USA > Virginia > City of Norfolk > City of Norfolk > History of Norfolk County, Virginia and representative citizens, V.1 > Part 66
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Of provisions left, there were 11,089 pounds of bread, 991 pounds of pork, 674 barrels of
beef, flour, rice, sugar, coffee, tea, etc., costing $38,763.
Of clothing and small stores there were pea-jackets round-jackets, trousers, jumpers, shirts, blue flannel, Barnsley sheeting, etc., which cost $50,296.
General naval supplies and materials of . various kinds and descriptions, in large quan- tities and of great value in time of war. Their cost is reported at $1,488,223. Among the valuable supplies, there were large quantities of timber and timber materials of all kinds. Copper in sheets and in bolts. Iron in sheets and in bars. Anchors and chains, canvas, and a vast amount of miscellaneous articles in great variety and of inestimable value.
On July 1, 1861, Virginia having by com- pact become one of the Confederate States of America, Governor Letcher directed the trans- fer of the Portsmouth Navy Yard, with every- thing therein and thereto belonging, to the Confederate government, and this was accord- ingly done as of July 1. 1861. .
In the interval between April 21 and July 1, that is to say during the period Virginia exer- cised control of the Navy Yard, the expendi- tures of supplies were very large, especially in ordnance and ammunition, as will be seen by reference to the inventory report above re- ferred to.
I consider it proper to record these expendi- tures; and in doing so I deem it best to give the same in detail rather than in gross, because it may be interesting to future readers to know the particular points in the State and elsewhere that were fortified with guns sent from the Portsmouth Navy Yard. The "Inventory Re- port" shows that during the period the Navy Yard was officered and controlled by Virginia, there were sent from that yard the following ordnance and ordnance supplies, viz :
To BATTERY AT NAVAL HOSPITAL.
5 32-pounders of st cwt.
8 32-pounders of 57 cwt.
2 8-inch guns of 55 cwt. With carriages and other equipments and ammu- nition.
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To BATTERY AT CRANEY ISLAND.
4 32-pounders of 51 cwt. 8 32-pounders of 57 cwt.
10 8-inch guns.
7 9-inch guns. I Io-inch gun. With carriages complete.
TO BATTERY AT NAVAL MAGAZINE, FORT NORFOLK.
8 9-inch guns of 91 cwt., with carriages complete. To BATTERY AT BOUSH'S BLUFF. 5 32-pounders of +2 cwt., with carriages. etc., complete.
To BATTERY AT PINNER'S POINT.
7 32-pounders of 57 cwt., with carriages, etc., complete.
To BATTERY AT PIG POINT.
4 32-pounders of 42 cwt. 8 32-pounders of 55 cwt. 2 8-inch guns of 57 cwt. With carriages, etc., complete.
To RICHMOND, VIRGINIA.
10 9-inch guns of 91 cwt. 4 8-inch guns of 63 cwt.
42 32-pounders of 33 cwt.
2 32-pounders of 27 cwt. 6 9-inch guns of 91 cwt. 2 32-pounders of 57 cwt. 12 42-pounders of 27 cwt. 6 8-inch guns of 63 cwt. 15 32-pounders of or cwt. 2 9-inch guns of 91 cwt.
2 32-pounders of 27 cwt. 13 32-pounders of 47 cwt. 6 9-inch guns of 91 cwt. 14 32-pounders of 61 cwt. With carriages, etc., complete.
To RICHMOND, VIRGINIA, FOR GENERAL BEAUREGARD.
8 32-pounders of 27 cwt. I 32-pounder of 42 cwt. 5 32-pounders of 57 cwt. I 32-pounder of 47 cwt. I 32-pounder of gr cwt. With carriages, etc., complete.
To CAPT. R. G. ROBB AT FREDERICKSBURG, MARYLAND.
4 32-pounders of 27 cwt., with carriages, etc., complete.
TO KEMPSVILLE, VIRGINIA.
I 12-pounder brass gun.
I 9-pounder brass gun. With field carriages and ammunition.
To SEABOARD & ROANOKE RAILROAD.
