Note.—The U.S.S. Monongahela was thrown on shore at Frederiksted, Saint Croix, Danish West Indies, November 18, 1867, by the same tidal wave that disabled the U.S.S. De Soto at St. Thomas.
January 11, 1868, the U.S. Bark Purveyor was commissioned at 1.45 p.m. at the Navy Yard, New York, Acting Master William Budd, commanding, Acting Master T.N. Meyer, Executive Officer, and Acting Ensigns John Barrett and David A. Hall (the four watch officers from the De Soto), Past Assistant Surgeon D.C. Burleigh and Past Assistant Paymaster D.B. Bationi.
After completing our cargo, consisting of pigs of kentledge, lumber, chain cables of all sizes, purchased blocks from the largest sizes obtainable to the smallest, manila from 8-inch hawsers to 9-thread cordage; crabs with 26-foot bards, hydraulic jacks from 90 tons to 10 tons capacity, screw jacks, air pumps and diving suits and apparatus complete, two scows and five additional boats for use of constructor’s party, in fact every conceivable article and material necessary for launching purposes.
January 16, 1868, Constructor Thomas Davidson, Jr, U.S.N., with W.F. Noyes, Master Carpenter of the Portsmouth, N.H. Navy Yard, as foreman, 18 mechanics, 2 blacksmiths, 4 borers and 1 diver, all selected from the different navy yards, Chief Engineer J.Q.A. Zeigler, U.S.N.; Captain P.L. Pope, U.S.M.C., with 17 marines reported on board for the expedition, and at 8 a.m., January 17, we were taken in tow by the navy yard tug and at 12 meridian pilot and tug left us outside of Sandy Hook bar, made sail and stood to sea.
Thursday, January 30, after the usual stormy winter passage, at 12 meridian made Sombrero Light House bearing SSW. ½ W. (pc) distant 13 miles, and at 1.20 p.m. passed the island, shortened sail; at 1.43 p. m. leeward point of the island bore east (pc), distant 6 miles, at 8 p. m. hauled by the wind under lower topsails.
January 31, at 4 a. m. kept off to SW. by S., and at 4.45 a. m. raised land off port beam; at 6.45 a. m. raised the island of Saint Croix bearing SSW; at 11.50 a. m. came to in 7 ½ fathoms. Health officer granted pratic; at 5 p. m. underway and at 7.15 p. m. came to with starboard anchor 5 fathoms water, 30 fathoms cable, Frederiksted Fort bearing E. by S. (pc). Got out the two scows and five boats.
The Island of Saint Croix is about 18 ½ miles in length east and west and about 6 ¾ miles in its greatest width north and south. It has an area of 84 square miles and a population of 15,467; it is a hilly country divided up into numerous sugar plantations with some cotton, the highest elevation being about 1090 feet. Christiansted is a small harbor on the east end of the island, but only available for light draft vessels. The principal seaport is the open roadstead of Frederiksted at the west end in latitude 17° 43' North, longitude 640 53' West, about 3 ½ miles from the NW. and 2 ½ miles from the SW. point of the island the coast line trending north and south, which makes a perfect lee (as the island is within the trade wind belt) for the harbor.
February 1, we realized that we had returned to the island of shakes, for at 12.40 a. m. we were visited by two light earthquake shocks. Had an early breakfast and landed the constructor's party. After mooring ship for safety, commenced discharging material for launching.
It was a sad sight to see that beautiful vessel high and dry, heading north, her port bilge just on the edge of the quay which had a droop of some 4 feet to the sandy beach (Exhibit A) at the water's edge, with a list to port made by the depth of her keel and dead rise, her hammock netting (or main rail) hanging so that a person looking over the off shore side could see but the sandy beach and sea below. The distance from the ship to the houses (Bay Street) was about 190 feet.
The constructor's gang commenced at once on the temporary repairs of the vessel. Native laborers were employed both for shore and ship's use in numbers as required from time to time.
