of:

War vessels of tbo United States aud otber powers 3

Purposes of a uavy 3,4

Necessity of immediate coustruction of a Navy

New cruisers, number and efficiency 6-10

Increase of the Navy, necessity for "^ 10

Class of vessels required 11-13

Auxiliary navy advocated 12

Torpedo-boats of foreign states 13

Progress of recent construction 14

Battle and coast-defense sbips building 14

Proposals for machinery of Texa9 ikud Maine .' 15

Contracts for materials'for double-tnrreted monitors 15

Floating batteries and rams, proposals for.... 16

Single-turreted monitors, preservation of 17

Unarmored vessels, list and condition of 18-21

Proposals and awards for 2,000-ton cruisers 20

Proposals and awards for 3,000-ton vessels 21

Vesuviu$, dynamite cruiser, status of 21

Tugs, purchase of 22

Enlisted men, creation of efficient personnel 22-25

Naval Home, pensions of inmates 25

Naval leserves, creation of ; 25

Navy-yanls, their condition and necessities 26-30

Accumulation of stotes 29,45

Sites for navy-yards and dry-docks 29-31

Re-opening of navy-yards 31,49

Coaling station at Samoa, establishment of 31

Ordnance, progress in mannfactureof 32,49

Vessels, naming, rating, and command of 33

Ships in commission, squadrons, and operations 33-35

Samoa, disaster at 35

Naval War College and Torpedo Station, condition of 36

Organization of the Department 37-40

Estimates, appropriations and expenditures 40-^4

Limitation of cost of vessels by legislation ^ 41

Receiptsfrom salt's of public property ' 44

Condemm'd vahhoIh 45

Marine corps, incn^aMo of, recommended 46

Melbourne cfutennial international exhibition 46

Revenue-marine Service, transfer to Navy 46-48

ProgH'HJ* of doveloiiment in the Navy 4S

WnHhin^ron Naval Gun Factory 32,49

Office of Naval Intelli|;ence, progress made 49

ProgrfSH in naval a«ini in int ration 49

The country ]»owf*rlesH at sea •••• 49

The true principle to be enforced ..••.. SO

PLATE V

Navy 51 1

RKPORT OF THE SECRETARY OF THE NAVY. 331

liEPoirr OF THE HYDROGRAPIfER TO THE BUIiEAU OF XAVIGATION.

IlYDROGRAPniC OFFICE,

Bureau of Navigation, Navy Department,

Washington^ IK 0., September 1, 1880.

Sir : In the following: report 1 have endeavored to give only an oat-
line of th(» work performed dnring tlie past year, leaving the more de-
taih'<l statfMnents to tlie ehiefs of divisions and officers in charge of the
brancli otVuM^s, wliose accounts will repay examination. There are sev-
eral matters of impoKance. of which they do not si)eak to which I wish
sj)ecially to call yonr attention.

Several plans have been carried into efl'ect for the more economical
distribution of the ottice for(»,e. By the construction of two large sky-
lights in the roof and the addition of six win<lows in the north wall of
the small building at the corner (»f Seventeenth street and New York
avenue, it has been ])ossible to put all the draughtsmen and engravers
together, so that the. employe's attfiched to the Division of Chart Con-
struction and the material (with the exception of the engraved plates)
are all in one building. This is an immense gain iu economy and
etViciency.

The transfer of the draughtsmen from the Navy Department build-
ing has made it possible to consolidate the Division of Sailing Direc-
tions by ]>utting all the force into two adjacent rooms, and this, in turn,
has given a much-needed and contiguous space to the overcrowded
J)ivision of .Marin(» Meteorology.

