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In this second edition of his best-selling book, Data Structures
and Algorithm Analysis in C, Mark Allen Weiss, continues to refine
and enhance his innovative approach to algorithms and data
structures. Using a C implementation, he highlights conceptual
topics, focusing on ADTs and the analysis of algorithms for
efficiency as well as performance and running time. Dr. Weiss
also distinguishes Data Structures and Algorithm Analysis in C
with the extensive use of figures and examples showing the
successive stages of an algorithm, his engaging writing style, and
a logical organization of topics.
"synopsis" may belong to another edition of this title.

From the Inside Flap:

Purpose/Goals

This book describes data structures, methods of organizing large amounts of data, and algorithm
analysis, the estimation of the running time of algorithms. As computers become faster and faster,
the need for programs that can handle large amounts of input becomes more acute. Paradoxically,
this requires more careful attention to efficiency, since inefficiencies in programs become most
obvious when input sizes are large. By analyzing an algorithm before it is actually coded, students
can decide if a particular solution will be feasible. For example, in this text students look at specific
problems and see how careful implementations can reduce the time constraint for large amounts of
data from 16 years to less than a second. Therefore, no algorithm or data structure is presented
without an explanation of its running time. In some cases, minute details that affect the running time
of the implementation are explored.

Once a solution method is determined, a program must still be written. As computers have become
more powerful, the problems they must solve have become larger and more complex, requiring
development of more intricate programs. The goal of this text is to teach students good programming
and algorithm analysis skills simultaneously so that they can develop such programs with the
maximum amount of efficiency.

This book is suitable for either an advanced data structures (CS7) course or a first-year graduate
course in algorithm analysis. Students should have some knowledge of intermediate programming,
including such topics as pointers and recursion, and some background in discrete math. Approach

I believe it is important for students to learn how to program for themselves, not how to copy
programs from a book. On the other hand, it is virtually impossible to discuss realistic programming
issues without including sample code. For this reason, the book usually provides about one-half to
three-quarters of an implementation, and the student is encouraged to supply the rest. Chapter 12,
which is new to this edition, discusses additional data structures with an emphasis on
implementation details.

The algorithms in this book are presented in ANSI C, which, despite some flaws, is arguably the
most popular systems programming language. The use of C instead of Pascal allows the use of
dynamically allocated arrays (see, for instance, rehashing in Chapter 5). It also produces simplified
code in several places, usually because the and (&&) operations is short-circuited.

Most criticisms of C center on the fact that it is easy to write code that is barely readable. Some of
the more standard tricks, such as the simultaneous assignment and testing against 0 via

if (x=y)

are generally not used in the text, since the loss of clarity is compensated by only a few keystrokes
and no increased speed. I believe that this books demonstrates that unreadable code can be
avoided by exercising reasonable care.

Overview

Chapter 1 contains review material on discrete math and recursion. I believe the only way to be
comfortable with recursion is to see good uses over and over. Therefore, recursion is prevalent in
this text, with examples in every chapter except Chapter 5.

Chapter 2 deals with algorithm analysis. This chapter explains asymptotic analysis and its major
weaknesses. Many examples are provided, including an in-depth explanation of logarithms running
time. Simple recursive programs are analyzed by intuitively converting them into iterative programs.
More complicated divide-and-conquer programs are introduced, but some of the analysis (solving
recurrence relations) is implicitly delayed until Chapter 7, where it is performed in detail.
Chapter 3 covers lists, stacks, and queues. The emphasis here is on coding these data structures
using ADTs, fast implementation of these data structures, and an exposition of some of their uses.
There are almost no programs (just routines), but the exercises contain plenty of ideas for
programming assignments.

Chapter 4 covers trees, with an emphasis on search trees, including external search trees (B-trees).
The UNIX file system and expression trees are used as examples. AVL trees and splay trees are
introduced but not analyzed. Seventy-five percent of the code is written, leaving similar cases to be
completed by the student. More careful treatment of search tree implementation details is found in
Chapter 12. Additional coverage of trees, such as file compression and game trees, is deferred until
Chapter 10. Data structures for an external medium are considered as the final topic in several
chapters.

Chapter 5 is relatively short chapter concerning hash tables. Some analysis is performed, and
extendible hashing is covered at the end of the chapter.

Chapter 6 is about priority queues. Binary heaps are covered, and there is additional material on
some of the theoretically interesting implementations of priority queues. The Fibonacci heap is
discussed in Chapter 11, and the pairing heap is discussed in Chapter 12.

Chapter 7 covers sorting. It is very specific with respect to coding details and analysis. All the
important general-purpose sorting algorithms are covered and compared. Four algorithms are
analyzed in detail: insertion sort, Shellsort, heapsort, and quicksort. The analysis of the average-
case running time of heapsort is new to this edition. External sorting is covered at the end of the
chapter.

Chapter 8 discusses the disjoint set algorithm with proof of the running time. This is a short and
specific chapter that can be skipped if Kruskal's algorithm is not discussed.

Chapter 9 covers graph algorithms. Algorithms on graphs are interesting, not only because they
frequently occur in practice but also because their running time is so heavily dependent on the
proper use of data structures. Virtually all of the standard algorithms are presented along with
appropriate data structures, pseudocode, and analysis of running time. To place these problems in a
proper context, a short discussion on complexity theory (including NP-completeness and
undecidability) is provided.

Chapter 10 covers algorithm design by examining common problem-solving techniques. This

chapter is heavily fortified with examples. Pseudocode is used in these later chapters so that the
student's appreciation of an example algorithm is not obscured by implementation details.
Chapter 11 deals with amortized analysis. Three data structures from Chapters 4 and 6 and the
Fibonacci heap, introduced in this chapter, are analyzed.

Chapter 12 is new to this edition. It covers search tree algorithms, the k-d tree, and the pairing heap.
This chapter departs from the rest of the text by providing complete and careful implementations for
the search trees and pairing heap. The material is structured so that the instructor can integrate
sections into discussions from other chapters. For example, the top-down red black tree in Chapter
12 can be discussed under AVL trees (in Chapter 4).

Chapters 1-9 provide enough material for most one-semester data structures courses. If time
permits, then Chapter 10 can be covered. A graduate course on algorithm analysis could cover
Chapters 7-11. The advanced data structures analyzed in Chapter 11 can easily be referred to in the
earlier chapters. The discussion of NP-completeness in Chapter 9 is far too brief to be used in such
a course. Garey and Johnson's book on NP-completeness can be used to augment this text.

Exercises

Exercises, provided at the end of each chapter, match the order in which material is presented. The
last exercises may address the chapter as a whole rather than a specific section. Difficult exercises
are marked with an asterisk, and more challenging exercises have two asterisks.

A solutions manual containing solutions to almost all the exercises is available to instructors from the
Addison-Wesley Publishing Company.

References

References are placed at the end of each chapter. Generally the references either are historical,
representing the original source of the material, or they represent extensions and improvements to
the results given in the text. Some references represent solutions to exercises.

Code Availability

The example program code in this book is available via anonymous ftp at aw. It is also accessible
through the World Wide Web; the URL is aw/cseng/authors/weiss/dsaac2/dsaac2e.sup.html (follow
the links from there). The exact location of this material may change.

Acknowledgments

Many, many people have helped me in the preparation of books in this series. Some are listed in
other versions of the book; thanks to all.
For this edition, I would like to thank my editors at Addison-Wesley, Carter Shanklin and Susan
Hartman. Teri Hyde did another wonderful job with the production, and Matthew Harris and his staff
at Publication Services did their usual fine work putting the final pieces together.

M.A.W.
Miami, Florida
July, 1996

0201498405P04062001

About the Author:

Mark Allen Weiss is a Professor in the School of Computer Science at Florida International
University. He received his Ph.D. in Computer Science from Princeton University where he studied
under Robert Sedgewick. Dr.Weiss has received FIU's Excellence in Research Award, as well as the
Teaching Incentive Program Award, which was established by the Florida Legislature to recognize
teaching excellence. Mark Allen Weiss is on the Advanced Placement Computer Science
Development Committee. He is the successful author of Algorithms, Data Structures, and Problem
Solving with C++ and the series Data Structures and Algorithm Ana
Other documents randomly have
different content
more enterprising. The same was the case with the China trade; the American clippers carried all before
them: while, in the race to the Pacific, in the early days of California, none could compare with our
vessels in rapidity and the comfort of passage.
For some years those interested in such matters almost despaired; but there is a brighter outlook
ahead now. The great lake fleet of steamers and sailing vessels has vastly increased. The tonnage
passing through the Sault de Ste. Marie is really greater than our whole ocean tonnage of forty years
ago: and the improvement in the quantity and size of merchant vessels built during the last few years
for ocean service, while not keeping pace with the lake traffic, on account of foreign competition, is still
very gratifying.
We have already spoken of the ability shown by Americans, during the last few years, to produce the
best armor in the world, guns equal to any, and war-ships of the very first class, in hull and machinery.
This is all a preparation and education for taking our proper place as builders of the very best
merchant vessels. Builders could not afford the extensive apparatus and machinery necessary for such
construction unless they had been encouraged by government orders in the beginning. Such works as
those at Bethlehem, in Pennsylvania, would never have constructed the largest steam-hammer in the
world, if it had not been for the encouragement afforded by government orders. Now they are prepared
to forge shafts, and other great pieces, for the largest merchant steamers, for the obtaining of which
we formerly had to send abroad.
As for plants for iron or steel ship-building, we now have many. Cramps’ establishment, in
Philadelphia, is said to be the third largest in the world—and will soon rank higher; there are other great
works for merchant vessels on the Lakes and the Mississippi, and at Newport’s News, near Hampton
Roads. After these come the works at South Boston and the different establishments at New York. The
purely naval building-yards and plants at the New York navy yard, and at Norfolk, are well known; while
the Union Iron Works at San Francisco have turned out some of the finest vessels afloat, both men of
war and merchantmen. There are also such works in Bath, Maine.
But the least effect of these great plants is shown in their production up to this time. They are not
only educational to ship and engine builders, but they foster a number of most valuable trades—such as
ship-carpenters, plumbers, copper-smiths, joiners, and many others. Above all come the naval designers
or architects. Men so trained are well paid, and are required to turn out the very highest grade of work;
and thus we are forming a force, at many points of our great country, fitted, when the time comes (and
it must soon come), to build up our sea-going mercantile marine to an equality with the sister service
on the Great Lakes, so as to enable it to carry our products abroad, and bring back the returns, without
depending upon foreign bottoms for that service. A few years ago there was no place in this country
where a young man could go to learn the business of designing and building iron vessels—now there
are many such places—and they are constantly increasing in number.

MACHINERY.

Not the least wonder of our day is the improvement in the machinery of steam-vessels of all kinds.
The engineer’s department of a first-class cruiser or battle-ship is a bewildering and wonderful sight
to one not accustomed to it. The complicated engines, with their numerous cylinders, which use the
steam over and over, seem almost too delicate, and too like a fancy creation, to be capable of driving
the propellers at such a rate as they do. Instead of the rude levers of former days, these giant machines
are managed by the turning of wheels which look like playthings as compared with the forces which
they control so easily.
The boilers not only serve to drive the main engines, but there are others devoted to different uses;
among which the principal are the distilling of salt into fresh water, and thus giving an abundant supply
of one of the very first necessaries of life, and rendering the vessel and the crew independent of the
shore in that respect. It is also most conducive to health; for much of the disease found on ship-board,
within even recent times, was due to the character of the water obtained from the shore. Then there
are the electric dynamos, and their boilers which must run when the ship is at anchor, as well as when
she is under weigh; while her steam steering-gear, when in motion, renders her guidance very easy in
the hands of one man, when four or six would be required at the wheels of vessels in the old days.
 U. S. S. Baltimore.
Protected cruiser. Twin screw. Main battery, four 8-inch and six 6-inch breech loading rifles. Secondary battery, four 6-
pounder, two 3-pounder and two 1-pounder rapid fire guns, four Hotchkiss revolving cannons and two Gatlings. Thickness of
protective deck, 4 inches on slope, 2¹⁄₂ on the flat. 36 officers, 350 men.

