Less far-reaching, because men are greater than ships, but still of immense timeliness as a preparative to the war, was the reconstitution of the material of the navy, practically coincident with the regeneration of the personnel. The causes which led to this are before my time, and beyond my contemporary knowledge. They therefore form no part of my theme; but the result, which is more important than the process, was strictly contemporary with me. It marked a definite parting with sails as the motive reliance of a ship-of-war, but at the same time was characterized by an extreme conservatism, which then was probably judicious, and certainly represented the naval opinion of the day. It must be remembered that the Atlantic was first crossed under steam in 1837, a feat shortly before thought impossible on account of coal consumption, and that the screw-propeller was not generally adopted till several years afterwards. In 1855 the transatlantic liners were still paddlers; but the paddle-wheel shaft was far above the water, and so, in necessary consequence, was much of the machinery which transmitted power from the boilers to the wheel. All battle experience avouched the probability of disabling injury under such exposure; not more certain, but probably more fatal, than that to spars and sails of sailing-ships. Despite this drawback, paddlewheel men-of-war were being built between 1840 and 1850. Our own navy had of these two large and powerful vessels, sisters, theMissouriand theMississippi. Singularly enough, both met the same end, by fire; theMissouribeing burned in the Bay of Gibraltar in 1843, theMississippiin the river whence she took her name, in the course of Farragut's passage of the batteries at Port Hudson in 1863. This engagement marked the end of the admiral's achievements in the river, throughout which, beginning with the passage of the forts and the capture of New Orleans, theMississippihad done good work. At the time of her destruction, the present Admiral Dewey was her first lieutenant. Besides these two we had theSusquehanna, "paddle-wheel steam-frigate," which also served manfully through the war, and was in commission after it. It was she that carried General Sherman on his mission to Mexico in 1866. As usual, the principal European navies had built many more of these vessels; that is, had adopted improvements more readily than we did. During my first cruise after graduation, on the coast of Brazil, 1859–61, the British squadron there was composed chiefly of paddlers; the flag-shipLeopardbeing one. As I remember, there was only one screw-steamer, the sloop-of-warCuraçao.
By that time, however, the paddlers were only survivals; but it may be noted, in passing, with reference to the cry of obsolescence so readily raised in our day, that these survivals did yeoman service in the War of Secession. It is possible to be too quick in discarding, as well as too slow in adopting. By 1850 the screw had made good its position; and the difficulty which had impeded the progress of steam in men-of-war disappeared when it became possible to place all machinery below water. There were, however, many improvements still to come, before it could be frankly and fully accepted as the sole motive power. It is not well to let go with one hand till sure of your gripwith the other. So in the early days of electric lighting prudent steamship companies kept their oil-lamps trimmed and filled in the brackets alongside of the electric globes. Apart from the problem experienced by the average man—and governments are almost always averages in adjusting his action to novel conditions, the science of steam-enginery was still very backward. Notably, the expenditure of coal was excessive; to produce a given result in miles travelled, or speed attained, much more had to be burned than now, a condition to which contributed also the lack of rigidity in the wooden hulls, which still held their ground. Sails were very expensive articles, as I heard said by an accomplished officer of the olden days; but they were less costly than coal. Steam therefore was accepted at the first only as an accessory, for emergencies. It was too evident for question that in battle a vessel independent of the wind would have an unqualified advantage over one dependent; though an early acquaintance of mine, a sailmaker in the navy, a man of unusual intelligence and tried courage, used to maintain that steam would never prevail. Small steamers, he contended, would accompany sailing fleets, to tow vessels becalmed, or disabled in battle; a most entertaining instance of professional prepossession. What would be his reflections, had he survived till this year of grace, to see only six sailmakers on the active list of the navy, the last one appointed in 1888, and not one of them afloat. Likewise, in breasting the continuous head-winds which mark some ocean districts, or traversing the calms of others, there would be gain; but for the most part sailing, it was thought, was sufficiently expeditious, decidedly cheaper, and more generally reliable; for steamers "broke down." Admiral Baudin; a French veteran of the Napoleonic period, was very sarcastic over the uncertainties of action of the steamers accompanying his sailing frigates, when he attacked Fort San Juan de Ulloa, offVera Cruz in 1839; and since writing these words I have come across the following quotation, of several years later, from the LondonGuardian, which is republishing some of its older news under the title "'Tis Sixty Years Since."
"Naval manœuvres in 1846. The Squadron of Evolution is one of the topics of the present week (June 10, 1846). Its arrival in the Cove of Cork, after a cruise which has tested by every variety of weather the sailing qualities of the vessels, has furnished the world with a few particulars of its doings, and with some materials for speculating on the problems it was sent out to solve. The result, as far as it goes, is certainly unfavorable to the exclusive prevalence of steam agency in naval warfare. Sailing ships, it is seen, can do things which steamers, as at present constructed, cannot accomplish. They can keep the sea when steamers cannot. But the screw-steamer, which is reported to have astonished everybody, is certainly an exception. Perhaps by this contrivance the rapidity and convenience of steam locomotion may be combined with the power and stability of our huge sailing batteries."
"Naval manœuvres in 1846. The Squadron of Evolution is one of the topics of the present week (June 10, 1846). Its arrival in the Cove of Cork, after a cruise which has tested by every variety of weather the sailing qualities of the vessels, has furnished the world with a few particulars of its doings, and with some materials for speculating on the problems it was sent out to solve. The result, as far as it goes, is certainly unfavorable to the exclusive prevalence of steam agency in naval warfare. Sailing ships, it is seen, can do things which steamers, as at present constructed, cannot accomplish. They can keep the sea when steamers cannot. But the screw-steamer, which is reported to have astonished everybody, is certainly an exception. Perhaps by this contrivance the rapidity and convenience of steam locomotion may be combined with the power and stability of our huge sailing batteries."