I 27-pounder of 32 cwt., with carriage, etc., com- plete. To GENERAL BEAUREGARD AT CHARLESTON, SOUTIL CAROLINA.
12 32-pounders of 61 cwt. 12 42-pounders of 80 cwt.
12 32-pounders of 57 cwt. 3 old English guns, 10,304 lbs. With carriages, ete., complete.
To SAVANNAH, GEORGIA.
10 32-pounders of So cwt., with carriages, etc., complete.
TO CAPTAIN THOMAS AT BALTIMORE, MARYLAND.
20 24-pounder sof 33 cwt. 20 32-pounders of 61 cwt. With shot, shell, etc.
To PENSACOLA, FLORIDA.
10 32-pounders of 80 cwt., with carriages, etc., complete.
To R. P. PUGH AT MEMPHIS, TENNESSEE.
5 32-pounders of 33 cwt., with carriages, etc., complete.
To COMMANDER ROUSSEAUR AT NEW ORLEANS, LOUIS- IANA. 8 8-inch guns. 13 32-pounders of 47 cwt. 2 9-inch Dahlgren guns. With carriages, etc., complete. To TENNESSEE.
32 32-pounders of 61 cwt., with carriages, etc., complete.
To LIEUT. GEORGE T. SINCLAIR AND BY HIM SENT TO ARMY SOUTH.
8 8-inch Dahlgren guns of 63 cwt.
I g-inch Dahlgren gun of 91 cwt.
6 32-pounders of 27 cwt. 10 32-pounders of 61 cwt. 9 42-pounders of 70 cwt. With carriages, etc., complete.
To GENERAL GWYNN AND TAKEN TO NORTH CAROLINA.
4 32-pounders of 27 .cwt. 2 32-pouuders of 42 cwt. 26 32-pounders of 6t cwt.
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HISTORY OF NORFOLK COUNTY
IO 32-pounders of 46 cwt. Io 8-inch guns of 63 cwt. With carriages, etc., completc.
TO NORFOLK CITY.
3 32-pounders with fixtures and ammunition.
To BATTERY AT SEWELL'S POINT.
6 9-inch guns. 5 32-pounders of 57 cwt. 3 32-pounders of 27 cwt. With carriages, etc., complete.
To BATTERY AT LAMBERT'S POINT.
6 32-pounders of 57 cwt., with carriages, ;etc., complete.
To GENERAL GWYNN TO BE TAKEN TO NORTH CAROLINA.
13 32-pounders of 61 cwt.
29 32-pounders of 41 cwt.,-Shubrick guns.
I 4-pounder. numbered 90.
I 32-pounder, numbered 6.
I 32-pounder, no mark.
To GENERAL GWYNN TO BE TAKEN TO FORT MACON, GEORGIA.
10 32-pounders .-- Shubrick guns.
6 32-pounders of 51. cwt.
I 32-pounder of 61 cwt.
32-pounder of 27 cwt. I With carriages, etc., complete.
To GENERAL GWYNN TO BE TAKEN TO NORTH CAROLINA.
73 32-pounders of 61 cwt. 6 32-pounders of 57 cwt. 10 32-pounders of 47 cwt. I 8-inch gun of 63 cwt. With carriages, etc., complete.
To BATTERY AT BURWELL'S BAY.
5 32-pounders of 57 cwt.
I 9-inch gun. With carriages, etc., completc.
To BATTERY AT POWELL'S POINT.
4 32-pounders of 42 cwt., with carriages, etc .. complete.
To CITY POINT.
I 32-pounder of 51 cwt., with fixtures, etc., com- plete.
On or about April 30, 1862, Capt. Sidney Smith Lee, C. S. Navy, who had succeeded
Commodore Forrest in the command of the Portsmouth Navy Yard, notified me that the Secretary of the Navy, accompanied by the Secretary of War, would arrive from Rich- mond on that day at about I P. M. At about 2 P. M. a message that the Secretary wished to see me came from the commandant. At that time I occupied the position of C. S. naval storekeeper, and as such had in charge all the naval supplies in the yard except ordnance and ordnance stores.
