AN HISTORICAL RECORD OF THOSE NOW IN SERVICE AND OF THEIR PREDECESSORS OF THE SAME NAME
1776-1915
NEVADA
NEVADA.—One of the United States, in the southwest. It was acquired by treaty after the Mexican War, and admitted to the Union in 1864. The principal mountain range in the state is the Sierra Nevada (Snowy Range), so called by the Spaniards after the mountains of that name in Spain.
The Nevada is a battleship of the dreadnought class. She was launched last summer, July 11, 1914, at the yards of the Fore River - Shipbuilding Company, Quincy, Mass., her keel having been laid on 'November 4, .1912. Her dimensions are: displacement, 27,560 tons; length, 583 feet; breadth, 95 feet; draft, 28 feet 5 inches. She is to be fitted with Curtis turbines, for which steam will be supplied by 12 Yarrow boilers, developing 26,500 I. H. P., which will be sufficient to drive the ship at a speed of 20.5 knots. The fuel used will be oil only, of which about. 2000 tons will be carried. The armor defence of the Nevada will include a main armor belt 17 1/2 feet wide and 13.5 inches thick. There are to be two protective decks, one of 1.5 to 2 inches in thickness, and the other of 3 inches. The barbettes are of 13-inch armor, the turret portplates of 16 to 18 inches, and the side and rear turret-armor of 9 to 10 inches of steel. The one smoke-stack is also heavily armored.
The Nevada and her sister ship, the Oklahoma, are the first ships of our navy to have triple-gun turrets, an arrangement calling for new features in the construction of the gun-mounts. Of the ten 14-inch B. L. R's. carried by the Nevada, six are to be mounted two triple-gun turrets, while four are in double-gun turrets. This will give a bow and stern fire of five guns each. In addition, the ship is to have a torpedo defence battery of twenty-two 5-inch 51-caliber rifles, and four 21-inch submerged torpedo-tubes.
The second Nevada, still in service as the Tonopah, is a single-turret monitor authorized by Congress on May 4, 1898, and launched on November 24, 190o. Her original name was the Connecticut, but this was changed in 190o to Nevada, to be altered a third time to Tonopah on March 2, 1909. On account of the small appropriation made by Congress for each of the monitors authorized, their size had to be limited to 3200 tons displacement, and only one turret could be furnished to each vessel. The turret was so arranged, however, that, mounted in the forward part of the monitor, the two 12-inch rifles could be trained over an arc of 3000 and fired in almost any direction except dead astern. The Nevada is not as efficient a vessel as she would have been had she had two turrets, but the Navy Department in her design provided for as powerful a vessel as possible with the money appropriated.
The general dimensions of the Nevada are: length, 252 feet breadth, 50 feet; draft, 12 feet 6 inches. Her engines are of the vertical triple-expansion type, of 2400 H. P. She has Niclausse boilers, a normal coal supply of 338 tons, and on her acceptance trial she steamed 13.03 knots. Her complement is 13 officers and 209 men. In 1903, her armament consisted of two 12-inch B. L. R.'s, four 4-inch R. F.'s, three 6-pounders, six 1-pounders, and two .30-cal. automatics. The secondary battery is carried in the, superstructure which extends from the turret nearly to the stern. The changes in the battery, since the Nevada's first commission, have been as follows: in 1905, two 1-pounders were removed; in 1907, four 1-pounders were added.
During her first cruise, the Nevada was assigned for duty with the coast squadron. Her first commanding officer was Commander T. B. Howard (March 5, 1903), and under him the ship went into commission and sailed from Portsmouth, N. H., on April 18, 1903. On May II, 1905, Commander Alfred Reynolds relieved Commander Howard. The Nevada and her sister ships in 1906 were transferred from the fleet to duty at the Naval Academy. During the next few years, then, the Nevada was annually placed in commission early in June, and, at the expiration of the midshipmen's, practice cruise, returned, into reserve. Her commanders during this period were Commander Harry P. Huse (May 26; 1907) and Commander Harry M. Dombaugh (September 5, 1908). On March 2, 009 the name of the Nevada was changed to Tonopah.
The first Nevada was a screw steamer built by the government in 1863 and launched on October 5, 1865, at the Philadelphia navy yard. She was a wooden vessel of the first rate, of 3850 tons displacement. Her length was 335 feet, her breadth, 44 feet 4 inches, and her draft, 11 feet 4 inches. She had two horizontal direct-acting engines of 48 inches stroke, and eight Martin boilers.
The builders of her machinery were the Etna Iron Works of New York. The total cost of hull was $527,103.79, while the engines cost $680,000.
On September 1, 1864, the vessel was assigned the following armament, but the battery was never mounted: two 100-pounder Parrott rifles, one 60-pounder rifle, ten 8-inch smoothbores of 65 cwt., and four howitzers.
Previous to August 10, 1869,-1the Nevada was known as the Arizona, and from 1863 to May 15, 1869, her name was the Neshanany. But, though the proud possessor, of three different names, the Nevada had a singularly uneventful, if not disappointing, career. From 1866 to 1868 she was at the New York navy yard receiving her engines; in 1869 she was in ordinary at New York. Then the Goldsborough Board made an examination of her, and the following was their report: "Already, although never employed for a moment at sea, she exhibits a marked twist, or cant, of hull, and her original lines have doubtless become altered. It is very evident that in building this vessel sufficient means were not taken to secure enough strength, or else that it was impossible to secure enough, either in consequence of the materials used or owing to her form," which the officers characterized as " a sort of overgrown Indian canoe." " It would not be hazarding much to predict that she is already decayed in many places, besides being sorely twisted as stated above. This vessel, besides being built of white oak, is not even copper-fastened. She is fastened with treenails," So the Nevada remained in her incompleted condition, and five years later (June, 1874) was sold to J. Roach in part payment for the
OKLAHOMA
OKLAHOMA.—One of the United States. First discovered by the Spaniards in 1540, but later taken possession of by La Salle in the name of the King of France. It was acquired by the Louisiana Purchase in 1803, and in 1816 became part of the Indian reservations. In 1890 the Territory of Oklahoma was created. Seventeen years later it was merged with the Indian Territory and admitted into the Union, 1907, as the State of Oklahoma.
The Oklahoma is the first ship of the United States Navy to bear that name. She is a first-class battleship of the dreadnought type, and is at present under construction at the New York Shipbuilders Company's yards, at Camden, N. J., where she was launched on March 23, 1914, her keel having been laid on October 26, 1912. The Oklahoma, is the first battleship launched for the navy which will burn oil exclusively, and she and her sister ship, the Nevada, are the first ships to have triple-gun turrets.
Her dimensions are: displacement, 27,500 tons; length, 583 feet; breadth, 95 feet; draft, 28 feet 5 inches; designed speed, 20.5 knots. She is to have triple-expansion engines driving twin-screws, and taking steam from 12 Babcock and Wilcox boilers. The total H. P. developed by her main engines is estimated at 24,800, and the weight of the propelling machinery will be about 1900 tons.
The battery of the Oklahoma will be disposed as follows: ten lit-inch B. L. R.'s will be mounted in two triple and two double turrets, while twenty-two 5-inch 51-caliber rifles will be mounted for torpedo defence on her gun deck and forward on the bridge. She will also have four submerged 21-inch torpedo-tubes. Her armor defence will include a main armor belt of 13.5 inches of Krupp steel (extending from 9 feet above to 8.5 feet below the water-line), and two protective decks, while 13-inch barbettes and heavily armored turrets will shield her main 14-inch armament.
WYOMING
WYOMING.—One of the United States situated in the Rocky Mountain district. It formed part of the Louisiana Purchase, and was made a state in 1890. It derives its name from the Delaware Indian word Maughwatiwama, signifying large plains. The Wyoming Valley is a beautiful and fertile tract on the Susquehanna River in Luzerne County, Pa.
The battleship Wyoming is the third ship of the United States Navy to bear 'the name. She is an armored ship of the first rate monitor Puritan.
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SINGLE TURRET MONITOR "NEVADA"
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U. S. S. "WYOMING"
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U. S. S. "WYOMING"
of 26,000 tons displacement, authorized by Act of Congress approved March 3, 1909. Her builders were William Cramp & Sons, of Philadelphia, at whose yard she was launched on May 25, 1911, her keel having been laid on February 9, 1910. Her principal dimensions are: length, 554 feet; breadth, 93 feet 2 1/2 inches; draft, 28 feet 6 inches. Her propelling machinery consists of Parsons turbines, driving four screws, for which steam is supplied from 12 Babcock and Wilcox boilers. Her trial speed was 21.22 knots. Her main armament consists of twelve 12-inch rifles mounted in turrets in pairs, while for torpedo defence she has twenty-one 5-inch R. F.'s placed in broadside. In addition she has four 3-pounder saluting guns, two 1-pounder boat guns, two 3-inch field guns and two .30-cal. machine guns. There are also two 21-inch submerged torpedo-tubes. Her complement is Imo officers and men.
The Wyoming first went into commission on September 25, 1912, at the League Island navy yard, Pa., whence she sailed on October 6, under the command of Captain Frederick L. Chapin. After participating in the naval review at .New York, she joined the Atlantic fleet as flagship of the commander-in-chief, Rear Admiral Charles J. Badger, on December 30, 1912. From this time she remained continuously with the fleet, visiting the Panama Canal in January, 1913, participating in the usual maneuvers and exercises, and then making the cruise to the Mediterranean in the autumn of that year.
Returning to New York on December 15, 1913, the ship had to bear the loss of her commanding officer, Captain Chapin, who died after a brief illness, on December 19. Captain James H. Glennon was thereupon ordered to the Wyoming (December 23), and under him the ship left the navy yard on January 6, 1914, flying the flag of the commander-in-chief until the end of March, when she returned to the New York yard for her first overhaul period since going into commission. But before the completion of her repairs, the Wyoming was again ordered to rejoin the fleet, then operating in Mexican waters, when she once more became the flagship of Admiral Badger.
This service the Wyoming performed at Vera Cruz until her return North at the end of the summer, when she steamed into her home yard proudly displaying the battle-efficiency pennant which had been awarded to her for the year 1913-14. After target practice and an overhaul period, she went to sea under Captain Herbert 0. Dunn, who had relieved Captain Glennon in command on January 6,. 1915, flying the flag. of Rear Admiral Frank F. Fletcher, the commander-in-chief. The winter was spent as usual in fleet exercises. in Cuban waters. In the spring, the Wyoming came North for target practice and maneuvers, and for the naval review which, in May, was held on the Hudson River. On these occasions the Wyoming, as flagship of Admiral Fletcher, flew the four-starred admiral's flag of the commander-in-chief of the Atlantic fleet, which she hoisted off Cape Cruz, Cuba, on March 11, 1915, in accordance with the Act of Congress of March 3, 1915, reestablishing that rank afloat in our navy.
The second Wyoming, now known as the Cheyenne, is a single-turret coast defence monitor authorized by Congress on May 4, 1898, shortly after the outbreak of the Spanish-American war. She is a vessel of 3225 tons displacement, with the following dimensions; length, 252 feet; breadth; 50 feet: draft, 12 feet 6 inches. She was built at the Union Iron Works, San Francisco, Cal., and launched on September 8, 1900, 17 months after the laying of her keel. Her engines are of the triple-expansion type, and she has four Babcock and Wilcox boilers. Her speed on trial was 11.8 knots.
When she first went into commission, the Wyoming mounted two 12-inch B. L. R.'s, four 4-inch R. F.'s, three 6-pounders, six 1-pounders, and two Colt automatics. In 1905, this armament was increased by the addition of two 1-pounders. In 1903, the ship's complement was 13 officers and 158 men; to this number, in 1905, were added 51 men.
From Mare Island, Cal., the Wyoming sailed on her first cruise on December 8, 1902, in command of Commander V. L. Cottman. Six months later she joined the Pacific fleet. Returning to her home yard, Bremerton, Wash., on October 28, 1904, for repairs, she sailed again on January 26, 1905, under Commander J. E. Roller (January 20) for service with the fleet until July, when she was ordered to the Mare Island yard. Here she Went out of commission on August 29, 1905; and remained thus until she was again put into service three years later (October 8, 1908) in charge of Commander John J. Knapp, which duty she was still performing on January 1, 1909, when her name was changed to Cheyenne.
The screw sloop Wyoming authorized by Congress on June 12, 1858, was named after the Wyoming Valley of the State of Pennsylvania. She was a wooden cruiser of the third rate. She was built at the Philadelphia navy yard at a cost of $323,537.40, and was launched on January 19, 1859, her keel having been laid in July, 1858. Her tonnage (old measurement) was 997 tons and her displacement 1457 tons, while her principal dimensions were length, 198 feet 5 niches; breadth, 33 feet 2 inches; draft, 13 feet 3 inches. Steam was her principal motive power, and sails were auxiliary. Her machinery, which wasP constructed by Merrick & Sons, at Philadelphia, comprised two horizontal direct-acting engines of 30 inches stroke, and two Martin boilers, besides one auxiliary boiler. With her engines making 8o revolutions per minute, her speed was 10 knots.
In October, 1859, the Wyoming mounted two 11-inch smoothbores and four long 32-pounders. On April 1, 1864, one light 12-pounder was added to her battery. Then after the war (September 30, 1865) a 60-pounder Parrott was substituted for one of the 32-pounders. In May, 1871, the following armament was mounted: one 1 1-inch smoothbore, four 9-inch smoothbores, and two 20-pounder rifles. By July, 1871, another 1 1-inch gun was added; three months later a light 12-pounder was mounted; and in February, 1872, one 20-pounder was removed. Between 1877 and 1892, the various batteries carried by the Wyanting were: in January, 1877, two 1 1-inch smoothbores, four 8-inch guns, one light 12-pounder; October, 1878, two 8-inch muzzle-loading rifles, four 9-inch smoothbores, one 60-pounder rifle, one light 12- pounder, one 3-inch howitzer, and one gatling gun; in June, 1884, one 80-pounder B. L. R., eight 32-pounders of 45 cwt., one 8-inch M. L. R., and two 20-pounders. In November, 1884, one 60-pounder
M. L. R. was added.
In October, 1859, the Wyoming sailed from Philadelphia for the Pacific Station to join the squadron under Flag Officer J. B. Montgomery. She was in command of Commander John K. Mitchell, and after an uneventful passage, she reached her station; where, in April she relieved the Levant on the coast of; Nicaragua.
The outbreak of the Civil War found the Wyoming at San Francisco preparing for another cruise. But instead of proceeding to sea, Commander Mitchell was directed to remain off the Golden Gate ill order to afford better protection to the United at Macao three fine American vessels were put under Portuguese colors, and since leaving that.port I have seen but three American vessels; one at. Batavia and two in the Strait of Sunda, one of which will change her flag on her arrival at Bangkok." Yet four days later the Alabama was off the Strait of Sunda and Captain Semmes was writing in his journal: " The Wyoming is a good match for this ship, I have resolved to give her battle. She is reported to be cruising under sail—probably with banked fires—and anchors, no doubt, under Krakatoa every night, and I hope to surprise her, the moon being near its, full."
But while unsuccessful in running down. the Confederate commerce destroyers, Commander McDougal. was able to render important services elsewhere to his persecuted compatriots. It was about the middle of July, 1863, and the Wyoming was making preparations to carry out the Navy Department's orders of the
15th of April which directed her immediate return to Philadelphia, when news was received through Japanese sources that an American steamer had been fired upon by a bark and a brig of war belonging to the Prince of Nagato, at the western outlet of the Inland Sea, and that she, had disappeared. A mail, on the same evening (July 10, 1863), brought authentic information that the American steamer Pembroke, on her passage to Shanghai through the Inland Sea, had been fired upon by the same vessels, and had made her escape through the Bungo Passage.
Without delay the Wyoming left Yokohama for the scene of the outrage. Three days later she arrived off the inner entrance of the western outlet of the Inland Sea. Immediately the presence of the American cruiser was announced by the firing of signal guns on shore, and the alarm was communicated along the batteries to the town of Shimonoseki, which lay concealed behind the promontory of Monshi. On the tide proving favorable," said Commander McDougal in his official report of the affair, we proceeded in the straits, and discovered a ,steamer, brig and bark of war at anchor off the town, with Japanese colors at the peak and the flag of the prince at .the fore. We stood for the vessels and on approaching were fired on, as we got within range, by six batteries on different positions, mounting from two to four guns each." The main channel lay just outside all the vessels and the Choshiu cannoneers evidently expected to blow the Wyoming out of the water for stakes at regular intervals marked ranges which she was obliged to pass. Already several shot had cut the rigging between the main-and-mizzenmasts. Still no reply came from the intruder. On she came, heading straight for the Japanese vessels, with all hands prepared for boarding.
Then the leading native steamer was seen to have steam up and to be making ready to move. Her decks were crowded with men and from her yardarms hung kedge-anchors to be used as grapling-irons for boarding. Commander McDougal in an instant decided to anticipate the Japanese. Calling his men back to their guns, he gave the order to commence firing. Both pivots and the starboard guns at once opened. "One of the balls of the barbarian vessel destroyed a fort," says the Japanese historian's account of the action, " and, encouraged by his lucky shot she dashed in." As the Wyoming forged abreast of the bark, the latter fired three of her guns, and the gunners on the brig worked their pieces with frantic rapidity. One shot put out of action almost every man at the Wyontink's forward broadside gun, two seamen stationed forward were killed by chain shot, and a marine was struck dead by a bail fired from the Sennenji battery. But on the other hand, every shot fired from the Wyoming's powerful battery told upon the Japanese vessels which were so close by that the guns seemed almost to touch.
Then a danger hereto feared was realized. The Wyoming, after running past the enemy, grounded in the uncharted waters of the strait within range of the guns on shore. The Japanese steamer immediately slipped her cable and took up a position for ramming. But before she could carry. out her intention the Wyomning's powerful propeller had worked her out of the mud. In his turn, Commander McDougal maneuvered for a favorable position and, training his pair Of pivot guns upon the steamer, prepared to give the Japanese a taste of the power of 11-inch Dahlgren ordnance. The first shot hulled the steamer, whereupon a sculling-boat full of officers was seen to leave the ship, while scores of men jumped overboard in terror. The second shell was planted directly in the center of the "Prince of Choshiu's own steamer; the KoShin Maru,” one foot above the water-line, piercing both ship and boiler and passing into the town a quarter of a mile away where it exploded among a group of buildings. In a moment the doomed ship was on fire both fore and aft, 40 men lay dead on her decks, and black crowds leaped over her side to escape from the red-tongued flames that licked the sills of every, port. "We: then steamed past the brig and bark,” wrote Lieutenant-Commander George W. Young, the Wyoming's executive officer, " firing into them from our port battery and landing a few shells in the shore batteries. At 12:25, p. m. we steamed out of the Strait of Shimonoseki into the Suwo Nada, having passed and repassed the fire of the six batteries, four to the eastward and two to the Westward, having been under fire about one hour and ten minutes." And long afterward the Choshiu clansmen spoke respectfully of the " American devils."
From Shimonoseki the Wyoming continued her search for the elusive Alabama until February, 1864, when Commander McDougal received orders to proceed to Foo-Chow, China, where the interests of the American traders were being violated. " On March 6, I left Poo-Chow,” Commander McDougal wrote from Macao on March 13, "and arrived here on the loth, via Hong Kong," but, he added, "no further information of the Aiobania has been received here since her landing of the crew of the Emma Jane, on the 8th of January last, on the coast of Malabar." So the cruise continued, until, on March 27, 1864; the Wyoming reached Batavia, with her boilers in such a condition that there was no alternative but to return to the United States for repairs. The passage from Anjer, via the Cape of Good Hope, St. Helena and St. Thomas, occupied the whole of three months, and on July 13, 1864, the Wyoming cast anchor off the Philadelphia navy yard. But other Confederate commerce destroyers had meanwhile been active in home waters. The presence of the Florida had recently been reported on the coast, and no Union cruisers
were at the moment available for this service. So Commander McDougal was obliged .to put to sea again almost immediately in search of the Confederate "pirate." But the Wyoming machinery was in no condition to stand the strain. For five days she attempted to carry out her orders. Then her boilers started to leak and Commander McDougal was obliged to put back into Philadelphia for extensive repairs.
It .was not until March, 1865, that the Wyoming was again ordered into commission. Then she sailed from Philadelphia on April 17, under the command of Commander John P. Bankhead, and proceeded to the East Indies, via Cape Horn, arriving at Singapore on September 25, 1865, in time to participate in the search for the Confederate cruiser Shenandoah. In 1867 the Wyoming was assigned to the Asiatic squadron, and placed in temporary charge of Lieutenant Commander John Bishop (February 14, 1867), until Lieutenant Commander C. C. Carpenter assumed command on April 7. Sailing from Yokohama, on April 28, in company with another vessel, the Wyoming conveyed the United States minister on a visit to the Tycoon, an occasion extraordinary on the history of Japan. Thence she proceeded, in June, to the Island of Formosa to participate in a punitive expedition against the natives who had murdered the crew of the American bark Rover, which had been wrecked on their coast.
This was the last service performed by the Wyoming in the Far East. Shortly after she received orders to return to the United States, and in the year following she arrived at Boston where she was placed in ordinary and laid up for repairs (1870-1871) at the Portsmouth navy yard.
From 1872 to 1874 the Wyoming was attached to the North Atlantic Station. She was commissioned on November 7, 1871, for special service under Commander John L. Davis, and sailed from Boston on January 16, 1872. On October 25, 1872, Commander Francis H. Baker relieved Commander Davis, and he in turn was succeeded in command by Lieutenant Commander M. L. Johnson (June 22, 1873). Then one month later Commander William B. Cushing was ordered to :command the Wyoming (July 17, 1873) but after a brief cruise he was ordered to bring her to the Washington navy yard, where she was placed out of commission on April 30, 1874.
During the next two years the Wyoming was laid up at Washington. Then on November 20, 1877, Commander Alfred Hopkins placed her in commission for service on the European Station, where she was commanded by Commander J. C. Watson (February 14, 1878), Commander Silas Casey, Jr. (February 25, 1880), and Commander N. H. Farquhar (March 2, 1881), until her return to Hampton Roads, Va., on May 21, 1881. From here she was ordered to Annapolis, Md., under Captain James E. Jouett ( June 15, 1881), where, after a brief visit to Beaufort, S. C., she was turned over to the Superintendent of the Naval Academy on October 30, 1882. In 1892, the Wyoming was sold at Norfolk, Va., for $11,311.