The damage to the hull by her rough usage during her escapade caused by the tidal wave was quite extensive. Rudder and rudder post broken, and metal shoe connecting rudder and stern post gone, stern post broken below the propeller tube, keel and garboard strakes for 45 feet from aft forward, keel badly chafed and in places broken, and starboard bilge planking badly chafed, etc.
Owing to the mechanics and crew being unacclimated, by the advice of the doctor and orders of the commanding officer, two tots of Saint Croix rum was served each working day, one on the return at 11 a. m. from the fore noon labor; then they were allowed until 3 p. m. during the heat of the day for rest and dinner; and at evening another tot when they returned from their day's work, which depended somewhat upon the condition of things, never earlier than 6 p. m., and oftener much later.
After the repairs to the starboard bilge were completed, the hydraulic jacks from 10 to 90 tons capacity were placed under the port bilge and the vessel righted to an even keel (Exhibit A) to finish repairs to this side, after which the vessel was rolled over on the starboard bilge, keel blocked up, then rolled back on port bilge, thus by repeating the process several times (as we had not power enough to raise her bodily) the vessel was raised to a height of 26 inches and blocked up, the keel repaired and a section of four launching ways placed under the vessel. The propeller was unshipped, as the vessel was to make the passage home under sail. During this time the Purveyor's crew and laborers were discharging and rafting plank and heavy oak and pine timber on shore, landing what was not necessary for repairs to hull on a vacant lot (see chart) to the south of the village, for use in constructing the ways.
February 16, Doctors Burleigh, Bennett and Marmion held a consultation over Paymaster Hoy and Ensign Ford, of the Monongahela, sick of yellow fever; quite a number of cases on shore; Acting Ensign Barrett on sick list.
February 17, finished with the temporary repairs and commenced building the launching ways. Commenced discharging kentledge; rove off two 6-inch heavy purchases, 22-inch 3-fold blocks; they were secured to the stem by a section of Monongahela's cable, the ends passed round the fore and mizzen masts at the partners close to the deck with two round turns hitched and seized, then passed through the bow and quarter gun ports, triced up so that the forward inner block hung at the water-line and just outside and clear of the stem. The after one was passed around the stem, just under the counter abaft the rudder post, block hanging clear. Two crabs, with 26-foot bars, one forward so that the hauling part would lead clear of the stem, the other aft with the hauling part leading clear of the stern, were securely bedded on shore. These purchases were for use in case the vessel should hang on the ways.
The constructor's gang commenced building a platform for the four ways. Planted the northern group of anchors for the 6-inch purchase, a 5705-pound anchor with 60 fathoms, if studded cable, and backed with a 5105-pound anchor with 30 fathoms of if-inch studded cable, after which planted the southern group of anchors (Exhibit C), and connected the outer 22-inch block to the end of cable, lashing one of the largest and longest pine logs across the strap to keep the block above water and to prevent it from throwing turns in the purchases. The two scows (Exhibit B) were used for planting the anchors and laying the cable, taking half the cable to be laid in one, and the remainder in the other. They were lashed together by a long log extending across both gunwales of each scow, the space between the scows where the flukes of the anchor came up (the stock lying underneath and close to the bottom of the scow) were rounded off so that one part could render easily in slacking down the anchors. In running the long ranges of 150 fathoms of backer cables, we employed a shore lighter, which were taken in tow alongside of the scows with one-third of the cable bighted down clear for running. The cables were ranged the whole length of the scows and paid out by use of two watch tackles, while one was in use in slacking out, the other was fleeted and hooked into the next bight. First there was run a 3-inch line with a kedge for warping the scows in position for laying the anchors and cables, to keep a taught strain on the warp in order to properly lay the cable.
Washington's birthday was celebrated by all the vessels in the harbor, and a national salute of 21 guns fired by the men-of-war and fort on shore at 12 meridian. Later, all flags were half-masted at the death of Ensign Ford. At 5 p. m. all of the officers attended the funeral with the exception of Acting Master Budd, in charge of the ship, and Acting Ensign Barrett, sick. February 26, Captain P. C. Pope, U. S. M. C, took passage to New York on a merchant vessel.