As for war-ships, the vessel is under complete control of one man, the Captain, who, with the
helmsmen, occupies the fighting-tower. He is informed by indicators of what is going on all over the
great craft below him, and his orders to the engineers, to the gun divisions, and to all other parts, are
transmitted in the same way. But ordinary speaking-tubes and such matters are not forgotten, in case
hostile shot should destroy the other means of communication; while, far below the water-line, is the
old-fashioned steering-wheel, secure from shot or shell, to be used in case the more delicate and more
exposed steering-gear should be shot away. The number of trained and experienced men which such a
complicated machine as a modern war-ship or first-class passenger vessel requires, is very great. There
is less need for old-fashioned sailors—who could go aloft in any weather to reef and furl—but there is
seamanship still required to navigate, to heave the lead, to man and manage boats, and many other
things, beside the mere drilling and working of artillery and small arms. It requires some training even
to be able to take care of one’s self in bad weather, especially in a large ship, where places to hold on
are far apart. Of course, in a modern ship the engineer’s force, as well as those immediately in charge
of dynamos, of electric lights, and of search-lights, comprise a much larger proportion of the whole
ship’s company than in former times; and the vigilance, experience, and foresight which have to be
displayed in the depths of the vessel is equal to that required upon the spar-deck and bridge.

OFFICERS AND MEN.

Now that our administrations, of both political parties, have for some years committed themselves to
a gradual increase of our navy, to consist of the very newest ships and guns, it may be safely supposed
that in a few years we shall have a respectable navy, in point of numbers, as it is now in point of quality.
After all, the best ships are of no use without the presence of men trained to manage them, and to
conduct successfully the well-being and discipline of a large number of people. In a first-class man-of-
war, the elements may be compared to a civil organization in this way: the Captain is the Mayor, except
that he has much more power and authority than most mayors; the Lieutenants are the executive and
police officers, as well as leaders in battle; the Junior officers are in training for such positions. The
Marine officer and his men represent the militia, adding police duties; and the medical staff looks out for
the general health. Then there is the Paymaster and his clerk, who attend to financial matters of all
kinds; the engineer corps, which keeps the whole thing going, and lights as well as propels the great
machine. Lastly, there is a Chaplain, who not only attends to divine service (as required by the Articles
of War), but in many ways makes his influence known. The subdivision of duties on board a man-of-war
often makes landsmen wonder whether such a course is necessary; but the experience of many
generations teaches that it is.

NAVAL ACADEMY.

It may be of interest to our readers to know something about the way in which the officers of the
navy are trained for their important duties. For many years after the foundation of the navy, boys of
tender years were appointed midshipmen through the influence of friends of the President or the
Secretary of the Navy. They then were sent to sea at once, in a cruising man-of-war, and, after five or
six years, went to a naval school, as it was called, for a few months. At the end of six years they
became passed-midshipmen, if found able to pass a simple examination; after which they had to wait
for vacancies in the list above them to become lieutenants, commanders, and captains. The latter was,
up to the time of the late civil war, the highest grade in the navy, and corresponded in rank with colonel
in the army. Those officers who commanded squadrons or stations were, by courtesy, termed
commodores. The manner of education of the young officers who were destined to high command in
the navy had long been felt to be faulty, although under it such officers had been reared as Farragut
and Rowan, Porter, and John Rodgers; and it was thought that a school something on the lines of West
Point, which had long existed for the army, would be of benefit to the service and to the country. About
this time a change took place in the manner of appointment of naval cadets, and the Congressmen of
the various States had them put in their hands, with a limited number left in the hands of the President,
who was apt to bestow them on the sons of worthy officers of the army or navy who had died in the
service. This is the usual practice at present. Representatives are notified when an appointment falls
due in their district, and some Congressmen put such appointments up for public competition among
the lads of proper age and health, who, on going to the Naval Academy to enter, have to pass a close
physical examination, as well as one in elementary branches of learning. Many are rejected, from one
cause or another, and the custom has arisen of appointing an alternate, who may be examined for the
position if the first one fails, either physically or mentally. Those who are successful in the examination
receive $500 a year, during their academic course, which is an ample sum for their support at the
school. During the course many drop out; some from ill conduct; some from inability to follow the
course; and some few from failure of health; although the healthy regimen and good hours often
improve boys who are a little delicate or backward. But it must be remembered that it is useless for any
lad who is thoroughly lazy and unambitious to enter there, as he is sure to be weeded out. Many
classes do not graduate more than half of their original members.
The Naval Academy, at Annapolis, Maryland, was founded in 1845, through the enlightened policy of
Mr. Bancroft, the celebrated historian, who was then the Secretary of the Navy, under President Polk.
Commander Buchanan (who was afterwards Admiral Buchanan of the Confederate Navy) was the first
officer in charge.
The site of the Academy was secured by the transfer from the War to the Navy Department of Fort
Severn and its surroundings, one of the defences of Annapolis, at the mouth of the Severn river, near its
entrance into Chesapeake bay, and with plenty of water for naval work. In 1849 a Board was organized
to make regulations which were to conform, as much as possible, to those of the Military Academy at
West Point. In 1851 the course of study was fixed at four years, with annual examinations, and summer
cruises in practice ships to familiarize the lads with sea duties. There was also a board of visitors, to be
appointed by the President, who reported, annually, upon the annual examinations and the general
condition and requirements of the school. This board consisted of Senators and citizens distinguished
for their acquirements in science, as well as officers of different corps of the Navy.
 Owing to the Civil War the school was transferred, in 1861, to Newport, Rhode Island, where it
remained until 1865, when it was returned to Annapolis. The grounds have been greatly enlarged and
improvements of every kind made, until now it is one of the most beautiful and perfect establishments
in the world. There is no place in Europe, devoted to naval training, which has anything like the space,
the buildings and material, and the equable climate which the Annapolis school possesses. Although the
country is flat, the fine expanses of water, and the wealth of foliage, give the situation great attractions,
while the old and historic town of Annapolis, so connected with the Colonial period and the Revolution,
retains its curious plan, and its old church, court-house, and residences, much as they were when
Washington resigned his commission.
When the school was re-established at Annapolis the course of studies was rearranged to suit the
advance in such matters as steam, gunnery, and mathematics—and has remained much the same ever
since—only adopting improved methods as the occasion arose.
The course of instruction is a long one—too long to be given here, but we may mention some of the
studies pursued. There are seamanship and naval construction, naval tactics, practical exercises,
signals, swimming, gymnastics, etc., ordnance and gunnery, including infantry tactics, field-artillery and
boat-howitzer exercise, great guns, mortar practice, and fencing; mathematics up to the calculus; steam
engineering, with practical exercise, and the theory, fabrication, and designing of steam engines;
astronomy, navigation, and surveying; physics and chemistry; mechanics, and applied mathematics, and
theoretical naval architecture; English studies, and history and law; French and Spanish; drawing and
chart-making; and other kindred studies.
Any one who shows great aptitude is put into the engineering branch, and enters the Engineer Corps;
others enter the Marine Corps, as second lieutenants; and sometimes, when there are no vacancies,
those who graduate honorably, although at the foot of their class, are enabled, by Act of Congress, to
take an “honorable discharge” from the service, with a year’s pay.
When a lad succeeds in passing the examination and entering the Naval Academy, he is required to
sign articles which bind him to serve in the Navy eight years, including his time at the Academy, unless
sooner discharged. The system of examination comprises monthly, semi-annual, and annual
examinations, which are conducted in writing, the members of a class all receiving the same questions.
If a cadet fails to pass the semi-annual or annual examinations he is dropped.
With the theoretical studies there are the sail, spar, boat, gun, and small-arm drills, all of which, with
good conduct, go to make up the total of “marks” of the cadet. Misconduct or insubordination leads to
the receipt of “demerits,” which may become so numerous as to prevent a cadet from continuing at the
Academy, even when distinguished in his studies. Some of the same officers who have charge of the
cadets during the scholastic year are detailed for the practice ships during the summer cruise, so that
they have complete knowledge of the acquirements of their pupils. The summer cruise of the cadets at
Annapolis corresponds to the encampment of the West Point cadets; being almost entirely practical in
its nature. The cadet engineer class, instead of a long voyage, go on board a practice steamer, and visit
navy-yards, and ship-yards, rolling-mills, foundries, machine-shops, etc., where practical illustration may
be had of a part of their studies. The academic grounds, inside the walls, consist of fifty acres, while
outside there are one hundred acres more. On this fine property there are a great number of buildings,
for quarters, mess-halls, class rooms, armory, steam-building, etc., beside an observatory, all of which
are amply provided with models and apparatus. There is a fine library, contained in a lovely old house
formerly inhabited by the governor of Maryland; a chapel; and numbers of houses for officers’ quarters.
There is also a hospital, and, on the outlaying land one of greater size, which is used in epidemics, and
for the seamen of the practice-ships, and the marines of the guard. At large and convenient docks upon
the Severn are moored the practice ships, steamers, steam and sailing launches, and cutters, for the
use and instruction of the cadets. The average number of these is about two hundred, and they are, as
a rule, exceedingly well-trained in battalion drill, so that a dress-parade during the evenings of the
spring and fall months, with the faultless drill and evolutions, and the music afforded by the fine band,
never fails to attract crowds of strangers, as well as the town’s people and officers’ families.
 MARINE CORPS.

It is proper, at this point, to give some account of the United States Marine Corps, of which many
persons not familiar with naval affairs have a very vague idea.
They are sea-soldiers, or soldiers enlisted for service either on shore or on board ships-of-war, and
who are known as Marines, although all sea-going persons are really marines.
Most powers which possess navies have also marines, France being an exception. They constitute a
separate military body from the seamen and other enlisted men of a war-ship, and are trained to fight
either as infantry or as artillerists, and especially for participation in naval engagements. They are
organized, clothed and equipped very much like soldiers of the army, and their preliminary instruction is
the same. In fact, some of their very best service has been on shore; while their being accustomed to
the sea makes them doubly valuable for expeditions by water. Their headquarters, barracks and depots
are on shore, and from them details are made when required for service on shipboard. These
detachments vary in size with the ship, from a dozen men under a sergeant to a hundred under one or
more commissioned officers.
The history of sea-soldiers is very ancient, dating back to at least five centuries before the Christian
Era, when there was a class of soldiers which constituted the fighting men of a war-ship, while an
entirely different class navigated, managing the oars and sails. Some of the most gallant acts which
have distinguished our own navy have been performed by the marines, who have served without
blemish in every quarter of the world, and in all the wars in which we have been engaged. The marines
have generally manned some of the broadside guns whenever hard fighting was going on, and have
always been relied upon under the most desperate circumstances; nor have they failed to justify that
reliance.

U. S. S. Texas.
Battleship. Twin screw. Main battery, two 12-inch and six 6-inch breech loading rifles. Secondary battery, twelve 6-pounder
and six 1-pounder rapid fire guns, one Hotchkiss revolving cannon and two Gatlings. Thickness of armor 12 inches. 30
officers, 362 men.
 Our own Congress has nineteen times, by joint resolution, tendered thanks to the marines for their
gallant behavior, and some of the greatest generals have added their tributes to those of naval
commanders. Napoleon Bonaparte, when viewing the marines of the English ship Bellerophon, where he
took refuge after his downfall, exclaimed: “What might not be done with a hundred thousand such
men?” General Winfield Scott, when commanding in the Mexican War, said of our marines that he “put
them where the heaviest work was to be accomplished, and had never found his confidence misplaced.”
General Grant, on the quarter-deck of the Vandalia, which man-of-war was taking him to Egypt, on his
voyage round the world, remarked of the marines at their exercise, that they were “as fine soldiers as
he had ever seen.”
In our own service the marine corps is as ancient as the navy. In Revolutionary days they wore green
coats with white facings, but their uniform has from time to time become more and more assimilated
with that of the infantry of the army.

