Pampagna, Villalobos, Palos, Monocacy, Elcano, Isabel, Penguin, Pigeon and Helena.
To the average American citizen these names mean little; but to those few who have come in direct contact with the ships bearing them, especially those men of the United States Navy known as "Yangtze sailors," they spell Adventure with a large A, for these are the ships that patrol the two great inland waterways of the Celestial Republic to protect American lives and shipping from the ravages of river pirates and bandits.
Piracy on the high seas is now-a-days noted for its absence, but on the two great rivers of China, the Yangtze Kiang and the Si Kiang, or West River, the profession is still followed, and with a thoroughness that would make the spirit of Captain Kidd pale with envy if it could but know of such activities. It is on these avenues of commerce, penetrating the interior of China, that American merchants and missionaries must travel in tending their business, and it is on the reaches of these rivers that the Chinese pirate reaps his harvest.
A merchant ship peacefully making its way up either of these two streams is apt to find itself in the midst of a flotilla of junks and with murderous looking Chinese swarming over the rails, bent on pillage and plunder; or, while moored, is apt to be boarded by a party of bandits, or irregular soldiers, with the same purpose in mind. Life in China is not held very high, so the marauders show no hesitancy in killing those who offer opposition.
It is to protect Americans and American commerce that the United States maintains the river patrol of gunboats. In these days of internal unrest and turmoil in China such protection is necessary, for neither of the two factions now claiming control seem to be able to put a stop to such depredations. In the days of the Empire, prior to 1912, the pirates, while active, were more circumspect, due to the fact that terrible torture and death was the fate of anyone found guilty of such activities, and the Empire made some effort toward apprehending and punishing offenders.
In this respect, it is rather ironical that while the United States now operates gunboats on the inland rivers of China for the protection of our citizens from piracy, the first communication between the North American Continent and the Orient was brought about by colonial pirates operating out of New England ports. From 1690 to 1710 cruises to Oriental waters by the pirates were rather common, despite the efforts of the colonial governors to stop them. These people blazed the way for the ships of peace that later made glorious history for the American Merchant Marine, though the reputation established by these deep sea rovers is hardly one to be proud of.
The first naval vessel of the United States to visit China was the frigate Congress, which made the cruise in 1819. Since that time ships of the American Navy have been well known on the East India Station, as it was then designated. In 1842 the British succeeded in forcing the Imperial Government to open a few ports for trade purposes, and the American squadron aided in having this opening so extended as to include trade carried by American ships. Later, in 1854, Commodore Perry, U. S. Navy, made his famous cruise to Japan, which resulted in the opening of that country to occidental traders, permission being secured from the Shogun to use certain of the island ports. Again, in 1883, the United States Navy was successful in bringing about the opening of Corea, Commodore Shufeldt being in command of the expedition.
As more ports in the Orient were opened for trade purposes the need for a naval squadron became greater. Piracy was frequently committed off the Chinese coasts and despite treaties signed by the Emperors of the Oriental nations, native uprisings threatened the life and property of the "foreign devils," so an American squadron was ordered out to the Asiatic Station, as it became known, shortly after the end of the Civil War.
When trade was finally permitted in the interior of China, the chief means of communication and travel was either by river or canal. American traders and missionaries ventured inland on these water routes to set up their establishments. Commerce between the United States and China grew until in 1923 it amounted to 346,699,000, of which $211,818,000 was imports and $134,881,000 was exports.
The greater portion of this trade comes from the basin of the Yangtze Kiang, which empties into the sea near Shanghai, and the Si Kiang, with its mouth near Canton. The Yangtze being by far the biggest river, extending some 2,000 miles into the interior and navigable the greater part of that distance, and carrying the bulk of the trade, the largest naval patrol is centered on that river. The squadron making up the patrol consists of the U.S.S. Isabel, flagship, U.S.S. Elcano, U.S.S. Palos, U.S.S. Villalobos, U.S.S. Monocacy, U.S.S. Penguin and U.S.S. Pigeon. The Si Kiang, or South China patrol, consists of the U.S.S. Helena, flagship, and the U.S.S. Pampanga.
These ships are rated as gun boats and for the most part are not able to cruise at sea. Their work is to patrol up and down the river channels, keeping pirates and bandits from creating too much havoc with American shipping, and to visit any region where the activity of bandits and irregular troops endangers American lives and property in the cities along the rivers that are open to foreigners. The other leading maritime nations of the Occident, and Japan, also maintain patrols, especially on the Yangtze.