Under convictions thus slowly recasting, the first big steam ships-of-war carried merely "auxiliary" engines; were in fact sailing vessels, of the types in use for over a century, into which machinery was introduced to meet occasional emergencies. In some cases, probably in many, ships already built as sailers were lengthened and engined. As late as 1868 we were station-mates with one such, theRodney, of 90 guns, then the flag-ship of the British China squadron; and we had already met, another, thePrincess Royal, at the Cape of Good Hope, homeward bound. She, however, had been built as a steamer. She was a singularly handsome vessel, of her majestic type; and, as she lay close by us, I remember commenting on her appearance to one of my messmates, poor Stewart, who afterwards wentdown in theOneida. "Yes," he replied, "she possesses several elements of the sublime." They were certainly imposing creations, with their double and treble tiers of guns, thrusting their black muzzles through the successive ports which, to the number of fifteen to twenty, broke through the two broad white bands that from bow to stern traversed the blackness of their hulls; above which rose spars as tall and broad as ever graced the days of Nelson. To make the illusion of the past as complete as possible, and the dissemblance from the sailing ship as slight, the smoke-stack—or funnel—was telescopic, permitting it to be lowered almost out of sight. For those who can recall these predecessors of the modern battle-ships, the latter can make slight claim to beauty or impressiveness; yet, despite the ugliness of their angular broken sky-line, they have a gracefulness all their own, when moving slowly in still water. I remember a dozen years ago watching the French Mediterranean fleet of six or eight battle-ships leaving the harbor of Villefranche, near Nice. There was some manœuvring to get their several stations, during which, here and there, a vessel lying quiet waiting her opportunity would glide forward with a dozen slow turns of the screws, not agitating the water beyond a light ripple at the bows. The bay at the moment was quiet as a mill-pond, and it needed little imagination to prompt recognition of the identity of dignified movement with that of a swan making its leisurely way by means equally unseen; no turbulent display of energy, yet suggestive of mysterious power.
Before the War of Secession, and indeed for twenty years after it, the United States never inclined to the maintenance of squadrons, properly so-called. It is true, a dozen fine ships-of-the-line were built during the sail period, but they never sailed together; and the essence of the battle-ship, in all eras, is combined action. Our squadrons, till longafter I entered the navy, were simply aggregations of vessels, no two of which were necessarily of the same size or class. When a ship-of-the-line went to sea—which never happened in my time—she went without mates, a palpable paradox; a ship-of-the-line, which to no line belonged. Ours was a navy of single, isolated cruisers; and under that condition we had received a correct tradition that, whatever the nominal class of an American ship-of-war, she should be somewhat stronger than the corresponding vessels built by other nations. Each cruiser, therefore, would bring superior force to any field of battle at all possible to her. This was a perfectly just military conception, to which in great measure we owed our successes of 1812. The same rule does not apply to fleets, which to achieve the like superiority rely upon united action, and upon tactical facility obtained by the homogeneous qualities of the several ships, enabling them to combine greater numbers upon a part of the enemy. Therefore Great Britain, which so long ruled the world by fleets, attached less importance to size in the particular vessel. Class for class, her ships were weaker than those of her enemies, but in fleet action they usually won. At the period of which I am writing, the screw-propeller, having fairly established its position, prompted a reconstruction of the navy, with no change of the principles just mentioned. The cruiser idea dictated the classes of vessels ordered, and the idea of relative size prescribed their dimensions. There were to be six steam-frigates of the largest class, six steam-sloops, and six smaller vessels, a precise title for which I do not know. I myself have usually called them by the French name corvette, which has a recognized place in English marine phraseology, and means a sloop-of-war of the smaller class. A transfer of terms accompanying a change of system is apt to be marked by anomalies.
These eighteen vessels were the nucleus of the fighting force with which the government met the war of 1861. In the frigates and sloops steam was purely auxiliary; they had every spar and sail of the sailing ships to which they corresponded. Four of the larger sloops—theHartford,Richmond,Brooklyn, andPensacola—constituted the backbone of Farragut's fleet throughout his operations in the Mississippi. TheLancaster, one of the finest of these five sisters, was already in the Pacific, and there remained throughout the contest; while theSan Jacinto, being of different type and size, was employed rather as a cruiser than for the important operations of war. It was she that arrested the Confederate commissioners, Slidell and Mason, on board the British mail-steamerTrent, in 1861. The corvettes for the most part were also employed as cruisers, being at once less effective in battery, for river work, and swifter. They alone of the vessels built in the fifties were engined for speed, as speed went in those days; but their sail power also was ample, though somewhat reduced. One of them, theIroquois, accompanied Farragut to New Orleans, as did a sister ship to her, theOneida, which was laid down in 1861, after many Southern Senators and Representatives had left their seats in Congress and the secession movement became ominous of war; when it began to be admitted that perhaps, after all, for sufficient cause, brothers might shed the blood of brothers.
The steam-frigates were of too deep draught to be of much use in the shoal waters, to which the nature of the hostilities and the character of the Southern coast confined naval operations. Being extremely expensive in upkeep, with enormous crews, and not having speed under steam to make them effective chasers, they were of little avail against an enemy who had not, and could not have, any ships at sea heavy enough to compete with them. TheWabashof this class bore the flag of Admiral Dupontat the capture of Port Royal; and after the fight the negroes who had witnessed it on shore reported that when "that checker-sided ship," following the elliptical course prescribed to the squadron for the engagement, came abreast the enemy's works, the gunners, after one experience, took at once to cover. No barbette or merely embrasured battery of that day could stand up against the twenty or more heavy guns carried on each broadside by the steam-frigates, if these could get near enough. At New Orleans, even the less numerous pieces of the sloops beat down opposition so long as they remained in front of Fort St. Philip and close to; but when they passed on, so the first lieutenant of one of them told me, the enemy returned to his guns and hammered them severely. This showed that the fort was not seriously injured nor its armament decisively crippled, but that the personnel was completely dominated by the fire of many heavy guns during the critical period required for the smaller as well as larger vessels to pass. As most of the river work was of this character, the broadsides of the sloops were determinative, and those of the frigates would have been more so, could they have been brought to the scene; but they could not. Much labor was expended in the attempt to drag theColorado, sister ship to theWabash, across the bar of the Mississippi, but fruitlessly.
For the reason named, the screw-frigates built in the fifties had little active share in the Civil War. Were they then, from a national stand-point, uselessly built? Not unless preparation for war is to be rejected, and reliance placed upon extemporized means. To this resort our people have always been inclined to trust unduly, owing to a false or partial reading of history; but to it they were excusably compelled by the extensive demands of the War of Secession, which could scarcely have been anticipated. At the time these frigates were built, they were,by their dimensions and the character of their armaments, much the most formidable ships of their class afloat, or as yet designed. Though correctly styled frigates—having but one covered deck of guns—they were open to the charge, brought against our frigates in 1812 by the British, of being ships-of-the-line in disguise; and being homogeneous in qualities, they would, in acting together, have presented a line of battle extorting very serious consideration from any probable foreign enemy. It was for such purpose they were built; and it was no reproach to their designers that, being intended to meet a probable contingency, they were too big for one which very few men thought likely. At that moment, when the portentous evolution of naval material which my time has witnessed was but just beginning, they were thoroughly up-to-date, abreast and rather ahead of the conclusions as yet reached by contemporary opinion. The best of compliments was paid them by the imitation of other navies; for, when the first one was finished, we sent her abroad on exhibition, much like a hen cackling over its last performance, with the result that we had not long to congratulate ourselves on the newest and best thing. It is this place in a long series of development which gives them their historical interest.