February 28, having constructed a platform of heavy planking diagonally braced, 140 feet by 220 feet, with four sets of ways bolted to it (see chart), it was launched and towed to the Monongahela and connected with the inner section that had been constructed under the vessel. The blocking was graded, ways greased and sunk with the kentledge and the bilge logs and cradle fitted to the hull well braced and greased.
March 4, at 1.04 p. m., was nearly ready for launching when two 00- and a 10-ton hydraulic jack burst at the bow, letting the forward end of the vessel down suddenly into the cradle, the bow started ahead of the stern dragging the ground ways and capsizing the blocking that was under them: when the stern did start it went faster than the bow, and when about 80 feet from the quay broke through the ways, landing in 6 feet of water aft and 5 feet forward with a mass of blocking and broken ways under her and hogging with broken walks (Exhibit C).
Divers examined the hull below water and reported it in good condition, the keel amidship about 3 feet, and forward and aft 18 inches from the bottom, so there was no difficulty in getting timber under her to slide her on. Recovered all blocking and timber that was adrift, and divers sent up the kentledge that had been used for sinking the ways.
March 6, heavy surf set in from the north'd, which stopped all work. The sea had broken out more of the blocking and ways and all boats were out picking up timber and casks that had broken adrift from under the counter, where they had been secured aft to lighten the weight of the stem. The sea was so heavy that it broke over the Monongahela, and she pounded heavily, causing the ship's bell to strike. Our vessel, the Purveyor, rolling 5° each way, was not able to do anything, and on the 8th inst. no one left the vessel on account of the surf. Wind light from the westward. On the 9th inst. constructor's party at work, but could not accomplish much on account of heavy surf. Light breeze from SW.; sea moderating.
March 10, not able to accomplish much; light air from SE., rain squalls, thunder and lightning.
March 11, unsettled weather with rain squalls, thunder and lightning, sea moderating; got a few logs under the vessel for hauling her over. Secured another set of Monongahela's cable around the bows, the same as for the 6-inch purchase, and a cable leading through the propeller well clear of the stern post for the heavy inner blocks for an 8-inch purchase (see Exhibit C). Paymaster Hoy took passage in a Danish bark for New York.
March 17, at 7.13 a. m. a very severe earthquake shock, water rising 4 feet in the roadstead; had it risen a foot higher the Monongahela would have floated. The Purveyor swung 8 points (from SW. to SE.), several chimneys on shore were shaken down and one or two stone buildings cracked; the tidal wave receded 10 or 12 times before settling to its original level. Receiving on board articles that were of no further use.
March 20, Michael Butler, Landsman, died. Have finished placing 22 of the old broken ways under the vessel to slide her on, varying in length from 100 to 30 feet. Have planted a group of two anchors for each forward and after midship 8-inch purchases (Exhibit C). The inner 3-fold block secured to the stem and stern of the vessel and the 4-fold blocks secured to the cable with a heavy pine log lashed across the straps, the fall leading to the crabs (with the 26-foot bars) secured on the deck of the Monongahela, one at each pivot gun port. The 11-inch pivot guns with their carriages, one forward the other aft, were removed and crabs secured to the deck in their place (Exhibit C). Divers and mechanics blasting and cutting out blocking from under the vessel. The charges for blasting were put up in tin tubes about 6 or 8 inches long and 1 inch in diameter. They were exploded by an electric battery; the diver would bore a hole in the blocking, insert the tube and stand clear. Some of the blasts were so heavy that we could feel the shock of the explosion on board the Purveyor, which was moored some distance away. This was a long and tedious job, and it was not until the 16th of April when all had been removed. Picked up the Monongahela's anchor that was lost during the tidal wave. Planted the last backer anchor in 17 fathoms of water, laid 150 fathoms of 1 5/8-inch cable in shore; made a bridle of 1 5/8-inch cable 75 fathoms to the north, and the other of 1 5/8-inch cable 60 fathoms leading to the south group for backers to the anchors for the 8-inch purchases (Exhibit C). The weight of the cable was taken with a single whip by men in the scow, two round turns passed and half hitched and end stopped back around the shank of the anchors by the divers. Water so clear that everything, even to a shell on the bottom, can be distinctly seen at a depth of 9 to 12 fathoms. Acting Master Meyer on sick list.