Roughly, the Yangtze Kiang is divided into three divisions, the lower, middle and upper. The lower portion extends from the sea to Hankow, 600 miles from the ocean. This portion is navigable for craft drawing twenty-seven feet of water between June and October, and for ships with about nine-foot draft at other times of the year.
The Middle Yangtze extends from Hankow to Ichang, 950 miles from Shanghai, and is navigable for craft drawing fourteen feet during the high water period and for boats of not more than five feet during the low water period.
From Ichang to Chungking is known as the Upper Yangtze, and is the most dangerous portion of the river, both in regard to navigation and pirates. In this sector light draft steamers and junks carry the trade through the high gorges of the river and over the thirty-five rapids found in the sector. It is along the banks of the stream, in this portion, that the bandits lie in wait for passing ships and the pirates endeavor to surround the ship while it is having difficulty in heading into the rapids. One of the principal tricks of the trade is to descend the rapids and surround the ship at the lower end, for with the heavy traffic on the river, the unwary ship master may not suspect that the apparently unmanageable junks are really cleverly guided pirate craft.
Trade on the Yangtze above Chungking, which is 1,336 miles from the sea, is carried on by junks and small power boats with drafts of less than three feet.
With the exception of the Isabel, Pigeon, Penguin, Monocacy and Palos, the ships of the Yangtze patrol were all built before 1896, and two of them, the Elcano and the Villalobos, were captured when Dewey defeated the Spaniards at Manila Bay. The Isabel, Penguin and Pigeon have drafts of approximately ten feet, which precludes their operations on the Upper Yangtze, and in certain seasons makes navigation of the craft in the Middle Yangtze perilous. The Isabel is of the yacht type and has a speed of 25 knots, while the Pigeon and Penguin are minesweepers. All three were built in 1917. The Monocacy and Palos were especially designed for river work, having a draft of three feet, but unfortunately were not equipped with engines that would drive them faster than 10 knots. As the velocity of the river through the rapids of the Upper Yangtze often reaches 14 knots, during the high water season, these craft cannot operate there at all times. As has already been said, it is this portion of the river that is the most dangerous and where patrol ships should be able to go regardless of season so as to carry protection to the Americans in the district.
During the last session of Congress a bill authorizing the construction of six river gunboats for the Chinese river patrol was passed, but due to a parliamentary technicality in the Senate, was held up for reconsideration. It will undoubtedly become a law at the present session, which opened in December. The plan is to have these craft available for unlimited operation on the upper reaches of the Yangtze.
As outlined by the Navy Department the ships will have a draft of approximately four feet, and will be equipped with Diesel engines of sufficient power to negotiate the swift water of the rapids in the Upper Yangtze. The ships will be about 175 feet long and have a displacement of from 200 to 500, tons. They will be armed with three-inch naval rifles and machine guns.
At present a type of ship adapted for merchant service on the Upper Yangtze is being built by a firm in Shanghai, and Admiral Jackson has recommended that the hulls of the gunboats be built in China and the engines, armament and other equipment shipped there for installation. It was pointed out, in hearings of the House Naval Committee, that the ships could not stand the voyage across the Pacific, and if constructed on this side would have to be shipped in knocked-down form and assembled in China. The Palos and Monocacy, which were built in the United States in 1914, were both shipped to China in this manner.
That the need for additional gunboats, capable of operating on the upper division of the Yangtze, is great is shown by a letter written by Charles E. Hughes, Secretary of State. The letter, which was written October 16, 1923, reads in part:
The need for these vessels is most imperative. The progressive disintegration of the authority of the Chinese Government, and the diminishing sense of responsibility on the part of Chinese officials with respect to the protection of the lives and property of foreign residents, have created in China a situation which gives this department constant apprehension with regard to the safety of American citizens in that country.
Our chief commercial and missionary interests are centered in the valley of the Yangtze River, which drains the whole of Central China. Because of the existence of this river, with its branches, it is possible to extend a very considerable degree of naval protection to our interests in that valley, whereas in other parts of that country such protection is necessarily limited almost entirely to the coastal regions. For many years, it has been the custom for the powers principally interested in Chinese commerce (the United States, Great Britain, Japan and France) to maintain a naval patrol upon the Yangtze River. These vessels constantly appearing at the various ports of central China, have served to evidence to the Chinese people the ability and purpose of the foreign governments to protect both their missionaries and their traders in the exercise of their legitimate treaty rights.