But if the frigates were unfitted to the particular emergency of a civil contest, scarcely to be discerned as imminent in 1855, the advantage of preparation for general service is avouched by the history of the first year of hostilities, even so exceptional as those of 1861 and 1862. Within a year of the first Bull Run, Farragut's squadron had fought its way from the mouth of the Mississippi to Vicksburg. That the extreme position was not held was not the fault of the ships, but of backwardness in other undertakings of the nation. All the naval vessels that subdued New Orleans had been launched and ready before the war, except theOneidaand the gunboats; and to attribute any determinative effect in such operations to the gunboats, with their one heavy gun, is to misunderstand the conditions. Even a year later, at the very important passage of Port Hudson, the fighting work was done by theHartford,Richmond,Mississippi, andMonongahela; of which only the last named, and least powerful, was built after the war began. It would be difficult to overrate the value, material and moral, of the early successes which led the way to the opening of the great river, due to having the ships and officers ready. So the important advantages obtained by the capture of Port Royal in South Carolina, and of Hatteras Inlet in North Carolina, within the first six months, were the results of readiness, slight and inadequate as that was in reference to anything like a great naval war.
A brief analysis of the composition of the navy at the opening of the War of Secession, will bring out still more vividly how vitally important to the issue were the additions of the decade 1850–60. In March, 1861, when Lincoln was inaugurated, the available ships-of-war at sea, or in the yards, numbered sixty-one. Of these thirty-four were sailing vessels, substantially worthless; although, as the commerce of the world was still chiefly carried on by sailing ships, they could be of some slight service against these attempting to pass a blockade. For the most part, however, they were but scarecrows, if even respected as such. Of the twenty-seven steamers, only six dated from before 1850; the remainder were being built when I entered the Naval Academy in September, 1856. Their construction, with all that it meant, constituted a principal part of the environment into which I was then brought, of which the recasting of the list of officers was the other most important and significant feature. Both were revolutionary in character, and prophetic of further changes quite beyond the foresight of contemporaries. From this point of view, the period in question has the character ofan epoch, initiated, made possible, by the invention of the screw-propeller; which, in addition to the better nautical qualities associated with it, permitted the defence of the machinery by submersion, and of the sides of the ship by the application of armor. In this lay the germ of the race between the armor and the gun, involving almost directly the attempt to reach the parts which armor cannot protect, the underwater body, by means of the torpedo. The increases of weight induced by the competition of gun and armor led necessarily to increase of size, which in turn lent itself to increases of speed that have been pushed beyond the strictly necessary, and at all events are neither militarily nor logically involved in the progress made. It has remained to me always a matter of interest and satisfaction that I first knew the navy, was in close personal contact and association with it, in this period of unconscious transition; and that to the fact of its being yet incomplete I have owed the experience of vessels, now wholly extinct, of which it would be no more than truth to say that in all essential details they were familiar to the men of two hundred years ago. Nay, in their predecessors of that date, as transmitted to us by contemporary prints, it is easy to trace the development, in form, of the ships I have known from the mediæval galley; and this, were the records equally complete, would doubtless find its rudimentary outlines in the triremes of the ancient world. Of this evolution of structure clear evidences remain also in terminology, even now current; survivals which, if the facts were unknown, would provoke curiosity and inquiry as to their origin, as physiologists seek to reconstruct the past of a race from scanty traces still extant.
I have said that the character of the ships then building constituted a chief part of my environment in entering the navy. The effect was inevitable, and amounted in fact simply to making me a man of my period. My most susceptible years were colored by the still lingering traditions of the sail period, and of the "marling-spike seaman;" not that I, always clumsy with my fingers, had any promise of ever distinguishing myself with the marling-spike. This expressive phrase, derived from its chief tool, characterized the whole professional equipment of the then mechanic of the sea, of the man who, given the necessary rope-yarns, and the spars shaped by a carpenter, could take a bare hull as she lay for the first time quietly at anchor from the impetus of her launch, and equip her for sea without other assistance; "parbuckle" on board her spars lying alongside her in the stream, fit her rigging, bend her sails, stow her hold, and present her all a-taunt-o to the men who were to sail her. The navigation of a ship thus equipped was a field of seamanship apart from that of the marling-spike; but the men who sailed her to all parts of the earth were expected to be able to do all the preliminary work themselves, often did do it, and considered it quite as truly a part of their business as the handling her at sea. Of course, in equipping ships, as in all other business, specialization had come in with progress; there were rope-makers, there were riggers who took the ropes ready-made and fitted them for the ship, and there were stevedores to stow holds, etc.; but the tradition ran that the seaman should be able on a pinch to do all this himself, and the tradition kept alive the practice, which derived from the days not yet wholly passed away when he might, and often did, have to refit his vessel in scenes far distant from any help other than his own, and without any resources save those which his ready wit could adapt from materials meant for quite different uses. How to make a jib-boom do the work of a topsail-yard, or to utilize spare spars in rigging a jury-rudder, were specimens of the problems then presented to the aspiring seaman. It was somewhere in the thirties, not so very long before my time, that a Captain Rous, of theBritish navy, achieved renown—I would say immortal, were I not afraid that most people have forgotten—by bringing his frigate home from Labrador to England after losing her rudder. It is said that he subsequently ran for Parliament, and when on the hustings some doubter asked about his political record, he answered, "I am Captain Rous who brought thePiqueacross the Atlantic without a rudder." Of course the reply was lustily cheered, and deservedly; for in such seas, with a ship dependent upon sails only, it was a splendid, if somewhat reckless achievement. Cooper, in hisHomeward Bound, places the ship dismasted on the coast of Africa. Close at hand, but on the beach, lies a wrecked vessel with her spar standing; and there is no exaggeration in the words he puts into the mouth of Captain Truck, as he looked upon these resources: "The seaman who, with sticks, and ropes, and blocks enough, cannot rig his ship, might as well stay ashore and publish an hebdomadal."