Thiough the courtesy of the superintendent of the State, War, and
Navy Department building, Chief Engineer Thom Williamson, U. S.
Navy, a small room under the portico of the main entrance, east front,
was ol>tained as a mailing and storage room. This has enabled us to
devote the space thus gained in the plaie-room to the storage of tyi)0
and the ])artial use of the three compositors who form the nucleus of
the future printing-ortiee. These changes, with the condemnation and
sale (»f much us«»h»ss material deposited in the store-room in the sub-
basement, <'omplete the general scheme of redistribution of force and
material outlined long ago, and which the hi(*k of means and oppor-
tunity has iMMUiitted but recently. For further development more
means art* necessarv.

There have be(»n established since the last report three new branch
ollices. namely, at Porthnnl, Oregon, Norfolk, Va., and Savannah, (ia.
Thes(» otlices have stepped immediately into the favor of their respect-
ive communities, and have added considerably to the general efficiency
of the whole branch olHce sinvi<*e. As the appropriation did nota<lmit
of further expansion, in November I retpu'sted (Jeneral Greely, Chief
Signal Officer, T. S. Army, todirect the signal-service observers at Kast-
l)orr and Portland, Me., to communicate with the branch hydrographic
oflice at ISoston; those at New London and New Haven with the New
York branch office; those at Norfolk, Va., Wilmington, N. C, CharleB-

IV LIST OF PAPERS FOEMING APPENDIX.

No. 12. Bureau of Ordnance:

Report of Commodore M. Sicard, chief

Record of proceedings of Torpedo Board

Naval Ordnance Proving Ground, report of Lieatenant-Com-
niander J. H. Dayton

Naval Torpedo Station and War College, report of Commander

C. F. Goodrich

No. 13. Bureau of Construction and Repair :

Report of Chief Constructor T. D. Wilson, Chief

Report of Naval Constructor P. Hiohborn, ou sheathed or un-
sheathed ships

Condition of vessels building:

Report of Naval Constructor J. D. Hoover ...

Report of Assistant Naval Constructor J. H. Linnard

Report of Naval Constructor J. F. Hanscom

Report of Naval Constructor F. L. Fernald

Report of Naval Constructor R. W. Steele .•••.....•.•.

Report of Naval Constructor W. H. Varney

Report of Commodore F. M. Ramsay ....

Report concerning the Trenton

Report of repairs on the Nipsic .......•• ....

19«. 14. Bureau of Stkam Engineering :

Report of Engineer-in-Chief George W. Melville, chief.. •••. ....
No. 15. Bureau of Provisions and Clothing :

Report of Paymaster-General James Fnlton, chief .....••

No. 16. Bureau of Medicine and Surgery:

Report of Surgeon-General John Mills Browne, chief. ...••

Sanitary reports from officers :

Medical Director R. C. Dean, Naval Hospital, Chelsea

Medical Director H. M. Wells, Museum of Hygiene ...«

Medical Inspector T. C. Walton, Naval Academy «. .... ....

Medical Inspector G. W. Woods, navy-yard, Mare Island, Cal.....

Surgeon J. B. Parker, navy-yard, Boston. ......................

Surgeon J. L. Ncilson, training-ship New Hamp9h%re ••

Surgeon C. U. Gravatt, Naval Hospital, Yokom^ma

Surgeon E. Z. Derr, U. S. S. Nlpaio

W. II. Smith, M. D., yellow fever on Yantio and Bo$tanf .......

Passed Assistant Surgeon R. H. McCarty, yellow fever on TamHe.

Passed Assistant Surgeon G. P. Lunsden, U. S. S. BoBion

Assistant Surgeon William Martin, disinfection of TanUc ..••..
Ko. 17. Harins Corps :

Report of Colonel Commandant C. G. MoCawley

INDEX TO APPENDIX.

Page.*
Advertisiog, for tobaooo and general parposes, changes in law suggested .... 633
Apia. (See Samoa.)