I met the Secretary of the Navy, Hon. Stephen R. Mallory, at the door of the com- mandant's dwelling and on his invitation pro- ceeded with him to a private room in the com- mandant's house, when the Secretary at once communicated to me the startling intelligence, that it had been determined to evacuate Nor- folk, Portsmouth and the Navy Yard, adding that his visit here was for the purpose of com- municating this important fact to Captain Lee and myself, and to consult as to the removal of the naval supplies to some place of safety. The Secretary stated that the evacuation of Norfolk became necessary because of the move- ments of the two great confronting armies on the Peninsula. General McClellan in command of the Federals had assembled a large army in front of General Johnston, who commanded the Confederates and whose forces were in numbers greatly inferior to McClellan's. That on this account and also for strategic reasons, General Johnston had decided to fall back slow- ly to within a few miles of Richmond and would begin his retrograde movement on that day, April 30th. The Secretary continuing said General Johnston calculated that in about three weeks Mcclellan would reach a point on the James River where he could easily throw a force across on the south side of the river and thus effectually cut off Norfolk. General Huger's troops, 15,000 strong, were stationed at and around Norfolk and Portsmouth. They would be needed by Johnston in the battle he proposed to make with General McClellan when the proper time arrived. It was necessary therefore that Huger should retire before the
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movement of MeClellan across the James River could be accomplished and thus save his army for service with Johnston.
In the meantime, that is to say from that day, the 30th of April, and the day on which Huger under orders from Jolmiston should re- tire from Norfolk, he wished the naval supplies of the station, or as many of them as could be removed, sent forward to some safe place in the interior. He states that both General Hu- ger and the commandant of the yard would af- tord me all the transportation facilities at their command. For obvious reasons. Charlotte, North Carolina, was selected as the place for the storage of these supplies and for the dis- tribution of the same as needed to other points in the South. Shipments to Charlotte of these supplies were immediately begun and were con- tinued day and night; care being taken to ship first such articles as were considered essential in time of war and of which the Confederates stood most in need. On the roth day of May, 1862, the Confederates were forced to antici- pate the time fixed by General Johnston's plans for the evacuation, and on that day the last train of cars containing naval stores and also the officers of the yard left the outer depot at Portsmouth. The officers proceeded via Weldon to Richmond and the writer continued on the supply train to Charlotte.
The incident that compelled the evacuation on May 10, 1862, is known in history. Early in the morning, before sunrise, James Byers. master of the steam-tug "J. B. White," a boat that had a short time previously been employed by Maj. James F. Milligan, C. S. Signal Corps, deserted to the enemy at Fortress Mon- roe. Byers, it was not doubted, would reveal the situation of affairs in and around Norfolk to the enemy, who seeing his opportunity would be sure to lose no time in landing troops at
some advantageous point and proceed to car ture Norfolk, Portsmouth and the Navy Yard. General Huger, the commanding general, in anticipation of such a movement by the Fed- erals, and realizing the fact that he was then in no condition to successfully resist an attack, concluded to evacuate with all possible dis- patch. Orders to this effect were accordingly given and as before stated the last train of cars with naval supplies left Portsmouth on that day. And thus the evacuation by the Confederates begun April 30th and was ended May 10. 1862.
WILLIAM H. PETERS. PORTSMOUTH, VA., October, 1891.
John W. H. Porter, in his history, says, re- ferring to the situation after the Federal evacuation: "In the Navy Yard everything was activity. Hundreds of skilled mechanics who had enlisted in the army were detailed to work there. Work was commenced on the 'Merrimac' on the 12th of July, 1861, and sev- eral other vessels were being built. The 'Rich- mond,' an iron-clad, to carry four guns, built with slanting roof like the shield of the 'Merri- mac,' but with ends above the water-line and protected like the shield, was launched, as were the 'Hampton' and 'Nansemond,' two 2-gun boats, and the 'Escambia' and 'Elizabeth,' two light-draft, iron-protected gunboats, to carry two guns each, were also commenced. and later another of the same character, called the 'Yad- kin'. Some work was done on the 'German- town' and 'Plymouthi' also,-towards fitting them out the machine-shops and foundries were being run to their utmost capacity. Num- erous 32-pound Dahlgren guns were rifled and banded, the ones with which Captain Fairfax so successfully contended against the frigate 'Savannah,' and were sent to different batteries around the harbor and to other localities."