Such was the marling-spike seaman of the days of Cooper and Marryat, and such was still the able seaman, the "A.B.," of 1855. It was not indeed necessary, nor expected, that most naval officers should do such things with their own hands; but it was justly required that they should know when a job of marling-spike seamanship was well or ill done, and be able to supervise, when necessary. Napoleon is reported to have said that he could judge personally whether the shoes furnished his soldiers were well or ill made; but he needed not to be a shoemaker. Marryat, commenting on one of his characters, says that he had seldom known an officer who prided himself on his "practical" knowledge who was at the same time a good navigator; and that such too often "lower the respect due to them by assuming the Jack Tar." Oddly enough, lunching once with an old and distinguished British admiral, who had been a midshipman while Marryat still lived, hetold me that he remembered him well; his reputation, he added, was that of "an excellent seaman, but not much of an officer," an expressive phrase, current in our own service, and which doubtless has its equivalent in all maritime languages.
In my early naval life I came into curious accidental contact with just such a person as Marryat described. I was still at the Academy, within a year of graduation, and had been granted a few days' leave at Christmas. Returning by rail, there seated himself alongside me a gentleman who proved to be a lieutenant from the flag-ship of the Home Squadron, going to Washington with despatches. Becoming known to each other, he began to question me as to what new radicalisms were being fostered in Annapolis. "Are they still wasting the young men's time over French? I would not permit them to learn any other language than their own. And how about seamanship? What do they know about that? As far as I have observed they know nothing about marling-spike seamanship, strapping blocks, fitting rigging, etc. Now I can sit down alongside of any seaman doing a bit of work and show him how it ought to be done; yes, and do it myself." It was Marryat's lieutenant, Phillott,ipsissimis verbis. I listened, over-awed by the weight of authority and experience; and I fear somewhat in sympathy, for such talk was in the air, part of the environment of an old order slowly and reluctantly giving way to a new.
Of course I shared this; how should I not, at eighteen? In giving expression to it once, I drew down on my head a ringing buffet from my father, in which he embodied an anecdote of Decatur I never saw elsewhere, and fancy he owed to his boyhood passed near a navy-yard town—Portsmouth, Virginia—while Decatur was in his prime. I had written home with reference to some study, in which probably I did not shine, "What did Decatur know aboutsuch things?" A boy may be pardoned for laying himself open to the retort which so many of his superiors equally invited: "Depend upon it, if Decatur had been a student at the Academy, he would, so far as his abilities permitted, have got as far to the front as he always did in fighting. He always aimed to be first. It is told of him that he commanded one of two ships ordered on a common service, in which the other arrived first at a point on the way. Her captain, instead of pushing forward, waited for Decatur to come up; on hearing which the latter exclaimed in his energetic way, 'The d——d fool!'" Decatur, however, also shared, and shared inevitably, the prepossessions of his day. I was told by Mr. Charles King, when President of Columbia College, that he had been present in company with Decatur at one of the early experiments in steam navigation. Crude as the appliances still were, demonstration was conclusive; and Decatur, whatever his prejudices, was open to conviction. "Yes," he said, gloomily, to King, "it is the end of our business; hereafter any man who can boil a tea-kettle will be as good as the best of us." It is notable that in my day a tradition ran that Decatur himself was not thoroughly a seaman. The captain of the first ship in which I served after graduation, a man of much solid information, who had known the commodore's contemporaries, speaking about some occurrence, said to me, "The trouble with Decatur was, that he was not a seaman." I repeated the remark to one of our lieutenants, and he ejaculated, with emphasis, "Yes, that is true." I cannot tell how far these opinions were the result of prepossession in those from whom they derived. There had been hard and factious division in the navy of Decatur's day, culminating in the duel in which he fell; and the lieutenant, at least, was associated by family ties with Decatur's antagonist.
To deny that the methods of the Naval Academy were open to criticism would be to claim for them infallibility.Upon the whole, however, in my time they erred rather on the side of being over-conservative than unduly progressive. Twenty years later, recalling some of our Academy experiences to one of my contemporaries, himself more a man of action than a student, and who had meanwhile distinguished himself by extraordinary courage in the War of Secession—I mean Edward Terry—he said, "Oh yes, those were the days before the flood." The hold-back element was strong, though not sufficiently so to suit such as my friend of the railroad. Objectors laid great stress on the word "practical;" than which, with all its most respectable derivation and association, I know none more frequently—nor more effectually—used as a bludgeon for slaying ideas. Strictly, of course, it means knowing how to do things, and doing them; but colloquially it usually means doing them before learning how. Leap before you look. The practical part is bruising your shins for lack of previous reflection. Of course, no one denies the educational value of breaking your shins, and everything else your own—a burnt child dreads the fire; but the question remains whether an equally good result may not be reached at less cost, and so be more really practical. I recall the fine scorn with which one of our professors, Chauvenet, a man of great and acknowledged ability, practical and other, used to speak of "practical men." "Now, young gentlemen, in adjusting your theodolites in the field, remember not to bear too hard on the screws. Don't put them down with main force, as though the one object was never to unscrew them. If you do, you indent the plate, and it will soon be quite impossible to level the instrument properly. That," he would continue, "is the way with your practical men. There, for instance, is Mr. ——," naming an assistant in another department, known to the midshipmen as Bull-pup, who I suppose had been a practical surveyor; "that is what he does." I presume the denunciation wasdue to B. P. having at one time borrowed an instrument from the department, and returned it thus maltreated. But "practical," so misapplied—action without thought—was Chauvenet's red rag.
An amusing reminiscence, illustrative of the same common tendency, was told me by General Howard. I had the pleasure of meeting Howard, then in command of one wing of Sherman's army, at Savannah, just after the conclusion of the march to the sea, in 1864. He spoke pleasantly of his associations with my father, when a cadet at the Military Academy, and added, "I remember how he used to say, 'A little common-sense, Mr. Howard, a little common-sense.'" Howard did not say what particular occasions he then had in mind, but a student reciting, and confronted suddenly with some question, or step in a demonstration, which he has failed to master, or upon which he has not reflected, is apt to feel that the practical thing to do is not to admit ignorance; to trust to luck and answer at random. Such a one, explaining a drawing of a bridge to my father, was asked by him what was represented by certain lines, showing the up-stream part of a pier. Not knowing, he replied, "That is a hole to catch the ice in." "Imagine," said my father, in telling me the story, "catching all the ice from above in holes in the piers." A little common-sense—exercised first, not afterwards—is the prescription against leaping before you look, or jamming your screws too hard.
