Among the captures made by Admiral Dewey, on May 1, 1898, was the Spanish armed transport Manila. This vessel, built in Scotland in 1880, was, shortly after being captured, placed in commission as a gunboat in the United States Navy; was classed as a third rate with a given displacement of 1,900 tons, and under several commanding officers did excellent work in the Philippines. The hull of the Manila is of iron; length, 208 feet; beam, 32 feet; engine compound of the English inverted type, I.H.P., 740; mean draft, 14 feet; speed about 10 knots. Extensive repairs necessitated the return of the Manila to Cavite in October, 1900, and from that date until the departure for the United States (April 15, 1902) the vessel did little cruising; as a matter of fact, owing to the existing doubt of seaworthiness, the Manila was not sent out of the bay for a year, the duties performed being those of station or receiving ship.
Certain repairs having been effected, preparations were made for a trip to Bremerton, via Guam and Honolulu, the route via Yokohama having been changed, at a late date, to carry stores, brought by the Rainbow for Guam.
An impression had prevailed that 800 tons of coal could be stowed in the ship, and in order that the draft might not be abnormally increased, 100 tons of ballast were removed. On April 15 the Manila sailed from Cavite, the total number of persons on board being 201. It was found that not more than 450 tons of coal could be taken, but with this, and three months’ provisions, and all available tanks filled with fresh water, the ship was deeply laden.
Probably for twenty years the Manila had not seen a sea horizon for more than 24 hours in succession. None of the officers had any experience with the vessel; the records were incomplete, and as to what would be the performance of ship and engines in a sea way no man could say. The inside run to San Bernardino Straits was uneventful, there being nothing to test the Weatherly quality of the vessel, but the experiences showed an unexpectedly large expenditure of coal for miles made good. From San Bernardino to Guam a fresh monsoon, or more properly N.E. trade was met; the seas were long and the Manila short; as a natural consequence, with a head wind and sea, the deck was flooded for a week. The seas taken over the bow would be broken by a windlass and steel houses forward, but the mass of water would sweep aft, frequently meeting a wave that had been dragged over the stern. The experience of taking seas over both ends at the same time was a new one. The steering gear proved to be very unsatisfactory. On the lower bridge was situated the pilot house and forward steering wheel; the latter was heavily cogged, and over a sprocket on the barrel ran a chain; this chain, after passing down the superstructure, was connected to rods in the waterways, the rods being, in turn, connected with the rudder by a quadrant on the rudder post. The after-wheel worked a double screw, which, by means of a yoke on the rudder post, actuated the rudder. Neither of these wheels was provided with steam gearing. Four times the chains parted, and the forward gear was considered so unreliable that, on the high sea, the vessel was steered by the after-wheel. For over 6,000 miles this wheel was used, the quartermaster and helmsman being out of sight of the officer of the deck. For the use of the man at the wheel a condemned boat compass (the best on board) was mounted on a small tripod and was lighted at night by an ordinary ship’s deck lantern. The course was checked by the standard compass, and the resulting landfalls were excellent. The Manila anchored in the harbor of San Luis d’Apra at 9.30 p.m., April 23, having taken eight days and sixteen hours for the run of 1,500 miles. The coal supply at Guam was limited, and only 105 tons were obtained to replace the 150 expended.