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CHAPTER XXVII
THE UNITED STATES NAVY YARD
IMPROVEMENTS -- SIMPSON DRY DOCK-NAVAL CONSTRUCTOR BOWLES' ADMINISTRATION -- BUILDING THE "RALEIGH" AND "TEXAS"-INTERNATIONAL COLUMBIAN NAVAL REN- DEZVOUS-FITTING OUT SHIPS FOR WAR WITH SPAIN-RECORDS OF REPAIR AND CON- STRUCTION WORK -- THE "RALEIGH" AND " TEXAS" IN THE SPANISH-AMERICAN WAR -- CONGRESSIONAL MEDALS AWARDED-U. S. NAVAL HOSPITAL-TROPHIES; IN NAVY YARD PARK-COMMANDANTS OF THE NAVY YARD.
After the repossession of the yard by the Federals, Capt. John W. Livingston was on the 20th of May, 1862, ordered to its command and he soon commenced repairing damage: and putting it in order. There was no ship- building in the yard until the rebuilding of the "Galena," which was launched March 8, 1875, and building of the "Alliance," launched March 13, 1879, under the administration of Naval Constructor John W. Easby. The latter ship is still in service; the "Galena" was lost in a gale off the coast of Massachusetts in 1891.
The importance of this Navy Yard has been known for many years and at last it is beginning to be brought up to a standard of efficiency gratifying to the people of Norfolk County and the country at large. Commodor. D. B. Harmony, Chief of the Bureau of Yards and Docks, in his report dated October 15, 1887, says: "The importance of the yard, with its fine position, mild climate, and abun- dant natural resources within control, cannot be overestimated, and it is earnestly recom- mended that every opportunity should be taken to make its equipment ample in all particulars."
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On February 2, 1887, at the Norfolk Branch of the U. S. Naval Institute in a dis- cussion, Capt. George C. Remey, U. S. Navy, said: "Having regard solely to geographical location and site, I regard the Norfolk Navy Yard as the first in importance of all the navy yards belonging to the government. Believing this to be so, I think it is the duty of the Vir- ginia Representatives in Congress to urge and insist that ample appropriations be made to make the present yard a first-class dockyard. To do this will require a comparatively large expenditure of money, but the day may come, and be not far distant, when such expenditure would be regarded as a wise one.
"It seems to me, if the Virginia Representa- . tives in Congress would endeavor to enlist all the Representatives in Congress from the South to advocate a modern dockyard, to be made of the present yard, that appropriations looking to this might be secured if for no other argu- ment than that this yard is practically the only one in the South. Having this in view, it would be the duty of the Navy Department, and I do not doubt a pleasure, to elaborate
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plans so that all improvements made would be done systematically, looking to a modern dockyard as the result.
"Regarding the facilities for obtaining iron and steel, it is evident from common re- port they will be produced and manufactured in large quantities in the States of Alabama, Georgia and Mississippi.
"Statements have been lately made in the public press that iron and steel can be produced in Alabama cheaper than elsewhere in this country. Whether this now be so or not, it is evident to the careful observer that iron and steel are rapidly becoming most important in- terests in these States."
SIMPSON DRY DOCK.
The formal opening of the Simpson Dry Dock took place on the 19th of September, 1889. Long before the time ordered for the opening the people began to gather and when the hour arrived about 2,000 were assembled around the dock, most of whom were ladies, and the scene pre- sented quite a holiday air. Just 56 years, three months and two days previous, the stone dry dock was opened in the presence of a large crowd. The great ship "Delaware" was the christening ship for that dock and for this the trim little ship "Yantic."
She presented an animated and handsome picture, trimmed from stem to stern with the flags of all nations, and the Naval Post Band. making the occasion harmonious with some of the liveliest airs. The work of flooding the dock commenced at 9:33 o'clock A. M., and a few minutes before 12 M. the "Yantic" of 900 tons, swung around and was moored in the dock under her own steam, after which the worl: of pumping the dock out was commenced and finished about 2:30 o'clock P. M., some little delay occurring in trimming the vessel. The ship settled nicely down on the blocks and was greatly admired for the beauty of her model. She was docked by Master Shipwriglit William F. Smith and the Simpson force of worknen.
