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, off Vera Cruz in 1839; and since writing these words I have come across the following quotation, of several years later, from the London Guardian, 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."
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, the Rodney, of 90 guns, then the flag-ship of the British China squadron; and we had already met, another, the Princess 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 went down in the Oneida. "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 hands 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 long after 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—the Hartford, Richmond, Brooklyn, and Pensacola—constituted the backbone of Farragut's fleet throughout his operations in the Mississippi. The Lancaster, one of the finest of these five sisters, was already in the Pacific, and there remained throughout the contest; while the San 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-steamer Trent, 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, the Iroquois, accompanied Farragut to New Orleans, as did a sister ship to her, the Oneida, 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. The Wabash of this class bore the flag of Admiral Dupont at 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 the Colorado, sister ship to the Wabash, 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,