REVENUE MARINE.

Another branch of the public service connected with the sea is the Revenue Marine, of which very
little is known outside of maritime States, although it is one of the most important and hard-working
branches.
This sea force was organized in 1790, more than a century ago, for the protection of the revenues of
the General Government from duties upon imports. The Act of Congress provided for the building and
equipping of the revenue cutters, “to be officered and manned by one master and not more than three
mates, who should be appointed by the President, and be deemed officers of the customs.”
This was done under the administration of Alexander Hamilton, then Secretary of the Treasury, and
one of the shining lights of our early days as a nation. He suggested giving the officers military or naval
rank, “which,” he added, “will not only induce fit men to engage, but attach them to their duties by a
nicer sense of honor.”
The first vessels built for this service were brigs or schooners, and they were commanded by
excellent officers and sailors, who were proud of their position. They had not only to look after the
collection of the revenue from imports, but to preserve order in ports, and had many other onerous
duties. They had to make returns of all vessels boarded, as well as any special duties which the
Secretary of the Treasury might direct. They were to succor vessels in distress—and, to this day, the
Revenue vessels cruise on our coasts during the very worst winter weather to succor vessels, and many
a cargo, as well as many lives, have been saved by their exertions.
Any one, even those who are not familiar with ships, can tell a revenue vessel by the flag she carries
—because, while the union is the same as in other flags of the United States, the stripes run vertically
instead of horizontally.
Formerly the revenue cutters were almost always of schooner rig, and generally very neat and trim,
and very beautiful and picturesque vessels, especially under sail, but at present and for many years
past, the “Cutters” are able sea-going steamers. In former days the revenue cutters, in addition to the
protection afforded to commerce, had to attend to the placing of buoys, and the supply of lighthouses,
under the direction of Collectors of Customs of districts. But in 1852 the present Light House Board was
established—and special vessels devoted to that service, than which there is none better in the world.
The Revenue Marine has often taken part with the Navy in operations of various kind, such as the War
of 1812; the Florida War; the Mexican War; the Paraguay Expedition; the Civil War; the Seal Fishery
patrol, and numerous other occasions, giving the best of service cheerfully and promptly.
As regards appointment of officers in the Revenue Marine, we may say that the service is entirely
separate from the Navy, and controlled by the Treasury Department. This Department appoints cadets,
not less than eighteen and not more than twenty-five years of age, who may be promoted to third
lieutenants after two years’ service, and after having passed a satisfactory examination. This takes
appointments out of the line of personal or political preference. The cadets are first sent on a practice
cruise at sea in a revenue cutter, and then trained in practical seamanship and navigation, and during
the winter study mathematics and other things necessary to fit them for their duties. If successful in
passing as third lieutenants they have a reasonable chance of rising to Captain. Revenue cutters, beside
their ordinary duty, are often called upon to make special cruises in search of missing vessels, or to
enforce neutrality laws when expeditions may be fitting in our ports against neighboring and friendly
governments. Since Alaska has been acquired some of the most remarkable cruises have been made in
Arctic waters, not only for the succor of whalers, but for the protection of the natives from smugglers
who would try to introduce poisonous spirits. Officers of the revenue service are also detailed as
inspectors and assistant inspectors of life-saving stations, in which capacity they have done excellent
service, and added much to the value of that noble branch of our public work.
The whole of the Revenue Marine Service is in charge of a chief, called the Chief of the Revenue
Marine, in the Treasury Department, at Washington, forming a separate bureau. This chief must be a
man of ability, for he has great responsibility, and must have legal and scholarly attainments in order to
be able to meet all the calls upon him. In regard to nautical matters he is supposed to avail himself of
the advice of competent senior officers of the service, and also as far as the personnel of the Revenue
Marine is concerned.

MARINE HOSPITAL SERVICE.

It may be of interest to many persons in the interior of our country, who are not brought in contact
with water transportation, or even with river boats of any kind, to know what is meant by the “Marine
Hospital Service,” which has existed from our earliest days as a nation, and yet has nothing in common
with the Revenue Marine, or with the Naval Service. The Naval Service has its own hospitals, and the
Revenue Marine make arrangements for their sick and wounded at proper places. The Marine Hospital
Service provides for all sick men who follow the water in the merchant service, whether they are salt
water or fresh water men, whether they are on a Mississippi steamboat, or on a vessel just arrived from
a China voyage. Its authority, under the law, dates from the year 1798, but it also provided that a tax of
twenty cents a month should be exacted from every officer and seaman for the support of hospitals. In
the following year the same provision of tax was made for the navy, and all officers and men have paid
it for nearly a hundred years; so that the Marine Hospitals and the Naval Hospitals have never cost the
nation anything, the money for their support having come purely from this personal tax. Every merchant
sailor pays that; and every naval person, from an admiral to a messenger boy, has twenty cents a
month deducted from his pay for hospital service.
 U. S. S. Chicago.
Protected cruiser. Twin screw. Main battery, four 8-inch, eight 6-inch and two 5-inch breech loading rifles. Secondary battery,
nine 6-pounder and four 1-pounder rapid fire guns, two Hotchkiss revolving cannons and two Gatlings. Protected steel deck,
1¹⁄₂ inches. 33 officers, 376 men.

The Marine Hospital Service has of late years been more serviceable than ever, especially in the
prevention of the introduction of cholera and of yellow fever into our country.
The organization is complete and excellent. There is a supervising Surgeon-General, who has great
powers and great responsibilities, a medical purveyor, surgeons, passed-assistant surgeons, and
assistant surgeons. These treat an immense number of cases, and not a few have lost their lives in
combating epidemics. These officers are selected by examination and entirely removed from any
politics, and are bound to go wherever they are ordered, and obey regulations.

LIGHT HOUSES.

Another interesting and most exceedingly important institution connected with naval affairs is the
United States Light House Establishment. From small beginnings this has grown to be one of the most
important administrative branches of our government, and one which, we may say with pride, reflects
the greatest honor upon us in the eyes of the world at large; for a reliable and thorough system of the
kind is a blessing and a safeguard to mariners and travelers of all nationalities.
The first light house built in the country which is now the United States of America is said to have
been that at Little Brewster Island, in Boston Harbor, Massachusetts, about 1715. Then followed others,
all supported by the Provinces in which they were placed, of course. There were by the year 1789
twenty-five light houses on the Atlantic coast, ranging from Maine to Georgia. They were supported by
a tax upon vessels which used them, and the tax was paid as part of the port dues, according to the
lights the vessel must have passed in reaching her destination. In 1789, the National Government took
charge of such matters, and the collectors of customs appointed by the President had charge of lights,
and collected the dues. The service was often unsatisfactory, and so, in May, 1838, Congress created a
Board of naval officers to determine where lights were actually needed, and to settle other points in the
same connection. This led to increased usefulness, and at last, in 1852, the Light House Board was
created by Act of Congress, which has usefully existed ever since, the result of their work being a light
house system equal to any.
The new Board consisted of three officers of the navy, three officers of the engineer corps of the
army, and three civilians, one of whom was the Secretary of the Treasury, and the remaining two
persons of high scientific attainments. Such a constitution took its members out of the pale of political
appointment, and enabled them to lay out plans which they could themselves hope to see carried into
effect.
This Board divided the Atlantic and Pacific coasts, the Gulf of Mexico, the Great Lakes, and the great
western rivers into districts, to each of which an inspector, who is an officer of the navy, and an
engineer, who is an officer of the army, is assigned. These, under direction of the Board, keep up the
light houses and lights, and are charged with the discipline of the light keepers. They make constant
visits and report upon the condition of lights, and of the behavior of the keepers, so that the system is
as nearly perfect as it can be made when we consider the exposed position and solitude of many of the
lights. The great subject of light ships, of whistling buoys, of gas-lighted buoys, and other warnings to
mariners, belongs to the same subject, but would require a large book to treat them properly. Our
people at large do not appreciate the service of our light house establishment, not only on the sea
coast, but on the great rivers and lakes, because they do not see it. If they did see it, they would see
what it has accomplished, and how commerce would be hampered without it.
It is a magnificent work, and now, in our country, the immense number of lights, beacons, lightships,
buoys, and fog-signals are kept up entirely by the general government, without making any charge in
the way of light duties against ships of any country.

TRAINING SHIPS.

Naval Training Ships, for the education of apprentices, are to be noticed in connection with other
matters treated of in this chapter. This was begun at least fifty years ago, when it was thought to be
proper to correct the large proportion of foreign seamen in our Navy by training native-born boys to
man our squadrons. Many boys were, under the law then enacted, enlisted to serve between the ages
of thirteen and twenty-one, and to be brought up as naval sailors. For a time things went very well. A
large number of boys became excellent seamen and petty officers before they arrived at twenty-one.
But many boys enlisted under the idea that the apprentices were to be made midshipmen, and, as that
did not take place, great dissatisfaction occurred, and the system was gradually broken up.
In 1863 a renewed attempt was made at establishing a Naval Apprentice System, and a great deal of
labor of brain was spent by officers upon it. There was success, but it was hampered very much by the
fact that all the boys put in the apprentice ships took away from the number of men allowed by law to
man cruising vessels of the Navy. Still, the officers persevered, and there is now, at New York, and
Newport, a well established naval apprentice system, which graduates many lads of intelligence and
sufficient education to make them valuable persons on board our modern men-of-war, when they
become petty officers.
The Naval Training Ships for Apprentices must not be confounded with the Training Ships belonging to
Philadelphia and to New York and Boston, which have been in successful operation for some years.
These vessels are loaned by the government to the cities which pay the expense of their maintenances,
except the salaries of the officers, who are detailed from the Navy. The “School Ships,” as these are
commonly called, are sailing vessels of the old type, without their guns, so that they are more
comfortable; and every effort is made to preserve the health of the boys who are received. These ships
make—as a general rule—two voyages in the year. One is to Europe, in summer, and one to the West
Indies in the winter. In the Philadelphia ship there are generally about eighty or ninety boys, with a
sufficient number of old sailors to teach them how to pull and haul. Some of the graduates of this ship,
after two years’ service and study, have obtained very good berths in merchant vessels; and are in a fair
way to being masters. But it all depends upon themselves and how much they are really worth.
 U. S. S. Oregon.
Battleship. Twin screw. Main battery, four 13-inch, eight 8-inch and four 6-inch breech loading rifles. Secondary battery,
twenty 6-pounder and six 1-pounder rapid fire guns and four Gatlings. Thickness of armor, 18 inches. 32 officers, 441 men.

A wrong impression has gone out about these training ships, in many quarters, which is that boys
who were bad, or unmanageable, went to them. In old times bad boys were sent to sea to be beaten
into shape, but they do not take that kind now.
To be admitted on board an apprentice ship a lad has to be physically sound, and to have good
certificates as regards his moral character. The great mistake persons make is in regarding these ships
as penal institutions for the reform of boys. On the contrary, the moment a lad is convicted of theft, or
of any disgraceful proceeding, he is discharged; and the standard on board is kept high in that way.
What we have said will be sufficient to indicate the purposes of the Training Ships.

LIFE-SAVING SERVICE.