To substitute acquired common-sense—knowledge and reflection—for the cruder and tardier processes of learning by hard personal experience and mistakes, is, of course, the object of all education; and it was this which caused the foundation of the Naval Academy, behind which at its beginning lay the initiative of some of the most reputed and accomplished senior officers of the navy, conscious of the needless difficulties they themselves had had to surmount in reaching the level they had. It involved no detraction from their professional excellence, the excellence of men professionally self-made; but none comprehend the advantages of education better than candid men who have made their way without it. By the time I entered, however, there had been a decided, though not decisive, reaction in professional feeling. Ten years had elapsed since the founding of the school, and already development had gone so far that suspicion and antagonism were aroused. Up to 1850 midshipmen went at once to sea, and, after five years there, spent one at Annapolis; whereupon followed the final examination for a lieutenancy. This effected, the man became a "passed" midshipman. Beginning with 1851, the system was changed. Four years at the Academy were required, after which two at sea, and then examination. This, being a clean break with the past, outraged conservatism; it introduced such abominations as French and extended mathematics; much attention was paid to infantry drill—soldiering; the scheme was not "practical;" and it was doubtless true that the young graduate, despite six months of summer cruising interposed between academic terms, came comparatively green to shipboard. In that particular respect he could not but compare for the moment unfavorably with one who under the old plan would have spent four years on a ship's deck. Whether, that brief period of inexperience passed, he would not be permanently the better for the prior initiation into therationaleof his business, few inquired, and time had not yet had opportunity to show.
Perhaps, too, there was among the graduates something of the "freshness" which is attributed to the same age in leaving a university. I do not think it; the immediate contact with conditions but partly familiar to us, yet perfectly familiar to all about us, excited rather a wholesome feeling of inferiority or inadequacy. We had yet to findourselves. But there remained undoubtedly some antagonism between the old and the new. Not that this ever showed itself offensively; nothing could have been kinder or more open-hearted than our reception by the lieutenants who had not known the Academy, and who probably depreciated it in their hearts. Whatever they thought, nothing was ever said that could reflect upon us, the outcome of the system. It was not even hinted that we might have been turned out in better shape under different conditions. From my personal experience, I hope we proved more satisfactory than may have been expected. When we returned home in 1861, just after the first battle of Bull Run, our third lieutenant said to me that he expected a command, and would be glad to have me as his first lieutenant; and upon my detachment one of the warrant officers expressed his regret that I was not remaining as one of the lieutenants of the ship. Both being men of mature years and long service, and with no obligation to speak, it is permissible to infer that they thought us fit at least to take the deck. As it was, in the uproar of those days, no questions were asked. The usual examinations were waived, and my class was hurried out of the midshipmen's mess into the first-lieutenant's berth. Without exception, I believe, we all had that duty at once—second to the captain—missing thereby the very valuable experience of the deck officer. In the face of considerable opposition, as I was told by Admiral Dupont, the leading officers of the day frustrated the attempt to introduce volunteer officers from the merchant service over our heads; another proof of confidence in us, as at least good raw material. The longer practice of the others at sea was alleged as a reason for thus preferring them, which was seriously contemplated; but the reply was that acquaintance with the organization of a ship-of-war, with her equipment and armament, the general military tone so quickly assimilatedby the young and so hardly by the mature, outweighed completely any mere question of attainment in handling a ship. As drill officers, too, the general excellence of the graduates was admitted.
Within a fortnight of doing duty on the forecastle, as a midshipman, I thus found myself first lieutenant of a very respectable vessel. One of my shipmates, less quickly fortunate, was detailed to instruct a number of volunteer officers with the great guns and muskets. One of them said to him, "Yes, you can teach me this, but I expect I can teach you something in seamanship"; a freedom of speech which by itself showed imperfect military temper. At the same moment, I myself had a somewhat similar encounter, which illustrates why the old officers insisted on the superior value of military habit, and the necessarily unmilitary attitude, at first, of the volunteers. I had been sent momentarily to a paddle-wheel merchant-steamer, now purchased for a ship-of-war, theJames Adger, which had plied between Charleston and New York. A day or two after joining, I saw two of the engineer force going ashore without my knowledge. I stopped them; and a few moments afterwards the chief engineer, who had long been in her when she was a packet, came to me with flaming eyes and angry voice to know by what right I interfered with his men. It had to be explained to him that, unlike the merchant-service, the engine-room was but a department of the military whole of the ship, and that other consent than his was necessary to their departure. A trivial incident, with a whole world of atmosphere behind it.
Probably there have been at all periods educational excesses in the outlook of some of the Naval Academy authorities; and I personally have sympathized in the main with those who would subordinate the technological element to the more strictly professional. I remember one superintendent—and he, unless rumor was in error, had been one of the early opposition—saying to me with marked elation, "I believe we carry the calculus farther here than they do at West Point." I myself had then long forgotten all the calculus I ever knew, and I fear that with him, too, it was a case ofomne ignotum pro magnifico. A more curious extravagancy was uttered to me by a professor of applied mathematics. I had happened to say that, while it was well each student should have the opportunity to acquire all he could in that department, I did not think it necessary that every officer of the deck should be able to calculate mathematically the relation between a weight he had to hoist on board and the power of the purchase he was about to use; which I think a mild proposition, considering the centuries during which that knowledge had been dispensed with. "Oh, I differ with you," he replied; "I think it of the utmost importance they should all be able to do so." Nothing like sails, said my friend the sailmaker; nothing like leather, says the shoemaker. I mentioned this shortly afterwards to one of my colleagues,himself an officer of unusual mathematical and scientific attainment. "No!" he exclaimed; "did hereallysay that?"
This was to claim for this mere head knowledge a falsely "practical" value, as distinguished from the educational value of the mental training involved, and from the undoubted imperative need of such acquisitions in those who have to deal with problems of ship construction or other mechanical questions connected with naval material. His position was really as little practical as that of the men who opposed the Academy plan in general as unpractical; as little practical as it would be to maintain that it is essential that every naval officer to-day should be skilled to handle a ship under sail, because the habit of the sailing-ship educated, brought out, faculties and habits of the first value to the military man. Still, there is something not only excusable, but laudable, in a man magnifying his office; and it was well that my friend the professor should have a slightly exaggerated idea of the bearing of the calculus on the daily routine or occasional emergencies of a ship. What is needed is a counterpoise, to correct undue deflection of the like kind, to which an educational institution from its very character and object is always liable. That the Sabbath was made for man, and not man for the Sabbath, is a saying of wide application. The administrator tends to think more of his administrative machine than of the object for which it exists, and the educator to forget that while the foundation is essential, it yet exists only for the building, which is the "practical" end in view. The object of naval education is to make a naval officer. Too much as well as too little of one ingredient will mar the compound; and if exaggeration cannot be wholly avoided, it had better rest upon the professional side. This was the function discharged by the critical attitude of the outside service, such as my friend of the railroad; at timessomewhat irrational, but still as a check effective after the manner of other public opinion, of which in fact it was an instance.
