The loss of the U. S. armored cruiser Memphis, that was driven on shore at Santo Domingo City by a terrific ground swell August 29, recalls to my mind a similar misfortune that happened while I was attached, as acting ensign and watch officer, to the U. S. S. De Soto, flagship of the first division North Atlantic squadron, Commodore Charles S. Boggs, commanding.
Abstract, which is an exact copy of the log of U.S.S. "De Soto."
Sunday, Nov. 17, 1867. Midnight to 4 a. m. At 1.30 made the land on the starboard bow and beam. At 3.10 made San Juan (Porto Rico) light hearing S. E. ½ E. distant about 18 miles. Moderate breeze from the east, trade wind clouds, sky clear, and bright moonlight. Moderate sea running from the N. E., ship pitching very little and rolling about seven degrees each way.
W. Budd
4 to 8 a. m. Weather clear, very pleasant, fresh breeze from E. S. E., sky 6 clear, clouds cumulus. At 4.30 the town of St. Johns, Porto Rico, bore south distant about 9 miles. At 6.10 the Island of St. Thomas in sight right ahead. At 7.40 changed course to E. ½ S., sea smooth, rolling six degrees each way. A schooner in sight standing to the southward.
John Barrett
8 to meridian. At. 10.10 Inspection at Quarters. Standing in for the Harbor of St. Thomas. At 11.45 exchanged numbers with the U. S. Steamers Susquehanna and Monongahela. At 11.55 came to anchor in 4 ¾ fathoms water and 15 fathoms of cable, starboard anchor, Reef Rock bearing S. ¼ E., Christians Fort bearing N. W. by N. ¼ N. and small pox hospital bearing W. ½ N. (p. c). Weather clear and pleasant, gentle breeze from E. S. E., passing clouds from E. S. E., clouds cumulus and cir. stratus, sky 5 clear, sea smooth, rolling three degrees each way. Draught of water. Forward 13 feet 6 inches, aft 13 feet two inches.
David A. Hall
Meridian to 4 p. m. Wm. I. Ramsey (1st Class Fireman) reported his term of enlistment having expired to-day. The American schooner Wm. F. Dewitt arrived. At 1.30 p. m. H. B. M. ironclad left the harbor and stood to the eastward. At 2.30 got under way and came to anchor half ship's length to the southeast with 25 fathoms chain to water's edge The U. S. Steamer Monongahelo got under way and steamed to the southward. Weather clear and warm, light breeze from S. E. Gouds cirro stratus, sky 7 clear, sea smooth. Got out a stern kedge. At 2.35 U. S. Steamer Monongahela weighed anchor and stood over to Santa Cruz.
Theis N. Meyer
4 to 6 p. m. Weather clear, warm and pleasant, light breeze from S. E., sky 8 clear, clouds cirro stratus. At 5, mustered crew at quarters.
John Barrett
6 to 8 p. m. Clear and pleasant weather, light breeze from S. E., sky 9 clear and clouds cirrus.
John Barrett
8 to midnight. At 8 p. m. hauled fires. At 11.30 moon rose. Weather dear and pleasant, bright, starlight, light air from N. E., clouds cirrus and stratus, sky 9 clear, seas smooth, lightning to the westward.
David A. Hall
Examined and found to be correct.
G. W. Sumner, Navigator.
Monday, Nov. 18. Midnight to 4 a. m. Weather clear and pleasant, light air from N. E., sky 8 clear, clouds stratus and sea smooth.
Theis N. Meyer
4 to 8 a. m. Washed clothes and scrubbed decks as per routine. Sent marked boat in charge of Mr. Blauvelt. At 6.50 marked boat returned. Light breeze from N. E. and S. E., clouds cir., sky 8 clear and warm, sea smooth.
W. Budd
8 to meridian. At 9.00 inspected crew at quarters and exercised the First Division at great guns; Second Division with single sticks; Third and Powder Divisions with small arms, and Marine Guard at bayonet exercise. Weather clear and pleasant, light breeze from S. E., sky 8 clear, clouds cirro cumulus.