A most interesting department of the government service connected with nautical matters is the “Life-
Saving Service of the United States,” to give it its legal title. This admirable institution was first
organized by Act of Congress, in 1878. It is remarkable that it is the only existing government institution
of the kind in the world, and our general government is abundantly justified for its creation by the
results.
In England, and the British Islands generally, where so many wrecks occur, owing to the large traffic
and the uncertain and stormy weathers so frequently met with, the admirable life-boat system is
provided and supported by a society, to which society all honor is due. But their life-boats would be of
little service on our coasts or lakes, where an entirely different kind of craft is, for the most part, in use.
The British life-boat system is of very great interest, but has no place here.
Previous to 1878 the principal systematic efforts in the direction of succoring ship-wrecked persons
along our coasts were due to the Massachusetts Humane Society, which, as early as 1789, had caused
huts to be erected at some of the most desolate points on that coast for the shelter of ship-wrecked
persons who were fortunate enough to reach the shore. The first life-boat station was established by
this society at Cohasset, the scene of many dreadful wrecks, in 1807. This society still exists and does
much good, although, of course, superseded at some points by the government establishment. In other
parts of the country such societies were established, and saved many lives and much property, but are
now, for the most part, discontinued. The first step toward a distinctively national life-saving service was
taken in 1848, when Congress appropriated $10,000 for providing surf-boats and other appliances for
rescuing life and property from shipwreck on the New Jersey coast, where such disasters are so
common, owing to the numbers of vessels bound to the great ports, and the nature of the coast.
Buildings and apparatus were provided at eight different points along this coast, and the system worked
so well that the next year a larger appropriation was made for the coast of Long Island, and to increase
the number upon the Jersey coast. Then the system grew very rapidly, extending to Rhode Island,
North and South Carolina, Georgia and Texas, as well as the Great Lakes, especially Lake Michigan. It
now extends to the Pacific Coast, and even points on our great western rivers. Up to 1878 it was a
branch of the Revenue Marine Service, but in that year Congress separated it, and made it a definite
establishment under its own head.
As now organized there are twelve districts and more than 200 stations, which are known as life-
saving stations, life-boat stations, and houses of refuge. The life-saving stations have quite nice and
pretty houses, with wide doors on the ground floor, out of which the life-boat is rolled when about to be
put in service, and in another room are stored the life-car, wreck-gun, lines, and other apparatus. Up-
stairs there are rooms for the men of the crew, and extra cots for use in emergencies.
At life-boat stations the houses are smaller, being made to accommodate only the life-boat, gear and
crew. The houses of refuge are found only on the long, lonely stretches of the Florida coast, and can
accommodate 25 persons. Here are stored wood, food for that number for ten days, means of lighting a
fire, and other such things, which would allow of ship-wrecked persons who reached there refreshing
themselves so as to be able to march. These houses have also a boat-house with a galvanized iron boat
and oars.
There are regular inspectors, who are officers of the Revenue Marine, who visit these stations
regularly, and see that the men are in good drill, can handle boat and apparatus properly, and that
everything is kept in order for instant use.
Each station is in charge of a keeper, who selects his own crew under proper regulations. He is by law
an inspector of customs, must prevent smuggling, and take in charge any wrecked property which may
come on shore, and is responsible for everything in the station and for the conduct of his men.
The keeper and his men are always hardy and skilled men, familiar with the surf, and the methods of
handling a boat in it. At night they patrol the beach with lanterns and night signals, and also keep strict
watch by day, especially in bad weather. This system of patroling is a distinctive feature of the United
States Life-saving Service, and its proved value in discovering stranded vessels causes it to be
maintained with great vigilance and the manner of its performance to be strictly watched. Any evasion
of this duty is promptly punished. When stations are only a few miles apart, on such frequented and
dangerous coasts as those of New Jersey and Long Island, the patrolmen pass, at night, along the
beach until they meet the patrol from the next station; then they exchange tokens to prove that they
have met, and set out to return. It is boasted by the Life-saving Service that most lives are saved on
wrecked vessels, when it is humanly possible to reach them, either by boat or line; and it is also
boasted that no life-boat man has ever shown the “white feather” in the discharge of his duties.
No more interesting or instructive sight can be witnessed on our ocean or lake shores than a life-
saving crew at its exercise. During the Columbian Exhibition at Chicago crowds were always attracted
when these exercises took place. Especially interesting was the throwing of the line by means of the
bomb-gun, the establishment of communication with a supposed wreck, and the bringing safely on
shore by this means several men.

THE FLAG.

Perhaps it may be of interest to give some slight sketch of the history of the Flag, in this connection,
the flag of which we are all so proud, and which flies over such an extent of country and has penetrated
the most remote seas. The hoisting of the “colors,” or national flag, on board a ship-of-war is a matter
of considerable ceremony, and the same is the case when it is hauled down at sunset.
 When the time for “colors” comes—which is generally at eight o’clock in the morning—the music is
called (the band paraded, if there is one), and, as the bell strikes, the flag is run up to the gaff, or the
staff, while everyone faces toward it and raises the cap and the band plays one of the national airs. In
the evening, as the sun dips below the horizon, the same ceremony takes place. Different-sized flags
are used according to the weather; from the “storm-flag,” hardly bigger than a boat-ensign, to the great
flag which flies on the Fourth of July and other grand occasions, but always, when in port, a ship-of-war
in commission has the flag flying during the day. During the day, also, every boat which leaves a man-
of-war for any purpose, must show her flag, and this is especially necessary in foreign ports, where so
much of the time of our national vessels is passed. Most persons know that the “stars and stripes,” or
“old glory,” as the soldiers used to call it during the civil war, was not at once adopted upon the breaking
out of hostilities between England and her American colonies. The national flag of the United States
assumed the form which it now has after many experiments, and was the subject of much thought and
discussion.
The flags used by the Colonies before their separation from the mother country would naturally be
those of England, and these were mostly borne during such times as the French and Indian wars. But it
was not always the case, for several flags, differing more or less from those of the kingdom, were
adopted by some of the Colonies at different times previous to the Revolution which was followed by
independence. But the Colonies, as a rule, used what was called the “Union Flag,” which was the cross
of St. George and that of St. Andrew combined, and typifying the union of England and Scotland.
When the Colonies revolted a committee was appointed by the Continental Congress to consider the
subject of a proper flag. Dr. Franklin was the chairman of the committee, which assembled in the camp
at Cambridge, on January 1, 1776. They selected and displayed the flag of the “United Colonies.” It was
composed of seven red and six white stripes, with the red and white crosses of St. George and St.
Andrew conjoined on a blue field in the corner, denoting the union of the Colonies. This was the basis of
our present national colors, but it was some time before these were adopted.
In the beginning of the hostilities the Connecticut troops had standards displaying the arms of the
Colony, with the motto. The flag displayed by General Putnam had a red field with the motto of
Connecticut: “Qui transtulit sustinet” (“He who transplanted us will sustain us”), on one side; on the
other, “An appeal to Heaven.” The floating batteries at the same time had a flag with a white ground, a
tree in the middle, and the motto “Appeal to Heaven.”
Trumbull, who was both soldier and artist, in his celebrated picture of the battle of Bunker Hill,
represents our troops as displaying a flag combined of the two last mentioned—a red flag with a pine
tree on a white field in the corner—and it is probable that just such a flag was used in that battle.
When, in 1775, South Carolina displayed a flag at the taking of Fort Johnson by Colonel Moultrie, it is
described as one having a crescent in the quarter of a blue field. There were various others, but they
were soon supplanted by the “Great Union Flag” we have spoken of already.
In 1776, a flag was presented to Congress by Colonel Gadsden for the use of the infant navy. It had a
yellow field, a rattlesnake with thirteen rattles, coiled to strike, and the motto, “Don’t tread on me.” The
device of a rattlesnake was a favorite one with the colonists at this period, and was frequently adopted
as a heading by the newspapers of the day; being represented as cut into thirteen parts, and the initial
of one of the colonies on each, with the motto “Join or die.” The British used to make great fun in those
times of many peculiarities of the Rebels, as they were called, and one of the jokes was directed against
the fondness of the Americans for the number thirteen, which was suggested, of course, by the number
of the Colonies. Some of the witticisms in this connection were personal and rather vulgar, but one was
that “every well-organized rebel household has thirteen children, all of whom expect to be generals and
members of the high and mighty Congress of the thirteen United States when they attain thirteen
years; that Mrs. Washington has a mottled tom cat (which she calls in a complimentary way Hamilton)
with thirteen yellow rings round his tail, and that his flaunting it suggested to the Congress the adoption
of the same number of stripes for the rebel flag.”
The Province of Massachusetts adopted a flag to be worn by the cruisers of that Colony, which was
white, with a green pine tree in the middle, and the inscription “Appeal to Heaven;” being the same as
that used on the floating batteries. The great Union flag, without the crosses, and with a rattlesnake
and “Don’t tread on me,” was also used as a naval flag. Different corps also carried different flags, with
many devices, in the land service, but the “Great Union Flag,” which was first unfurled on the first of
January, 1776, over the new Continental army at Cambridge, was particularly the banner of the United
States.
The stars and stripes, substantially as we see them to-day, were not adopted for the standard of the
United States until some time after the Declaration of Independence. On the 14th of June, 1777,
Congress passed a resolution, which was not made public until the following September, that the “flag
of the thirteen United States be thirteen stripes, alternate red and white, that the union be thirteen
stars, white in a blue field, representing a new constellation.” The new constellation, which it was
intended should be represented, is supposed to be Lyra, which in ancient times was the symbol of
harmony and unity among men. The difficulty of representing a constellation on a standard probably led
to a modification of the plan, and a circle of thirteen stars was chosen, signifying union and eternal
endurance. Red is the emblem of courage and fortitude; white, of purity; and blue, of constancy, love,
and faith.
The flag, as thus authorized, was used at the surrender of Burgoyne at Saratoga, October, 17th,
1777. Admiral George Preble, whose history of the flag is the greatest and most exhaustive work upon
the subject, says: “It will probably never be known who designed our union of stars, the records of
Congress being silent upon the subject, and there being no mention or suggestion of it in any of the
voluminous correspondence or diaries of the time, public or private, which have been published. It has
been asked why the stars on our banner are five-pointed, while those on our coins are six-pointed, and
always have been so. The answer is, that the designer of our early coins followed the English, and the
designer of our flag, the European custom. In the heraldic language of England, the star has six points;
in the heraldry of Holland, France, and Germany, the star is five-pointed.”