April 2, got the first heave on the purchases, and with the aid of the six 90-ton hydraulic jacks slung from the ships rail and placed between the outer end of six spar shores and ship's side (see Exhibit C) the heels against the coral reef, the vessel was moved 3 inches. Continued blasting and cutting the packing from under the vessel.
April 8, dressed ship and a salute was fired in honor of the King of Denmark, it being his birthday. Received two divers' suits with pumps complete from St. Thomas; old suits worn out.
April 13, at 2.35 p. m., waterspouts to the WSW., which passed off to the south'd; clouds quite high.
April 17, packing all out from under the vessel. Have been heaving on all four of the crabs, and with the aid of the six 90-ton jacks have moved the vessel 4 ½ feet. Parted the 1 5/8-inch cable of the after 8-inch purchase and the lashing of 40 turns of 2 ½-inch manila to which the forward 4-fold 8-inch purchase block was seized to the forward cable. Also parted the 6-inch fall to the forward purchases. Repairs to the cable were made by knocking out the studs in the links of cable and joining them with a shackle. The forward block was relashed to the cable and the 6-inch fall spliced.
April 18, moved the vessel 3 feet.
April 20, moved 11 feet, shortened up the after 6-inch purchase by taking out 15 fathoms cable, secured the outer block and hove taught. During the afternoon parted the 6-inch forward fall at about 6 fathoms from the block on the hauling part, took a double wall on each part (too wet to splice). Just at knocking off time parted the lashing to the outer after 8-inch purchase block.
April 21, connected the 8-inch purchase block to the cable with a large 1 5/8-inch anchor jewsharp instead of a lashing, and just at noon broke the jewsharp which was replaced by another of same size; finished repairs and commenced heaving and pumping on jack; have moved the vessel a few feet.
April 22, this morning parted the strap to the after outer block of the 6-inch purchase, repaired damages, and at 5 p. m. parted the 1 5/8-inch cable to the heavy after purchase; have moved the vessel nearly 12 feet.
April 23, during the night, as heretofore, a sand bank formed just outside of the hull, which had to be pulled over at the first start every morning. Repaired the broken cable by use of a shackle; vessel moved 4 ½ feet.
April 24, vessel moved 5 feet. Afternoon lengthened and reinforced the shores.
April 25, at 4 p. m. shores ready for jacks, starting heaving; at 7 p. m. have moved the stern 5 feet and bows 3 feet. Sunday no work.
April 27 and 28, making fine progress, no accident. Lieut. Commander McGlensey of the Monongahela was married to Miss Mary Gyllick of Frederiksted.
April 29, U. S. S. De Soto, Shawmut and Saco steamed out of the harbor. Vessel moving much easier and deepening the water. A big day's work; no accidents.
April 30, moved the vessel bodily 10 feet and would have done better had we not have been put back by the parting of if-inch cable to the after 8-inch purchase, which was repaired by the use of a shackle.
May 1, have moved the vessel but little to-day, for in the afternoon parted the same after cable again; repaired and hove taught just before dark.
May 2, have got the bow afloat, and considering that we have had to restrap the outer block to the 6-inch purchase, reeve off the fall and shorten the cable by 15 fathoms, have done well. Sunday a day of rest.
May 4, all day lengthening and reinforcing the shores.
May 5, have moved the vessel but little, coming hard owing to the accumulation of sand. Danish sloop-of-war Dag-mar arrived.