John Barrett
Meridian to 4 p. m. At 2.50 experienced a very heavy shock of an earthquake and at 3.05 the sea washed into the harbor about 20 feet high; water rose in the harbor from 8 to 10 feet. Called all hands to save ship. Let go port anchor and sheet anchor. Suction of water leaving the harbor parted both bower cables. Got up spare anchor and bent the end of starboard cable to it and let it go. Lost the kedge that was out astern and hawser that was bent to it. Started fires. Ship drifting all over the harbor and swinging to all points of the compass. Water continually rising and falling. Washing in and out with great force. First and Second Cutters and Gig broke adrift from the booms. Vessel making water. Started all pumps. No indication of rise or fall of barometer or thermometer. Weather clear and pleasant, light air from S. E., and passing clouds from S. E., clouds cir. cumulus, sky 7 and 8 clear, sea (1st two hours) smooth. Remainder of watch as above. When the first sea came in the sheet cable broke the hawse pipe and ship running over her cable. The chain split the waterways from chock forward on port side to port cat-head. At the same time an iron spile wharf, bearing east of us while at anchor, was carried away. We swung in shore and struck bottom in 6 feet of water, and when the sea went out we were found over the broken piles, head in shore and starboard side to the wharf, two of which were driven through the ship: one hole about 1 foot under water, in line with the barges forward davit, the other under the magazine near the keel, starboard side. The third was reported just under the. water line abreast of the starboard wheel. We made signals to the Susquehanna 138. She answered and sent telegraphies 1119 and 6300. We made 1447. She answered and sent a boat to see if we needed assistance. Every vessel at the mouth of the harbor was in motion. Vessels at anchor outside, and under way were driven high and dry on shore. A steam launch that was coming in the harbor at the time was upset and seen no more. Ship leaking badly. Both steam pumps just kept her free. Released all prisoners. In working the wheel the tiller band slipped round in the rudder head, but was temporarily secured by driving steel wedges between it and the rudder head.
David A. Hall
Examined and found correct.
G.W. Sumner, Navigator.
4 to 8 p. m. Hove up starboard anchor which was foul of the port chain, cleared it and hove up port anchor and steamed into the harbor. Came to anchor with both anchors, veered to 25 fathoms cable. Listed ship to port to ease the leaks on the starboard side. Had everything ready for getting under way again. Weather clear and pleasant, light airs from the S. E, clouds cir. cum., sea smooth, keeping pumps going all the time.
Theis N. Meyer
8 to midnight. At 9.00 sounded the well. Found 5 inches of water. At 9-30. 5 ½, at 10.00, 5 inches, at 11.18 two light shocks of an earthquake in succession. At 11.30 5 inches, 11.45 another slight shock. At midnight 5 inches of water in the well. Weather clear and sultry, light air south, clouds cumul. stratus, sky 7 clear, lightning in the N. W., the engine pumping the ship out. At 9.00 Wm. Foster, O. S., returned to duty by order of the Commanding Officer.
John Barrett
Examined and found correct.
G.W. Sumner, Navigator.
The following is a more definite account of what happened during and following the earthquake, taken from my notes written at the time while the occurrence was fresh in my memory:
Having received our ammunition at Fort Mifflin on Sunday, September 1, we steamed out of the Delaware Bay, arriving at Key West, Florida, p. m. of the 6th inst. While in port the U. S. S. Lenapee, Commander John Irwin, and Don, Commander Ralph Chandler, arrived and departed, and after completing repairs to outboard end of surface blow pipe to main boiler, by means of a coffer-dam construction on board, as the pipe was too far below the water-line to be got at otherwise; on the 12th inst. steamed out of the harbor to westward, arriving at Vera Cruz, Mexico, and anchoring just inside of the Island of Sacrificio in 6 ½ fathoms water on the 16th inst.
While here, the Austrian frigate Novara, a commodore commanding, arrived, and it was rumored that she was to take the remains of the late Emperor Maximilian to Austria. H. B. M. sloop of war Hie Niga-est arrived a few days later. The regular official calls and salutes were received and returned, and on the 4th day of October ship was dressed and a national salute of 21 guns was fired by all of the men-of-war1 in port, it being the anniversary of the Coronation of the Emperor of Austria. On the 9th inst., Asst. Engineer Arthur Steel having died, was buried with all honors due his rank on the Island of Sacrificio.