U. S. S. Cincinnati.
Protected cruiser. Twin screw. Main battery, ten 5-inch and one 6-inch rapid fire guns. Secondary battery, eight 6-pounder
and two 1-pounder rapid fire guns and two Gatlings. Thickness of protective deck, 2¹⁄₂ inches on slopes, 1 inch on the flat.
20 officers, 202 men.
 But, in the same work, an account is given, which is of the highest interest, in regard to the actual
manufacture of the flag which we know so well, and revere so greatly.
In June, 1776, almost a year before the present flag was adopted by solemn resolution of Congress,
General Washington was in Philadelphia for about a fortnight, being called on from New York to advise
with Congress on the state of affairs just previous to the Declaration of Independence.
At that time there lived in Philadelphia a Mrs. Ross, whose house is still standing at what was formerly
No. 89, and now 239 Arch street. It is little changed to-day from its general appearance of more than a
century ago.
Mrs. Ross was a well-known upholsterer, and a committee, which had been considering the important
question of a flag, visited her, in company with General Washington, as the most likely person to be able
to carry out their views, and asked her to make a flag from a certain design of which they produced a
rough drawing. At her suggestion, it is said, this was redrawn by General Washington in pencil in Mrs.
Ross’ back parlor. From this she made a specimen flag, which was afterwards adopted by Congress. Mr.
Canby, who wrote a paper about this origin of the actual flag, which he read before the Pennsylvania
Historical Society, in 1870, was a descendant of Mrs. Ross on the mother’s side, and at the time he
wrote the paper there were three daughters of Mrs. Ross living, and a niece, then ninety-five, who all
relied for their accounts of the transaction upon what Mrs. Ross had told them. They said that when
“Colonel George Ross and General Washington visited Mrs. Ross and asked her to make the flag, she
said: “I don’t know whether I can, but I’ll try;” and directly suggested to the gentlemen that the design
was wrong, the stars being six-cornered and not five-cornered (pointed), as they should be. This was
altered and other changes made.”
Whether this account is correct or not has been made a matter of much discussion by persons
interested in the early history of our country. There is one thing certain; it came from report of three
people, reduced to writing, and not from tradition. Mr. Canby said that he was eleven years old when
Mrs. Ross died in his father’s house, and he well remembered her telling the story. The mother and two
of the sisters of Mr. Canby were then living and in good memory. One of his aunts succeeded to the
business, and continued making flags for the navy-yard and arsenals, and for the mercantile marine for
many years, until, being conscientious on the subject of war, she gave up the government business, but
continued the mercantile until 1857.
It is altogether probable that General Washington, with Colonel Ross, who was no relation of Mrs.
Ross, and Robert Morris, did call upon Mrs. Ross to make flags, for General Washington knew Mrs. Ross
very well. In fact, she made his shirt ruffles and many other things, especially while he resided in
Philadelphia as President of the United States.
The first change in the flag provided by the Act of Congress which we have quoted was in the year
1794. Then Congress passed a resolution: “That from and after the first day of May, Anno Domini one
thousand seven hundred and ninety-five, the flag of the United States be fifteen stripes, alternate red
and white. That the union be fifteen stars, white in a blue field.” This was approved on January 13th,
1794. Already new States had been formed.
The next change was in 1818; when the resolution of Congress was that: “From and after the fourth
day of July next, the flag of the United States be thirteen horizontal stripes, alternate red and white;
that the union be twenty stars, white on a blue field; and that, on the addition of a new State into the
Union, one star be added to the union of the flag; and that such addition shall take effect on the fourth
day of July next succeeding such admission.” The present arrangement of the stars on the flag is well
known, and the arrangement is such as to admit of addition when a new State is admitted.
In regard to the use of flags in the navy we may say that there are no admirals or vice-admirals at
present allowed by law. Our navy now has only rear-admirals. When the three grades existed the
distinguishing flags were of blue bunting, bearing four, three, or two stars, according to the rank of the
officer: and, in the same way, carried at the main, fore, or mizzen.
Sometimes it happens that two or more admirals are in company, and then the senior flies the blue
flag, the next in rank the red, and the last the white, each with the stars as described. The Secretary of
the Navy, when on aboard a vessel of the navy always flies a flag peculiar to his office—being a blue
flag with the stars—in other words, the union of the national flag.
When the President embarks in a naval vessel the fact is denoted by hoisting the national colors at
the main, he being Commander-in-chief of the Army and Navy.
 The courtesy of the flag on board a man-of-war embraces so many points that they would be
wearisome to the ordinary reader. We may only say that, in the case of two vessels meeting at sea, the
national flag is always displayed. If one ship is a warship and the other a merchant vessel of another
country, or of her own, and she does not respond, the man-of-war is apt to compel her to do so,
especially under any suspicious circumstances. When a man-of-war leaves a harbor at an earlier hour
than that usual for hoisting the colors she always hoists hers first as she proceeds seawards, and each
ship lying in the port hoists her ensign until the outgoing vessel has passed, when it is hauled down
again, to await the regular hour for hoisting it with the honors.
In seaports, when the flag of a newly-arrived man-of-war is saluted, that flag is always shown at the
fore, of the saluting vessels at the first gun, and promptly hauled down when the last gun of the salute
is fired.

U. S. S. Newark.
Protected steel cruiser. Twin screw. Main battery, twelve 6-inch breech loading rifles. Secondary battery, four 6-pounder, four
3-pounder and two 1-pounder rapid fire guns, four Hotchkiss revolving cannons and four Gatlings. 34 officers, 350 men.

VESSELS OF THE UNITED STATES NAVY.

Dis-
place- Batteries.
Keel ment, Speed, Horse-
Name and Class. Laid. Tons. Knots. power. Cost. Main. Seco
ARMORED
VESSELS.
Seagoing
Battleships.
Indiana 1891 10,288 15.54 9,738 $3,020,000 4 13 in. B L R 20 6 pdr. and 6 1 pdr. R F, 4 Gatlings.
8 8 in. B L R
4 6 in. B L R
Iowa 1893 11,410 16 11,000 3,010,000 4 12 in. B L R 20 6 pdr. and 4 1 pdr. R F, 4 Gatlings.
8 8 in. B L R
6 4 in. B L R
Maine 1888 6,682 17.4 9,293 2,500,000 4 10 in. B L R 7 6 pdr. and 8 1 pdr. R F.
6 6 in. B L R
Massachusetts 1891 10,288 15 9,000 3,020,000 4 13 in. B L R 20 6 pdr. and 6 1 pdr. R F, 4 Gatlings.
8 8 in. B L R
4 6 in. B L R
Oregon 1891 10,288 15 9,000 3,180,000 4 13 in. B L R 20 6 pdr. and 6 1 pdr. R F, 4 Gatlings.
8 8 in. B L R
4 6 in. B L R
Texas 1889 6,315 17 8,000 2,500,000 2 12 in. B L R 6 1 pdr. R F, 4 37 mm. H R C, 2 Gatlings.
6 6 in. B L R
Kearsarge 1896 11,525 16 10,000 3,150,000 4 13 in. B L R 14 5 in., 20 6 pdr. and 6 1 pdr. R F, 4 Gat
4 8 in. B L R
Kentucky 1896 11,525 16 10,000 3,150,000 4 13 in. B L R 14 5 in., 20 6 pdr. and 6 1 pdr. R F, 4 Gat
4 8 in. B L R
Alabama ... 11,000 16 ... 3,750,000 4 13 in. B L R 16 6 pdr. and 4 1 pdr. R F, 4 Gatlings, 1 F
14 6 in. B L R
Illinois ... 11,000 16 ... 3,750,000 4 13 in. B L R 16 6 pdr. and 4 1 pdr. R F, 4 Gatlings, 1 F
14 6 in. B L R
Wisconsin ... 11,000 16 ... 3,750,000 4 13 in. B L R 16 6 pdr. and 4 1 pdr. R F, 4 Gatlings, 1 F
14 6 in. B L R
Armored
Cruisers.
Brooklyn 1893 9,271 20 16,000 2,986,000 8 8 in. B L R 12 6 pdr. and 4 1 pdr. R F, 4 Gatlings.
12 5 in. R F
New York 1890 8,200 21 17,401 2,985,000 6 8 in. B L R 8 6 pdr. and 4 1 pdr. R F, 4 Gatlings.
12 4 in. R F
Ram.
Katahdin 1891 2,155 17 4,800 930,000 ... 4 6 pdr. R F.
Dbl. Turret
Mons.
Amphitrite 1874 3,990 12 1,600 3,178,046 4 10 in. B L R 2 6 pdr. and 2 3 pdr. R F, 2 37 mm. H R C
2 4 in. R F
Miantonomoh 1874 3,990 10.5 1,426 3,178,046 4 10 in. B L R 2 6 pdr. and 2 3 pdr. R F, 2 1 pdr. R F C.
Monadnock 1874 3,990 14.5 3,000 3,178,046 4 10 in. B L R 2 6 pdr. and 2 3 pdr. R F, 2 37 mm. H R C
2 4 in. R F
Monterey 1889 4,084 13.6 5,244 1,628,950 2 12 in. B L R 6 6 pdr. R F, 2 Gatlings, 4 1 pdr. R F C.
2 10 in. B L R
Puritan 1875 6,060 12.4 3,700 3,178,046 4 12 in. B L R 6 6 pdr. R F, 4 Gatlings, 2 37 mm. H R C.
2 4 in. R F
Terror 1874 13,990 12 1,600 3,178,046 4 10 in. B L R 2 6 pdr. and 2 3 in. R F Gatling, 2 37 mm
Sing. Turret
Mons.
Ajax 1862 ... 5 to 6 340 626,582 2 15 in. S B
Comanche 1862 ... 5 to 6 340 613,164 ...
Canonicus 1862 ... 6 340 622,963 2 15 in. S B 2 12 pdr. H.
Catskill 1862 ... 6 340 427,766 2 15 in. S B
Jason 1862 ... 5 to 6 340 422,766 2 15 in. S B
Lehigh 1862 ... 5 to 6 340 422,766 2 15 in. S B
Mahopac 1862 ... 6 340 635,374 2 15 in. S B
Manhattan 1862 ... 6 340 628,879 2 15 in. S B
Montauk 1862 ... 5 to 6 340 423,027 2 15 in. S B
Nahant 1862 ... 5 to 6 340 413,515 2 15 in. S B
Nantucket 1862 ... 5 to 7 340 408,091 2 15 in. S B
Passaic 1862 ... 5 to 6 340 423.171 2 15 in. S B
Wyandotte 1862 ... 6 340 633,327 2 15 in. S B
UNARMORED
STEEL
 VESSELS.
Atlanta. 1883 3,000 15.6 4,030 617,000 6 in. B L R 2 6 pdr. and 4 3 pdr. R F, 4 1 pdr. R F C, 2
2 8 in. B L R
Baltimore 1887 4,413 20.09 10,064 1,325,000 4 8 in. B L R 4 6 pdr. and 2 3 pdr. R F, 2 1 pdr. R F C, 4
6 6 in. B L R
Boston 1883 3,000 15.6 4,030 619,000 6 6 in. B L R 2 6 pdr. and 2 3 pdr. R F, 2 1 pdr. R F C, 2
2 8 in. B L R
Charleston 1887 3,730 18.2 6,666 1,017,500 2 8 in. B L R 4 6 pdr. and 2 3 pdr. R F, 2 1 pdr. R F C, 4
6 6 in. B L R
Chicago 1883 4,500 15.10 5,084 889,000 4 8 in. R L R 9 6 pdr. R F. 4 1 pdr. R F C, 2 37 mm. H R
8 6 in. B L R
2 5 in. B L R
Cincinnati 1890 3,213 19 10,000 1,100,000 10 5 in. R F G 8 6 pdr. R F, 2 1 pdr. R F C, 2 Gatlings.
1 6 in. R F G
Columbia 1891 7,375 22.8 18,509 2,725,000 2 6 in. R F G 12 6 pdr. R F, 4 1 pdr. R F C, 4 Gatlings.
8 4 in. R F G
1 8 in. B L R
Minneapolis 1891 7,375 23.7 20,362 2,690,000 1 8 in. B L R 12 6 pdr. R F, 4 1 pdr. R F C, 4 Gatlings.
2 6 in. R F G
8 4 in. R F G
Newark 1888 4,098 19 8,869 1,248,000 12 6 in. B L R 4 6 pdr. R F, 4 3 pdr. R F C, 4 37 mm. H R
Olympia 1891 5,870 21.6 17,313 1,796,000 4 8 in. B L R 14 6 pdr. R F, 6 1 pdr. R F C, 4 Gatlings.
10 5 in. R F G
Philadelphia 1888 4,324 19.6 8,815 1,350,000 12 6 in. B L R 4 6 pdr. R F, 4 2 pdr. R F C, 3 37 mm. H R
Raleigh 1889 3,213 19 10,000 1,100,000 10 5 in. R F G 8 6 pdr. R F, 4 1 pdr. R F C, 2 Gatlings.
1 6 in. R F G
San Francisco 1888 4,098 19.5 9,913 1,428,000 12 6 in. B L R 4 6 pdr. and 4 3 pdr. R F, 2 1 pdr. R F C, 3
Cruisers.
Detroit 1890 2,089 18.7 5,227 612,500 9 5 in. R F G 6 6 pdr. R F, 2 1 pdr. R F C, 1 Gatling.
Marblehead 1890 2,809 18.4 5,451 674,000 9 5 in. R F G 6 6 pdr. R F, 2 1 pdr. R F C, 2 Gatlings.
Montgomery 1890 2,089 19.5 5,580 612,500 9 5 in. R F G 6 6 pdr. R F, 2 1 pdr. R F C, 2 Gatlings.
Gunboats.
Bennington 1888 1,710 17.5 3,436 490,000 6 6 in. BLR 2 6 pdr. R F, 2 3 pdr. R F G, 2 37 mm. H R
Castine 1891 1,177 16 2,199 318,500 8 4 in. RFG 4 6 pdr. R F, 2 1 pdr. R F G.
Concord 1888 1,710 16.8 3,405 490,000 6 6 in. BLR 2 6 pdr. R F, 2 3 pdr. R F G, 2 37 mm. H R
Helena 1894 1,392 13 1,600 280,000 8 4 in. RFG 4 6 pdr. R F, 4 1 pdr. R F G, 2 Gatlings.
Machias 1891 1,177 15.4 2,046 318,000 8 4 in. RFG 4 6 pdr. R F, 2 1 pdr. R F G, 2 1 pdr. R F G
Nashville 1894 1,371 14 1,750 280,000 8 4 in. RFG 4 6 pdr. R F, 2 1 pdr. R F G, 2 Gatlings.
Petrel 1887 892 11.7 1,095 247,000 4 6 in. BLR 1 1 pdr. R F G, 2 37 mm. H R C, 2 Gatling
Wilmington 1894 1,392 13 1,600 280,000 8 4 in. RFG 4 6 pdr. R F, 4 1 pdr. R F G, 2 Gatlings.
Yorktown 1887 1,710 16.14 3,392 455,000 6 6 in. BLR 2 6 pdr. R F, 2 3 pdr. R F G, 2 37 mm. H R
Annapolis 1896 1,000 12 800 230,000 6 4 in. RFG 4 6 pdr. R F, 2 1 pdr. R F G.
Vicksburg 1896 1,000 12 800 230,000 6 4 in. RFG 4 6 pdr. R F, 2 1 pdr. R F G.
Newport 1896 1,000 12 800 230,000 6 4 in. RFG 4 6 pdr. R F, 2 1 pdr. R F G.
Princeton 1896 1,000 12 800 230,000 6 4 in. RFG 4 6 pdr. R F, 2 1 pdr. R F G.
Marietta 1896 1,000 12 800 230,000 6 4 in. RFG 4 6 pdr. R F, 2 1 pdr. R F G.
Wheeling 1896 1,000 12 800 230,000 6 4 in. RFG 4 6 pdr. R F, 2 1 pdr. R F G.
Special Class.
Bancroft 1891 839 14.3 1,213 250,000 4 4 in. R F G 2 6 pdr. and 2 3 pdr. R F, 1 1 pdr. R F C, 1
Dispatch
Boat.
Dolphin 1883 1,488 15.5 2,253 315,000 2 4 in. R F G 2 6 pdr. R F, 2 47 mm. H R C, 2 Gatlings.
Dynamite
Cruisers.
Vesuvius 1887 929 21.4 3,794 350,000 3 15 in. Dynamite Guns 3 3 pdr. R F.
Torpedo ... ... ... ... ... ...
Cruiser
Torpedo
Boats.
Cushing 1888 105 22.5 1,720 82,750 ... 3 1 pdr. R F, 3 18 in. W T.
Ericsson 1892 120 24 1,800 113,500 ... 3 1 pdr. R F, 3 18 in. W T.
Stiletto ... 31 18.2 359 25,000 ...
Foote 1896 142 24.5 2,000 97,500 ... 3 1 pdr. R F, 3 18 in. W T.
Rodger 1896 142 24.5 2,000 97,500 ... 3 1 pdr. R F, 3 18 in. W T.
Winslow 1896 142 24.5 2,000 97,500 ... 3 1 pdr. R F, 3 18 in. W T.
Porter 1896 130 27.5 ... 147,000 ... 4 1 pdr. R F, 3 18 in. W T.
Du Pont 1896 180 27.5 ... 147,000 ... 4 1 pdr. R F, 3 18 in. W T.
Rowan 1896 182 26 3,200 150,000 ... 4 1 pdr. R F, 3 18 in. W T.
Plunger 1896 168 8 1,200 150,000 ... 2 W T.
(Submarine)
Dahlgren 1897 146 30.5 4,200 194,000 ... 4 1 pdr. R F, 3 18 in. W T.
T. A. M. 1897 146 30.5 4,200 194,000 ... 4 1 pdr. R F, 3 18 in. W T.
Craven
Farragut 1897 273 30 5,600 227,500 ... 6 6 pdr. R F, 3 18 in. W T.
Davies 1897 128 22.5 1,750 81,546 ... 2 1 pdr. R F, 2 18 in. W T.
Fox 1897 128 22.5 1,750 85,000 ... 2 1 pdr. R F, 4 18 in. W T.
Morris 1897 103 22.5 1,750 89,000 ... 3 1 pdr. R F, 4 18 in. W T.
Talbot 1887 46.5 20 850 39,000 ... 1 1 pdr. R F, 3 18 in. W T.
Gwin 1897 46.5 20 850 39,000 ... 1 1 pdr. R F, 2 18 in. W T.
MacKensie 1897 65 20 850 48,500 ... 1 1 pdr. R F. 2 18 in. W T.
McKee 1897 65 20 850 45,000 ... 1 1 pdr. R F, 2 18 in. W T.
Stringham 1897 340 30 7,200 236,000 ... 7 6 pdr. R F, 2 18 in. W T.
Goldsborough 1897 247.5 30 7,200 214,500 ... 4 6 pdr. R F, 2 18 in. W T.
Bailey 1897 235 30 5,600 210,000 ... 4 6 pdr. R F, 2 18 in. W T.
OLD NAVY
VESSELS
Old Iron
Vessels.
Alarm 1874 800 10 600 ... ...
Alert 1873 1,020 10 365 ... 2 9 in. S B 2 6 pdr. R F G, 2 37 mm. H R C, 1 Gatling
1 6 pdr. B L R
Monocacy 1863 1,370 11.2 850 ... 4 8 in. S B 1 3 pdr. R F, 1 3 in. B L H, 1 12 pdr. S B, 2
2 60 pdr. B L R
Michigan 1844 685 10.5 305 ... 4 30 pdr. B L R 3 3 pdr. B L H, 2 Gatlings.
Pinta 1865 550 8.5 190 ... 2 12 pdr. S B H 1 Gatling.
Ranger 1873 1,020 10 365 ... 2 9 in. S B 1 3 pdr. B L H, 1 Gatling, 2 37 mm. H R C
1 8 in. S B
1 60 pdr. B L R
Old Wooden
Vessels.
Adams 1874 1,375 9.8 550 ... ...
Alliance 1873 1,375 9.9 668 ... 6 4 in. R F G 4 6 pdr. R F, 2 1 pdr. R F G.
Enterprise 1873 1,375 11.4 790 ... 6 4 in. R F G 4 6 pdr. R F, 2 1 pdr. R F G, 2 3 in. B L R.
Essex 1874 1,375 10.4 505 ... 13 5 in. R F G 4 6 pdr. R F, 2 1 pdr. R F G.
Hartford 1858 2,780 12 2,000 ... 10 5 in. R F G 4 6 pdr. R F, 2 1 pdr. R F G, 4 Gatlings, 2
25 in. B L R
Lancaster 1858 3,250 9.6 733 ... ...
Marion 1871 1,900 11.2 753 ... 4 32 pdr. 2 3 pdr. B L H.
Mohican 1872 1,900 10.6 613 ... 8 9 in. S B 1 3 pdr. B L H, 2 20 pdr. B L R, 1 Gatling,
1 8 in. M L R
1 60 pdr. R
Thetis ... 1,250 7.5 490 ... ... 1 53 mm. H R C.
Yantic 1864 900 8.3 225 ... 2 9 in. S B 1 12 pdr. R F, 1 3 pdr. B L H, 1 Gatling.
1 8 in. M L R
1 60 pdr. R