May 6, bows moving easily, stern hanging hard. At 2.15 p. m. U. S. Flagship Contoocook, Rear Admiral Hoff, arrived. The usual salutes were exchanged. Have been all of the afternoon and until 9 p. m. with six seamen strapping the 4-fold block to the after 8-inch purchase, that had been carried away during the forenoon. Nothing in size available but the breeching to one of the 11-inch pivot guns of the Monongahela. Commodore Bissell was loath to let me have one, as he stated that it was ordnance stores, but it had to be given up. The block was between 4 and 5 feet in length and one of the four of our 8-inch purchase blocks. They were originally intended for stretching a cable across New York harbor at the Narrows during our early wars. The ends of the breeching were spliced together, this forming a double strap for the block and the large heavy thimble turned in and seized off with 21-thread hemp.
May 7, moved the bow into 12 feet of water, stern still hanging.
May 8, still have a heavy strain on all four purchases. Lengthening and reinforcing the shores for the jacks. The U. S. S. De Soto, Commodore Boggs, arrived. Discharged the diver for drunkenness and remaining out of the ship over night.
May 9, doing very well to-day with the exception of parting the after 8-inch fall. Sunday, no work.
May 11, the hydraulic jacks gave out, the shores having been lengthened 135 feet and reinforced to a width of 8 feet. Got all ready to shift the 8-inch purchase from the bow to the stern when she took a start in the afternoon and we kept her agoing, when at 9.50 p. m. she floated at last. The mechanics returned on board at 11 o'clock p. m. happy and full of rum, but very orderly.
During the 101 days from February 12 to May 11 we have had the usual easterly trade winds varying from East by South to NNE. On a few occasions we have had light breeze and variable winds from SW. and westerly. Trade wind clouds, generally smooth sea, with the exception when the trades have been well to the northward, then a heavy ground swell would set in from around the NW. point of the island. Fine weather with passing light rain squalls 43 days, and 58 days without rain. Barometer and temperature taken at midday, maximum barometer 30.30, minimum 30.21; thermometer, maximum 840, minimum 73°. Frequent light, and but two or three days of heavy earthquake shakes, and on but one occasion a tidal wave. Eleven merchant vessels arrived and departed with cargoes of molasses, sugar and rum. Seven deaths from yellow fever.
May 12, at 8.30 a. m. a salute of 21 guns was fired from the fort in celebration of the floating of the Monongahela, which was returned by the flagship Contoocook. Secured main yard for taking on board anchors and heavy material. Constructor's gang repairing the wales of the Monongahela (that had been broken while launching) by sheathing the ship's side with oak planking, calking decks and making what additional repairs were necessary to fit the vessel for the trip north under sail. Unmoored ship.
May 13, hove up starboard anchor and warped to south range of anchors. We were until the 20th inst. receiving on board all of the material, anchors, cable, lumber, etc., that was of any value. Took in the five boats and two scows and stowed everything ready for sea. Received on board the remains of Ensign Ford. The constructor's party finished the repairs on the Monongahela at 10 a. m. and brought on board all of their tools, delivered to the Monongahela her anchors and cables that had been in use for launching.
We have been very fortunate, for are taking back with us all of our officers, crew, Constructor Davison and mechanics, with the exception of the two of the crew that died of fever which was caused by breaking their liberty and staying on shore over night, and the diver who had been discharged for drunkenness and remaining out of the ship, all in perfect health, which is due? greatly to Dr. Burleigh, the strict discipline, keeping the quarters well ventilated and fumigating every week by using hanging charcoal stoves which when the fires had burned out, the hatches werr removed and sufficiently aired before allowing the crew and mechanics to go below. Chief Engineer J. Q. A. Zeigler and the 17 marines were transferred to the Monongahela.
May 21, at 8 a. m. under way homeward bound, under all sail with weather studdingsails, low and aloft. After a pleasant passage of 11 days we passed in by Sandy Hook and up by Staten Island with studdingsails set, shortening sail just in time to anchor off Bedlows' Island, New York harbor, at 8 p.m. June 1.
June 2, discharged our ammunition and were towed to the Navy Yard, New York.
This data is taken from my private journal which I kept from December 30, 1867, to June 5, 1868.