In September, 1856, when I entered, professional influence was perhaps in excess. The preceding June had seen the graduation of the last class of "oldsters"—of those who, after five years at sea, had spent the sixth at the Academy, subjected formally to its discipline and methods. I therefore just missed seeing that phase of the Academy's history; but I could not thereby escape the traces of its influence. However transient, this lasted my time. It may be imagined what an influential, yet incongruous, element in a crowd of boys was constituted by introducing among them twenty or thirty young men, too young for ripeness, yet who for five years had been bearing the not slight responsibility of the charge of seamen, often on duty away from their superiors, and permitted substantially all the powers and privileges conceded to their seniors, men of mature years. How could such be brought under the curb of the narrowly ordered life of the school, for the short eight months to which they knew the ordeal was restricted? Could this have been attempted seriously, there would probably have been an explosion; but in truth, as far as my observation went, most of the disciplinary officers, the lieutenants, rather sympathized with irregularities, within pretty wide limits. A midshipman was a being who traditionally had little but the exuberance of his spirits to make up for the discomforts of his lot. The comprehensive saying that what was nobody's business was a midshipman's business epitomized the harrying of his daily life, with its narrow quarters, hard fare, and constant hustling for poor pay. Like the seaman, above whom in earlier days he stood but little, the midshipman had then only his jollity—and his youth—to compensate; and also like the seaman a certain recklessness was conceded to hismoments of enjoyment. The very name carried with it the privilege of frolicking.
The old times of license among seafaring men were still of recent memory, and, though practice had improved, opinion remained tolerant. The gunner of the first ship in which I served after graduation told me that in 1832, when he was a young seaman before the mast on board a sloop-of-war in the Mediterranean, on Christmas Eve, there being a two-knot breeze—that is, substantially, calm—at sundown the ship was put under two close-reefed topsails for the night—storm canvas—and then the jollity began. How far it was expected to go may be inferred from the precautions; and we gain here some inkling of the phrase "heavy weather" applied to such conditions. But of the same ship he told me that she stood into the harbor of Malta under all sail, royal and studding sails, to make a flying moor; which, I must explain to the unprofessional, is to drop an anchor under sail, the cable running out under the force of the ship's way till the place is reached for letting go the second anchor, the ship finally being brought to lie midway between the two. An accurate eye, a close judgment as to the ship's speed, and absolute promptness of execution are needed; for all the sail that is on when the first anchor goes must be off before the second. In this case nothing was started before the first. Within fifteen minutes all was in, the ship moored, sails furled, and yards squared, awaiting doubtless the final touches of the boatswain. Whether the flag of the port was saluted within the same quarter-hour, I will not undertake to say; it would be quite in keeping to have attempted it. System, preparation, and various tricks of the trade go far to facilitate such rapidity. Now I dare say that some of my brother officers may cavil at this story; but I personally believe it, with perhaps two or three minutes' allowance for error in clocks. Much may be accepted of seamen whonot uncommonly reefed topsails "in stays"—that is, while the ship was being tacked. Of the narrator's good faith I am certain. It was not with hint one of the stock stories told about "the last cruise;" nor was he a romancer. It came naturally in course of conversation, as one tells any experience; and he added, when the British admiral returned the commander's visit he complimented the ship on the smartest performance he had ever seen. But it is in the combination of license and smartness that the pith of these related stories lies; between them they embody much of the spirit of a time which in 1855 was remembered and influential. Midway in the War of Secession I met the first lieutenant who held the trumpet in that memorable manœuvre—a man of 1813; now a quiet, elderly, slow-spoken old gentleman, retired, with little to suggest the smart officer, at the stamp of whose foot the ship's company jumped, to use the gunner's expression.
Such performances exemplify the ideals that still obtained—were in full force—in the navy as first I knew it. In the ship in which the gunner and I were then serving, it was our common performance to "Up topgallant-masts and yards, and loose sail to a bowline," in three minutes and a half from the time the topmen and the masts started aloft together from the deck. For this time I can vouch myself, and we did it fairly, too; though I dare say we would have hesitated to carry the sails in a stiff breeze without a few minutes more. It was a very dramatic and impressive performance. The band, with drum and fife, was part of it. When all was reported ready from the three masts—but not before—it was permitted to be eight o'clock. The drums gave three rolls, the order "Sway across, let fall," was given, the yards swung into their places, the sails dropped and were dragged out by their bowlines to facilitate their drying, the bell struck eight, the flag was hoisted, and close on the drums followedthe band playing the "Star-Spangled Banner," while the ship's company went to breakfast. It was the transformation scene of a theatre; within five minutes the metamorphosis was complete. There was doubtless a flavor of the circus about it all, but it was a wholesome flavor and tonicked the professional appetite. Yes, and the natural appetite, too; your breakfast tasted better, especially if some other ship had got into trouble with one of her yards or sails. "Did you see what a mess the —— made of fore-topgallant-yard this morning?" An old boatswain's mate of the ship used to tell me one of his "last-cruise" stories, of when he "was in theDelaware, seventy-four, up the Mediterranean, in 1842." Of course, theDelawarehad beaten theCongress'stime; the last ship always did. Then he would add: "I was in the foretop in those days, and had the fore-topgallant-yard; and if one of us fellows let his yard show on either side of the mast before the order 'Sway across,' we could count on a dozen when we got down just as sure as we could count on our breakfast." Flogging was not abolished until about 1849. No wonder men were jolly when they could be, without worrying about to-morrow's headache.