The above are steam vessels. In addition to the old Navy vessels enumerated above, are the following sailing vessels:
Receiving-ship Constellation, 10 guns, built 1854; Training-ships Monongehela, 12 guns, built 1862, and Portsmouth, 15
guns, built 1843; and School-ships Jamestown, St. Mary’s, and Saratoga.
 The following-named steel, iron, and wooden steam tugs are a part of the Naval Force: Fortune, Leyden, Nina, Rocket,
Standish, Triton, Iwana, Wahneta, Narketa, Traffic, Unadilla, and No. 5. Their horse-power varies from 147 to 500 each.
The following old wooden ships are not fit for further sea service: Receiving-ships Franklin, Wabash, Minnesota,
Constitution, Independance, Dale, Omaha, Pensacola, Richmond, Iroquois, and Vermont. The St. Louis, Nipsic, and New
Hampshire are wooden naval reserve ships.
Abbreviations.—M., Monitor. 1-t, 2-t, one turret, 2 turrets; B. S., Battleship; C. Cruiser; R. S., Receiving-Ship; C. D., Coast
Defense; T., Training-Ship: A. C., Armored Cruiser; P. C., Protected Cruiser; D. C., Dynamite Cruiser; N. R., Naval Reserve; D.
B., Dispatch Boat; G. B., Gunboat; B. L. H., Breech-loading Howitser; B. L. R., Breech-loading Rifle; T. B., Torpedo Boat; C. G.
B., Composite Gunboat; Gat., Gatling Gun; R. F. G., Rapid Fire Gun; R., Rifle when in main battery, Ram when referring to
class; H. R. C., Hotchkiss Revolving Cannon; R. F., Rapid Fire; S. B., Smooth Bore; S. B. H., Smooth Bore Howitser; M. L. R.,
Muzzle-loading Rifle; pdr., pounder; mm., millimetres; W. T., Whitehead Torpedo Tubes; S. T. B. Submarine Torpedo Boat; R.
F. C., Rapid Fire Cannon.
NAVY-YARDS.

1. Brooklyn Navy-Yard, Brooklyn, N. Y.

2. Charlestown Navy-Yard, Boston, Mass.
3. Gosport Navy-Yard, near Norfolk, Va.
4. Kittery Navy-Yard, opp. Portsmouth, N. H.
5. League Island Navy-Yard, 4 miles from City Hall, Philadelphia, Pa.
6. Mare Island Navy-Yard, near San Francisco, Cal.
7. Pensacola Navy-Yard, Pensacola, Fla
8. Washington City Navy-Yard, Washington, D. C.
There are naval stations at New London, Ct.; Port Royal, S. C.; Sidney, Wash., and Key West, Fla., and a torpedo station
and naval war college at Newport, R. I.

VESSELS OF THE UNITED STATES NAVY.—Continued.