Immediately on leaving Guam the heavy seas and fresh winds of the N.E. trades were encountered and the experiences of the run from San Bernardino were repeated. The chart published by the Hydrographic Office for the guidance of steamers gives a short route from Guam to Honolulu, the route offering an opportunity to report on the many doubtful dangers that for years have been carried on the charts of this part of the Pacific. This route the Manila was directed to follow, but unfortunately it lies in the strength of the trades, and after having the daily run reduced to 137 miles, with an expenditure of 17 tons of coal, it became apparent that, unless better progress was made, Honolulu would be distant about 600 miles when the coal would be expended. In deciding upon the route to be taken, the information furnished by the pilot chart of the North Pacific Ocean was followed. The accuracy of this publication is remarkable. A course was set to the Nd. until the region of light trades was reached, when with correspondingly moderated seas better results were obtained, and the easting made with less coal expenditure. The run from Guam to Honolulu, about 3400 miles, was made in a little over 20 days, and was most trying. The vessel was never quiet for an instant, and combined more movements, at the same time, than had ever been observed on any other vessel during a service of many years at sea. The pin holding the yoke on the rudder post worked loose, and it became necessary to dismount the yoke. Probably this yoke had never been disturbed since the vessel was built, for it took all the obtainable hydraulic jacks and 14 hours of work to complete the operation; adding to this the fact of a lively moving and jumping vessel, it can be appreciated that the difficulties were not small. During the run from Cavite the wind had been practically ahead, so that the fore and aft sails had not been set for 24 hours of the 28 days at sea.
At Honolulu a careful overhauling and testing of all the machinery occupied the attention of the engineer officer, and on May 26 a start was made for Bremerton, following the great circle route from Honolulu to Juan de Fuca Straits. For two days there was the usual struggle with the trades, but having passed their limits the progress was more satisfactory. On June 1 the Manila had made the best day's run (227 miles) since leaving Cavite. The conditions were excellent—sea smooth, light favorable breeze and a cool temperature that was most bracing after the long stay in the tropics. At 2.45 p. m., without any warning, ship steaming 9 knots, several of the dependencies of the high-pressure engine were wrecked and the main engines ceased to operate. When an examination could be made, it was found that the high-pressure piston was in fragments. The initial point of rupture appeared to be a small sand hole from which a crack radiated to the circumference of the piston (diameter 32 inches); the other side of the cracked piece showed the threaded hole of a core-hole plug. The piece and plug being released, were drawn through the port into the valve chest, and meeting the high-pressure valve on the up-stroke, caused irreparable damage. The broken fragments of the remainder of the piston fell to the bottom of the cylinder, and being brought upon by the hub tore away the bull ring that formed the stuffing box for the high-pressure piston rod. Through the hole thus made live steam and much debris entered the engine room. The final stroke bent the tail rod twice, cracked the inner liner of the high-pressure cylinder and carried away the go-ahead shoe. The wreck was complete in detail, but fortunately, owing to the prompt action of the machinist on watch, steam was shut off and no one was injured. Every attempt to run as a single engine failed up to midnight of June 3. It was impossible to get the piston to pass the centre; the engine was jacked until the piston was at the top of the stroke; steam was given at the critical moment, but without success. It was determined, as a last resort, to change the eccentrics to allow the steam to follow full stroke. For three days the work of the engineer's department was excessive; with bat a limited time for meals they were engaged until midnight and began work at 4 a. m. At the time of the accident the Manila was 1,200 miles from Honolulu and midway between Juan de Fuca and San Francisco, each distant 1,100 miles. The great circle course followed had placed the vessel outside all tracks for sailing or steam vessels, so assistance from that source seemed remote. Of the seven boats carried only two could be of any use for a relief expedition. This subject was carefully considered, and there were many volunteers by the officers, but it was not deemed advisable to begin work on the boats until all attempt to start the engine had failed. The Manila was provided with four staysails and two trysails. These were set. From the afternoon of June 1 the barometer had begun to fall steadily, with an increasing breeze from S. E. On June 3 it was blowing a moderate breeze with the ship 16 points off the course. No disposition of sail or helm would cause the vessel either to come