Part of the preparation was to let the captain know beforehand that it was eight o'clock, and get his authority that it might be so; subject always to the yet higher authority that the yards and sails were ready. If they were not, so much the worse for eight o'clock. It had to wait quite as imperatively as the sun did for Joshua. Sunset, when the masts and yards came down, was equally under bonds; it awaited the pleasure of the captain or admiral. Indeed, in my time a story ran of a court-martial at a much earlier day, sitting in a capital case. By law, each day's session must end by sundown. On the occasion in question, sundown was reported to the admiral—or, rather, commodore; we had no admirals then. He sent to knowhow soon the court could finish. The reply was, in about fifteen minutes. "Tell the officer of the deck not to make it sundown until he hears from me;" and, in defiance of the earth's movement, the colors were kept flying in attestation that the sun was up. One other hour of the twenty-four, noon, was brought in like manner to the captain's attention, and required his action, but it was treated with more deference; recognition rather than authority was meted to it, and it was never known to be tampered with. The circumstance of the sun's crossing the ship's meridian was unique in the day; and the observation of the fact, which drew on deck all the navigating group with their instruments, establishing the latitude immediately and precisely, was of itself a principal institution of the ship's economy. Such claims were not open to trifling; and were there not also certain established customs, almost vested interests, such as the seven-bell nip, cocktail or otherwise, connected with the half-hour before, when "the sun was over the fore-yard"? I admit I never knew whence the latter phrase originated, nor just what it meant, but it has associations. Like sign language, it can be understood.
I was myself shipmate, as they say, with most of this sort of thing; for with its good points and its bad it did not disappear until the War of Secession, the exigencies of which drove out alike the sails and the sailor. The abolition of the grog ration in 1862 may be looked upon as a chronological farewell to a picturesque past. We did not so understand it. Contemporaries are apt to be blind to bloodless revolutions. Had we seen the full bearing, perhaps there might have been observed a professional sundown, in recognition of the fact that the topgallant-yards had come down for the last time, ending one professional era. A protest was recorded by one eccentric character, a survival whom Cooper unfortunately never knew, who hoisted a whiskey demijohn at the peak of hisgunboat—the ensign's allotted place. To the admiral's immediate demand for an explanation, he replied that that was the flag he served under; but he was one of those to whom all things are forgiven. The seaman remains, and must always remain while there are seas to cross and to rule; but the sailor, in his accomplishments and in his defects, began then to depart, or to be evolutionized into something entirely different. I am bound to admit that in the main the better has survived, but, now that such hairs as I have are gray, I may be permitted to look back somewhat wistfully and affectionately on that which I remember a half-century ago; perhaps to sympathize with the seamen of the period, who saw themselves swamped out of sight and influence among the vast numbers required by the sudden seven or eight fold expansion of the navy for that momentous conflict. Occasionally one of these old salts, mournful amid his new environment, would meet me, and say, "Ah! Mr. Mahan, the navy isn't what it was!" True, in 1823, Lord St. Vincent, then verging on ninety, had made the same remark to George IV.; and I am quite sure, if the aged admiral had searched his memory, he could have recalled it in the mouth of some veteran of 1750. The worst of it is, this is perennially true. From period to period the gain exceeds, but still there has been loss as well; and to sentiment, ranging over the past, the loss stands more conspicuous. "Memory reveals every rose, but secreteth its thorn."
This is the more apparent when the change has been sudden, or on such a scale as to overwhelm, by mere bulk, that subtle influence for which we owe to the French the name ofesprit de corps. It is the breath of the body, the breath of life. Before the War of Secession our old friends the marines had a deserved reputation for fidelity, which could not survive the big introduction of alien matter into the "corps." I remember hearing an officer of long service say that he had known but a single instance of a marine deserting; and as to the general fact there was no dissent among the by-standers. The same could scarcely be said now, nor of seamen then. The sentiment of particular faithfulness had been nurtured in the British marines under times and conditions which made them at a critical moment the saviors of discipline, and thereby the saviors of the state. It is needless to philosophize the strength of such a tradition, so established, nor its effect on each member of the body; and from thence, not improbably, it was transmitted to our younger navy. Whencever coming, there it was. One marine private, in the ship to which I belonged, returning from liberty on shore, was heard saying to another with drunken impressiveness, "Remember, our motto is, 'Patriotism and laziness.'" Of course, this went round the ship, greatly delighting on both counts our marine officers, and became embodied in the chaff that passed to and fro between the two corps; of which one saying, "The two most useless things in a ship were the captain of marines and the mizzen-royal," deserves for its drollery to be committed to writing, now that mizzen-royals have ceased to be. May it be long before the like extinction awaits the captains of marines! Our own, however, an eccentric man, who had accomplished the then rare feat of working his way up from the ranks, used to claim that marines were an absurdity. "It is having one army to keep another army in order," he would say. This was once true, and might with equal truth be said of a city police force—one set of citizens to keep the other citizens orderly. In the olden time it had been the application of the sound statesmanship dogma, "Divide et impera." For this, in the navy, happily, the need no longer exists; but I can see no reason to believe the time at hand when we can dispense with a corps of seamen, the specialty of which is infantry—and shore expedition whennecessary. Patriotism, as our marine understood it, was sticking by your colors and your corps, and doing your duty through thick and thin; no bad ideal.
In like mingling of good and evil, the oldsters at the Naval Academy, along with some things objectionable, including a liberty that under the conditions too often resembled license, brought with them sound traditions, which throughout my stay there constituted a realesprit de corps. In nothing was this more conspicuous than in the attitude towards hazing. Owing to circumstances I will mention later, I entered at once the class which, as I understand, most usually perpetrated the outrageous practices that became a scandal in the country—the class, that is, which is entering on its second year at the Academy. My home having always been at the Military Academy, I, without much thinking, expected to find rife the same proceedings which had prevailed there from time to me immemorial. Such anticipations made deeper and more lasting the impression produced by the contrary state of things, and yet more by the wholly different tone prevalent at Annapolis. Not only was hazing not practised, but it scarcely obtained even the recognition of mention; it was not so much reprobated as ignored; and, if it came under discussion at all, it was dismissed with a turn of the nose, as something altogether beneath us. That is not the sort of thing we do here. It may be all very well at West Point—much as "what would do for a marine could not be thought of for a seaman"—but we were "officers and gentlemen," and thought no small beans of ourselves as such. There were at times absurd manifestations of this same precocious dignity, of which I may speak later; still, as O'Brien said of Boatswain Chucks, "You may laugh at such assumptions of gentility, but did any one of his shipmates ever know Mr. Chucks to do an unhandsome or a mean action?—and why? Because he aspired to be a gentleman."
