AN HISTORICAL RECORD OF THOSE NOW IN SERVICE AND OF THEIR PREDECESSORS OF THE SAME NAME
1776-1915
ARIZONA
ARIZONA.—One of the United States, in the region ceded by Mexico in 1848. It formed part of the Territory of New Mexico until 1863, when it was organized as a separate territory. Arizona was admitted into the Union as a state in 1912.
The battleship Arizona, authorized by the act of Congress approved March 4, 1913, is the third ship of the United States Navy to bear the name. She is to be a duplicate of the battleship Pennsylvania, appropriated for in 1912, except in her propelling machinery, which is to be of the Parsons type. Her general dimensions are as follows: length, 6o8 feet; breadth, 97 feet 1/2 inch; draft, 28 feet to inches; displacement, 31,400 tons; total fuel oil storage, 2322 tons; speed on trial, not less than 21 knots. Her armament will comprise a main battery of twelve 14-inch B. L. R.'s and four submerged torpedo tubes, and a secondary battery of twenty-two 5-inch R. F.'s, four 3-pounder saluting guns, two t-pounder boat guns, two 3-inch field pieces, and two .30-caliber machine guns. She is to have two triple-gun turrets forward and two aft on a center line; also two fire-control towers, a single funnel, and two boat cranes. The Arizona is now under construction at the New York navy yard.
The second Arizona was a first-class screw frigate built by the government at the Philadelphia navy yard in 1863 and launched on October 5, 1865. She was a wooden vessel of 3850 tons, 335 feet length, 44 feet 4 inches breadth, and ii 'feet 4 inches draft. Her engines, which were built at the Etna Iron Works, consisted of two horizontal direct-acting engines and twelve boilers. Her proposed armament was to include 13 pieces of various calibers.
The Arizona was originally known as the Neshaminy, her name being changed on May 15, 1869, and again on August 10 of that year to Nevada, consequently she appeared under the name Arizona in but a single issue of the Navy Register.1 In 1869 she was in ordinary at New York. Three months later she was examined by the Goldsborough Board and condemned as " a lamentable and glaring instance of a waste of efforts, and a downright squandering of means." "The predominant idea in getting her into existence," the report concluded, " seems to have been the production of a sort of overgrown Indian canoe in shape and lightness, and thus to obtain speed at all hazards, no matter what might become of other indispensable qualities; and the result has been, as it were, scarcely anything less in effect than—pardon the expression—a slunk foal." So the Arizona, which by that time had already been rechristened the Nevada, was left in the state in which the board found her, and was eight years later turned over by the Navy Department to J. Roach (March, 1877), in part payment for the rebuilding of the monitor Puritan.
The first Arizona was bought at Philadelphia on January 23, 1863, by Commodore C. K. Stribling. She was an iron side-wheel steamer of 959 tons and had been launched in 1859. Her dimensions were: length, 200 feet; breadth, 34 feet; depth of hold, 17 feet inch; draft, 8 feet. She. had one beam engine of 11 feet stroke, and one boiler. Her complement was 9 officers and 82 men. The Arizona, on March 13, 1863, was armed with one 30-pounder Parrott, four 32-pounders of 42 cwt., and one 12-pounder Parrott. This armament was, on June 15, 1863, increased by the addition of one 32-pounder of 33 cwt., and, in September, 1864, again changed to one 30-pounder, four 57-cwt. 32-pounders, and two 12-pounder howitzers.
The Arizona sailed from Philadelphia in command of Acting Volunteer Lieutenant Daniel P. Upton, for duty under Rear Admiral Farragut in the West Gulf blockading squadron. On her passage down the coast she fell in with the sloop Aurelia, off Mosquito Inlet, Fla., on March 23, 1863, and sent her into port for violating the blockade. immediately upon joining the squadron, the Arizona was ordered to proceed to. Berwick Bay to cooperate with the Estrella and Calhoun and the Union land
