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110
Journal
J.H. Gibbons.
U.S.N
In obedience to orders received from the
Navy Department, I reported
for duty on
board the U.S.S. Adams, on August 12th. 1879.
Upon
that date the Adams received an almost
entirely new detail of
officers, the old officers
being detached. The list of officers as
completed
is as follows:-
the command. The latter brought the vessel
from the North Atlantic Squadron through
the Straits of Magellan to
the Pacific Squadron.
The following is a brief description of the
Adams, her hull, spans, sails, plan of
decks &c
&c.
Built at Boston, Mass. by contract, in 1876
Launched in the spring of
that year and
went into commission July 21. 1876
Dimensions
Rig
Bark, without royal yards. Topmasts and
Dimensions of Spans
Total Sail Area
Fifteen thousand (15 000) square feet
Battery
One 60
“ 11 inch
Four 9 " " " Broadside.
One 12
“ Gatling Gun
Small Arms
Remington Rifles. Remington Pistols
Torpedoes
Four torpedo spars. One torpedo apparatus.
Boats
One Steam Cutter
" First "
" Second "
" Third "
"
Whale boat
" Gig
" Dingy
" One men bolsa
There are two water tight
for working gate of forward one are in the
prisoner’s cell; handles for working after one
in forward end of fire
room.
à l'occasion de leur reception au
"Cercle Du Commerce"
de la Pointe-à-Pitre, le Dimanche 16 Mars 1884.
-Gabriel Anciaux
Ponte à Pitre, (Guadeloupe)
The engine is a back-acting compound screw -
engine. Indicated
Horse Power 800
There are two cylinders, the high and the low
pressure. Diameter of high pressure cylinder 34 inches
and of low
pressure, 51 inches. Each cylinder
is steam jacketed and provided
with an
independent expansion valve, adjustable
while the
engine is in motion to cut off between
the limits of 1/8 and 3/4
of the stroke of the
piston The jackets are inclosed in and form
part
of the receiver, to which are attached the valve-
chests. The receiver is to have a capacity equal
to that of the
large cylinder. The high pressure
steam chest is fitted with a
disc stop-valve
for admitting or excluding steam. The main
slide valves are worked by means of eccentrics
and Stephenson
links, acting through two arms
and a rock shaft. The
expansion-valve is
operated by a separate eccentric, acting
through
an arm mounted on the main-value rock
shaft. The
high pressure piston has one
piston rod secured to a cross-tail,
which
is coupled to the cross-head by two side rods.
one
above and one below the crank-shaft.
The cross-tails run on
guides made on the pillow-
block frames. The low pressure piston
has two
piston rods arrayed and coupled with the cross
head
in the same manner as described for
the high pressure piston. The
cross-heads run
in self lubricating channel-ways made in the
pump chests. The connecting rods return from
the cross-head to
the crank-pins. The crank
shaft is made with two cranks at
right
angles to each other; the forward crank is
forged
solid, but the after one is built up
and made with counter
balances.
The shaft is mounted on three journals and
is united to the line
shafting by a disengaging
coupling. The crank-shaft pillow-block
frames
connect the cylinders with the air and circulating
pump-chests Directly opposite the
cylinders are the two chests
containing the air
and circulating pumps, fresh and
salt-water
reservoirs, valve-chambers and channel-ways,
and
valve chambers for feed and bilge pumps.
The forward chest is to
contain the air and
feed pumps; the after chest the circulating
and
bilge-pumps. Each pump is horizontal and
worked direct
by arms on the side rods. The
air and circulating pumps are
double-acting;
the fuel and bilge pumps, single acting. The
hot well has relief valves, arranged to deliver
into channel-way
leading to the out-board
delivery valve. The condenser is a
Servell
surface condenser, with a cooling surface of
2700
square feet. It has 1788 tubes. It rests
upon the air and
circulating pump chests.
with which it is connected by suitable
openings.
The condenser tubes run fore and aft;
Steam
exhausts into the condenser through one
pipe placed over the
center pillow-block frame.
There are 8 boilers of the cylindrical-return-
horizontal-tube type
Each boiler is 8 feet
1 inch long. They are placed forward of
the
engines, in pairs opposite Each other, the fire
room
between them being 8 feet in width. The
center of the after pair
of boilers is placed 13
feet forward of the center line of the
engine.
The uptakes connect with a single telescopic
smoke-pipe, which is 60 ft high above the
grate when hoisted. The
diameter of Each
boiler is 8 feet.
Each boiler has a grate surface of 54” x 64”.
The return tubes are
of brass and are 119
in number for each boiler. Length, 6 feet 4
inches
Diameter 2 ½ inches. The heads of the boilers
are
braced by means of eighteen (18) rods, 1 ¼ inches in diameter.
There are two auxiliary, horizontal tapper
steam pumps, having
water cylinders 5 inches
in diameter, with 10 inch stroke. They
are fitted
for fire engines, feed and bilge pumps, and
connected with the water side of the condenser
There is also a
special pump for fresh-water
distilling apparatus.
Diameter 14 feet. Four blades. Pitch 19 feet
Thickness of blade or
hub. 7 inches. At periphery,
½ inch. Diameter of hub at forward
end-18 inches
and at after end- 14 inches; at center, 20
inches
Length of hub 27 inches. Blades curve back 12
inches.
After the new detail of officers had entered
upon their duties it was
found necessary
to clear the ship of the various stores in
order
to facilitate repairs and also to have them
surveyed. The
construction, equipment, navigation,
ordinance, steam engineering,
medical and
paymaster’s stores were removed to the buildings
of
the various departments.
The commanding officer called for surveys
on the hull, span, sails,
riggings, boats, stores
&c. The surveys were held and such
repairs
as were recommended and approved were
soon after
commenced.
The "Adams" went into the floating sectional
dry dock, Sep. 22, 1879. A
description of the dock
and method of docking is given in
subsequent
pages.
While in dry dock, the outside planking was
replaced from the sheer
strake to three or four
strakes below the water line. The rotten
outside planking
which was removed was of white oak; but it was
replaced by planking of Oregon Pine. The keel
stern and stern posts
are of live oak, the
deck, battery and ceiling planking are of
yellow
or Georgia Pine; the deck beams are also of
yellow pine.
In addition to the repairs on the
planking, the copper was scraped and
such
places as needed it were re-coppered. The
following repairs
were made in the department
of Steam Engineering.
(1.) The stern bearing was repaired by putting
in a new lignum vitae
ring; the stuffing box
at the stern post was also repaired. To do
this
it was necessary to uncouple the screw
(2) Condenser
repaired; old tubes removed
(3.) Boilers scaled, re-braced, and otherwise
(4.) Engines
were found to be out of line
which necessitated raising them 3
inches.
The shaft was also lined.
On the 28th of October the ship went out
of dry dock and was hauled
along side
of the derrick. Riggers then came on board
and
stripped ship to a girtline; the rigging
was sent to the loft for
repairs. Previous
to going into dock the guns and crank- shaft
had been hoisted out by measure of the derrick.
The guns and carriages
were cleaned and
scraped for inspection. A new crank-pin was
fitted to the shaft at the machine shop.
The ship carpenters continued
their repairs
on the planking above the water line. It was
also
found that some of the deck beams were
so rotten as to necessitate
cutting out the rotten
portions and scarphing in new pieces. Some
of the knees of the poop deck beams were
repaired; also deck
planking, plank sheer,
water ways, spirketing and top hawser were
repaired. The boats that were sent to the
boat shop received thorough
repairs. A new
mizzen topmast and main topsail yard were
received. The decks were newly caulked. Such
of the old sails as were
not condemned were
refited and new spare sails furnished. Four
new chains, two bowers, one sheet and one stream
were received on
board in exchange for old ones.
In the Dept. of Steam Engineering, four new
steam drums were received.
The old valves,
gauges, and pumps were thoroughly over-hauled
and
new parts supplied where needed. The brasses
for journals, both those
in use and the spare
ones, were fired out, to do which it was
necessary
to set up a launch engine on the spar deck.