Comple-
Length Normal No. of Armor. ment.
on Load Ex- Type Coal Bunker Tor- Slope Flat
Water treme Mean of Sup- Capac- pedo Tur- Bar- of of Offi-
Vessels. Line. Breadth. Draught. Screw. ply. ity. Tubes. Sides. rets. bettes. Deck. Deck. cers. Men.
Ft. In. Ft. In. Ft. In. Tons Tons In. In. In. In. In.
Alabama 368 0 72 0 23 6 T S 450 1,200 4 16¹⁄₂ 17 15 5¹⁄₂ 2³⁄₄ 50 535
Amphitrite 259 6 55 10 14 6 T S 250 250 ... 9 7.5 11.5 ... 1³⁄₄ 26 145
Atlanta 271 3 42 1 16 10 S S ... 490 ... ... ... ... 1¹⁄₂ 1¹⁄₂ 19 265
Baltimore 327 6 48 7 19 6 T S 400 1,144 4 ... ... ... 4 2¹⁄₂ 36 350
Bancroft 188 0 32 0 11 6 T S 100 200 2 ... ... ... ⁵⁄₁₆ ¹⁄₄ 10 120
Bennington 230 0 36 0 14 0 T S 200 403 6 ... ... ... ³⁄₈ ³⁄₈ 16 181
Boston 271 3 42 1 16 10 S S ... 496 ... ... ... ... 1¹⁄₂ 1¹⁄₂ 19 265
Brooklyn 400 6 64 8 24 0 T S 900 1,753 5 3 5.5 8 6 3 40 501
Castine 204 0 32 1 12 0 T S 125 192.6 1 ... ... ... ³⁄₈ ⁵⁄₁₆ 11 143
Charleston 312 0 46 2 18 7 T S 328 758 4 ... ... ... 3 2 20 280
Chicago 325 0 48 2 19 0 T S ... 832 ... ... ... ... 1¹⁄₂ 1¹⁄₂ 33 376
Cincinnati 300 0 42 0 18 0 T S 350 460 4 ... ... ... 2¹⁄₂ 1 20 292
Columbia 412 0 58 2 22 6 TrS 750 1,670 5 ... ... ... 7 2¹⁄₂ 40 429
Concord 230 0 36 0 14 0 T S 200 401 6 ... ... ... ³⁄₈ ³⁄₈ 13 180
Cushing 139 0 14 3 4 11 T S ... 36 3 ... ... ... ... ... 3 20
Detroit 257 0 37 0 14 7 T S 200 340 3 ... ... ... ⁷⁄₁₆ ⁵⁄₁₆ 20 257
Dolphin 240 0 32 0 14 3 S S ... 274 ... ... ... ... ... ... 7 108
Ericsson 149 0 15 6 4 9 TS 9 36 3 ... ... ... ... ... 3 20
Illinois 368 0 72 0 23 6 T S 450 1,200 4 16¹⁄₂ 17 15 5¹⁄₂ 2³⁄₄ 50 535
17
Indiana 348 0 69 3 24 0 TS 400 1,640 6 18 15 { 8 } ... 2³⁄₄ 38 427
14 15
Iowa 360 0 72 2 24 0 TS 625 1,780 6 { 3 } 15 { 6 } ... 2³⁄₄ ... 444
Katahdin 250 9 43 5 15 0 T S 175 193 ... 6 ... ... ... ... 30 91
Kearsarge 368 0 72 5 23 6 T S 400 1,210 5 15 17 15 5 2³⁄₄ 40 480
Kentucky 368 0 72 5 23 6 T S 400 1,210 5 15 17 15 5 2³⁄₄ 40 480
Machias 204 0 32 1 12 0 T S 125 192.6 1 ... ... ... ³⁄₈ ⁵⁄₁₆ 11 143
Maine 318 0 57 0 21 6 TS 400 896 4 12 8 12 ... 2 29 370
Marblehead 257 0 37 0 14 7 TS 200 340 3 ... ... ... ⁷⁄₁₆ ⁵⁄₁₆ 20 254
17
Massachusetts 348 0 69 3 24 0 TS 400 1,640 6 18 15 { 8 } ... 2³⁄₄ ... 424
Miantonomoh 259 6 55 10 14 6 TS 250 250 ... 7 11.5 ... ... 1³⁄₄ 13 136
Minneapolis 412 0 58 2 22 6 TS 750 1,670 5 ... ... ... 4 2¹⁄₂ 40 456
Monadnock 259 6 55 10 14 6 TS 250 250 ... 9 7.5 11.5 ... 1³⁄₄ 26 145
8 14
Monterey 256 0 59 0 14 10 T S 200 236 ... 13 { 7.5 }{ 11.5 } ... 3 19 172
Montgomery 257 0 37 0 14 7 T S 200 340 3 ... ... ... ⁷⁄₁₆ ⁵⁄₁₆ 20 254
Newark 310 0 49 2 18 9 T S 400 809 6 ... ... ... 3 2 37 350
New York 380 6 64 10 23 3 T S 750 1,290 3 4 5.5 10 6 3 40 526
Olympia 340 0 53 0 21 6 T S 400 1,093 6 ... ... ... 4³⁄₄ 2 34 395
17
Oregon 348 0 69 3 24 0 TS 400 1,640 6 18 15 { 8 } ... 2³⁄₄ ... 424
Petrel 176 0 31 0 11 7 T S 100 200 ... ... ... ... ³⁄₈ ⁵⁄₁₆ 10 122
Philadelphia 327 6 48 7 19 2 T S 400 1,032 4 ... ... ... 4 2¹⁄₂ 34 350
Puritan 289 6 60 1 18 0 T S 100 410 ... 14 8 14 ... 2 27 195
Raleigh 300 0 62 0 18 0 T S 350 460 4 ... ... ... 2¹⁄₂ 1 20 292
San Francisco 310 0 49 2 18 9 T S 350 628 6 ... ... ... 3 2 33 350
Stiletto 88 6 11 0 3 0 SS ... ... ... ... ... ... ... ... 1 5
Terror 259 6 55 10 14 6 T S 250 250 ... 7 11.5 ... ... 1³⁄₄ 15 136
Texas 301 4 64 1 22 6 T S 500 850 4 12 12 ... ... 2 ... 362
Vesuvius 252 0 26 6 10 1 T S ... 152 ... ... ... ... ³⁄₁₆ ³⁄₁₆ 6 64
Wisconsin 368 0 72 0 23 6 T S 450 1,200 4 16¹⁄₂ 17 15 5¹⁄₂ 2³⁄₄ 50 535
Yorktown 230 0 36 0 14 0 T S 200 380 6 ... ... ... ³⁄₈ ³⁄₈ 14 178
Helena 250 9 40 1³⁄₈ 9 0 TS 100 279 1 ... ... ... ³⁄₈ ⁵⁄₁₆ 10 160
Nashville 220 0 38 3 11 0 T S 150 400 1 ... ... ... ³⁄₈ ⁵⁄₁₆ 11 158
Wilmington 250 9 40 1³⁄₈ 9 0 TS 100 279 ... ... ... ... ³⁄₈ ⁵⁄₁₆ 10 160
Annapolis 168 0 36 0 12 0 S S 100 238 ... ... ... ... ... ... 11 135
Vicksburg 168 0 36 0 12 0 S S 100 238 ... ... ... ... ... ... 11 135
Newport 168 0 36 0 12 0 S S 100 238 ... ... ... ... ... ... 11 135
Princeton 168 0 36 0 12 0 S S 100 238 ... ... ... ... ... ... 11 135
Wheeling 174 0 34 0 12 0 T S 120 236 ... ... ... ... ... ... 11 135
Marietta 174 0 34 0 12 0 T S 120 236 ... ... ... ... ... ... 11 135
Foote 160 6 16 0 5 0 TS 9 42 ... ... ... ... ... ... 4 16
Rodgers 160 0 16 0 5 0 TS 9 42 ... ... ... ... ... ... 4 16
Winslow 160 4 16 0 5 0 TS 9 42 ... ... ... ... ... ... 4 16
Porter 175 9 17 0 5 6 TS 9 56 ... ... ... ... ... ... 4 16
Du Pont 175 7 17 0 5 6 TS 9 46 ... ... ... ... ... ... 4 16
Rowan 170 6 17 0 5 6 TS 12 60 ... ... ... ... ... ... 4 16
Plunger 85 0 11 6 ... ... T S ... ... ... ... ... ... ... ... ... ...
Dahlgren 147 0 16 4 4 7 TS ... 32 ... ... ... ... ... ... ... ...
T. A. M.
147 0 16 4 4 7 TS ... 32 ... ... ... ... ... ... ... ...
Craven
Farragut 210 0 20 4 6 0 TS ... 76 ... ... ... ... ... ... ... ...
Davis 146 0 15 3 5 4 TS ... ... ... ... ... ... ... ... ... ...
Fox 146 0 15 3 5 4 TS ... ... ... ... ... ... ... ... ... ...
Morris 147 3 15 6 4 6 TS ... 28 ... ... ... ... ... ... ... ...
Talbot 100 0 12 6 3 6 SS ... ... ... ... ... ... ... ... ... ...
Gwin 100 0 12 6 3 6 SS ... ... ... ... ... ... ... ... ... ...
MacKenzie 106 6 12 6 4 3 SS ... ... ... ... ... ... ... ... ... ...
McKee 106 6 12 6 4 3 SS ... ... ... ... ... ... ... ... ... ...
Stringham 225 0 22 0 6 6 TS 35 120 ... ... ... ... ... ... ... ...
Goldsborough 191 8 20 5 5 0 TS 20 131 ... ... ... ... ... ... ... ...
Bailey 205 0 19 0 6 0 TS ... ... ... ... ... ... ... ... ... ...
 Abbreviations: T. S.—Twin Screw. H. C.—Horizontal Compound. I. C.—Inclined
Compound. H. T. E.—Horizontal Triple Expansion. V. T. E.—Vertical Triple
Expansion. C. O. B.—Compound Overhead Beam. V. C.—Vertical Compound. Tr. S.
—Triple Screw. V. Q. E.—Vertical Quadruple Expansion. S. S.—Single Screw.

Naval Militia.
The Naval Militia is now organized in seventeen States, as follows:
Massachusetts, Captain J. W. Weeks; Rhode Island, Lieutenant-Commander W. M.
Little; Connecticut, Commander E. G. Buckland; New York, Captain J. W. Miller;
Pennsylvania, Commander F. S. Brown; Maryland, Commander J. E. Emerson;
North Carolina, Lieutenant-Commander G. L. Morton; South Carolina, Commander
R. H. Pinckney; Georgia, Lieutenant F. H. Aiken; California, Captain L. H. Turner;
Illinois, Commander D. C. Dagget; Michigan, Lieutenant-Commander Gilbert
Wilkes; New Jersey, Captain W. H. Jaques; Louisiana, Commander John S.
Watters; Ohio, Lieutenant-Commander A. U. Betts; Florida, Lieutenant-Commander
J. A. Fitzgerald and Virginia, Lieutenant C. W. Cake.
The duty of the Naval Militia in time of war will be to man the coast and
harbor defence vessels, thus leaving free the regular force to carry on offensive
operations at sea. The Naval Militia will also operate in boat squadrons with
torpedoes against any hostile fleet in our waters.
All matters relating to Naval Militia come under the cognizance of the
Assistant Secretary of the Navy. Total enlisted force of petty officers and men,
3,871. The Navy Department transacts all its business with the Naval Militia
through the Governors of the States and the Adjutants-General. The officer of the
Navy Department at Washington having cognizance of Naval Militia matters is
Lieutenant J. H. Gibbons, U. S. N.
 THE EXPLOSION OF THE MAINE.
February 15, 1898.

he U. S. S. Maine, Captain Charles D. Sigsbee

commanding, entered the port of Havana, Island of
Cuba, on the morning of January 25, 1898, and
was assigned an anchorage by the harbor
authorities.
The occasion for the presence of an American
ship in those waters was the desire on the part of
the United States to impress upon the Spanish
Government her friendly attitude towards Spain.
The usual visits of ceremony between the officers
of the visiting ship and the Spanish officials
followed.
At 9.40 on Tuesday evening, February 15th, an
explosion occurred in the forward part of the Maine, so terrific in its
character that it was heard for miles. Subsequently, Captain Sigsbee,
in writing of the explosion, said: “I find it impossible to describe the
sound or shock, but the impression remains of something awe-
inspiring, terrifying—of noise, rending, vibrating, all-pervading. There
is nothing in the former experience of anyone aboard to measure the
explosion by.”
The whole city was shaken by the force of the explosion, lights
were put out in the streets, and the bay was illuminated by the
flames of the burning ship.
The quarters of the crew were forward, and the destruction of life
among them was appalling; of the 354 men and officers on board
the Maine, only 101 escaped death, and many of those were
severely wounded. Lieutenant Jenkins and Engineer Merritt were
among the lost.
 Copyright L. M. Palmer.

Blowing up of the U. S. S. Maine in Havana Harbor.