U. S. Consul Sanlinere reported on board for passage to the United States. On the 15th inst. steamed out of the harbor and to the eastward, arriving at Pensacola, Florida, on the 20th inst. ship was quarantined but was granted pratic the 22d inst. and transferred the U. S. consul to the U. S. S. Glasgow. Under way and stood to the southward and eastward, arriving and anchoring off Mullet Key, Tampa Bay, Florida, on the 24th inst. E. Frank ford, 1st Class Fireman having died, was buried on the Key. Here we remained until November 9 and on the 10th inst., anchored at Key West, and on the 12th having filled our bunkers with steaming coal, we proceeded on our cruise, steaming to the northward of Cuba and between Turtle (or Tortuga) Island and Haiti, passing to the northward of Santo Domingo and Porto Rico.
Nov. 17. At 3.10 a. m. made San Juan (Porto Rico); light to moderate breeze from eastward, trade wind clouds, sky clear. At 4.30 a. m. town of St. Johns bore south, and at 6.10 a. m. the Island of St. Thomas in sight right ahead. At 10.10 a. m. stood in for the harbor of St. Thomas. Exchanged numbers with the U. S. S. Susquehanna, flagship of the North Atlantic squadron, Rear Admiral James S. Palmer, and U. S. S. Monongahela, flagship of the second division North Atlantic squadron, Commodore Simon Bessell. After selecting a suitable anchorage, as the harbor was strewn with sunken vessels and wreckage to the number of 72 it was reported, a result of the hurricane of the 29th tilt., we came to with starboard anchor at 11.55 a. m. with 15 fathoms cable in 4 ¾ fathoms water, in the harbor of Charlotte Amalia, Ruper Reef Spindle (day mark) bearing S. ¼ E., Christians Fort bearing NW. by N. ¼ N., and small pox hospital bearing W. ½ N. At 2.30 p. m. shifted anchorage half a ship's length to the SE., veered to 25 fathoms, on starboard cable 5 fathoms water, near the West Indies Steamship Co.'s wharf and about 3 cable lengths from and inside of Ruper Rocks, which is a reef on the starboard hand on entering the harbor. Ran kedge astern with a long scope of hawser. Commodore Bessell, junior to Commodore Boggs, exchanged his blue pennant for the red, got under way and steamed over towards Santa Cruz. Dr. Charles Hawley and U. S. Vice Consul W. F. Moore came on board. At 8 p. m. hauled fires from boilers for the purpose of cleaning and repairing. Weather throughout the day clear and pleasant; light air from NE.. clouds cirrus and stratus.
Nov. 18. It has been a warm, sultry night, clear and pleasant, with light air from NE. At 12.00 meridian, it being my afternoon watch until 4 p. m., I relieved Mr. Barrett. At 2.30 p. m., was relieved for dinner, and at 2.50 p. m., etc., while at the table was startled by deep rumbling noise and trembling of the ship, as though she was shaking to pieces, causing the dishes to rattle and slide about. I could not account for it, for knowing that they were cleaning boilers, it could not be from the opening of the blow cocks or that we had been struck by a hurricane, for the sensation was much as though the vessel was being rapidly dragged over a rough, rocky bottom. The other officers had finished their dinner and had left the wardroom, and those that were not on shore liberty were enjoying themselves at will. I went on deck and after looking about and seeing the people on shore fleeing to the fields and hills, I was satisfied that it was an earthquake shock. I went below, and after finishing my dinner I returned to the quarter deck and took charge of my watch.