As I have indicated above, the exercise of these rights is at the present time in jeopardy; and, from such information as the Department is now receiving there appears to be no immediate (prospect of betterment). Esspecially in the upper reaches of the Yangtze, between Ichang and Chungking, foreign merchant ships are constantly being fired upon by bandits and by irregular forces of Chinese provincial troops. Such conditions have resulted in a very considerable diminution of foreign prestige; and in one province, the Department has within the last few weeks deemed it necessary to advise the American missionary bodies that they refrain from sending further members of their organizations at the present time.
The necessity, under such conditions, for the maintenance of an adequate naval patrol is obvious. The fact that the American patrol is composed of vessels both antiquated and unadapted for service in the swift and tortuous waters of the Upper Yangtze River has been for some years a matter of regret to this Department, especially in view of the greater suitability of the craft assigned by the British and Japanese Governments for this purpose. In the event of an emergency, it is altogether likely that American citizens may have to depend on the protection afforded by vessels of other than American nationality, through the inability of our own vessels to reach them. Such a situation, as you state in your letter, "does not reflect credit on our flag or add to our prestige when these vessels are compared with the vessels of other nations that are far better represented." I may state, therefore, that it is the earnest hope of the Department of State that the new construction which your Department is planning for the service on the Yangtze River will be approved and commenced at the earliest possible moment.
It is interesting to note, that the cost of maintaining the river patrol, both in the Yangtze and Si Kiangs, is, approximately, $750,000 a year. This amounts to approximately two mills for every dollar of trade being carried on between the United States and China, and, considering that the patrol's most important mission is the maintenance of peace and the protection of American lives, the cost does not seem to be excessive.
Service in the patrol force is one of great adventure, for on numerous times the Chinese bandits have fired on the ships of the patrol. On July 14, 1923, the Pampanga, while escorting some American merchant ships, carrying mail and also carrying wounded Chinese refugees, was fired on, both by artillery and rifle fire, by Kwangsi soldiers off the city of Dosing. Despite the ship giving the customary, and agreed upon, neutrality signal, the fire was continued until the commanding officer of the Pampanga, Lieutenant Leland P. Lovette, ordered the fire returned.
Lieutenant Lovette made a protest, which resulted in an apology being offered by Fung Fo Shau, commanding the Kwangsi Army at Wuchow. However, the only explanation of the incident was that there had been a misunderstanding, despite the fact that the Pampanga was well known in those waters and at the time was flying two large American flags.
It is interesting to note, in connection with this event, that four days later Lovette was able to effect an armistice between General Gnai Bong Ping, who planned to occupy Wuchow, and General Wu Kwong Mat, whose troops were in the vicinity of the city. The success in securing the armistice resulted in saving both life and property, which would have been endangered had General Gnai carried out his threat of bombardment.
Ships of the Yangtze patrol have also had their adventures with the pirates and bandits. None of the craft that operate on the Middle or Upper Yangtze, but have at one time or another been fired on. The men of the ships take it as a matter of course and are always willing to extend protection, not only to Americans on board merchant ships but to those in the foreign compounds of the river cities.
A recent report from the senior officer of the Yangtze patrol reads:
Reports from masters of American vessels plying the Upper Yangtze River complain that on nearly every trip they are fired upon by bandits and ex-soldiers. Even the American river patrol boat U. S. S. Palos has been fired on by these bandits. Two years ago while lying at Wanshien, the American river merchant steamer Robert Dollar II was boarded by approximately 150 armed bandits, and it was only through the timely action of the American patrol boat, that the ship and its crew were saved. Last year, on one occasion, the cargo steamer Alice Dollar was fired on and was hit by more than 300 bullets. Two passengers were killed. Within the last month, the same steamer was again fired on; one of the bullets passing through the galley.
In May of this year, the cargo steamer Mei Ren, another American boat, which called at Wanshien to load a shipment of wood oil (used in the United States in the manufacture of paint) was held up and boarded by men with knives concealed under their coats. The pilots were removed from the boat and carried into hiding and were not found by the local magistrate for three days, during which time the boat was unable to sail. The pilots were warned that if this ship again attempted to carry wood oil they would be killed and their families also murdered.
While the trade balance between the United States and China appears to be in favor of China, such is not the case. The exports from that country to this are materials that are needed in various manufacturing processes, and instead of being considered as a debt we owe China, should be regarded as an investment in raw materials.
The principal exports to the United States from Shanghai, which is the depot for the Yangtze basin, as listed by the Shanghai American Chamber of Commerce, are: antimony, bristles, hog and sheep casings, camphor, musk, cotton, both fresh and dried eggs, albumen, nuts, hair nets, human hair, hides, camphor oil, wood oil, porcelain, silk, pongees, goat and kid skins, weasel skins, sesame seeds, tea and wool.