1 In the issue of July 1, 1869.
forces under General Weitzel. While transporting the troops, on April 14, the vessels came upon several Confederate ships, one of which Was the ram Queen of the West, "the strongest ship they had," which they had only two months before captured from the Federals. The Union gunboats lost no time in bringing their bow-chasers into play, and the Queen of the West was soon wrapped in flames fore and aft, her consorts making all steam up the river. Five days later, Captain Upton was ordered to reconnoitre Butte-a-la-Rose, La., on the Atchafalaya, and on the 20th the Estrella, Clifton and Calhoun joined him in a successful attack upon the fort. This victory by the gunboats operating from the south had far-reaching effect, for it opened a side entrance through to the Red River by which vessels could pass from the Gulf without entering the Mississippi. General Banks therefore immediately determined on an expedition to attack the city of Alexandria, the great depot of the Confederates on the Red River. Admiral Farragut heartily endorsed the plan, but he had not enough vessels to spare. So the Arizona and Estrella were ordered to cooperate with Admiral Porter's rams and ironclads. On arriving at Fort De Russy, that work was found deserted. Alexandria was taken possession of without opposition on the morning of May 7. "General Banks, who had not expected such celerity of movement, arrived with the army only that night, and Porter turned the city over to him," withdrawing his vessels owing to the falling waters. Three days later the Arizona was before Fort Beauregard at Harrisonburg, La., with two of Porter's gunboats, the Pittsburg and General Price, but though over a hundred shots were fired into the work, no damage was inflicted and only one house in the town was destroyed.
In August, 1863, Acting Master Howard Tibbits relieved Lieutenant Upton in command of the Arizona. Then followed the disastrous expedition to Sabine Pass, Tex., on September 8, 1863, where the Confederates were reported to have but two pieces mounted on shore and two small vessels on the river. Four thousand troops under Major General W. B. Franklin accompanied the flotilla, which consisted of the Clifton, the Sachem, the Arizona and the Granite City. The gunboats made the first attack, assisted by 18o sharpshooters from the army. But, for some unaccountable reason, the engagement was not opened until more than 24 hours after the expedition appeared off the Sabine. The Clifton, Arizona and Sachem engaged the battery, which was found to mount many more pieces of artillery than anticipated. A shot pierced the Sachem's boiler and in a few moments she was enveloped in a cloud of steam. The Clifton also was disabled and compelled to surrender. Then the Arizona met with a mishap; she ran on shore, and the only remaining Union vessel afloat had to stand by and get her off, while the troops watched the proceedings from the decks of the transports.
From the inland waters, the Arizona was ordered to duty on the blockade in the Gulf of Mexico. But in November, 1863, an epidemic of yellow fever broke out on board, which increased to such an extent that the ship became inefficient from the loss of men. This compelled her to leave her station and return to New Orleans, whence she proceeded "up the Mississippi River on account of the health of her crew." After her return to duty, the Arizona was again ordered on the blockade and remained, in May, 1864, off Galveston, Tex., and in San Luis Pass; in June, off Pass Cavallo ; and, in July and August, off Sabine Pass.
In September, 1864, Captain Tibbits returned to New Orleans, with a very unfavorable opinion of his ship's seagoing qualities. A survey of her was therefore ordered, and she remained at anchor off the city. In January, 1865, Captain Tibbits was succeeded in command by Lieut. Commander George Brown. On account of her light draft, the Arizona was fitted for use as a temporary flagship, but before she could be occupied as such she caught fire in the Mississippi River, on February 27, 1865, and was totally destroyed.
PENNSYLVANIA
PENNSYLVANIA.—One of the thirteen original states. The name is compounded of Sylvania, meaning forest country, and Penn, the name of its founder to whom the land was ceded by Charles II in 1681. It was first settled by the Swedes in 1638, but under the government of the Penn family, which lasted until the Revolution, it was colonized by the English, Scots, Irish, Germans, Putch, and French Huguenots.
The super-dreadnought Pennsylvania, now under construction at the Newport News Shipbuilding Yard, Va., is the fifth ship to bear the name of the Keystone State. Her construction was authorized by act of Congress approved August 22, 1912. She is a vessel of 31,400 tons displacement, with the following dimensions: length, 608 feet; breadth, 97 feet 4 inch; draft, 28 feet to inches. Her designed speed is 21 knots, with a total shaft H. P. of 32,000 for her improved Curtis turbines. Her armament will consist of twelve 14-inch B. L. R.'s, mounted in four turrets, supported by a torpedo defense battery of twenty-two 5-inch guns. She is also fitted with four submerged torpedo tubes. Her distinguishing features, above deck, are to be two fire-control masts, one smoke-stack, and fore-and-aft triple-gun turrets for her battery guns.
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U. S. S. "NESHAMINY," "NEVADA," "ARIZONA," 1863-1877. TWICE RENAMED
Her predecessor was the armored cruiser Pennsylvania, now known as the Pittsburgh, one of the vessels of that class authorized by Congress in 1899 as a result of the lessons of the Spanish-American War. She was built by William Cramp & Sons, at Philadelphia, Pa., at a cost of $3,890,000, and was launched on August 22, 1903. She is a vessel of 13,680 tans displacement, and has the following dimensions: length, 502 feet; breadth, 69 feet 62 inches; draft, 24 feet 1 inch. Her engines are of the vertical triple-expansion type, of 28,600 H. P., for which steam is supplied by 32 Niclausse boilers. Her bunker capacity is 1825 tons of coal, and her trial speed is 22.44 knots.
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SHIP-OF-THE-LINE: "PENNSYLVANIA," 1st
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U. S. S. "PENNSYLVANIA"
For protection against an enemy's fire, the ship has a water-line belt tapering from 5 to 6 inches, and a protective deck 4 inches in thickness. Her entire superstructure is armored, and she has, in addition, 5-inch armor over her broadside battery. On the turrets are 6 1/2 inches of steel, while the conning tower is protected by 9-inch armor.
There have been several minor alterations in the battery of the Pennsylvania between the time when she first went into commission and the date of her change of name. Originally her armament consisted of four 8-inch B. L. R.'s in pairs in turrets forward and aft, fourteen 6-inch R. F.'s mounted in broadside, eighteen 3-inch R. E.'s, twelve 3-pounders, eight 1-pounders, two 3-inch field pieces, and eight .30-caliber machine guns. She also had two 18-inch submerged torpedo tubes. In 1906, this armament was decreased by the removal of six 1-pounders and two .30-caliber automatics; four years later (1910), two more .30-caliber automatics were taken off. The ship's complement comprise's 14 officers and 791 men.
For two years after she was authorized, the ship was known as the Nebraska, but in the Navy Register for July, 1901, her name was changed to Pennsylvania, and thus she was called until August 28, 1912, when she was renamed the Pittsburgh.
The Pennsylvania went into commission at the League Island navy yard, Pa., on March 9, 1905, under the command of Captain Thomas C. McLean, and after a brief shaking-down cruise in June, she joined the armored cruiser squadron until she was attached to the Atlantic fleet in November of that year. In September, 1906, she proceeded to the Asiatic Station, via the Suez Canal, in company with other vessels of her class, arriving at Woosung, China, on March 17, 1907. Here Captain Aaron Ward relieved Captain McLean (March 21, 1907), remaining in the Far East with the cruiser division until August. On February 23, 1908, the Pennsylvania went to Bremerton, Wash., and underwent necessary repairs, remaining at the navy yard in charge of Lieut. Commander Harrison A. Bispham (March 5, 1908) until May 1. On that date she went to sea, under Captain Frank A. Wilner (March 17, 1908), with the first squadron of the Pacific fleet, cruising along the coast and engaging in the usual evolutions and exercises until her return to Bremerton in June, 1909. Captain Charles F. Pond assumed command of the Pennsylvania on July 4, 1908. For the next two years the ship was continuously in service. Then, in June, 1911, she returned to Puget Sound for repairs, and on July 1st she was placed in first reserve at that yard. In 1912 the ship performed various services with the Naval Militia. Her commanding officers on those occasions were Commander Warren J. Terhune (March 16, 1912) and Lieut. Commander Henry N. Jenson (May 8, 1912).
The third Pennsylvania was a "seagoing coast-line battleship" of 14,948 tons displacement authorized by act of Congress on March 3, 1899. She was built at the shipyard of Moran Brothers at Seattle, Wash. For two years she was borne on the Navy Register as the Pennsylvania, but in the spring of 1901 she was renamed the Nebraska—the name originally assigned to the armored cruiser Pennsylvania.
From 1864 until 1884, the United States Navy was credited with having a squadron of 21-gun screw sloops that, on paper, was very formidable. They were known as the Connecticut class, and one of them was the Kewaydin, which, on May 15, 1869, was renamed the Pennsylvania. But, of the nine vessels, only five were ever completed, and the majority of these were soon placed out of commission and laid up at the navy yards.
The Pennsylvania was a screw sloop of 3953 tons displacement. She was built by the government at the Boston navy yard, her keel being laid in 1863. Almost $469,000 was spent in her construction and $1958.62 more for repairs, but she never was completed. And in 1884 she was still on the stocks, when she was broken up and sold. Her principal dimensions were: length, 312 feet 6 inches; breadth, 46 feet. Her machinery, which was built by H. Loring of Boston, consisted of two horizontal back-action engines for which steam was to be supplied by four main and two superheating boilers.
The proposed armament of the sloop was very powerful. There were two 100-pounder Parrott rifles, one 60-pounder, two 30-pounders, twelve 9-inch smoothbores, and four howitzers. But the shape of the Pennsylvania's gun-deck was such, that not a single gun in her battery could be used in giving chase to an enemy ahead, while even the use of her stern guns would have been essentially hampered owing to the want of proper room.
It was well that the vessel was never launched. The report of the Goldsborough Board in 1869 laid such emphasis upon the many shortcomings of the vessels of her class that, as soon as the opportunity offered, she and her sister ships were gladly disposed of. They had neither canvas nor steam to fit them for oceangoing cruisers; "cramped room for everything, except the steam machinery," was evident in their design, which was characterized as a "sad and signal failure, utterly unfit to be retained in the service, and too much of an abortion to be worthy of the large expense that would have to be incurred." So no further efforts were Made to complete the Pennsylvania, and she remained on the stocks until her disposition in 1884.
The first Pennsylvania was a 120-gun ship-of-the-line, "not only the largest in our navy, but the most magnificent in point of model and construction." She was one of the vessels authorized by Congress on April 29, 1816. She was built at the Philadelphia navy yard. Her keel was laid in 1822 and she was launched on July 18, 1837. She was a wooden vessel of 3241 tons, ship-rigged, and of the following dimensions: length, 210 feet; extreme breadth, 56 feet 9 inches; depth of hold, 23 feet. Her cost of construction was $694,500, and the amount expended in repairs upon her from 1837 to 1861 was $95,694.06. In October, 1841, her battery consisted of four 8-inch smoothbores, twenty-eight long 32'S, and twenty-two 32-pounder carronades. In 1850 she mounted sixteen 8-inch smoothbores, and one hundred and four long 32-pounders. Her complement was 1100 men.
Commodore Charles Stewart was ordered to take command of the Pennsylvania in the fall of 1837, and did so on October 27. The orders received from the Navy Department, which "produced a deep and universal dissatisfaction among the citizens of Philadelphia, and indeed of the whole state," were to equip the vessel for sea and bring her to the Norfolk, Va., navy yard to be coppered. "Large and spirited public meetings. were convened to remonstrate against the measure, and to urge. upon the Executive the necessity of having her completed in the yard where her keel was laid, but the determination of the Department was irreversible. The want of a dry dock at Philadelphia was the alleged ground of justification of the procedure."
So on December 18, 1837, the Pennsylvania slipped her cables off Philadelphia, never to return. On January 8, 1838, Lieutenant John M. Dale succeeded Commodore Stewart in command of the ship, and shortly after she was placed in ordinary. In 1842 the Pennsylvania was placed in commission as a receiving ship at the Norfolk yard, and this service she performed from this date until the outbreak of the Civil War. Her commanding officers during this period were: Captain John P. Zantzinger (1843), Captain Joseph Smoot (1845), Commander Cornelius K. Stribling (1846), Commander Hugh N. Page (1848), Commander Samuel Barron (1848), Commander John L. Saunders (1851), Commander John Manning (1854), Commander John R. Tucker (1856), Commander Murray Mason (1859), Commander Frederick Chatard (1860). Commander Chatard remained in command until the destruction of the Norfolk navy yard, on which occasion the official reports mention Lieutenant Edward Donaldson as "senior officer remaining on board the ship April 20, 1861, when she was destroyed."
There have been two other vessels of our navy also named after the State of Pennsylvania, but known in service as the Keystone State. The most recent of the two was the old 18-gun sloop-of-war which, until November 30, 1904, was known as the St. Louis. She was a wooden vessel of 830 tons displacement, 126 feet 6 inches length, and 33 feet 9 inches beam. From 1904 to 1906 the Keystone State was borne on the Navy Register as "unserviceable" and assigned to the Naval Militia of Pennsylvania for practice. On August 9, 1936, she was stricken from the navy list and ordered to be sold.
The first Keystone State was a side-wheel steamer of the third rate, bought in Philadelphia on June 10, 1861, from A. Heron, the agent of the Ocean Steam Navigation Company. She was a wooden brig-rigged vessel of 1364 tons, 320 feet length, 35 feet beam, 21 feet depth of hold, and 14 feet 6 inches draught. She had been launched in 1853 at the shipyard of J. W. Lynn, in Philadelphia, and was purchased by the government for $125,000. She had one side-lever engine of 96 inches stroke, and two boilers. Her speed was estimated at 9 1/2 knots, though in 1864, while in chase of a Confederate cruiser, she actually maintained a speed of 11 1/2 knots for several hours.
During the Civil War, the Keystone State had her batteryvchanged many times. Her original armament April 19, 1861)vwas four 12-pound howitzers. This, in May, 1861, was changed to four 32-pounders of 27 cwt. On May 4, 1863, she mounted one 50-pounder Dahlgren rifle, two 30-pounder Parrott rifles, three 8-inch smoothbores, two 32-pounders of 57 cwt.; and two riffled-pounders. On June 2, 1863, there were six 8-inch guns, two 32-pounders, two .30-pounder rifles and one 150-pounder Dahlgren rifle. Then on December 31, 1863, the authorities remounted the same battery she had in May, 1863, but in May, 1864, they removed One 50-pounder, one of the 8-inch guns, and the two howitzers, and on June 27, 1864, they took off still another piece, one of the 30-pounders, and substituted therefore a 50-pounder Dahlgren rifle. Her complement was 17 Officers and 163 men.
While the keystone State officially became a public-owned cruiser only in June, 1861, her actual service under the colors really began months before. On April 18, 1861, important orders Were being issued from the Navy Department. The Norfolk navy yard was known to be in danger. A special messenger was dispatched to Commodore Hitani Paulding with instructions to repair to Norfolk. The commandant of the Philadelphia navy yard a feW hours later received telegraphic directions of great import. Lieutenant Maxwell Woodhull on the satile date teteived his Orders and also " private instructions." Within 48 hours, the Keystone State, "the fastest steamer out of this port," was chattered by Captain Dupont, manned with 6 officers, 50 seamen and 50 marbles, armed with four howitzers, and dispatched (April 20) to Norfolk, Va., where She arrived "too late to participate in the destruction of the navy yard," but in time to tow the Cuffibefland out of danger and Convey Commodore Paulding and big loyal officers and men to Washington for the defense of the capital. On April 23, 1861, Lieutenant Stephen D. Trenchard was ordered to relieve Lieutenant Maxwell. Under his command the Keystone State left Washington on April 24, and during the next six weeks performed transport ditty between Fortress Monroe and the New York yard. On June 3 the Keystone State was ordered to the Philadelphia navy yard. Seven days later she was purchased into the public service.
Commander G. H. Scott assumed command on July 19, 1861, and within a few hours the Keystone State left Philadelphia and proceeded to cruise in search of the C. S. S. Sumter in accordance with the Department's orders. But, though she had all the requisites necessary for a cruiser, " possessing great speed as the first requisite, and with sufficient force to dominate over any hostile cruiser known to be at sea," her search was in vain, and she returned to Philadelphia on October 25, 1861, having made but one capture.
Lieutenant C. H. B. Caldwell took charge of the vessel (October 26) during her stay in port until Commander William E. Le Roy's arrival on November 12, 1861. Then in three weeks the ship was again at sea. Sailing from Philadelphia on December 8, 1861, Commander Le Roy made his cruising ground in the vicinity of Bermuda, for the "interdiction of intercourse and traffic between Bermuda and the insurrectionary states," which station was maintained until the close of the month, when an epidemic of smallpox compelled him to return to port. By January, 1862, however, the Keystone State was again on the blockade, this time off Fernandina, Fla., with the South, Atlantic blockading squadron, under the orders of Flag Officer S. F. Dupont. The British schooner Mars was captured on February 5. Then Commander Le Roy was ordered to cruise off Georgetown, S. C. For a month this station was maintained, during which two blockade runners were destroyed or captured. St. Simon's Island, Ga., was the next position assigned to the Keystone State, and then Dewees Inlet, north of Charleston, Three British blockade runners, the steamer Elizabeth, the schooner Cora, and the schooner Sarah, were intercepted between May 29 and June 20, In August, 1862, Commander Le Roy cruised off the coast of Georgia and captured the British schooner Fanny near St. Simon's Sound.