up or fall off; the sea directly abeam began to cause apprehension. At 5.30 a. m., June 4, it was blowing a moderate gale from the S. E., with a heavy sea; got over a sea anchor, and the main trysail having been carried away, lashed heavy canvas to the rail and ridge rope on quarter to keep vessel up; used oil bags and furled the remnants of the sails. The deep and quick rolling of the vessel added to the difficulties of the work in the engine room. The engines of the Manila are massive; the valve of the low-pressure engine weighs 3,000 pounds. At 11 a. m. the barometer fell with a jump and the gale was at its height; force of wind in squalls from 8 to 10, with a cold driving rain; sea tremendous. Until 2.45 p.m. the vessel was in the trough of the sea absolutely without control. The after deckhouse, in which were situated the quarters of the commanding, executive and navigating officers, and officers' messroom, was of wood, very old and badly eaten by ants. It was feared that a sea coming on board would carry away this house and cause the vessel to fill aft. The wardroom was flooded by the water that came through the open deck seams. Owing to the limited capacity of the bunkers, it had become necessary to carry coal in the holds, and by this means a list had been given the ship. An unfortunate construction had placed under the wardroom a large feed water tank that extended well outboard; this tank, without any fore and aft partition, had a capacity of 80 tons, and when not filled the water naturally ran down hill. The list caused by coal and water was to leeward. The clinometer was graduated to 37 ½°; at this point the pendulum brought up against a stop; as the pendulum rested against this stop at each roll, the amount of inclination can be only conjectured. At times it seemed impossible for the vessel to recover from the roll quickly enough to prevent the rapidly recurring seas from being taken on board. Fortunately, the Manila possessed one good quality—marked stability, which, with the rapidity of the rolls, brought some comfort to those on board. At 2.45 the engine, probably assisted by the action of a wave on the propeller, started with a jump. At this time the steering gear again became deranged. Way was gotten on the ship, and not being controlled by the helm, the vessel turned and brought the sea aft, a situation if possible more dangerous than the previous one. As soon as the steering gear would work the vessel was brought up against wind and sea, with the latter on the bow, and remained in that position all night with the engine making about 40 turns. The gale moderated rapidly and observations showed San Francisco, distant 1,100 miles, to be the nearest point. As soon as the state of the sea permitted a course was set for that port Until June 11 the Manila proceeded under one cylinder, making about 150 miles daily. A balanced compound engine when disconnected and run as a single engine is not desirable. There was always a doubt as to whether or not the piston would stick on the centre, and the groaning and complaining of the several parts told of the unusual strains brought on the machinery. Had the low-pressure engine failed, the sole recourse would have been a long and dangerous boat expedition for aid. During the three days when helpless the Manila had drifted in three different directions, averaging between 50 and 60 miles a day; had the boat expedition been a success, where would the rescuing party have looked for the Manila?
On June 11 it began to blow hard from N. W. and the vessel was run until the quantity of water shipped and the excessive complaining of the engine made it necessary to bring the ship with wind and sea on the bow. The engine could not be stopped, neither could the number of turns be increased nor reduced. Observations on June 12 placed the vessel to the Nd. and Wd. of Point Reyes, Cal., with a moderate N.W. gale blowing, with a heavy sea. It was determined that the conditions justified an attempt to be made to run before the sea, though it was not known how the vessel would behave under this condition. Fortunately, good weather was made, and under steam and the remnants of the sails a speed of eight knots was obtained.
Passing Point Reyes light, the vessel's number was made, and the breaking of the high-pressure piston was signaled. Fifteen miles from San Francisco the large wrecking tug Rel1ef offered assistance, but this was declined, as it was thought port could be made without aid. Following the Relief came the army transport tug Slocum. The latter vessel kindly stood by and just before reaching the Golden Gate imparted the information that the ebb tide was making at the rate of 5 knots an hour. At this time the Manila was making 5 ½ knots, so it was deemed advisable to send a line to the Slocum. This was done without stopping the engines of either vessel. On letting go the line the Manila's engine was stopped on signal, but all attempts failed to either back or again start ahead. After steaming for 1,100 miles with one cylinder the engines could not be operated, and with a feeling of great relief and gratitude the anchor was let go in the harbor of San Francisco.