While I can vouch for this general state of feeling, I cannot be sure of its derivation; but I have always thought it due to the presence during the previous five years of the "oldsters," nominally under the same discipline as ourselves, but looked up to with the respect and observance which at that age are naturally given to those two or three seasons older. And these men were not merely more advanced in years. They were matured beyond their age by early habits of responsibility and command, and themselves imbued by constant contact with the spirit of the phrase "an officer and a gentleman," which constitutes the norm of military conduct. Their intercourse with their seniors on board ship had been much closer than that which was possible at the school. This atmosphere they brought with them to a position from which they could not but most powerfully influence us. How far the tradition might have been carried on, in smooth seas, I do not know; but along with many other things, good and bad, it was shattered by the War of Secession. The school was precipitately removed to Newport, where it was established in extemporized and temporary surroundings; the older undergraduates were hurried to sea, while the new entries were huddled together on two sailing frigates moored in the harbor, dissociated from the influence of those above them. The whole anatomy and, so to say, nervous system of the organization were dislocated. For better or for worse, perhaps for better and for worse, the change was more like death and resurrection than life and growth. The potent element which the oldster had contributed, and the upper classes absorbed and perpetuated, was eliminated at once and entirely by the detachment of the senior cadets and the segregation of the new-corners. New ideals were evolved by a mass of school-boys, severed from those elder associates with the influence of whom no professors nor officers can vie. How hazing came up I do not know,and am not writing its history. I presume it is one of the inevitable weeds that school-boy nature brings forth of itself, unless checked by unfavorable environment. I merely note its almost total absence in my time; its subsequent existence was unhappily notorious.
A general good-humored tolerance, easy-going, and depending upon a mutual understanding, none the less clear because informal, characterized the relations of the officers and students. Primarily, each were in the appreciation of the other officers and gentlemen. So far there was implicit equality; and while the ones were in duty bound to enforce academic regulations, which the others felt an equal obligation to disregard, it was a kind of game in which they did not much mind being losers, provided we did not trespass on the standards of the gentleman, and of the officer liberally construed. They, I think, had an unacknowledged feeling that while under school-boy, or collegiate, discipline as to times or manners, some relaxation of strict official correctness must be endured. Larking, sometimes uproarious, met with personal sympathy, if official condemnation. Nor did we resent being detected by what we regarded as fair means; to which we perhaps gave a pretty wide interpretation. The exceptional man, who inspected at unaccustomed hours, which we considered our own prescriptive right—though not by rules—who came upon us unawares, was apt to be credited with rather unofficer-like ideas of what was becoming, and suspected of the not very gentlemanly practice of wearing noiseless rubber shoes. That intimation of his approach was conveyed by us from room to room by concerted taps on the gas-pipes was fair war; nor did our opponents seem to mind what they could not but clearly hear. Indeed, I think most of them were rather glad to find evidences of order and propriety prevailing, where possibly but for those kindly signals they might have detected matter for report.
There was one lieutenant, however, the memory of whom was still green as a bay-tree in my day, though it would have been blasted indeed could cursing have blighted it, to whom the game of detective seemed to possess the fascination of the chase; and so successful was he that his baffled opponents could not view the matter dispassionately, nor accept their defeat in sportsman-like spirit. I knew him later; he had a saturnine appearance, not calculated to conciliate a victim, but he liked a joke, especially of the practical kind, and for the sake of one successfully achieved could forgive an offender. Night surprises, inroads on the enemy's country, at the hours when we were mistakenly supposed to be safe in bed, and regulations so required, were favorite stratagems with him. On one occasion, so tradition ran, some half-dozen midshipmen had congregated in a room "after taps," and, with windows carefully darkened, had contrived an extempore kitchen to fry themselves a mess of oysters. The process was slow, owing to the number of oysters the pan could take at once and the largeness of the expectant appetites; but it had progressed nearly to completion, when without premonition the door opened and —— appeared. He asked no questions and offered no comments, but, walking to the platter, seized it and threw out of the window the accumulated results of an hour's weary work. No further notice of the delinquency followed; the discomfiture of the sufferers sufficiently repaid his sense of humor. At another midnight hour a midshipman visiting in a room not his, lured thither, let us hope, by the charms of intellectual conversation, was warned by the gas-pipes that the enemy was on the war-path. Retreat being cut off, he took refuge under a bed, but unwittingly left a hand visible. —— caught sight of it, walked to the bed, flashed his lantern in the eyes of its occupant, who naturally was sleeping as never before, and at the same time trod hard on the exposed fingers. Asqueal followed this unexpected attention, and the culprit had to drag himself out; but the lieutenant was satisfied, and let him go at that.
I have said that larking met with more than toleration—with sympathy. The once magic word "midshipman" seemed to cloak any outburst of frolicking; otherwise some exhibitions I witnessed could scarcely have passed unscathed. They were felt to be in character by the older officers; and, while obliged to reprehend, I doubt whether some of them would not have more enjoyed taking a share. They knew, too, that we were just as proud as they of the service, and that under all lay an entire readiness to do or to submit to that which we and they alike recognized as duty. Sometimes rioting went rather too far, but for the most part it was harmless. One rather grave incident, shortly before my entry, derived its humor mainly from the way in which it was treated by the superintendent. One of the out-buildings of the Academy, either because offensive or out of sheer deviltry, was set on fire and destroyed. The perpetrator of this startling practical joke was Alexander F. Crosman, of the '51 Date, whom many of us yet living remember well. Small in stature, with something of the "chip-on-the-shoulder" characteristic, often seen in such, he was conspicuous for a certain chivalrous gallantry of thought and mien, the reflection of a native brilliant courage; a trait which in the end caused his death, about 1870, by drowning, in the effort to save an imperilled boat's crew. The superintendent, a man of ponderous dimensions, and equally ponderous but rapid speech—though it is due to say also unusually accomplished, both professionally and personally—was greatly outraged and excited at this defiance of discipline. The day following he went out to meet the corps, when it had just left some formation, and, calling a halt, delivered a speech on the basis of theArticles of War, a copy of which he brandished before hisaudience. These ancient ordinances, among many other denunciations of naval crimes and misdemeanors, pronounced the punishment of death, or "such other worse" as a court-martial might adjudge, upon "any person in the Navy who shall maliciously set on fire, or otherwise destroy, any government property not then in the possession of anenemy, pirate, or rebel." The gem of oratory hereupon erected was paraphrased as follows by the culprit himself, aided and abetted in his lyrical flight by his room-mate, John S. Barnes, who, after graduating left the service, returned for the War of Secession, and subsequently resigned finally. To this survivor of the two collaborators I owe the particulars of the affair. How many more "traitors" there were I know not. Those who recall the speaker will recognize that the parody must have followed closely the real words of the address: