AN HISTORICAL RECORD OF THOSE NOW IN SERVICE AND OF THEIR PREDECESSORS OF THE SAME NAME
1776-1915
SOUTH CAROLINA
SOUTH CAROLINA.—One of the thirteen original states. The first permanent settlement was made by the English in 1670. It was separated from North Carolina in I729, and became a Crown colony. Many French Huguenots settled in the state, and, during the Revolution, many of the important battles of the war were fought on its soil.
The dreadnought South Carolina is the fourth ship of our navy to be named after the "Palmetto State." She was authorized by the act of Congress approved March 3, 1905, and launched at the yards of William Cramp & Sons, Philadelphia, Pa., on July 11, 1908. She is an armored steel vessel of 16,000 tons displacement, 450 feet length, 8o feet 21 inches breadth, and 24 feet 6 inches draft. Her engines are of the vertical triple-expansion type, of 18,357 h. p., which, on her trial trip, gave her a speed of 18.86 knots. Steam is furnished by 12 Babcock and Wilcox boilers.
The battery and hull protection of the South Carolina is of a "most substantial character." There is a 310-foot-long belt of steel, varying in thickness from ii inches at the top and 9 inches at the bottom; on the turrets the armor tapers from 12 to 8 inches, while additional protection is furnished to the turret machinery and ammunition hoists by 10-inch barbettes.
The main armament of the ship is mounted in four turrets on a center line, turret No. 2 firing ahead over No. 1, and No. 3 astern over No. 4, thus giving her a broadside fire of eight 12-inch B. L. R.'s and four ahead and four astern. In addition there is a torpedo defence battery of twenty-two 3-inch R. F.'s and a number smaller guns for boat and shore use. There are two 21-inch submerged torpedo tubes.
The South Carolina was placed in commission on March I, 1910, at the Philadelphia, Pa., Navy Yard, and sailed on her first cruise five days later under the command of Captain Augustus F. Fechteler. After a preliminary "shaking down" cruise the ship joined the Atlantic fleet as part of the second division. In November, 1910, she accompanied the fleet to European waters, and in June of the year following she made another cruise across the Atlantic Ocean to the Baltic Sea with the second division. On November 13, 1911, Captain Thomas Snowden relieved Captain Fechteler, and under him the South Carolina participated in the work of the fleet until June, 1913, when orders were received to proceed immediately to Tampico, Mexico, for the protection of American interests. After two months of this duty the ship was relieved and was enabled to proceed north in time for target practice off the Virginia Capes before returning to the Norfolk Navy Yard for overhaul.
On November 12, 1913, Captain Robert L. Russell took command of the South Carolina. Sailing from Norfolk on January 7, 1914, the ship took her place in the first division of the fleet and proceeded to Culebra and Guantanamo Bay for the winter's maneuvers and exercises. But on January 27, Captain Russell was ordered to proceed immediately to Haitian waters for the protection of American interests, after which occurred the landing at Vera Cruz, in which the bluejackets and marines of the South Carolina actively participated.
The third South Carolina was an iron screw steamer of 1165 tons bought on May 3, 1861, at Boston, Mass., from the Boston & Southern S. S. Co., for $172,500. Her principal dimensions were: length, 217 feet 6 inches, breadth; 33 feet 5 inches, depth of hold, 25 feet, and draft, 14 feet 6 inches. She carried a crew of 115 men, and her speed was 5 knots. When first commissioned, she was armed with four 8-inch guns of 63 cwt., and one 32-pounder. This armament was, on May 1, 1862, increased by the addition of one 30-pounder Parrott rifle. On May 7, 1863, this battery was altered to one 30-pounder Parrott, two 8-inch guns, two 32-pounders, and one 24-pounder howitzer. On June 2, 1863, two additional 8-inch guns were mounted.
On May 22, 1861, the South Carolina went into commission at the Boston Navy Yard and two days later she went to sea under the command of Captain James Alden. After touching at Pensacola, she proceeded to the passes of the Mississippi, but her draft proved to great for duty in those waters, so she was directed to establish the blockade off Galveston, Tex., where she maintained her station with the aid of several tenders. Twelve schooners were chased and brought to between July 4 and 12, and on August 3 the ship was fired upon by the Confederate shore batteries, which somewhat varied the monotony of the blockade. In September, 1861, two more blockade runners were captured, on October 16, the British schooner Edward Barnard was brought to, and on December 11, the Confederate sloop Florida was made a prize. By this time the South Carolina had been at sea for so long a period that she was in an "inefficient condition," so she was obliged to repair to Ship Island early in January, 1862, in order to receive a thorough overhauling.
On January 1, 1862, Captain Alden transferred the command of the South' Carolina to Lieutenant William E. Hopkins, and under him the ship was fortunate in being able to participate in the capture of the steamer Magnolia which was intercepted only after a long chase from Pass a l'Outre on February 19. This was the South Carolina's last service on the Gulf Station. In March she was ordered to proceed to the Boston Navy Yard, where she arrived on April 4, 1862.
Sailing from Boston on June 20, 1862, under Commander John J. Almy (June 16, 1862), the South Carolina joined the South Atlantic blockading squadron at Port Royal, S. C., whence she was ordered to Mosquito Inlet for the proper enforcement of the blockade. On September 4, Commander Almy was directed to take up his station before Charleston, where he remained until December 12, when he assumed command in North Edisto. On March 29, 1863, the schooner Nellie was captured while trying to run the blockade. On January 16, 1864, Acting Volunteer Lieutenant William W. Kennison relieved Commander Almy in charge of the South Carolina. Under him, the ship maintained her station off Tybee Island "though disabled in steam" until November, when she was obliged to return to Port Royal for repairs. But in December, 1864, the ship was again on the blockade until on March 10, 1865, orders were received for her to proceed north.
After the close of the war, the South Carolina was fitted as a supply ship. In this capacity she performed valuable services under Lieutenant Kennison and Acting Volunteer Lieutenant H. H. Gorringe ( January Jo, 1866) until July 20, 1866, when she returned to the New York Navy Yard, where, on October 5, 1866, she was sold for $71,000.
The second South Carolina was a revenue cutter taken into the navy on the outbreak of hostilities with France in 1798, under the provisions of the act of Congress of February 25, 1799. She was a wooden schooner, built at Charleston, S. C. in 1798. Her battery consisted of 12 guns and she was manned by a crew of 50 men. In 1798, the South Carolina under, the command of Lieutenant James Payne, was assigned to Commodore Tingey's squadron on the St. Domingo Station, but, after a while, she was found unfit for sea service. She was therefore ordered to return to Charleston, where, on August 20, 1799, she was returned to the Collector of Customs.
The first South Carolina was a galley authorized by the act of Congress approved May 4, 1798. Her cost of construction was $5146.54.
NEW HAMPSHIRE
NEW HAMPSHIRE.—One of the United States. It was first visited by Captain Smith in 1614, and called Laconia until 1662. The first settlers arrived in 1623. New Hampshire was one of the seven states which declared their independence on July 4, 1776, and joined the Union in 1778.
The New Hampshire is an armored ship of the first rate. She was authorized by the act of Congress approved April 27, 1904, and built at the yards of the New York Shipbuilding Co., at Camden, N. J., where she was launched on June 30, 1906, her contract cost of construction being $3,748,000. Her principal dimensions are: length, 450 feet, breadth, 76 feet 10 inches, and draft, 24 feet 6 inches. Her displacement is 16,000 tons. The propelling machinery of the New Hampshire comprises two vertical triple-expansion engines of a combined horsepower of 17,267, and there are 12 Babcock and Wilcox boilers to supply steam for these and for all the necessary auxiliaries and accessories. On trial a speed of 18.16 was made.
The armament of the New Hampshire includes four 12-inch B. L. R.'s mounted in pairs in turrets fore and aft, eight 8-inch B. L. R.'s in pairs in turrets (two on each beam), and twelve 7-inch rifles in broadside. In addition there is a secondary battery of twenty 3-inch R. F. guns and four 21-inch submerged torpedo tubes, besides a number of smaller pieces for boat and shore use. For the protection of these gun positions the heaviest armor has been placed on the turrets, barbettes and casemates. There is also a complete belt of steel 9 feet 3 inches wide, having a uniform thickness of 9 inches for about 287 feet amidships, while added protection is obtained for the engines from the 3-inch protective deck which likewise extends from stem to stern.
The New Hampshire was commissioned at the League Island Navy Yard, Pa., on March 19, 1908, by Lieut. Commander Roger Wells. On March 29, Captain Cameron McR. Winslow assumed command of the ship. After a preliminary "shaking down" cruise, the New Hampshire was detailed for special service, transporting the Panama Expeditionary Regiment of Marines to Colon in the latter part of June and participating in the Tercentenary celebration of the City of Quebec. On February 5, 1909, Captain Winslow reported to the commander-in-chief for duty with the Atlantic fleet. On November 4, 1909, Captain Thomas S. Rodgers relieved Captain Winslow, and under his command the New Hampshire continued with the fleet, until, on November 16, 1911, Captain James H. Oliver succeeded him. In July, 1913, the seriousness of the Mexican situation caused the Navy Department to order Captain Oliver to proceed without delay to the Caribbean, where the ports of Tampico, Tuxpam and Vera Cruz were visited for the protection of American interests. On December 12, 1913, Captain Edwin A. Anderson relieved Captain Oliver in command, and shortly after the New Hampshire returned north, reaching Norfolk on December 30. A brief repair period followed and then the ship rejoined the flagship in Hampton Roads. This was on April 15, 1914. And the same day she passed out between the Chesapeake capes with the other ships of the fleet, bound once again for Mexico's principal seaport, where she arrived in time to participate in the occupation of the city.