Each section consists of three principal
parts (1) the tank (2) end
frames (3) end floats
The tank is rectangular in shape. It is
strengthened by means of
At each end is an ordinary slide valve for
letting
water into the tanks, and there are three pumps
at each
end for pumping out the water used
in sinking it. There is a middle
line for keel
blocks on the upper side of the tank and
perpendicular to it run four "ways" for bilge
blocks. The bilge blocks
are held together by clamps,
On the lower ones are two iron guides on
each
side which slide along a score in the “ways”
thus keeping
the blocks in place for sliding
under.
The end frames rest on two beams which
run
out from the ends of the tank. Each beam
is supported by a knee
beneath. The uprights
are mortised into these beams. The in board
uprights are steadied by a knee and are also
secured to the end of the
tank throughout its
depth. The uprights are further steadied by
cross and diagonal braces. There are four
main uprights, with a
intermediate one between
Each pair. Two of these intermediate
ones
carry racks, into which gear the pistons for
raising the
float. There are also two uprights
on the tank for a staging to and an
mediate
up to 25 ft. These uprights
all carry
pieces
planking for the platforms.
Part of this top
platform is housed over, and within
this is the
machinery for the pumps
and raising apparatus. Two of the
sections
on either side have engines for supplying
the walking beam type The main shaft
of the engine
carries a cog which gears into
a cog in the shafting running through
the
sections. As it is necessary to allow for the
motion of any
section, the shafting which runs
through all the sections is divided
into parts
connected by a universal joint at each section
and a
joint to allow sliding motion. On the
shaft in each house are two
belt wheels which
can be thrown in or out of gear by lever.
These
give motion to the pump rods. The shaft
also carries two cogs, one
large and one small
gearing into corresponding cogs on a small
shaft parallel to the main shaft. One rod of
this small shaft carries
a crown shaped cog
gearing into a cog (which is in a horizontal
plane), which is carried by the square
rod, running down to the end
float where it has
sliding bearings.
The end floats are of wood, rectangular
box-shape, and 25 l x 12 l x 8 d. It has
guides at each of the four ends which
work in slides on the uprights.
There is an
offset with two straps on the float which
holds the
pinion to the rack, and also serves
as a guide on the intermediate
upright which
carries the rack. In the centre of the float is
an
iron frame through which runs a rod
part of which is cut to form an
endless
screw. One end carries a cog worked by a
corresponding
cog on the square vertical rod
mentioned above. The endless screw
works on
a cog connecting with the shaft which carries
the pinion
for raising or lowering the float.
The keel blocks are square blocks about
three
feet in length, They are connected to
each other and to their bed by
staple shaped
when the dock is sunk.
The bilge blocks are also square and of
about
the same dimensions as the keel blocks
with the exception of the top
ones, which are
rounded off to give more bearing surface. They
are held together in the same manner as the
keel blocks. These blocks
run on "ways", as given
in the description of the rank. They are
hauled
under the ship by means of a rope, part of
which is
chain. The chain makes fast to the
in board end of the lower bilge
block, reeves
through a sheave at the middle line and thence
out
to the staging. A pawl, working in a
rack, which prevents the block
from working
back is controlled by a line from the staging.
The wale shores are hinged to the in board
uprights of each frame in two rows of two each
they consist of two
pieces one of which slides
along the other and is hauled out by a
tackle.
They are graduated up to 25 feet. The
breast shores are heavy timbers hinged to the main
tank,
two at each end.
The dock complete is formed by floating as
many sections as necessary alongside of each
other. Each section will
float about 500 tons.
The sections are held together by double
beams which extend from the middle of one
section to that of another.
The beams
against heavy chocks bolted to the main
tank, and are
connected to it by iron straps
and bolts. These beams pass
at the end of each sections, and are
keyed
down. The dock is anchored by means of
eight anchors, two
at each corner. The
chains for which (two in number, owing to a
bridle) are shackled to rig-bolts, two a
each end of every tank.
In making preparations to dock the Adams
it
was necessary to know the draught
of the ship, the depth of the keel,
and
the dead rise. These were obtained from the
plans of the ship,
and the keel & bilge
blocks laid according to this data.
The
dock lines are secured to the end frames of
the fartherest
section from where the ship intends
to enter and are stopped up to all
the
sections and the ends passed over the bow
of the ship. A warp
for hauling the ship into
the dock had one end made fast to a
spare section which was not in use and which
furnished a convenient
place for belaying the
warp, on account of its being in line with
the
keel blocks. The other end was ready to be passed
through the
house hole of the Adams. Steam was
gotten up
in the boilers and the engines tried.
Everything being in readiness the Adams
was hauled ahead to the entrance
of the
dock by warps and was pointed fair for
entering by means
of the dock lines taken in
over the bows and also by two quarter
lines
one of which was taken to a bit on the
wharf and the other
is a bury in the
stream. The dock warp was taken in
through the
starboard house hole, thence
to the capstan, and the ship was
hauled
ahead to within a few feet of the dock.
The gates of all the tanks were then opened
and the end floats raised
at the same
time, until the dock had sunk a short
distance and
the tanks were full. The gates
were then closed and the dock was sunk
end floats, which were raised. The ship
was
then hauled into the dock by means of the
warp, being pointed
fair by the bow and
quarter lines. When fairly in the dock and
over the keel blocks the lines were belayed
and the pumps started and
the dock
raised, lowering the end floats as the tanks
rose. When
the keel blocks nearly touched
the keel, as ascertained by the gauges
on the
uprights, the pumps were stopped. The ship
was then
fairly centered over the keel blocks
by letting the graduated wales
shores down on
each side. The pumps were again started
and the
end floats lowered. Immediately the
keel touched the keel blocks the
signal was
given for hauling the bilge blocks under, which
was
done by men stationed along the dock.
The pumping was continued and
the end
floats lowered until the floor of the dock
was some
distance above the surface of
the water. The tanks, being relieved of
the
weight of the end floats, thus bore the
ship “high and dry”,
ready for repairs under
the water line.
The new stone dry dock now in course of
construction at the Navy yard
is to be
of a size sufficient to accommodate the
largest ships.
The work is necessarily slow
owing to the small appropriations, but
when
finished
another yards. The dimensions are:-
The foundation of the dock is of
concrete, packed in layers. This
concrete
is made from Portland cement, sand,
and gravel, mixed
while wet, in the proper
proportions. When dry this becomes
harder
than stone and very compact. Upon
this are laid the
granite blocks which
form the bed and altars. They are cut
to the
proper dimensions as ascertained
from the specifications and
cemented
together. The blocks came from Angel Island.
The
culverts on either side are made
of brick and the floor of the
culvert
is lower than that of the dock, in
order to prevent any
difficulty in draining.
At the end nearest the caisson the
culverts connect with the dock by
means of gates. At the other end
the
two culverts connect with a single one
leading to the pump
well. There are
no gates to the dock; the caisson alone
is to be
used in opening and closing
the dock.
The Navy Yard at the Mare Island is
of a size sufficient to construct,
on
short notice, wooden war ships. At
present there are no
facilities for
building iron ships. The different
buildings are
arranged with reference
to the several avenues which traverse
the
island. The principal street, running
from the ferry slip, extends
the ferry slip we pass on the
left a
ding
Mohican. Further on is the brick building
for ship-smithery. On the left hand side
is a building for Equipment
and beyond
it the Office Building in which all the
heads of
departments have offices. In
this building are also a court-room
and
post office. The main avenue terminates at
the commandant’s
quarters, which front on
an avenue perpendicular to the main
avenue.
The comfortable quarters of the various officers
are on
this second avenue. At the
west
employees whose
duties necessitate their living
on the island. At the south-west
extremity
the road turns and passes the marine
barracks on the
right-hand side. Further
on are the hospital and grounds.