My last cruise was in the U. S. S. Guard, European squadron, and as our principal port of rendezvous was Lisbon, Portugal, I was familiar with the history of the great earthquake and tidal wave that visited Portugal and that city in November, 1755, so was confident that after the heavy shocks, should we have any more, they would be followed by a tidal wave, so I kept a sharp lookout seaward. I did not have long to wait, for at 3.05 p. m., after the third heavy shock, the vessel commenced to swing stern to the entrance of the harbor and I saw this immense wall of water, and water leaving the harbor with great rapidity. I immediately reported to the commodore who was standing just abaft of me, that there was a bore coming into the harbor. I rushed forward and ordered let go the port anchor. The commodore says: "Give her the sheet, too," which was no sooner ordered than done. The cables were double stopped and both upper and lower deck compressors hauled to. Called all hands, ordered steam. Lieut. Commander G. W. Sumner (navigator) relieved me of the deck (as Lieut. Commander Stillwell, the executive, was on the sick list) and instead of going to my regular station was stationed at the bells, and Acting Master Myers took the forecastle. It appeared like a solid wall of water without a crest or break when first sighted and until it struck soundings. Then it broke into a foaming mass, carrying everything before it. Closed all air ports and called boat keepers out of the boats at the booms, no time to take them up to the davits. The suction of the water on leaving the harbor with such force parted both port and starboard cables, lost the kedge and hawser that were out astern, and first and third cutters and gig broke adrift from the booms. The sheet anchor dragging, we were drifting all over the harbor until finally the vessel took bottom; cast of lead gave but one (1) fathom (6 feet). Got up spare anchor and shackled it to end of starboard cable. When the sea entered the harbor it struck us a little on the starboard quarter. We rose to it and were forced ahead with such speed that the sheet cable rendered through the double stoppers, lower and upper deck compressors, tearing the ringbolt, to which the bitter end was shackled, from the keelson and as it reached the upper deck compressor, a capstan bar was thrust through the ring of the bolt, bringing it up all standing. This caused the hawspipe at the knight heads to break in a number of pieces and the cable to cut through the waterways and covering board port side from stem to port cathead, where it finally brought up; let go the spare anchor. We discovered that the outer end of the iron pile wharf bearing east of us while at anchor had been carried away. We swung in shore and struck bottom, and when the water had left the Harbor the second time we were left on the broken piles and bracing, head in shore, starboard side to the wharf, and in but 6 feet of water. Three of the broken iron braces to the wharf were driven through the planking, one hole about 1 foot under waterline, in line with the barges forward davit; the other under the magazine near the keel, starboard side; the third was reported just under the water-line abreast of the starboard wheel. The iron arms of the starboard wheel were sprung so that some of the ends of the oak buckets that had been forced against the side of the vessel had to be sawed off. The engineers department were cleaning boilers and as the bottom and surface blow pipes to boiler were below water-line, as soon as the men were out, and henhole plates were on, they were being filled and fires started about the same time and it was just one hour and eight minutes from the time the men were called out of the boiler that steam was had and the engines were working to the bells. The vessel was leaking badly and water gaining rapidly in the hold. All steam and hand pumps were started. We signaled the flagship Susquehanna, lying more inside and not in such an exposed position, so she did not receive the full force of the wave. A boat was sent from her to see if we needed assistance which we did not, as when steam was had the vessel was comparatively under control and was kept out in deep water, for after the first and heaviest of the tidal waves as the water was continually entering and receding, we did not take bottom. In working the wheel the tiller band slipped on the rudder stock but was temporarily secured by driving steel wedges between it and the rudder head. From the time we cleared the wharf and until the water became lest disturbed, we were continually revolving around and around as though we were in a whirlpool, swinging over can buoys and everything that we came in contact with. All vessels in the harbor though at anchor were in motion.
A bark that was anchored just outside and a brig that was underway and just entering the harbor and shortening sail were both swept on shore and left high and dry until the next sea that came in, when the bark was floated off, but the brig still remained on shore. A steam launch that was entering from the outer harbor was pitched head first and was seen no more. A bark under sail about six miles off shore did not appear to notice the swell any more than the heavy rolling for she stood in and anchored just outside after the heaviest of the waves had subsided.
About 8 p. m. the water in the harbor becoming nearer the natural sea level and the waves less frequent, and with very little force, we anchored further in the harbor. The weather during the day was clear and pleasant with light air from SE., passing clouds from SE., clouds cirro-cumulus, sky from 7 to 8 clear, sea smooth first of the day. The latter part tidal wave. Barometer steady at 30.01. Temperature 85 degrees. Clouds moving slowly, thus showing that the indications were for fair and settled weather.