The first New Hampshire was a wooden sailing line-of-battle ship built under the authority of the Act of April 29, 1816. She was a ship of 4150 tons displacement, 2633 tons tonnage (old measurement), 196 feet 3 inches length, 53 feet breadth, 22 feet depth of hold, and 25 feet 6 inches draft. She was built by the government at the Portsmouth, N. H., Navy Yard at a cost of $304,533.65. Her keel was laid on June 1, 1819, and, after many delays, she was launched on January 23, 1864.
The New Hampshire was originally known as the Alabama. But after the outbreak of the Civil War, she was named after the "Granite State" (October 28, 1863). She never was commissioned as a ship of the first line, for the naval operations of the first few months of the great conflict demonstrated that she had become practically obsolete. There was but one service for which she could be used. This was a store vessel and depot ship. For this duty she was being fitted on March 12, 1864, according to the Navy Register of that date, and on May 11, 1864, she was finally placed in commission by Commodore H. K. Thatcher. On June is, 1864, the New Hampshire left Portsmouth on her maiden cruise. She carried men and stores for Admiral Dahlgren's squadron, and her destination was Port Royal, S. C., where on July 29, she became the "depot ship" under the command of Commander William Reynolds.
After the war, the New Hampshire was for a short time the flagship of Commodore Joseph Lanman. Her commanding officer was Lieutenant Commander Richard L. Law (July 29, 1865). But on her return to Norfolk, Va., from this cruise with the Atlantic squadron, on June 8, 1866, she was converted into a receiving ship and never again went to sea in full commission. On May 10, 1876, the New Hampshire left Norfolk for Port Royal, S. C., where she remained for five years as store ship and flagship of the commandant of the naval station; in 1881 she was transferred to Norfolk and thence to Newport, R. I., where she became attached to the Apprentice Training squadron and the flagship of Commodore Stephen B. Luce; in 1887 she is mentioned as receiving ship for boys at Newport and in 1891 she was towed to New London for this same duty.
During this period, from 1867 to 1891, her commanding officers were: Commander William E. Fitzhugh (July 3, 1867), Commander Elias K. Owen (September 20, 1870), Captain S. P. Quackenbush (September 1, 1873), Commander Charles K. Cushman (August 14, 1875), Commodore J. M. B. Clitz (April 9, 1876), Commodore A. K. Hughes (April 3, 1877), Commodore George M. Ransom (June 3, 1878), Commodore Thomas Pattison (January 14, 1879), Captain James E. Jouett (July 7, 1880), Captain V. C. Johnson (August 1, 1881), Lieutenant W. McCarty Little (November 24, 1881), Lieutenant R. D. Hitchcock (December 29, 1881), Command& C. E. Clark (March 27, 1882), Captain E. 0. Matthews (April 26, 1883), Lieutenant F. M. Symonds (June 30, 1884), Commander A. R. Yates (August 5, 1884), Commander F. Y. Higginson (October 31, 1887), Lieutenant J. H. C. Coffin (October t, 1891), Captain F. M. Bunce (October 15, 1890, Commodore Joseph Fyffe (June 29, 1891).
On June 5, 1882, the New Hampshire was placed out of commission and shortly after she was turned over to the New York State Naval Militia. On November 30, 1904, her name was changed to Granite State, in order that the new battleship authorized by Congress might be named after the state.
VERMONT
VERMONT.-One of the United States. The first settlers came from Massachusetts in 1724. In 1791 Vermont joined the Union.
The Vermont is the second ship of our navy to be named after the Green Mountain State. She is an armored steel vessel of the first rate, of 16,000 tons displacement and carries a crew of 41 officers and 840 men. She was authorized by the act of Congress approved March 3, 1903, and was launched on August 31, 1905, at the Fore River Ship & Engine Co., Quincy, Mass. Her principal dimensions are: length, 450 feet, breadth, 76 feet to inches, and draft, 24 feet 6 inches. Her contract cost was $4,179,000. The propelling machinery of the Vermont includes two vertical triple expansion engines of 18,249 h. p., for which steam is supplied by 12 Babcock and Wilcox boilers. On trial her speed was 18.33. Her total bunker capacity is 2405 tons of coal.