The water front runs perpendicular to
the main avenue. A sea wall runs
along
the island at this point from the ferry
slip to within a
short distance of the
coal wharf. Along this wall the straits
have been dredged to a depth sufficient
for the berthing of our
largest war-vessels.
the various departments in the following
order as
we proceed from the ferry
(1.) Building occupied by Construction
and
Navigation Departments. On the lower floor
in the front part
is the receiving room
and in rear, the spar shop. On the upper
floor the Navigation dept. occupy the forward
end for offices and
stores and the Construction
dept. occupy the rear part for the same
purpose
At the extreme rear part is the paint shop
(2)
Construction Building. The front part on
the lower floor is a store
room for boats
mess-chests etc. In rear is the boat shop
and shop
for repairing boats etc. On the upper
floor are the carpenter and
pattern shops
(3.) Building of Yards & Docks. This building
is
divided into various work-shops for repair
necessary upon the
buildings & etc. of the yard.
(4.) Chain Cable Shed, Furnace
for cleaning chains,
Anchor rack and park.
(5.) Equipment
Building. On first floor, store
room for blocks tackles etc; on second
floor.
sail loft. This building runs parallel to
the water front.
On the
building and running parallel to it is
(6)
Building for Provisions & Clothing & Steam
Engineering
Depts. The lower floor for stores
and the upper for offices and
stores. Each
Dept. occupies half of the building. Beyond
these
buildings, at the north-west end of
the island is
(7.) Building
for Steam Engineering Dept. This
building runs perpendicular to the
water
front. It contains machine shop. pattern
shop, boiler shop,
and foundry. The machine
shop has facilities for furnishing the
largest machinery. In the foundry several
cast. Near this building in a
from it, is the
(8.) Ordnance Building, used
for general stores
and offices. Surrounding it are gun parks,
gun
carriage shed, and shed for empty
shell.
A short distance from the machine shop
and near the end of the sea wall
is the
coal wharf and large coal shed. A large
steam derrick
stands near the sea wall
opposite the Equipment Building.
Proceeding from the ferry in the
beyond the Mochican, is
the site of the new
stone dry dock now being constructed. There
are numerous wharves along the margin of
the island here. Beyond the
dock a wharf
runs out to the moorings of the sectional
floating
dry dock. Further on is the wharf
of the U.S.R.S. Independence Between
these
two wharves is the timber basin. Near
the
mile from the Independence is the Naval
Magazine for the
storage for powder and
other explosives. The cemetery is also in
the vicinity. At the extreme
the light house.
Running parallel to the ship-smithery
building and
Beyond this is the Gas house and
an
unfinished building. Beyond this and
facing the timber basin
is the Saw Mill.
The upper port of this building is the
mold loft
floor. Adjoining the mill
are several timer sheds and dry kilns.
Examined
J A Howell
The rigging of the U.S.S. Adams was
done by the crew under the
charge
of the Boatswain. The following is a
brief description of
the standing rigging all
of which is either of wire rope or
chain.
The flying jib martingale reeves single
from
end of flying jib boom, through the
dolphin striker, and sits up on
end to
the knight heads
The jib martingale reeves from the end of
the
boom to the dolphin striker, with
shackles at either end.
The bob stays, two in number, inner and
outer, are shackled to the cut water and
set up to dead-eyes under the
bowsprit.
The bowsprit shrouds shackle to eye-bolts
under the cat head and set up with
dead-eyes and
bowsprit near the cap.
The back ropes are of hemp; they shackle
to
the dolphin striker and set up with
The whisker jumpers are fitted with an
eye
over the end of the whisker boom
and set up to the cut water.
The jib and flying jib guys shackle
to their
respective boom ends and set
up the
the
Whisker boom end with a horse-shoe
eye, the latter running through a
leader on
the whisker boom just outboard of the eye
The foot ropes look to eyes in the
at the ends of their respective forms and
are lashed at their inner
ends.
The fore stays go with lashing eyes
around
foremast, just above the shrouds
Reeves through bowsprit bees
and are set up with
The fore topmast stays go over the
mast
head nest to the pendants
with an eye reeve through a roller
in
each bee of the bowsprit and set
up under the bow with
and
The jib stay goes over the mast head
nest,
reeves through the end of the jib
boom
The fore
to’gallant
stay shackles to
the
jib boom end
The flying jib stay shackles to the
flying jib from end
eye
The fore rigging consists of six pairs
of
shrouds and four pendants. Pendants
go over first, then forward
starboard
pair of shrouds, then forward past pair and
so on. They
set up with hemp
and
They set up in the chains.
The topmast rigging consists of three
pairs of shrouds, going over the mast head
after the four and aft
stays. They set
up with
top rim.
The
to’gallant
consists
of a single shroud on
either side
which shackles to the funnel at the
mast head
The main rigging is fitted the same
as the
fore but has seven (7) pairs
of lower shrouds. The main stays set
just abaft the
main topmast and and
come down to the
former set up on deck, the latter
in the top.
The topmast back stays, two pairs,
go over the mast head last and
set up in the channels. The
pair stays, one pair, shackle to the mast
head funnel
and set up in the channels.
The mizzen rigging consists of four pairs
of shrouds, the topmast back-stay on each side
and
and aft stays. The mizzen stay
sets up to
the main-mast just above the pin-rail.
The topmast and
the
down to the main-mast head and setup
in the
top.
The mizzen topmast shrouds, two pair, set
up to the cross-trees at the mizzen mast
head.
The rigging was sent down and taken to
the loft, where it was
thoroughly repaired.
All the yards and spars were sent down and
refitted. The new spars received were main
fore topmast
and mizzen topmast. In
rigging ship the topmasts and jib boom
were pointed and the rigging gotten over
the lower mast heads by means
of gantlines
from the topmast heads. The rigging of the
jib boom
end was
out. The flying jib boom was similarly
rigged
The caps, after having been sent up
in the tops, were
shipped by means
of the topmasts. Then the topmasts were
rigged
by means of gantlines from the
they were then swayed up and fidded
The lower rigging and
back-stays were set
up by means of the pendant tackles
and the
topmast rigging by means of
the top-burtons
rigging
of the
coal wharf and crew transferred from
USRS. Independence to that vessel
for rations and
quarters. Marine Guard received on board
from
Marine Barracks
and
painting ship. During the month
mechanics in the different departments
from
Navy Yard were engaged in repairs on ship
found
to work well.
received ordnance stores.
Adams
-Marongabela
hauled out by Adams
crew to buoy. Nangalin
stores received aboard.
coal
wharf. Bent sails.
ammunition. Hauled ship out in stream and anchored
Commodore Spoets, senior member. After inspection
started fires in
four boilers, got underway
and dropped down to buoy opposite
ferry slip, Mare Island.
aboard. Awaiting
sailing orders. Crew
exercised by divisions each day.
and steamed to San
Francisco. and
dropped anchor off Jackson St. Wharf
up anchor at 10
30 A.M. Passed
the Golden Gate. Pilot boat took off
pilot. Order
opened and destination found
to be Mazatlan, Mexico and ship
brought
to her course.
½ mile. Point Bonito Light o
Whistling Buoy and put overboard
patent log. Ship under
steam and fore and aft sail. Weather
clear, cool
and pleasant. Changed course to
falling from 30.48 to 30.36
o 33 o
o 30 o
o 50 o
during most of the day. Calm
and light airs from
Sd and Ed. At 9.20 ran into fog bank from the
Edn
which cleared away by noon. At 1.20 P.M. Point Aquello
bore (pc)
a steamer's
smoke astern. Smooth-sea during the-day
Barometer steady at
30.47
o 54’04” o 52’.
Variation of
Compass 10 o 45’
when changed 6’
alone during the entire day. Calms and
light
airs from
Smooth sea.
Sunny A.M. Barometer rising 30.42 to
30.47 during P.M. falling to
30.36.
210 knots o 22’38”
o 53 o 45’
Ship under steam alone during most of day.
Fore
and aft sail set when practicable. Light airs
and light and
gentle breezes from
Weather clear warm and pleasant. Smooth sea.
At
5-30 AM sighted Guadalupe Island.
bearing (pc.)
bore (pc)
preceding noon 229.2 knots
noon. 26 o 10’23” o 13’15”
Compass. 8 o 15’
foresail
during first four hours; remainder of
the day under steam alone.