All this time the Keystone State was on the "outer blockade" and cruising continuously. On the morning of January 31, 1863, she was at anchor off the main entrance to the harbor of Charleston, S. C. This was the occasion upon which the Confederate ironclads Palmetto State and Chicora came out in the early morning "during the obscurity of a thick haze, unperceived by the squadron and commenced a raid upon the blockading fleet." The gunboat Mercedita was compelled to strike her colors almost immediately, having been rendered unmanageable by a shell through her condenser. Then the rams turned upon the Keystone State. "Their fire was gallantly returned," reported Admiral Dupont, "but a shell exploding in the forehold of this vessel, she was set on fire. Commander Le Roy kept off until it was got under, when he steered again for one of the ironclads, ordered full steam, and determined to try to run her down. The guns had been trained and depressed for a plunging fire a the moment of collision and the ship had acquired a speed Of 12 knots, when a shell or shot from the enemy passed through both steam chests, wholly disabling her boilers and rendering her powerless. Teti rifle shells struck the Keystone State; two burst on the quarterdeck; but most of them struck the hull, being near and below the water line."
"Our situation became critical," says Commander Le Roy in his description of the engagement. There were 2 feet of water in the ship and leaking badly, water rising rapidly, the forehold on fire. Others of the squadron coming along, the ram that had injured us so much altered her course, and before our wheels entirely stopped we were enabled to get a hawser from the Memphis and were taken in tow." With 20 of her men killed and 20 more wounded, the Keystone State made the best of her way to Port Royal, whence she was ordered to Philadelphia for extensive repairs, sorely needed, as in her present condition she was utterly " unfit for outside blockading duty."
When Commander Edward Donaldson assumed command on October 3, 1863, the Keystone State was ordered to report to Rear Admiral S. P. Lee off Wilmington for duty with the North Atlantic blockading squadron. On November 5, 1863, the steamer Margaret and Jessie was brought to; on November 7 and January 10, 1864, two Vessels slipped by and made their escape; and then it was the Keystone State's turn to run, for, on January 31, 1864, the U. S. S. Sassacus mistook her for a hostile vessel, crowding on all steam in chase, and actually firing several shots at her before her ship's number could be read. Returning to Beaufort, N. C., on March 5, Lieutenant James P. Robertson relieved Commander Donaldson in command on March 6, and was in turn succeeded by Commander Pierce Crosby (March 16, 1864).
Between March 24 and 26 the Keystone State sent a boat to participate in an expedition to Swansboro and Bear Creek, N. C., after which she again resumed her old station on the blockade off Wilmington to intercept the blockade runners coming from Bermuda. On April 29, Commander A. G. Clary took command of the ship off Wilmington, but on May 20 Commander Crosby returned to the ship and began a brief but successful cruise. On May 30 the British steamer Caledonia was captured at sea; June 5 the steamer Siren was intercepted off Beaufort; on July 2 the British steamer Rouen was made a prize. Then the ship began to fall off in her speed, owing to the want of extensive repairs. " The boilers are getting very bad," wrote Commander Crosby, "not trustworthy in chase or bad weather." On July and 27 two vessels were chased, but both were lost, owing to the boilers giving out, though 62 bales of cotton, thrown overboard by one of the blockade runners, were picked up.
Yet the Keystone State still remained at sea. On August 24 she took the British steamer Lilian, and two weeks later the Elsie. Then a fortnight passed In repairs at Beaufort. On September 21, 1864, Commander Crosby was again cruising in the Gulf Stream and off the southern coast.
On October 30, 1864, Commander Henry Rolando relieved commander Crosby in command. Clearing from Beaufort on October 31, the ship proceeded to the blockade duty assigned. But consecutive gales caused her to make heavy weather and start several leaks in her spar deck and upper works. " I sighted nothing," wrote Commander Rolando, "except our cruisers and a few sailing vessels," except on November 10, when a fast blockade runner was sighted but not overhauled. Then the Keystone State returned to Wilmington to participate in the two attacks upon Fort Fisher, as well as in the joint land and naval operations against the remaining Confederate positions in the Cape Fear River.
This was her last war service. On March 21, 1865, Commander Rolando brought the Keystone State to anchor off Baltimore. Four days later the ship was placed out of commission, and on September 15, 1865, she was sold at Washington, a C., to M. O. Roberts for $54,000.
CORRECTION
Page 445 of the March-April number where appears the statement: "Later Captain Selfridge was ordered to the mouth of the Mississippi River, and she arrived in time to participate in the quasi-engagement with the Confederate ram Manassas," should read, "Later Captain Selfridge was ordered to the mouth of the Mississippi River, where, some time previous, had occurred the quasi-engagement with the Confederate ram Manassas."