Apprentices, training of, number needed 28o-289

cruising training ships for 28^

clothing bounty to 634

Appropriations and expenditures, 1B89, general exhibit 43

Board of Visitors, Naval Academy, report of 20&

appendix to report 21!^

Bnreans. (See under name of each. )

Clothing and small-store fund 634*

Coal, purchase of; in 1889 2d5,746-

Coaling station, Samoa 26&<

Compass Office, work performed f •. 295-

report of the Superintendent 314-

Construction and Repair, report of Chief of Bureau-
Increase of salaries and clerical force recommended 483

Improvements of plants at yards 483

Pnrchase and construction of tug-boats 487

Estimate for a freight-boat 487

Wooden vessels of the Navy, condition of 487

Expenditures, construction and repair, three months 488

Vessels repaii^ 488

Necessity of additional appropriation 48^

System of accounts, legislation necessary 490

Appropriations, changes in method suggested ••.. 490

Asnstant chief of Bureau reauired 490

Steel vessels, preservation or, from corrosion and fouling 490

Single turreted monitors, care of 492

School-ship at Philadelphia, Saratoga turned over 493

Intrepid, conversion into gun-boat recommended 493

if OMOoscy, repair of, on Asiatic station , 493

Vessels wrecked at Samoa, condition of 494

Vessels surveyed and repairs ordered 49&

Vessels surveyed and condemned 49&

Limitation to cost of vessels, embarrassment fh>m 495

Draughting department of Bureau, work in 497

Cruisers 7 and 8, description and capacity of 497

Cruisers 9. 10, and 11, description and capacity of 501

Cruisers 12 and 13, description and capacity of 504

Practice cruiser, dimensions of, etc 605

Armored steel cruising monitor (Thomas monitor), description, etc 507

Coast-defense vessel, description and capacity of 510

Double-turreted monitors, description of 513

Whale-boat for Chief Seumanu, Apia 515

General condition of the Navy 516

Estimates for 1891 517

Vessels repaired at yards in 1889 519

Condition of appropriations of the Bureau 5I§

Expenditures on new vessels SXi

Payments on contract new vessels to October 1 6091

Contracts by Department, on account of Bureau 688

Armored vessels of the Navy, name, tyiie, etc 685

Unarmored steel and iron vessels of the Navy, name, type, etc 688

Wooden fteam-Yessela of the Navy, name, type, etc 538

VI INDEX TO APPENDIX.

Coustraction and Bopalr, report of Chief of Bureau — Continaed.

Wooden sailing vessels of tlio Navy, name, type, etc

Vessels building for the Navy, condition 538

Sheathed or unsheathed ships, report of Naval Constraotor P. Hiohbom.. 565

JSHpsiOf repairs on, at Honolulu .... 585

Contracts. (iSee Proposals.;

Electric lighting, introduction in the Navy S96

report of naval inspector 318

Enlisted men, suggestions of the Secretary concerning 82

number allowed and employment of S87

additional course of instructions for 888»446

suggestions for improvement of 303^*905

of the engineers' force..! 608

Equipment and Recruiting, report of Chief of Bureau :

Estimates of appropriations, by Commodore George Dewey 883

Increase of salary of chief clerk recommended 884

Report of Commodore W. S. Schley .•...

Appropriations for 1889

Coal and hemp, purchase of

Rope-walk, operations at

Forge, chain, and galley shops

Rolflng-mill, chain and smith shops

Sail and rigging lofts

Enlisted men, aud distribution

Condition of receiving-ships 987

Retirement of enlisted men ..^. 987

American birth for enlisted persons 967

System of punishment ^

Additional course of iuHtruction for seamen

Training apprentices for the Navy

Cruising training ships ...•

Pensions for service

Work on new cruisers

Sale of condemned materials ••• ..