Calms during
greater part of the day, with occasional light
airs and breezes from
cloudy but pleasant weather. Smooth sea
. At
7 A.M. the following bearings were taken (p.c.):-
Table
Head
FebBarometer A.M 30.20 to 30.29 P.M. 30.22
to 30.25
preceding noon, 219.2 knots.
noon. 23 o 30’20” o 14’45”
6 o 30’
5-10AM to 4 PM
during remainder of day. Ship under steam
alone;
fore and aft sail set when practicable
Light and moderate breezes
from Nd and Ed. Partly
cloudy and pleasant weather. At 6 A.M
the
following bearings were taken: (p.c)
Cape St. Lazaro
Bay
noon_ 222 knots
bearings of land. 24 o 11’ o 58;.
Shaping course
around Cape St Lucas
to Pichilingue Bay. Ship under steam
alone.
Fresh
into Pichilingue
Bay, coming to anchor
at 3.50. P.M.
Pichilingue Bay is the principal coaling
station for American
vessels running between
the United States and Mexican and
Southern American ports along the Pacific
Coast. The bay indents
the eastern coast
of the peninsula of Lower California at
the southern extremity. The large pile of
anthracite coal is
protected from weather
by a large shed, and is under the
charge of a store keeper.
was at Pichilingue refitting while the
Adams was coaling, and had been there
for about six weeks.
LaPaz, about five miles from the Bay,
is the principal sea port of
Lower
California. During the ninth of January
it was the
scene of a revolution, but
a short time before the arrival of the
Adams
the revolutionists had the
been driven out of
the town and business was resumed
by the
merchants. The carrying trade between
LaPaz and the
the steamer Newbern running between San
Francisco and
Mazatlan.
At 5-50 P.M. February 13 got under way
and stood out of
Pichilingue Bay
Light wind from
steady at 30.20. Towards midnight
wind freshened and was blowing a stiff
breeze and sea very rough.
Barometer steady
30.23. Ship rolling heavily and shipping
seas. Set fore topmast stay sail, fore and
main trysails, and
fore sail. From 4 to 8 A.M
Barometer fell to 30.17. Weather
squally. Set
single reefed main topsail. During the
forerunner watch the sea moderated and
breeze decreased in
strength, barometer
remaining steady at 30.20. Weather
became pleasant and breeze gentle.
At noon,
as shown by patent log was 118 knots.
8
fast ones. o 09’29”
o 42’ 00 o 59’
During the day
barometer fell to 30.11
and was steady at that during the
afternoon. Came to anchor in the
harbor of Mazatlan at 10AM.
Causalities in Engine Room
During the
passage to Pichilingue the
gland for the packing of the feed pump
piston
was blown out and bent so as to be unfit for use.
The
gland was taken from the bilge pump and
fitted on the feed pump,
and the bilge pumped
out by means of an auxiliary pump. When
bound
for Mazatlan the feed pipe of Boiler
and was wrapped with canvas until reaching
port
where it was repaired
from Creston Island, bearing (pc.)
put over patent log. Distance run at noon
since
taking departure, 21.6 knots.
o 45’10” o 20’
Compass 6 o 13’
until 6 P.M; and
sail and steam. Light airs and
breezes from
weather. Smooth sea. Barometer
rising from 30.20
to 30.29 during A.M, and failing to 30.24.
P.M.
170.6 knots. o 05'07
o 36’o 15’
Courses:-
Calms and
light airs from
AM. ; moderate breezes from
Weather clear warm and pleasant.
Smooth
sea during AM; moderate during P.M. Barometer
falling
from 30.22 to 30.06, then rising and steady
at 30.12. Uncoupled
propeller at 10-35 A.M.
At 6 AM Cape Coriente bore (p.c)
4PM. Black Rock bore (p.c.)
miles.
preceding noon, 134.4 knots.
18 o 27’ 42”o 03’15”
Compass: 3 o
Courses: 1 Am to 6 AM;
until 9P.M.
Ship under sail and steam. Light breezes from
Sd and Ed. Weather clear
warm and
pleasant. Smooth sea. Barometer rising from
30.11
to 30.23 during A.M; falling to 30.14 during
P.M. and then rising
again and becoming
steady at 30.20. At 4P.M. Black head bore (p.c)
Distance run by log from preceding
noon
150.8 knots. o 18’57”
o 40’o 09’ Courses:-
airs and breezes
from Nd and Ed during AM.
Gentle and moderate breezes from
and
and pleasant. Smooth sea.
Ship under
sail and steam. Barometer rising from
30.18 to
30.25, remaining steady at 30.25
during latter part of A.M. and
falling to
30.15 during P.M. At noon Islas Blancas
bore
since
preceding noon 145.3 knots.
at noon by o 07’ 21” o 25’30”
Variation 2 o 15’
2PM;
and gentle breezes from
during A.M.; Calms and light airs from
warm and pleasant. Smooth sea.
Ship
under sail and steam. Barometer rising
from 30.11 to
30.20 during AM; falling to
30.08 and rising again to 30.18
during P.M
noon, 158.4 knots.
15”27’03
2 o
Nd, Ed, and
Sd, Light and gentle breezes from
warm and pleasant: Long ground
swell.
Barometer ranging from 30.11 to 30.19 during AM
falling from 30.13 to 30.07 and then rising to 30.17
during
PM
noon, 165 knots; o 49’21
o 43’ o 25’
and
pleasant during greater
part of day, occasionally
cloudy. Long ground swell during AM;
smooth
sea during PM Barometer rises from
30.12 to 30.16
during AM; then falling to 30.06
during PM and then rising to
and remaining
steady at 30.14 Ship under steam and sail.
preceding noon 162 knots;
at noon 13 o 28’08” o 21’
& Deviation 11 o
Calms, and light airs and breezes from Nd and
Ed.
during AM; gentle
first part of P.M, with calm and light
airs during latter part. Weather clear, warm
and
pleasant. Long swell. Barometer
steady at 30.10 during first part
of A.M, rising
to 30.16 during latter part fell to 30.05
during
first part of PM and then rose gradually to 30.12
ceding
noon 12 o 28’45”o 17’
2 o 15
changed
flying all around the compass
until 9P.M.
when a fresh breeze sprang up from Ed
Weather
clear and pleasant Long swell
during AM; smooth to moderate sea
during
PM Ship under sail and steam.
Barometer ranging from
30.06 to 30.10 during
AM; falling to 30.03 and then rising to
30.08
during P.M.
preceding noon 143 knots;
at noon 10 o 28’ o 06’45” o 30’. Courses steered:-
to 6PM; and
Fresh and moderate breezes
veering from
Weather clear and pleasant.
Sea rough
during morning watch, smooth-during PM.
Ship under
sail and steam. Barometer
rising from 30.04 to 30.10 during AM
and
falling to 29.98 during PM.
preceding noon, 156 knots.
by o 57’15” o 12’15”. Variation
Courses steered:-
till 9 PM, then
Nd and Ed during AM; and from
Sd
and Ed during PM. Partially cloudy weather-
but warm and
pleasant. Smooth sea.
and falling to 29.97 and then rising
to 30.02 during
PM. Sighted island bearing
AM Cano Island bore
watch Sal-si-Puedes point and Cano to the
Sd.
in sight. At 8AM Sombrero Point was on the
post beam and
9-16" came to with starboard anchor and 30
fathoms of chain in 12 fathoms of water. Entrance
of Golfo
bearing
The ammunition and powder for the
battery of the
USS Adams are stowed in
the shell room and magazine, which
are
both entered from the berth deck through
hatches in the after
part of the deck. . The
torpedo room is entered in a similar
manner.