The day after when the water in the harbor had resumed its sea level, the carpenter was sent to measure the distance from sea level to cone of spindle on the Ruper Reef which was a double cone on a long iron spindle. All who were watching the tidal wave when entering the harbor agree that the crest washed just under and touched the lower point of the cone. The height measured from sea level was 22 feet, 6 inches and as the water in the harbor had receded to meet the incoming tide, the wave when it first struck our quarter must have been some 45 feet high.
On the 19th inst., the gig, first and third cutters, were returned to us in a rather dilapidated condition, stove and sadly in need of repairs. The flagship Susquehanna sent us a 1960-pounder anchor. Later we recovered our lost anchors. On the 20th we shifted to a better anchorage and came to in 6 fathoms water, the Ruper Reef spindle bearing SE. ½ E. and the Fort on port hand entrance to harbor bearing S. ¼ W.
From November 20 to December 1, earthquake shocks were frequent, varying in strength. The ship’s carpenters were employed repairing damage to the outside of hull as much below the water line as the listing of the vessel would permit. Engineers department repairing and cleaning boiler, making spikes for repairs to hull, and repairing tiller to rudder. Submarine divers employed repairing damage to hull below water-line. The extent of damage reported by them was that two planks (the garboard strake and the plank above) torn off altogether from stern port to about 10 feet forward and a great deal of copper torn off, hanging ragged and ruffled up; also the shoeing and 34 feet of keel knocked to port, hanging by the bent bolts and copper. No damage on the port quarter. Calked in large quantity of oakum and felt, nailed on 9 feet of sheet lead. Secured the broken keel to keep it from working aft, by bending the bight of a 4 ½-inch hemp hawser to its forward end, leading each end of hawser, one end to the starboard, and the other end to the port guard, set them up with twofold purchase keeping a strain on them to keep it clear of the rudders. The U.S.S. don was in and out of port during that time.
December 1. Temporary repairs having been completed, we steamed over to Santa Cruz, anchoring in the roadstead of Frederiksted. U.S.S. Don was in port and the Monongahela was high and dry on shore where she had been driven by the same tidal wave that visited St.Thomas. U.S. Vice Consul W.F. Moore left the vessel.
December 2, received from the U.S.S. Monongahela 27 seamen, 25 ordinary seamen, 32 landsmen, 2 1st class boys, 5 1st class firemen, 7 2d class firemen, 15 coal heavers, and 15 marines.
December 3, Second Asst. Engineers J.W. Horenberg and Habighorst; Midshipmen B.S. Richards, J.N. Hemphill, A.R. Carter, E. Woodman, and C.V. Housel; also Third Asst. Engineer H.W. Force, reported for passage. The four latter midshipmen were assigned to duty. Carpenter R.G. Thomas reported for duty.
December 4. Vice Consul Moore came on board for passage to the United States, also Surgeon W.T. Hord, Masters P.F. Harrington and D.W. Mullen, and Ensigns T.A. Lyons and David N. Bell. At 8 a.m. underway and at 1.40 p.m. arrived and anchored at St. Thomas.
December 5. The Danish Commissioners came on board for passage to the United States, Governor Edward Carstenson, Chamberlain His Danish Majesty Commissioner Extraordinary, Captain Hendemann, D.R. Navy, also Dr. Charles Hawley of Auburn, N.Y. At 11.45 a.m. underway. Homeward bound. Nothing of interest transpired during the passage north. The steam pumps were continually working on the bilge and kept the leak down on an average to 6 inches.
On the 12th inst., at 1.35 a.m. arrived and anchored in Hampton Roads. During the forenoon, Commodore Boggs and the Commissioners left the ship and took passage to Baltimore.
On the 13th inst., transferred the sick to naval hospital.
December 17. Underway and steamed to naval magazine. Discharged our ammunition, and at 11.20 a.m. made fast to Norfolk Navy Yard buoys Nos. 8 and 9, and at 12 m. warped into dry dock and delivered ship over to naval constructor.
A number of changes took place from the 17th to the 30th, I being among the last of the wardroom officers to be detached. Was but a few days waiting orders when I was ordered to, and joined the U.S. Bark Purveyor where I found the four watch officers of the De Soto, Acting Masters Budd and Myers, and Acting Ensigns Barrett and myself, who had been ordered to that vessel which was receiving on board all kinds of wrecking material to launch the Monongahela.