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The construction of this dock was com- menced in December, 1887. The time limit expressed in the contract was two years, but the time consumed was only 21 months, and had it not been for a flood in April, the struc- ture would have been ready to receive a vessel in July.
The dock is built upon pile foundations throughout, the floor piling being driven in rows, spaced three feet between centers trans- versely and four feet longitudinally, upon which heavy fore-and-aft timbers of Georgia pine are fitted longitudinally. Upon these fore-and-aft timbers placed traversely four feet between centers, are firmly secured heavy Georgia-pine floor-timbers. Upon these floor- timbers are laid longitudinally Georgia-pine planking, thus forming the working floor. The keel blocks are additionally supported by four rows of piles and capped with heavy Georgia- pine timber, running fore and aft to the dock. The heads of all foundation piles are also in- closed in a continuous bed of Portland cement concrete, which concrete also fills all spaces between timbers and rises to the planking or working floor. Open concrete drains or sluice- ways are provided on each side of the keel-way beneath the floor-timbers, leading to the drain- age culvert and well near the entrance of the dock. The sides and head of the dock have an inclination of about 45 degrees; the altars, or steps, are all of Georgia-pine timber, hav- ing a rise of eight inches and a Io-inch head, securely bolted to sidebrace timbers, which are supported by piles and abut upon the ends of the floor-timbers. The altars are locked with clay-puddle, as the sides are built up, and the five upper courses of altars and the coping are thoroughly treated with wood-creosote oil. The bilge-blocks slide upon oak bearers placed upon every third floor-timber. The iron cais- son for closing the dock bears against rubber packing, attached to sill and abutments the whole length of the keel and stem, no grooves being used. Two gate or caisson sills are pro- vided, the outer one for use in repairing the main or inner sill. Means of egress and in-
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HISTORY OF NORFOLK COUNTY
gress are provided by the continuous altars, or steps, of the dock, thus materially aiding dis- patch and economy in the work of repairs to vessels occupying the dock. The dimensions of this dock are as follows:
Length over all coping. 530
feet.
Length over all inside of caisson .500
feet.
Width on top amidship. I30
feet.
Width on floor amidship. 50 feet.
Width on floor at entrance. 53 feet.
Width on top at entrance. 85 feet.
Depth of gate-sill below coping. 301/2 feet.
Depth of gate-sill below high water 251/2 feet.
The machinery for operating the dock con- sists of two centrifugal-pumps, each 42 inches in diameter, driven by two vertical engines 28 inches in diameter of cylinder by 24 inches stroke, with adjustable cut-offs, steam power being furnished by three steel Scotch boile: 13 feet in diameter and II feet long.
These pumps have a capacity of 80,000 gal- lons per minute, enabling the dock to be emptied of water ( without a vessel) in about 90 minutes and with a vessel of moderate dis- placement in much less time. The dock is filled by means of culverts running through the caisson ; there are eight flood gates 22 inches in diameter, operated by handwheels on the pump- deck of caisson.
The contract price of this dock complete was $500,000.
BUILDING OF THE "RALEIGH" AND "TEXAS."
The year 1889 saw the beginning of work on the great ships which have since played an important part in American naval war history. On June Ist work was begun on the "Texas," and Naval Constructor Francis T. Bowles bent all his energies not only to build three powerful ships, -- "Texas," "Amphitrite" and "Raleigh," -- but to make the yard reach the high standard of efficiency which it has eventually attained.
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vessels of about 3,000 tons displacement, under the Act of September 7, 1888. The limit of price for each, exclusive of armament and of bonus for extra speed, was fixed at $1,000,000.