The magazine hatch is on the port side
and opens into the magazine
passage
which runs fore and aft. The magazine
is on the starboard
side of the passage
and runs athwartships. On the port side
of
the passage is the Howitzer ammunition room
and at the forward end the
percussion room
for fuzes etc. The magazine door has a
small
passing hole cut in it, which is closed
by a small hinged door. There
is but one
magazine alley at the starboard end of
which is the
light box which is entered
by a scuttle in the berthdeck. The
powder
is stored in tanks, stored on shelves four
tiers deep. The
flood cock of the magazine
is in the Howitzer ammunition room,
and
the hose connected to it for testing purposes
is, when not in
use, coiled down in the
magazine passage. The over flow and
waste
pipes are in the magazine proper
When passing powder the berth-deck
hatch is screened off from the
berth deck
by means of the magazine screen. The
powder is passed
from the magazine through
the small aperture in the magazine down
to the magazine passage, where the
cartridges are put in passing
boxes.
Thence it is passed up, through a round
scuttle in the
magazine hatch cover, to
the screen to the runner on the berth
deck who
takes it to the fore hatch, one of
the gratings of the which, on the
port side, is left
off for the purpose of passing it up to the
spar deck to the powder room. The empty
boxes are returned to the
berth deck through
a chute, at the bottom of which is a
tub
grated and partially filled with
water. This is for the reception of
any loose
grains of powder which may be left in
the passing box;
thence passed to screen, but not inside.
The shell room is entered by a hatch
from the berth deck similar to
that
for the magazine. The XI inch shell
and shrapnel are stowed
on the port
side and the IX port
starboard . The 60
ammunition fills in the amidship space
and such spaces near the
bulkheads
as are left after the storage of the
other shell.
Shell and shrapnel boxes are
whipped up to the berth deck, then
taken
by runners to the shell whip at the fore
hatch, starboard
side, and whipped up
to the spar deck. Grape and canister
for the
smooth bore guns are stored
in racks along the sides of the berth
deck; that for the rifle gun under
the
kept in racks on the spar deck,
around
the hatches; also in the shot lockers,
starboard and port,
which are entered
by hatches from the after store-rooms.
The torpedoes and gear are stored in
the torpedo-room with the
exception of two
spar torpedoes which are kept in racks
underneath the ladders at each gangway.
(over)
Upon the arrival of the Adams in the Gulf
of Dulce,
along the shore
of the gulf for the purpose
of selecting a suitable position for a
coaling
depot. A running survey was made of the
Eastern shore.
Ran into Golfito harbor
2nd.
2nd.., and came to anchor at 1.15 P.M. The
Gulf of
Dulce not having offered a suitable
place for the proposed station,
it was
determined to explore the harbor of Golfito
as possibly
offering a suitable site and the
necessary depth of water. Accordingly
a
board of officers was appointed by the
commanding officer, who
were ordered to
sound the harbor and select, if possible,
a
favorable place for the station. After
several days of exploring and
sounding
the board reported favorably on a site
on the shore
opposite the entrance to the
harbor. Working parties were sent
ashore
and commenced clearing away the
space by felling trees and
cutting away
underbrush. The dimensions of the clearing
are 87
sent ashore and a temporary
shed
placed over it. Such dry wood could
be utilized were used as
fire wood for
the galley. All the refuse brush was
burned and the
place thoroughly
cleared.
The harbor was surveyed by the
navigator and assistants. The base
line
was selected on the northern shore, about
five-hundred yards
to the westward of the station.
The base line was measured with a
brass wire, 100 feet in length,
which had
been verified by comparison with a steel
tape aboard
ship. Stations were established
at all principal points, fourteen
twenty in number,
marked by white flags
with staffs made
of saplings, about fifteen-feet long, and
white-washed.
A tide gauge was set up on the beach
near the clearing, in two feet of
water
at low tide. It consisted of a plank
painted white and
graduated from 0 to
13 feet, marked in tenths. This was
nailed
to a stake, previously driven in
the ground and supported by rocks
piled
about it. The zero of the gauge was about
two feet below
water at low tide. During
the unusually low tides of the month, it
was found necessary to set up an
auxiliary gauge, similarly
graduated to
the principal one, two feet and a half
long, the
zero mark on a level with
the one foot of the other gauge.
All the angles were measured by
means of a night octant, on
account
of the power of its telescope. Soundings
were run by
ranges from station to
station, and any sounding of importance
was accurately determined by angling
on one of the stations. With
the
necessary data (the soundings having
been reduced to the
plane of mean
low water) the chart was plotted
and soundings run
in. The scale
of the Chart made by the navigator
is 1/
10000.
The altitude and bearings of all
The altitude of the height was measured,
using shore horizon, the observer being posted
as some distant
station. Correct the attitude for
dip. Knowing the distance of
the shore horizonfrom the station of the observer, it being taken
from A shoal off the point at the
the chart, we have an angle and the adjacent
side of
the right angled triangle, we can
compute the perpendicular
height of the object.
Next measure the angular distance of
the
point on the shore horizon to which the image of
the
peak was brought down, from a distant station.
This determines
the point for plotting the
height. This method is necessarily not
very
accurate.
left hand
of the entrance to the harbor
was marked by a buoy. On
ition
Record of the Month.
During the month the standing rigging
was over hauled, set-up, and
rattled down.
Having anchored by the starboard anchor,
during the
month it was hove up and
the port anchor let go, in order to see
if
everything was clear. It was subsequently dropped
again and
the port anchor hove in. The
crew were exercised at quarters, and
target
practice with great guns and small arms was
held.
Exercised with spans and sails, setting sails,
shortening sail,
loosing, furling, reefing, bending and
unbending and sending down
The naval brigade was landed during the month
and
the boats drilled in tactics incidental
to “arms and away.”
The observer stands at a distant sta
Measure the angular distance of the
peak P
above the shore horizon. This
angle, corrected for dip, gives the
angle
x. Measure also the angular dis
in a horizontal plane between a second
station C and the point
in the
shore horizon to which the image
of the peak was brought
down. This
gives the angle B. The observer then
takes his
position at C, and bring
the
image of the peak down to the
shore horizon. He then measures the
angular distance between B and the
point to which the image of
the p
was brought down. This gives the ang
y. The distance BC is known, and
having the two
adjacent angle
sides in
the triangle BAC, we can
compute
the side AB = y. Then in the triangle
(right angled)
PAB, we have the ang
(alpha)and the side AB, to find PA.
required height
Approved J A Howell
Gulf of Dulce, Costa Rica
Mean rise and fall, 9.3 feet
Cor.
establishment of Part II(h)XIV(m)
Surveyed in 1880 by U.S.S Adams
Sounding in fathom
Scale 1/ 30000
The spaces within the dotted
lines bare at low water
o 14’
o 20’ 30”
“ on hand, fit for use at noon.
From 4 to 8 A.M. : Clear and pleasant; light
breeze from
calm toward end of watch.
Ship’s draft forward: 12’7” aft 15.8”. Hoisted
all boats and secured them for sea.
At 7-30 got underway and
steamed out of Golfito. At end of watch, steaming
out of Gulf of
Dulce. Secured anchors for sea.
8 A.M. to
Merid.
Light airs and breeze from
clear and pleasant.
except
fore & main trysails and main topmast staysails. Steaming
out of Gulf of Dulce. Rounding Matapalo
pazo
Merid.
:- Weather clear & pleasant, with
light breeze from
and got a cast of the deep-sea lead. in 160 fathoms,
no bottom
Bearings at time, Cape Matapalo.
1-30 went ahead again. At 3.00 changed course to
main topmast stay sail & spanker. Sighted
a schooner to the
to the
4 to 6 PM:
Light breeze and airs from
&
ours. Land in sight on
quarters and exercised at company drill.
6 to 8 P.M : Weather clear, warm, &
pleasant. Hazy around horizon. Light breeze
Corcorado Rock bearing (p.c.)
7-30 changed course to
8 P.M. to Midnight:-
Clear &
pleasant; a little hazy about horizon. Light
breeze from
course to
Cano Island bore (p.c) about
Distance run by Log from preceding noon.
o
34’30”
o 38’ 00”
Came to anchor at 3.30
Commences & until 4 A.M:-
Light breeze from
and from
Weather warm and pleasant. Hazy horizon.
fore & aft. sails at 1-30 and took
in all sails at 3.30.
From 4 to 8 A.M:-
Weather pleasant with light breeze from
long swell setting in from
on starboard beam and quarter.