Estimates for 1891, for Bureau 991

for Observatory 999

for Nautical Almanac Office 9M

Estimates, general exhibit of, for 1891 •...•••.•....•. 48

salaries and contingent. Secretary's Office •••.......• ...... 51

pay Navy and pay miscellaneous •• .«...• 59

contingent Navy and printing S3

pay Navy, detailed estimate 64-57

under Bureau of Yards aud Docks • 870-993,998

under Bureau of Equipment and Recruiting 991

for Nautical Almanac Office 994

for Naval Observatory .....—. 993

for Naval Academy , 311

under Bureau of Navigation 308

under Bureau of Ordnance 458

under Bureau of Coustruction and Repair 517

under Bureau of Steam Engineering 689

under Bureau of Provisions and Clothing 636

under Bureau of Medicine and Surgery 764

for the Marino Corps 996

Gulf and South Atlantic coast, report of Navy- Yard Commiasion 168

Gun factory, Wawhington 443

Hemp, purchase and cost of .....

made into rope

Hydrographic Ottico, suggestions for improvement

estimates for

report of llydrographor

reports of chiefs of divisions .. ......

reports of branch offices i, 381-419

Increase of the Navy, estimates for. Bureau of Ordnance 453

Bureau of Coustruction and BepAln .... 518

Bureau of Steam Engineering

(5w also Vessels.)

Library, Navy Department, increase of, and appropriations

estimates for

report of Prof. J. R. Soley ••••...•

INDEX TO APPENDIX. VII

\ - Pagew

for ships, further increase proposed •• 300

'onfereuce, luternational, m(^eting of 300

proi^rainiue of Biibjects for disoussion 300

Corps, report ot Colonel Commandant:

■ itlistcd men, and disposition of «.. 824

Cu^nalties and retirements in the corps 624

Guard at Paris Exposition 824

Ditliculties in recruiting;; more men needed 824

Condition of the marine posts 825

Desertion, frequency and cause of 825

Estimates, pay department 826

Estimates, Quart erma8t43r'8 Department 827

Supplies for Marine Corps, proposals and contracts 829

Meteorolojjy, Marine, Hydro^raphic OtBce, rei)ort of 376

Medicine and Surjiery, report of Chief of Bureaa:

Naval hospitals, sanitarium and sick quarters at yards 753

Naval honpital at Yokohama 759

Museum of hy;:it'ne, report on 759

Vacancies in the Medical Corps 760

Yellow fever on vessels of the Navy 761

Small pox on vessels of the Navy 761

(Casualties at Samoa, Apia 762

Pension cases acted on, etc 762

Examinations for enlistments 762,779

Sick of the Navv, number, etc 763

Mortuary record in IStiH 763,780,781

Insane of the Navy, number, etc 763

Estimates for Meilical Department, 1891 764

Naval hospital fund, condition 765

Medical statistics, force alloat •. 766

Medical statistics, force at yards and stations 771

Meilical statistics, naval hospitals •. 775

Vaccination, report of cases 779

Ratio of diseases, force atloat 780

Summary of force afloat '^ 780

Proposals and contracts for medical supplies 788

Sanitary reports from officers:

Meilical Director K. C. Dean, Nav:il Hospital, Chelsea 786

Medical Director H. M. Wells, Museum of Hyftiene 788

Me<lical Inspector T. C. Walton, Naval Academy 789

Medical Inspector G. W. Woo<ls, navy-yard. Mare Island 795

Surgeon J. H. Parker, navy-yard, Boston 797

Surge<m J. L. Neilson, U. S. S. New HamMkire 802

Surgeon C. IJ. Gra vat t. Naval Hospital, lokobama 804

Surgeon E. Z. Derr, U. S. 8. Niimc 805

W. H. Smith, M. D., yellow fever on Bostoa and Tamtte 807

Passed Assistant Surgeon R. H. McCarty, yellow fever on FaiiKo.... 809

Passed Assistant Surgeou G. P. Lnmsden, U. S. 8. Bo9ton 817

Assistant Surgeon William Martin, disinfection of Yantio 88S

Naval Academy, re|>ort of the Bi>ard of Visitors:

Conditions of admiHsion and discharge 205

SuhjectH of study, standard of scholarship 206

Gmunds, bnihling, and sanitary conditions 207

Seamanship, ordnance, and uavigatioD 207

DiM'.ipline. drill, exercises, police, etc 208

.St«'am, mathematics, physics, and mechanics 208

English Htndifs, uifMlern languages, etc 810

Finance and iihrary 210

Appendix, teHiimoiiy taken 218

Report of SuiM'rintend**nt 426

Appropriations for IhK) 431

EHtiuiateslorlf<yi 311

Naval Home, Philailelphia, statistics as to henetioenoes 865

expeudituree at, in 1889. 267

e)«timateH for support of 870-879

pro|Kwals for supplies for A. 699

Naval Intel ligeuce Office, o|>eratioDS of ^ 899

estimates for 308

Naval reserves, argnments in favor of •• ...... 307

Vni INDEX TO APPENDIX.

Naval War Records. (iSe0 War Records.)

Naval War College. (/Sm War College.)

Nautical Almanac Office, report of Saperintehdent •

estimates for

Navy-yard si te on Pacific coast, report of commission

on Gulf and South Atlantic coast, report of oommitBion

Navigation, report of Chief of Bureau :

Operations of the Compass Office •••.••.••

Electric lighting of ships •

Remarks on the Hydrographic Office .............. ^

Removal of derelicts ......^•.

Work of the Banger on west coast of Lower California

Magnetic operations in Central America and west coast of Mexico • -

Work at the Naval Observatory •

Suggestions as to Naval Academy •••••

WorK of the office of Naval Intelligence ••••..

Increase in library, Navy Department •..•••.••...

Progress of preparation of War Records ••.••

Ships' libraries, increase proposed

International Marine Conference, subjects before it • •

Enlisted men, recommendations concerning •••• •••• •••••.

Apprentice system, improvement and increase of • •

Rating and advancement of men

Naval reserves^ speedy estalishment recommended •...••..

Assistant chiefs of bureaus recommended ••.......

Estimates of appropriations for 1891 •.••.. ....

Amount exi>enued under civil establishment

Superintendent of Compasses, report of •.••...••..... •

Electric lighting, report of inspector •••••.

Hydrographic Office, report of hydrographer •••.•••...•••

reports of chart and other divisions. 3SS

reports of branch offices. • 38

Naval Observatory, report of Superintendent ..••..•.

operations at ..••..••••...

estimates for :

transit of Venus commission •.....••

Naval Academy, report of Superintendent ...•..••

estimates for •...••

Nautical Almanac, report of the Superintendent ••.••••••

estimates for ••....••

War Records and Library, report of Superintendent • •.••..••

estimates for ••••.•....••

Ordnance, report of Chief of Bureau :

General statement of estimates for 1891 ••..•••••••••..

Progress in manufacturing caunon ..••••

Supply of powder for the Navy .•.•••••••

Manufacture of projectiles .••...••.•••..••

Improvements in primers and fuses ..•••••••••

Mounts for main batteries .••••• ....

Supply of secondary batteries •..•••••••••

Purchase of small arms • •••.•••••••.•

Armament of new vessels « •••••••

Contract with Bethlehem Company for forgings ••••••

Progress of work in new gun factory ..•..••••..•••.•.••...•

Operations at Naval Ordnance Proving Ground ••••••

New proving and ranging ground needed ..••..••••

Torpedoes, trials of different types .•••. .•••••••

Instruction of enlisted men •••••• ••••

Submarine torpedo-boat, efforts to secure ...... ....••

Sea-going torpedo-boat contracted for ••••.••.•••

Working of pneumatic pressure guns and gnn-oarriagw ..«

Proposals and contracts for steel cast guns ••..••••.

Torpedo Station and War College consolidated ••••••••...

Operations and instructions ......•••. ...•••.••..• 44C

Appropriations and expenditures, 1889 .....••..•••••••

Cost of day's labor at yards ••.••••.•.•.•••••

Amoun^ expended on clerical duty at stations •.••••.••••

Proposals and contracts for supplies ..•.•••••• .».•.•••

Estimates for 1891 •••••••.•••••...

INDEX TO APPENDIX. IX

^^ I*«»K«^

"Ordoance, report of Chief of Bureau — Continaed.

Proceedings of Torpedo Board 454

Naval OrtUiaQce Proving Ground, report of superintendent in charge .. 469

Torpedo Station and War College, report of inspector in charge. «. 472

Pacific coast, site for navy-yard, report of commission 124

Pago-Pago, Samoa, naval station at 266

Pay Corps, increase of, recommended 635

Pensions, for service, number of claims allowed 289

cases acted on by Bureau of Medicine and Surgery 762

Porter, Admiral D. D., report of 203

Proposals and contracts :

Stationery, washing towels, and ice 58

Submarine torpedo-boat • 59

Machines and tools. Mare Island 59-62

Machinery, armored cruiser Maine 61

Materials, construction of Monadnock 66

Construction armored defense vessel..... 69

Machinery battle-ship Texas 69

Construction of 3,000 and 2,000 ton cruisers 7,8,9, 10, 11 69

Materials for monitor Amphitriie 70

Machines and tools for navv-yard, Brooklyn 71

Tools for navy-yard, Norfolk 74

Steel for protective deck plati'S, Texae 75

Steel plates for tbe Maine 75

Construction of st4>am-tu^ 75

Steel for construction cruisers Nos. 7 and 8 .••• 76

Materials for 3,000-tou cruisers 76

Under Bureau of Provisions and Clothing 699

Ordnance ^•... 458

Medicine and Surgery 782

Marine Corps 829

Proving ground at Annapolis, change of site needed 444

report of officer in charge 469

Provisions and Clothing, report of Chiefof Bureau :

Organization of a central office 631

Consolidation of supplies under custody of Bureau 632

Explanation of statements submitted ..• 632

Tobacco, purchase of, and advertising for 633

Advertising for general purposes, suggestions..... 634

Sales by public auction, amt^udmeut of law recommended.. ••• 634

Clothing, bounty to apprentic<«, re-imbnrsement of fund ••• 634

Clothing and smal 1- store funds, consolidation suggested ....^ 634

Personnel of the Pay Corps, assignment and inoreaae 635

Estimates for tbe Bureau for 1891 636

Chief clerk, increase of salary recommended • 637

^A) Condense<l abstract of returns from shore stations • • 638

H ) Condensed abstract of bureau returns by stations 641

C) Coudensed abstract of station returns by bnreans 645

D) Clxissified abstract of bureau returns by stations ••• 650

E) Classified abstract of station returns by bnreans 674

'F) Compilation from ship's property returns 695

[(j) Statement of home expenditures from appropriations under oogni-

zance of the Paymaster-General 695

(H) Statement of expenditures hr ships in commiaaion. from appropria-
tions under cognizance of the Paymaster-General 697

(I) Statement of sales of supplies between bnreans for the fiaoal ya^r .. 696

(J) Schedule of proposals received dnring year 696

(K) Summary or re<iuisitions acted upon during year 746

(L) Statement of coal bought at home and abroad ••• 746

(M) Statement of Fourth Auditor's certificates recorded 747

(N) Statement of appropriation ''Provisions" 747

(O) Statement of appropriation " Contingent, Provisions and ClotJiing^ 748
(P) Statement of appropriation *' Civil establishment, Proriaiona and

Clothing" 749

(Q) Statement of clothing fund 748

(R) Statement of small-stores fund •••••••••. 751

(S) Statement of aales by anotion under Boreaa of ProrialoiM aad Oloih*

ing" 788

Sail-lofts, work performed at tlie..... ..• 966

X INDEX TO APPENDIX.

Sales of Goyemment property, deposits in the Treasary

amendment of law sn^gested •

Sale of condemned articles. Bureau Equipment and Reornitin^ .... •.•

Provision and Clothing

Samoa, coaling station at Pago-Pago 31

Samoa, disaster at Apia :

Report of Rear- Admiral L. A. Kiniberly

Casualties to officers and crew

Capt. N. H. Farquhar, Trentony general report of

commending Lif nt. Commander H. W. Lyon

Cadet R. H. Jackson .•••••..