Her armament comprises four 12-inch B. L. R.'s mounted in pairs in turrets forward and aft, eight 8-inch B. L. R.'s placed in pairs in four turrets (two on each beam), twelve 7-inch rifles, twenty 3-inch torpedo defence guns, and four submerged 21-inch torpedo tubes. For the protection of this battery and the engines, there is a water-line belt of 9 inches of steel, a 3-inch protective deck, and from 12 to 6 inches of armor on the turrets and gun positions.
The Vermont was placed in commission at the Boston Navy Yard on March 4, 1907, by Lieutenant Commander L. C. Bertolette, who continued in charge until the arrival of Captain William P. Potter (June 3, 1907). Leaving Boston on August' 3, 1907, the ship made her "shaking down" cruise, after which she cruised for several months with the Atlantic fleet previous to her departure from Hampton Roads on December 16, 1907, for the cruise around South America. From San Francisco, the Vermont continued with the fleet across the Pacific Ocean, arriving at Manila on November 1, 1908, where, a few days later, Captain Frank F. Fletcher (November 6, 1908) relieved Captain Potter in command of the ship.
Returning to the United States, the Vermont cruised with the Atlantic fleet, participating in the regular maneuvers and exercises. From March 9 to June 23, 19o9, she remained at the navy yard for Overhaul and repairs. Her commanding officers were: Lieut. Commander Adelbert Althouse (February 25, 1910), Captain Walter McLean (March 12, 1910), Captain Harry McL. P. Huse (November 5, 1911), and Captain George W. Kline (October 22, 1913). In April, 1914, the Vermont was ordered to proceed to Mexican waters for special service and she was present at Vera Cruz during the occupation of that city by the United States naval forces.
The first Vermont was 74-gun sailing ship-of-the-line of 2633 tons (old measurement) and 4150 tons displacement. She was build of wood and was launched at the Boston Navy Yard on September 14, 1848. Her principal dimensions were: length, 196 feet 3 inches, breadth, 53 feet, depth of hold, 22 feet, and draft, 25 feet 6 inches. She carried a crew, of 820 men. Her cost of construction, in December, 1850, amounted to $212,999.59.
The Vermont was one of the line-of-battle ships authorized by Congress on April 29, 1816. Her keel was laid at Boston in 1818, but for many years she remained on the stocks uncompleted, until, in 1848, it was discovered that the old shiphouse which covered her "stood so near the boundary line of the public grounds that the ship was exposed to danger of destruction by fire, from the contiguous private buildings." "I therefore directed that the ship should be launched, and secured from injury," says Secretary Mason in his report for the year 1848, "until the wants of the service would require her to be fitted for sea."
The need of store ships and supply ships for service with the various blockading squadrons operation on the southern coasts during the Civil War, caused the Navy Department, in 1862, to place the Vermont in full commission as a store ship. On January 30, 1862, Commander A. S. Baldwin assumed command of her and on February 24, she left Boston for Port Royal, S. C., where she became station ship to the South Atlantic blockading squadron. On September 7, 1862, Acting Volunteer Lieut. W. HI West re: lieved Commander Baldwin in command of the Vermont, and he, in turn, was succeeded by Acting Master H. Tibbets (November 14, 1862) and Commander William H. Reynolds (November 18, 1862).
On August 2, 1864, the Vermont left Port Royal under command of Commodore H. K. Thatcher ( July 30, 1864), who had brought down her relief, the New Hampshire, and proceeded to New York, where she became the receiving ship at the navy yard. From September 30; 1875, to July 1, 1884, she was placed out of commission, but the remainder of the time she was in service as receiving ship until August 31, 1901, when she was placed permanently out of commission. On December 19, 1901, she was stricken from the Navy List, and, on April 17, 1902, sold at New York.
Her commanding officers during her period of service as receiving ship were: Lieut. Commander G. Cilly (August 11, 1864), Captain G. H. Scott (August 21, 1864), Commander J. A. Carter (November 23, 1864), Captain H. Kilty (July 1, 1865), Commander A. C. Rhind, (December 18, 1865), Commander Lewis A. Kimberly (March 20, 1867), Captain M. B. Woolsey (May 20, 1870), Commander John Watters (July 22, 1870), Captain W. W. Low .(October 1, 1873), Captain D. L. Braine (April 22, 1875), Captain Robert Boyd (July 1, 1884), Captain A. P. Cook (October 5, 1885), Captain W. C. Kirkland (April 1, 1887), Captain L. A. Beardslee ( July I, 1889), Captain C. S. Norton (October 31, 1891), Captain J. N. Miller (November 1, 1892), Captain Silas Casey (April 24, 1894), Captain Merrill Miller (March 16, 1897), Captain Henry C. Taylor (March 17, 1900), and Captain Albert S. Snow (March 15, 1901).