The ship went down very soon, bow first, and many of the crew
were drowned in their quarters; the officers succeeded in getting
three boats into the water, both captain and crew acting in the
coolest and bravest manner conceivable.
Immediately after the explosion, the Spanish warship Alfonso XII.
and the passenger steamers in the harbor lowered boats and all that
was possible was done to save the few victims of the explosion
scattered over the waters.
Captain Sigsbee, who commanded the Maine, telegraphed to the
Secretary of the Navy: “Maine blown up in Havana harbor 9.40, and
destroyed. Many wounded and doubtless more killed and drowned.
Wounded and others on board Spanish man-of-war and Ward Line
steamer. Send lighthouse tender from Key West for crew and few
pieces of equipment still above water. No one had clothes other than
those upon him.”
 The news of the disaster was spread broadcast over the length
and breadth of the land.
The Maine was a battleship of the second class, and was regarded
as one of the best ships in the new navy. She was built at the
Brooklyn Navy Yard, and was 318 feet long, 57 feet broad, 21.6 feet
mean draught, and 6682 tons displacement.
She had two ten-inch vertical turrets and two military masts, and
her motive power was furnished by twin screw vertical expansion
engines, having a maximum horse-power of 9293, capable of
making a speed of 17.45 knots. She carried four ten-inch and six six-
inch breech-loading guns in her main battery and seven six-
pounders and eight one-pound rapid-fire guns and four Gatlings in
her secondary battery, and four Whitehead torpedoes.
The officers of the Maine were: Captain, Charles D. Sigsbee,
commanding; Lieutenant-Commander, Richard Wainwright;
Lieutenants, George F. W. Holman, John Hood, and Carl W. Jungen;
Lieutenants (junior grade), George P. Blow, John G. Blandin, and
Friend W. Jenkins; Naval Cadets, Jonas H. Holden, Walt T. Cluverius,
Amon Bronson, and David F. Boyd, Jr.; Surgeon, Lucien G.
Heneberger; Paymaster, Charles W. Littlefield; Chief Engineer,
Charles P. Howell; Passed Assistant Engineer, Frederick C. Bowers;
Assistant Engineers, John R. Morris and Darwin R. Merritt; Naval
Cadets (engineer division), Pope, Washington, and Crenshaw;
Chaplain, John P. Chidwick; First Lieutenant of Marines, Albertus W.
Catlin; Boatswain, Francis E. Larkin; Gunner, Joseph Hill; Carpenter,
George Helms.
Upon receipt of Captain Sigsbee’s telegram, Secretary Long sent
orders to the lighthouse tenders at Key West to proceed at once to
Havana. Their orders were in plain language, thus avoiding the delay
that would have arisen from the use of cipher.
Divers were also sent from the United States to Havana, and on
the Sunday following brought up Captain Sigsbee’s money, papers,
and keys. The only question which arose between the Spanish and
American authorities was in regard to the right of the former to send
divers down to investigate the condition of the ship; and that was
promptly settled by an amicable arrangement that American divers
should first do what was possible in the way of interior examination
and salvage, and that Spanish divers should then be permitted to
join them in the work outside the vessel.
The most thoroughly equipped wrecking apparatus in the country
was sent to the scene of the disaster, but, after consultation
between the expert wreckers and the naval officers on the spot, it
was decided that all that could be done was to recover as many of
the guns and other valuable appurtenances of the Maine as possible,
and then leave in Havana harbor the smoke-begrimed wreck above
which floated pathetically the ensign of the United States. There was
indeed little to save. The great ship was literally riven apart from her
keel up and from her sharp-spurred prow to a point aft of her
midship section. There was scarcely a plate in her frame that was
not sprung or shivered so severely as to preclude the hope that she
could ever be made worthy of reconstruction. Work on the wreck
was continued until early in April, when the flag which had been
kept flying over the remains of the ill-fated ship was hauled down
and the U. S. S. Maine declared out of commission.
Immediately after the receipt of Captain Sigsbee’s telegram, the
administration ordered an investigation. The order was issued by
Admiral Sicard on Febuary 19th, and appointed a Court of Inquiry
consisting of Captain William T. Sampson, commanding the Iowa;
Captain French E. Chadwick, and Lieutenant-Commander William P.
Potter, with Lieutenant-Commander Adolph Marix as judge advocate.
The court met on February 21st, on board the United States
lighthouse tender Mangrove, in the harbor of Havana. The first day
was taken up with the examination of Captain Sigsbee. The second
and third days were largely taken up in the examination of survivors
of the explosion, giving their personal experience, and in detail
explaining the precautions taken at all times, and particularly while
in Havana, against any possible accident.
At the close of the third day, Ensign W. V. N. Powelson, serving on
board the lighthouse tender Fern, lying in the harbor of Havana,
appeared and gave the first testimony about the condition of the
ship as disclosed by the divers. Mr. Powelson is a young man who
graduated from Annapolis in 1895. He had paid special attention to
construction, and in spite of his youth was detailed to look after the
divers. All that he said on the first day was that apparently the
explosion had taken place on the port side, forward of amidships,
and that the vessel had been shifted by the explosion from port to
starboard; that is, from left to right. He was asked to continue his
investigation, and the examination of survivors continued, lasting for
several days, and including witnesses who were not on board the
Maine at the time. The testimony showed that there were two
explosions, the first lifting the forward part of the vessel considerably
out of the water, and the second, which almost immediately
followed, was much louder and longer.
Diver Olsen then appeared and told of what he had been able to
discover. As he was not an educated man, and was not familiar with
construction, his testimony was not entirely intelligible. An
arrangement was then made by which all the divers were to report
to Mr. Powelson, who was to summarize their findings and to testify
to the same in the presence of the divers themselves.
 U. S. S. Katahdin.
Steel harbor defense ram. Twin screw. No main battery. Secondary battery, four 6-
pounder rapid fire guns. Thickness of armor 6 inches at top, 3 inches at bottom. 7
officers, 91 men.

The testimony of some of the survivors was thrilling in the

extreme. Such hair-breadth escapes as some of them told seemed
almost impossible of belief. The court sat only six days in Havana,
and then adjourned on February 26th, to meet in Key West on
February 28th, to take the testimony of the survivors who had been
sent there. In the meantime, Mr. Powelson was directed to continue
his work and report when the court resumed.
The testimony at Key West occupied only three days, during which
time testimony was taken of the survivors and others which
confirmed the previous statement that there were two explosions,
the first of which lifted the Maine and the second destroyed her
forward part.
On March 6th the court resumed its session in the harbor of
Havana, and Ensign Powelson was enabled to give testimony which
showed conclusively that the Maine was blown up by a submarine
mine, and that this resulted in the partial explosion of two or more
magazines within the ship, which completely destroyed the forward
part of the Maine.
From the 10th to the 18th day, inclusive, the court again met in
the harbor of Havana, during which time Mr. Powelson produced a
great deal of corroborative testimony. It was shown that the boilers
were in fair condition in the after-part of the ship and had not
exploded. These were the only boilers under which there was fire at
the time of the explosion. Several of the divers found a deep hole
near the ship’s ram, but whether it was caused by the submarine
mine or dug out by the end of the ram as the forward part of the
vessel sunk and turned over on its side could not be definitely
ascertained. Around the vessel was found a great deal of powder
mixed with the mud. When this was brought up and fired it burned
freely. It was the testimony of experts that if the original explosion
had taken place inside the Maine all of the powder would have been
consumed, or at least all of it would have been consumed in those
magazines which were affected. As a matter of fact, it was found
that in two magazines part of the powder had exploded and a part
of it had not, showing that the explosion did not take place until the
vessel was sinking and the powder in some places was wet. A great
many powder cans, as already stated, were found containing a little
powder, and many which had burst at the seams and had allowed
the powder to dissolve in the water.
The court left the harbor of Havana on March 14th and convened
March 17th, on board the battleship Iowa, off Key West, where it
met for five days, going over the testimony and preparing the
report. This report was signed March 21st and sent to Admiral Sicard
on board the flagship New York, who approved it on the 22d of
March and forwarded it to the Secretary of the Navy, who in turn
handed it to the President, who sent it with a special message to
Congress on March 28th. The court was formally dissolved on the
fifth day of April. As the report was of great importance, it is here
given in full:
 U. S. S. IOWA, FIRST RATE.
KEY WEST, Fla., Monday, March 21, 1898.—After full and mature consideration
of all the testimony before it, the court finds as follows:
ONE. That the United States battleship Maine arrived in the harbor of Havana,
Cuba, on the twenty-fifth day of January, eighteen hundred and ninety-eight, and
was taken to buoy No. 4, in from five and a half to six fathoms of water, by the
regular government pilot.
The United States Consul-General at Havana had notified the authorities at
that place, the previous evening, of the intended arrival of the Maine.
TWO. The state of discipline on board the Maine was excellent; and all orders
and regulations in regard to the care and safety of the ship were strictly carried
out.
All ammunition was stowed in accordance with prescribed instructions, and
proper care was taken whenever ammunition was handled.
Nothing was stowed in any one of the magazines or shell-rooms which was
not permitted to be stowed there.
The magazines and shell-rooms were always locked after having been
opened, and after the destruction of the Maine the keys were found in their proper
place in the captain’s cabin, everything having been reported secure that evening
at 8 P. M. The temperatures of the magazines and shell-room were taken daily and
reported. The only magazine which had an undue amount of heat was the after
ten-inch magazine, and that did not explode at the time the Maine was destroyed.
The forward boilers were wrecked by the inner explosion.
The torpedo warheads were all stowed in the after-part of the ship under the
ward-room, and neither caused nor participated in the destruction of the Maine.
The dry gun-cotton primers and detonators were stowed in the cabin aft and
remote from the scene of the explosion.
Waste was carefully looked after on board the Maine to obviate danger.
Special orders in regard to this had been given by the commanding officer.
Varnishes, dryers, alcohol and other combustibles of this nature were stowed
on or above the main deck and could not have had anything to do with the
destruction of the Maine.
The medical stores were stowed aft under the ward-room and remote from
the scene of the explosion.
No dangerous stores of any kind were stored below in any of the other store-
rooms.
The coal bunkers were inspected daily. Of those bunkers adjacent to the
forward magazine and shell-rooms four were empty, namely, “B 3,” “B 4,” “B 5,” “B
6.”
“A 5” had been in use that day, and “A 16” was full of new river coal. This coal
had been carefully inspected before receiving it on board. The bunker in which it
was stowed was accessible on three sides at all times, and the fourth side at this
time, on account of bunkers “B 4” and “B 6” being empty. This bunker, “A 16,” had
been inspected Monday by the engineer and officer on duty.
The fire-alarms in the bunkers were in working order, and there had never
been a case of spontaneous combustion of coal on board the Maine.
The two after boilers of the ship were in use at the time of the disaster, but
for auxiliary purposes only, with a comparatively low pressure of steam and being
tended by a reliable watch. These boilers could not have caused the explosion of
the ship. The four forward boilers have since been found by the divers and are in a
fair condition.
On the night of the destruction of the Maine everything had been reported
secure for the night at 8 P. M., by reliable persons, through the proper authorities,
to the commanding officer. At the time the Maine was destroyed the ship was
quiet and, therefore, least liable to accident caused by movements from those on
board.

EXPLOSIONS.
THREE. The destruction of the Maine occurred at 9.40 P. M., on the 15th day
of February, eighteen hundred and ninety-eight, in the harbor of Havana, Cuba,
she being at the time moored to the same buoy to which she had been taken
upon her arrival.
There were two explosions, of a distinctly different character, with a very
short, but distinct, interval between them, and the forward part of the ship was
lifted to a marked degree at the time of the first explosion.
The first explosion was more in the nature of a report, like that of a gun;
while the second explosion was more open, prolonged and of greater volume. This
second explosion was, in the opinion of the court, caused by the partial explosion
of two or more of the forward magazines of the Maine.

CONDITION OF THE WRECK.

FOUR. The evidence bearing upon this, being principally obtained from divers,
did not enable the court to form a definite conclusion as to the condition of the
wreck, although it was established that the after-part of the ship was practically
intact and sank in that condition a very few minutes after the destruction of the
forward part.
The following facts in regard to the forward part of the ship are, however,
established by the testimony:
That portion of the port side of the protective deck which extends from about
frame 30 to about frame 41 was blown up aft and over to port. The main deck,
from about frame 30 to about frame 41, was blown up aft and slightly over to
starboard, folding the forward part of the middle superstructure over and on top of
the after-part.
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