Secretary of the Navy to Cadet R. H. Jackson

Fugi Hachitaro, gallant conduct of

Report of Commander D. W. Mnllan, i^Tipafc

Lieut. J. W. Carlin, executive officer FandoZia....

board of investigation

Supplemental report of Lieut. J. W. Carlin....

Additional report of Rear- Admiral Kimberly, condition of veaaelB...

Reports of Rear- Admiral Kimberly of assistance rendered 114

Acknowledgment of assistance rendered .\... 115

Special report of Rear- Admiral Kimberly concerning officers and men
Action of Department, Secretary of Navy to Rear- Admiral Kimberly

Simpson dry-docks, progress of work on 5M

Sites for navy-yards, reports of commissions .IM

Supplies, contracts for, mode by Secretary of the Navy &

Paymaster-General 098

Surgeon-General 78d

Quartermaster Marine Corps 8S8

Bureau of Ordnance

Surveys, foreign, by Navy SW

Tobacco, manner of purchasing

Torx>edo Board, proceedings of

Torpedo Station and War College, condition and management of.....

estimates for ...•••

report of Superintendent

Steam Engineering, report of Chief of Bureau —

Appropriation, steam-machinery, li^89, condition

General operations of the bureau

Machinery of naval vessels, work on ....

Cost ot work on vessels at yards and stations ••_...••

Condition of machinery of vessels and work required •«.• .......

Navy-yards, needs of eugineeriug department

synopsis of work i>erformed

Personnel of the Engineer Corps, suggestions

Enlisted men of the engineers* force, suggestions

Coil and tubulons boilers, test of

New vessels, contract trials of

basis for estimates for $1,120,000 for machinery of

machinery under construction for

description of machinery designed by borean, for.....

weight of machinery, subject of discussion ....

contractod for or completed

Launch machinery, designed by bureau , •....

Estimates for Htcam machim^ry, insufficient 1

the bureau of, lr?91

niachiuery of vesaelM, not contracted for -.»..

Clerical force, iiirroaso of, and of salaries asked

Vessels in conmiission, detailed movem«»nts of

work on, by Bureau of Equipment and Recruiting

survoyod and condomnod w... ......

lYcnton and Vandalia stricken from Register

arniaiiK'nt, «*tc, of ....•..,,.,

plans and (IvHcriptions of now

paynuMits nia<le on lu^w .................

contractH for material and for construction oi Jn

name, type, ilimeuHions, etc., of all, in the Navy ••....•.••....

condition of those building -..----•.••-•...... i

report on sheathed and unshcated ....•••••...,

work performed on, by Engineering Bureau ••.•••

INDEX TO APPENDIX, XI

Page.

YeMelB, machinery for, designed by En^neering Bureaa 620

machinery for, onder oonstraction 617

contract trials of new , 613

cost of machinery of new, completed 627

cost of machinery of new, contracted for 628

War College, consolidation with Torpedo Station 448

instruction at 449

report of Inspector in charge 472

WarBeoonls, progress of preparation 299

estimates for 308

report of the Superintendent 433

Yards and Docks, report of Chief of Burean —

Estimates for 1891 259

£lxpenditnre, general statement, estimates, and condition of the yards —

Portsmonth 260

Boston 260

Brooklyn 261

League Island 262

Washington and Norfolk 263

Pensacola and Mare Island 264

Naval station, New London 265

Port Royal 265

Key West 265

Naval Home, Philadelphia 265

Navy-yanl commissions 266

Naval station, Pago-Pa^o, Samoa 266

Increase of saJary of chief clerk recommended 267

Statement of expenditures, yards and stations 267, 269, 275

Detailed estimates, yards and stations 270-274

Expenditures for civK emplov^s 275

Statement of appropriations for 1890 • 276

Detailed estimates for bureau for 1891 S7&-28S

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