The plans were duly made, and called for an average speed of 19 knots, maintained for four consecutive hours, with a premium of $50,000 for each quarter-knot additional, and a deduction of the same amount for each quar- ter-knot of deficiency. When the House Naval Committee reported in favor of building the "Raleigh" and "Cincinnati," it described them as follows : "The 3,000 ton vessel will be large enough to carry an efficient armament, and provide comfortable quarters for officers and men, with fuel to steam ten or twelve thousand knots at io knots an hour. We hope to get in these cruisers 20 knots speed, but have fixed the guaranty of the contractors at 19 knots as a margin for safety." But when during the sum- mer of 1889, proposals were opened for these two vessels, it was found that the bidders, so far from expecting to earn a bonus of $200,000 by getting a speed of 20 knots, were unwilling to guarantee eyen 19 knots, except at a price higher than the one fixed by Congress. Ac- cordingly Secretary Tracy promptly decided to take advantage of the provision in the Act for building these vessels in the Navy Yard should the bidding be unsatisfactory. Number 7, the "Cincinnati," was assigned to the Brook- lyn Navy Yard, on the site where the "Ten- nessee" and "Java" were built, while No. 8, the "Raleigh," was assigned to the Norfolk Navy Yard, on the slip north of the one used for the "Texas." The chief constructor gave orders to begin work on the "Raleigh" under date of September 25, 1889. The first keel-plate was laid the 19th of December, 1889. In pur- suance of the plan of naming second-class ships after cities, the President decided that cruiser No. 8 should be called the "Raleigh." She has a length of 300 feet on the load water-line and an extreme breadth of
The "Raleigh" was launched on the 3Ist of March, 1892. The history of this vessel and of her sister-ship, the "Cincinnati," which 42 feet. At her mean normal draught was built at the Brooklyn Navy Yard, is inter- of 18 feet of sea-water, her displace- esting. They were authorized by Congress as ment is about 3, 180 tons, the maximum
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draught then being about 19 feet. She has two sets of engines, working two screws. It was estimated that her engines would de- velop 10,000 indicated horsepower at full pow- er, with a steam pressure of 160 pounds. This drives the ship at 20 knots. Her coal supply at normal draught is 400 tons, the bunkers hold 675 tons and with this supply she can steam 1,500 miles at full power, or 10,500 at 10 knots, her most economical speed. The engines are of the triple-expansion, vertical, in- verted, direct acting type with two low-pres- sure cylinders. Her cylinders are 36, 53 and 57 inches in diameter, with a common stroke of 33 inches. Steam is supplied by four double- ended boilers, and two single-ended ones to be used as auxiliaries. The grate surface is 597 square feet and the heating surface, 19,382 square feet. The closed ash-pit system of forced draught is used. The condensers have each 7,000 square feet of cooling surface. The revolutions at full power are 164 per minute.
The main and auxiliary engines occupy four water-tight compartments, and the boilers. four others. The water-tight subdivisions at the ends of the ship are very complete. The protective-deck is one inch thick on the flat, two inches on the slopes at the ends and 21/2 inches on the slopes amidships. A coffer-dam, to be filled with woodite, or cellulose, extends around the ship in the wake of the water-line on the protective deck. The ship has poop and forecastle-decks, with an open gun-deck between the bridges extending along the tops of the hammock berthings, connecting the poop and forecastle. The rig is that of a two- masted schooner, spreading 7.210 square feet of sail. The boats are stored on skid-beams between the two fore and aft bridges.
The main armament consists of one 6-inch B. L. R., mounted on the forecastle, and hav- ing an arc of train of 270 degrees from quarter to quarter ; 10 5-inch rapid-firing guns-two mounted on the poop and the after two on the gun-deck train from right astern to 60 degrees forward of the beam, the two forward ones on the gun-deck train from right ahead to 60 de-
grees abaft the beam. The auxiliary arma- ments consists of eight 6-inch rapid-firing guns mounted, four over the forward and after sponsons on forecastle and poop, two on gun- deck forward, and two on the gun-deck amid- ships; four I-pounders mounted. two on gun- deck aft (in captain's after-cabin), and two on the bridges; two Gatlings mounted on the tops. The forward and the after 5-inch guns on the gun-deck are protected by 4-inch armor. The other sponsons have I-inch armor plates. The conning tower is two inclies thick, as well as the tube leading from it to the protective- deck. There are six above-water torpedo tubes: fixed ones ahead and astern, and the training ones on each bow and quarter.
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