At 8 Pt Judas bore (p.c.)
8A.M. to
Merid.
:-
First hour light breeze from
&
cumulus and
stratus clouds. At 9-30, mustered at
quarters. At 8:15 set fore
& aft sail & at 9-30 took them in.
At end of
watch Blanca Island bore (p.c.)
Pt,
off the bows.
Weather clear, warm & pleasant. Light
to
moderate breeze from
fore and main topmast stay
sails & foresail.
At 3 took in and furled all sails.
Standing
up Gulf of Nicoya. At 3:30 Came to anchor off
Punta-Arenas, Costa Rica, in 5 1/4 fathoms of
water, veering to
30 fathoms on starboard anchor
Bearings at anchorage (p.c):
Light house
Pan de Azucar
Sent an officer to pay an official visit
Extracts from Steam Log Passage from Gulf
of Dulce to Punta Arenas.
At
using anthracite coal.
Steam formed at 3.05
Warmed engine and tried joints. At 6-30
turned
engine over and found everything working right.
the
succeeding 24hrs the engines and boilers worked
well. with the
exception of considerable thump in
crank pin brasses and disarrangement of the
counter.
The average number of revolutions per minute
was
30. and the number of pounds of coal
per hour 608. Average steam
pressure per
smooth.
May 6:-
Using
working well. At 5.25 A.M. increased
revolutions per minute to 36. At 3.35 P.M
slowed;
At 3.38 stopped, backed and came to anchor.
Commenced
banking fires, and pumping and blowing to change
water in boilers. At 5.15 hauled fires. pumped and
blew boilers,
& closed all valves leading outboard.
While steaming,
average number of revolutions
was 33.8. and the number of pounds
of coal
per hour, 658. Average steam pressure in
lbs. per
square inch above atmospheric pressure
was 56.1 lbs.
J. A. H.
Punta Arenas and the Gulf of Nicoya
Approved
J A Howell
The Gulf of Nicoya extends about fifty miles into
the land in a
north westerly direction,
ing
25 miles
wide at the entrance, between Port Herradora
and Cape Blanco, but
gradually decreases in
width to 6 miles at the upper extremity.
There
are numerous islands along the western shore
the
largest of which, Chira Island is at the
head of the Gulf. The
town of Punta Arenas
is situated on a long narrow strip of
land,
extending nearly east and west. The anchorage
for
large vessels is to the
although vessels of light draft anchor in
the
inlet to the
of water, directly off the
wharf. At the anchorage
the flood tide sets about
contrary direction. In the
generally a stiff breeze sets in from
Punta Arenas is the principal point for export
of coffee, which is
the chief product of Costa
Rica. The carrying trade is done
chiefly by
the Pacific Mail Steamship
of English clipper ships, although there
are
always other ships engaged in trading there.
A long iron
wharf enables freight to be handled
very rapidly at any stage of
the tide. Freight
is sent off in large lighters. It is now
proposed to connect Punta Arenas with
San Jose, the Capital of
Costa Rica, by a
which is an
American. The road is now
partially finished. Punta Arenas has a
fine
custom house, with every facility fro the receipt
and
export of goods.
o 34’34”
o 39’ 30”
Water expended during preceding 24 hrs. 300
3d rate 6 guns, under the command of J A Howell Anderson
Costa
Rica to Paytá
Record of Miscellaneous Events
Commences & until 4 AM:-
Light
air from
under 4 boilers at 12.10.
From 4 to 8 AM: Weather clear, warm
& pleasant Calms to
light breeze from
Hove up and secured
starboard anchor and started to sea in
of navigator. At 730 set all fore & aft sail
and foresail.
8AM to Meridian:- Clear and pleasant. Light
breeze from
watch. afterward
falling. Steering out of Gulf of Nicoya
in charge of
bearing
Ship rolling & pitching a little. Light
ground swell from
9-30 inspected at quarters. Apprentices instructed
in Geography at
10. At 9 took in all fore & aft
sail.
Merid
:- Light breeze from
from
threatening rain toward end of watch. Under steam
alone. Course
(p.c)
From 4 to 6 P.M:- Cloudy, hazy, warm
& pleasant. Light airs
to light breeze from
alone. Course (p.c.)
from 6 to 8 PM: Weather clear, warm, &
pleasant. Light air from
Guard at manual.
Ship on course
o
From 8 PM to
to
and
nimbus clouds. Barometer rising slowly.
Ship rolling and pitching
easily to ground swell.
Ship on course
o 00’34” o14’
o 02 36. o 02’16”
Current during the time 0 knots 5 lengths per hour, set
Variation of Compass by Azimuth ⊙ 8 AM o 36’
Water expended
during preceding 24 hrs. 300; ahead, 1300.
Longitude by Chronometer from P.M. o 19’30”
6 guns under the command of J Astonell.
From
Gentle to moderate breeze from
first two hours, with passing
showers of light rain. Drizzling
rain last two hours. Barometer
rising slowly.
1 set flying jib.
From 4 to 8 am
Gentle breeze from
to
fore and aft sail Overcast and cloudy, with drizzling rain.
Barometer rising 30.01 to 30.05
From 8AM to
Wind light and variable, shifting between
overcast, with a light drizzling rain during
first hour at 9-40
run the ship off to
At 10 took in m. topmast
the wind hauling to
brought
ship back to old course.
At 11-30 set
the fore topmast staysail jib & spanker.
Overcast, squally, cloudy & rainy.
Light breeze from
3-30. At 2 set all sail except flying jib
& fore trysail. Main
yard rope parted; wove new one.
From 4 to 6 P.M:-
Gentle breezes from
during
first part of watch.
furled
foresail and flying jib
From 6 to 8 P.M:-
Moderate
8PM to Midnight:-
Weather cloudy and during first hour threatening
to the
for
the greater part of the time, last hour drizzling
but clearing
toward end of watch. Wind generally
steady from
of points to the
ometer
Passage of USS Adams Log for
Distance run by log since preceding noon 121 knots 7 tenths
Latitude by o 03'3x" o 32' 45"
do " Obs. No
observations
Water Expended during preceding 24
Longitude by Chronometer from P.M. Observation ⊙ o 19' 30"
Punta Arenas, Costa Rica to
Midnight to 4A.M.:-
Light airs and breeze from
pleasant. Barometer falling. At 1-20 set
foresail and all
fore & aft sail except fore trysail.
4 to 8 A.M.:-
Cool & pleasant. Cloudy & hazy until 6 A.M.
Threatening
weather from the
occasional peals of
thunder. At 7-45 began to clear up.
Light airs to gentle breeze
from
hours. Light breeze and airs from
of watch. At 4.30 set fore &
aft sail; at 5-30 took it in. At 5-29
stopped engines to [move]
coupling.
From 8 A.M. to
Light airs from
clear, warm & pleasant.
half. At 8.15 sighted
Sal-si-puedes on port beam. At 11.50
set foresail &
flying jib.
Light to gentle breezes from
latter part. Weather clear warm & pleasant.
Cirrus-cum.
cirrus. cumulus. & mist clouds. Barometer
falling 30.04 to 29.97.
At 2 set all square sail except mainsail.
At 3.12 changed
course to
increased to thirty at noon.
4 to 6 P.M.
Gentle breeze from
in
and furled all square sail & changed course to
Rain squall last hour with wind shift ahead. After
it
had passed wind came out again from
6 to 8 P.M.-: Weather cloudy with a drizzling
rain
during early part of first hour; & passing shower
during
second hour. Breeze light, decreasing &
hauling
from
8 P.M. to Midnight
Light and gentle breeze from
&
rising first half, falling last half. Set all
plain sail, main topmast
at 11.15.
Log of U.S.S. Adams.
Distance run by log since preceding noon 141.2 knots
o 44'15"; o 54
" " o 48'43"
Water expending during
preceding 24 hours. 300 gals;
On hand fit for use: 1100.
o 20'.
from Punta Arenas to
Light airs to gentle breeze from
Overcast & cloudy.
Squally from
falling slowly. At 3.30 took in foresail & main
topmast
staysail.
4 to 8 A.M.:-
Gentle to moderate breezes from
breeze & hauling to
rain squalls
during latter part of watch.
first part of watch, afterwards falling. At 5
set flying jib
and main topmast staysail. At 6.22 stopped Engine
to
move and oil both clutch couplings. Started ahead at 6-30.
From 8 A.M. to
Light breeze first two hours from
and then died out; came out in a few
minutes from
shifting toward end of watch to
&
raining. Under fore & aft sail except fore trysail at
first
Set foresail at 9. Wind hauling ahead took in
staysail & trysail at 10.15. At 11 set foresail
again.
Overcast & drizzling rain during the watch. Light airs
from
the
slowly. By order of
decreased to 30 per minute at
12-30. Under steam,
head sails & spanker.
4 to 6P.M.:-
Light airs from
Cool & pleasant. Cloudy sky; indicating rain.
Took in flying jib & foresail at
5. At 5 changed course to
6 to 8P.M.:-
Light breeze from
&
veering to
Mist
&
& main trysail. At 7.50 took in foresail.
8 P.M. to
Mid
Light breeze from
half of watch. At first cloudy &
sprinkling a little
during first hour. Clearing off toward latter
part.
Took in foresail at 11.15
Log of U.S.S. Adams (3d Rate)
Distance run by log since preceding noon 125.3 knots
o 44'00; o 19'30"
o 31'02; o 20'
Water expended during preceding 24 hours 250
On hand fit for use at noon 900
Passage from Punta Arenas to
From
Weather pleasant with gentle to light breeze from
fore,
topmast staysail and at 2.15 took in the rest of
the fore
& aft sail.
4 to 8 AM:
Weather clear + pleasant. Light breeze from
6.45 furled foresail. At 7.30 commenced to take
crew
out of bunkers on account of heating. Temperature of
bunker 128o. Ship on course
8 A.M. to
Light breeze from
&
commencing to clear towards end of watch. Cirrus, cumulus,
&
cirro-cum. clouds.
30.15 at 11
A.M. & then steady. At 9.45 mustered dins ins at
quarters. At 10, apprentices were instructed in arithmetic by
schoolmaster.
Light breeze from
watch to gentle breeze.
Overcast, cloudy + cool. Under
steam alone. Changed course at 1
P.M. from
4 to 6 P.M:-
Overcast, cloudy, cool & pleasant. Gentle to moderate
breeze
from
beat to quarters and
exercised divisions as per routine.
6 to 8 P.M:-
Gentle to moderate breeze from
8 P.M. to
Mid.
Gentle to moderate breeze from
cloudy with occasional showers of
light, misty rain.
Log of U.S.S. Adams 3d Rate
Distance run by Log since preceding Noon 132.8 knots
o 39' 40" ; o 07' 00"
o 42' 44" o 10'45.
Water expended during
preceding 24 hours, 250gals; on hand 650gals.
Longitude by Chronometer from PM o 08'18"
Passage from Punta Arenas to
Merid to 4AM
Gentle
Sea moderate. Barometer falling.
From 4 to 8 A.M.
Gentle breeze from
Under steam alone.
From 8A.M. to
Moderate breezes from
slowly. Mustered crew at quarters at 9.30.
Exercised divisions
per routine. At 10 changed course to
and aft sail.
From
Sky overcast. Clear and pleasant. Moderate sea
and breeze from
Barometer falling.
mast head.
Bearing about
From 4 to 6 P.M.
Moderate breeze from
fore
& aft sail. Changed course at 5.52 from
Mustered at quarters at 5.40.
6 to 8P.M.
Weather clear & present with moderate to gentle breeze
from
the
From 8P.M. to Midnight
Gentle to moderate breeze from
pleasant. Barometer rising slowly. Under
steam and
all fore & aft sail. On course
Log of U.S.S. Adams (3d Rate)
Distance run by log since preceding noon, 140.3 knots.
Latitude by o 50'08" o14'
Longitude by o40'21 o6'15"
Current during the time:
Rate .4 knots pr hour. Set
Water expended during preceding 24 hrs: 250 gals.
Condensed: 150 gals, on hand: 550gal.
o 52'30"
Var. of Compass by
Azimuth at 3.56P.M. { o
6o15'E
o50'
Passage from Punta Arenas to
From
Moderate breezes from
overcast latter half
of watch. Cir-Cum, cumulus & nimbus clouds
Moderate sea.
Barometer falling. Ship rolling & pitching easily.
Steering
course
that course at end of watch.
From 4 to 8 A.M:-
Moderate breeze from
5.30 to
oil
couplings. Sighted land one point forward port beam
at 6.25 Cape
St. Eleva. Hauled down flying jib for repairs at 6.15
From 8A.M. to
Weather clear cool & pleasant. Moderate breeze from
per routine. At 10, apprentice boys
signals. At 8.40 changed course to
Under steam & all fore and aft sail except
flying
jib.
Gentle breeze from
pleasant. Hazy. Barometer falling first half,
rising second half of
watch. At 3.50 set flying jib. On course
all fore & aft sail set.
4 to 6 PM:-
Gentle breeze from
overcast. Cirro-cum, cumulus & nimbus clouds. Barometer rising
to
30.05 and then remaining steady. Moderate sea. Steering course
at quarters at 5 45:
6 to 8 PM:
Gentle breeze from
sail
From 8 P.M. to
Weather overcast, with occasional light flurries of drizzling
rain.
Gentle breeze from
course to
Log of U.S.S. Adams (3d Rate)
o 37' o24'
o37'19 o24
Water expend during preceding
24 hrs: 250 gallons
do condensed do do 350 do
do on hand
fit for use at noon 650 do
Standing into Harbor of
Passage from Punta Arenas to
From Midnight to 4 A.M.:-
Gentle breeze from st hour. Shifted to
moderated to light breeze. Cool and pleasant.
Light drizzle first half of watch. Barometer falling
slowly.
Under steam. On course
of watch.
From 4 to 8 A.M.:-
Light breeze from
overcast at first, but clearing
off toward latter part
of watch. Cirro-cumulus, cumulus and
nimbus
clouds. Smooth sea. Barometer rising. Steering
course
was changed to
of watch. At daybreak
sighted land to
of watch distant land in sight from
From 8A.M. to
Light breeze from
& cool. At
11.25 changed course from
At 11.30 set all fore & aft sail. Land on port
bow & beam.
Weather clear & pleasant. Gentle breeze from
and
made all plain sail, except mainsail. Hauled
down
and unbent main topmast staysail
At 1.30 Point Panuas bore (p.c.)
miles. At 3.20 changed course from
preparations for evening port. At end of
watch standing into Harbor of
From 4 to 8P.M.:-: Gentle breeze from
pleasant.
at 5 in Harbor of
water, 45 fathoms on starboard
chain. Captain of
Port paid an official visit to ship. Sent
officer ashore
to pay an official visit. US Crusoe paid an
official visit to ship. Bearings from anchorage: (p.c.)
Telegraph
Point
draft forward 12 feet 7 in.
The Port of
open port on the coast.
The town is
built on the slope at the foot of the
hill on
the
distance the town is scarcely
visible,
the houses being of the same color of the
surrounding cliffs. It is the sea port of
the province of Piura.
A rail-road
connects
Most of the railroad
officials are
Americans. The rolling
factured
locomotives are made at the Baldwin
Works,
Philadelphia.
The anchorage is very good everywhere, the
depth varying between
ten (10) and five (5)
fathoms near the mile. There is good
holding ground, the bottom being muddy. We
anchored in 8 1/2
fathoms, veering to 45 fathoms
of chain. The winds which come
from the
town commence every day about 10 a.m. and
last
until evening. The land is so near that
it does not raise any
sea.
There is an abundance of fresh provisions
at
and water, however,
are expensive. All the
water used is brought by the rail-road or
by
means of mules from the Chira River.
The principal commerce of the port consists
in the importation of
foreign merchandise of
every description and the export of
cattle,
hides, cotton, and some articles of less
importance.
Pacific Steam Navigation Company's steamers
from Panama to Wallas
stop at
for coal, there being a large coal hulk
there, the
property of the Company.
Freight is landed and brought off in
lighters. There are two small
wharves
where small boats may land. The custom
house and
other public buildings are of
corrugated iron.
The port is enclosed to the
cliff, 200 feet high, and so close to the
sea
as to leave no beach at some places. The
Southern point
is called Telegraph point and
has a signal station. There is
telegraphic
communication between
capital of Peru.
While at
to the crew. The ship was
thoroughly painted
outside, and re coaled ship alongside
the
P.M.S. Cos hulk.
Log of U.S.S. Adams.
Passage from
From
Weather cloudy with light airs from
4 to 8 A.M.
Clear & pleasant Cloudy sky.
8 A.M. to
Light airs from
A
naval summary court-martial convened at 10.30 for the trial of
m
at 11.40 for recess until
1P.M. Brought to starboard chain &
rigged capstan
preparatory to hoisting anchor. Secured gig for sea.
Light breezes from
remainder of watch. Clear cool &
pleasant. At 12.35 called all hands
up anchor & made all
plain except flying jib and stood out in charge
of Navigator.
Secured both bower anchors for sea. Passed
standing in at 1.45. At 2.50P.M. tacked ship
and again at 3.15. At
At 2 P.M. the court for the trial of
and adjourned to await the action of
At 3.30 the
Signal station bore
4 to 6P.M:- Light breeze from
4.50 tacked ship to
6 to 8P.M:- Clear and pleasant. Light airs from
smooth. Barom. rising. Bright moonlight. At 6.05
tacked ship to
From 8P.M. to
Light airs from
moon and starlight. Hazy
horizon. Loom of land in
sight along port beam and port quarter.
Silla
point fore. At end of watch about
Log of U.S.S. Adams,
Distance run by Log since preceding noon 2.5.4 knots
Water expended
during preceding 24 hrs, 300 gallons
" on hand fit for use at
noon 1900
o 04' 00" o 33'00
do " Obs. ⊙ " 10 o 05' 06
Current 2 knots per hour, Set
o33'30"
Passage from
Light airs from
moonlight.
Barometer falling.
sail except flying jib.
From 4 to 8 A.M.
Weather warm & pleasant. Light airs from
At 7 hauled down jib. Ship under all plain
sail except jib at
end of watch full & by.
8 A.M. to Meridian:-
Light airs to light breeze from
then light breezes next two
hours and then hauling to
Overcast and cloudy during first hour & cloudy
& hazy during rest of
watch.
& at 9.40 gaff
as per routine. Apprentices were instructed in
geography.
Meridian to 4 P.M.
Light breeze from
last half. Cloudy, cool & pleasant.
Hazy horizon. At 3 lowered
rove
4 to 6P.M:- Light airs from
steady. Sky nearly overcast,
at quarters
At 6 Saddle of
6 to 8P.M:
Light airs at first, increasing to light breeze from
cloudy; clearing off toward end of watch.
Hazy & cool. By the
wind, under all plain sail except
8P.M. to
Cool, cloudy and hazy. Cirrus,
and
then veering to
end of watch. Barometer
rising from 30.13 to 30.19
At 8.20 tacked ship to the
Log of U.S.S. Adams
Distance run by log since preceding noon 44.7 knots
Water expended
during preceding 24hrs. 300 gallons
" on hand fit for use at noon
1600
o32'00 0 23'30"
o16'52" o33'15
Current .7 per hour, setting to
o22'00
o34'30"
Passage from
Midnight to 4 A.M.
Light airs and breeze from
From 4 to 8A.M.
Calm to light airs from
hour; cool &
pleasant rest of watch. Sky overcast. Horizon hazy.
Barometer
rising. At 5.30 unbent and stowed mainsail.
Hoisted smoke stacks
& at 6.45 fires were started under four forward
boilers.
Under all plain sail except flying jib and mainsail.
8 A.M. to
Weather partially overcast & pleasant. Hazy. At 9.15 took in
& furled
sail and started ahead under steam. On a
Dearden (P.M.) absent without leave. Beat to quarters
at 9.50 and exercised
as per routine. Made preparation for target
practice.
Meridian to 4P.M.
Clear and pleasant. Light breeze from
At 1.15 got overboard target, beat to quarters,
and fired six rounds of
unloaded shell at target. At 9.50 beat
retreat, picked up target and at
3.15 stood on course again
Expended in Ordnance
(24) 10
six (6) empty 60
4 to 6P.M.: Gentle breeze from the
rising. Saddle of
Point Ajuga on port bow.
Course
6 to 8P.M.: Gentle breeze from
rising.
course to
From 8P.M. to Midnight
Gentle breeze from
up toward end of
watch. Cool & pleasant. Under
steam alone, on course
port bow.
Log of U.S.S. Adams
Distance run by Log since preceding noon 99 knots
o43'46"
o 49'00
o37'00"
o 55'00
Current 3 knots per hour, setting
Passage from
Overcast, cool & cloudy. Hazy horizon. Light to gentle
breeze
from
stratus and nimbus clouds. Under steam alone
on course
Moon visible at intervals.
4 to 8 A.M.
Gentle breeze from
rising. At daylight
6.30 stopped
engines 8 minutes to oil couplings. At 6.55 changed
course to
8A.M. to
Gentle breeze from
overcast. Barometer steady until last hour, then rising 30.14 to
30.17.
At 10 changed course from took in
aft sail
except flying jib & gaff
and exercised as per routine. By order of
S. Dearden (P.M.), having been absent ten (10)
days without leave is this
day declared a deserter. At 10 A.M.
bore (p.c.)
10 miles.
Weather partially overcast & cloudy. At 1 lost sight of land
on
port quarter. At 1.10 sighted the island of Lobos de
Afuera
bearing (p.c.)
of
Chas. Dearden a deserter. At 3 set fore & aft sail. Light
breeze
from
4 to 6P.M.: Overcast, cloudy & hazy.
Light breeze from
gentle breeze from
took in all all
At 4.30 sighted shipping of Lobos de Afuera
& an American ship
under sail standing to
6 to 8P.M. Gentle breeze from
8 P.M. to
Mid.
Gentle breeze from
last hour. Overcast, cloudy & cool. Rain
squalls from
took in main trysail & jib
& at 10:40 set them again. Took in all
sail at 11.40.
Log of U.S.S. Adams
Distance run by Log since preceding noon 83 knots 76
o59'00"
Current knots per hour, setting
PM
o
40'30"
Passage from
From
Light to gentle breeze from
alone on
course
From 4 to 8A.M.
Overcast, cool & hazy. Gentle breeze from
from 30.10 to 30.15.
Ship rolling and pitching slightly. At 9.30
distant high
land in sight beaming about
Under steam alone. At 6.30 stopped
engine for ten minutes to
work shaft couplings. At 8 distant high
land in sight from
From 8 A.M. to
Gentle breeze from
steady during remainder of watch.
Overcast, cloudy, cool &
pleasant. Misty first two hours.
hours, falling last hour.
bore (p.c.) at
10
From
Gentle breeze from
Sky
overcast first half of watch; clearing second half.
Sea smooth. At 7
4 to 6P.M.: Light to gentle breeze from
& cool. Hazy. Under steam
alone. On course
sighted a group of small islands about 3
points on port
bow. Mustered at quarters at 5.40.
6 to 8 P.M.: Weather overcast, cool, cloudy
& hazy. Light to
gentle breeze from
and nimbus clouds. At 6.05 changed course to
to
slightly.
From 8P.M. to
Light breeze from
pleasant. Barometer
rising slowly. Beat to general
quarters at 11.27; secured at
11.44.
Log of U.S.S. Adams
Distance run by log since preceding noon, 117 knots
Anchored in Chimbote at 1.15 P.M.
Passage from
Mid.
:
Gentle breeze from
drizzling rain at
intervals.
Changed course at 2.00 to
Making 30 revolutions.
4 to 8 A.M.
Weather cool, overcast & hazy.