[Congressional Record Volume 142, Number 15 (Monday, February 5, 1996)]
[Extensions of Remarks]
[Pages E155-E157]
From the Congressional Record Online through the Government Publishing Office [www.gpo.gov]




  SALUTE TO MARION AND NATALIE CHARD OF THE MADISON HISTORICAL SOCIETY

                                 ______


                       HON. ESTEBAN EDWARD TORRES

                             of california

                    in the house of representatives

                       Thursday, February 1, 1996

  Mr. TORRES. Mr. Speaker, I rise to honor the outstanding work of Mr. 
Marion Chard and Mrs. Natalie Chard of Madison, CT. Although Mr. and 
Mrs. Chard are not my constituents, I have a great respect for their 
work with the Madison Historical Society and the Allis-Bushnell House. 
During the Civil War, Madison's C.W. Bushnell contributed to keeping 
our Nation whole by contributing to the construction of the Monitor. 
The Madison Historical Society has in its collection the original 
telegram from President Abraham Lincoln to C.W. Bushnell requesting 
immediate assistance in building the Monitor.
  I, too, have a great affinity and interest in the history of the 
Civil War. A little know fact of the Civil War was that Union Naval 
Officer David Glasgow Farragut was of Hispanic origin. He is credited 
with splitting the Confederacy in two with his victories along the 
Mississippi River and the Gulf of Mexico and successfully blockading 
the South. Farragut became the first American awarded the rank of 
Admiral of the Navy and was recognized worldwide as a hero. Farrugut 
was one of approximately 10,000 Hispanic soldiers that fought on both 
sides of the Civil War.
  I ask my colleagues here assembled to join me in saluting the efforts 
of the Chards, and other historical preservation groups nationwide, for 
their dedication to safeguarding our Nation's history. Their efforts 
will benefit future generations of Americans that seek to learn more 
about our past. Mr. Speaker, I ask to enter into the Record, following 
this statement, a copy of a historical account of the U.S.S. Monitor 
from the U.S. Navy's Division of Naval History.

     Navy Department
     Office of the Chief of Naval Operations
     Division of Naval History (OP-29)
     Ships' Histories Section

                              USS MONITOR

       On 4 July 1861, Secretary of the Navy Welles recommended 
     the appointment of a Board to report on the merits of 
     ironclads. The recommendation was approved by Congress and a 
     board was authorized. The Board was appointed on 8 August, 
     and on 16 September, it reported, recommending acceptance of 
     three of the proposals submitted for their review. One of the 
     proposals recommended was Ericsson's MONITOR.
       The contract for the building of the MONITOR, was signed on 
     4 October 1861, between John Ericsson, principal, John F. 
     Winslow, John A. Griswold, C.S. Bushnell, sureties, and 
     Gideon Welles, Secretary of the Navy. One of the 
     provisions of the contract was that the vessel be 
     completed and ready for sea in 100 days from the date of 
     the contract.
       In order to expedite the work, Ericsson made contracts with 
     various concerns. The hull was built by Thomas F. Rowland of 
     the Continental Iron Works, Green Point, Long Island, New 
     York; the main engines and auxiliary machinery by Delameter 
     and Company of New York; the turret by the Novelty Iron Works 
     of New York, and many other establishments contributed to the 
     work by contracts for forgings, bolts, etc.
       The iron hull of the vessel was launched at Green Point, on 
     30 January 1862; the turret guns, and other fittings being 
     added later. On 19 February, the MONITOR left Green Point and 
     went to the New York Navy Yard, where it appears, she was 
     commissioned on 25 February. Lieutenant John L. Worden, USN, 
     was her first commanding officer.
       The MONITOR's dimensions were as follows; length, 179 feet; 
     beam, 41 feet feet 6 inches, depth, 11 feet 4 inches; 
     tonnage, 776 (Navy Register). Her battery consisted of two 
     XI-inch Dahlgren pattern guns. They were cast at the West 
     Point Foundry and had the following characteristics; length, 
     13 feet 3.7 inches; weight of guns, 16,000 pounds; weight of 
     shot, 166-170 pounds; weight of shell, 127-130 pounds; and 
     weight of service charge powder, 15 pounds. The ship's 
     complement, as of 6 March 1862, may be obtained from Appendix 
     II.
       On 27 February 1962, the ironclad left the yard for sea, 
     but because of poor steering qualities she returned to the 
     yard. A few changes were made and she departed for Hampton 
     Roads on 6 March 1862. (Appendix I contains a factual 
     account, by Lieutenant Worden, of this trip to Hampton Roads 
     and of the famous battle between the MONITOR and CSS VIRGINIA 
     (ex-MERRIMACK).
       The MONITOR arrived at Hampton Roads during the evening of 
     8 March. The next morning, she engaged the CSS VIRGINIA (ex-
     MERRIMACK), commanded by Lieutenant Catesby ap R. Jones, CSN, 
     in battle in Hampton Roads. Lieutenant Worden was wounded 
     during the engagement and the command fell to Lieutenant 
     Samuel D. Greene, USN. The battle lasted over three hours 
     when the VIRGINIA retired from action to Norfolk. the MONITOR 
     remained at Hampton Roads for the protection of the wooden 
     Union ships.
       Consular dispatches received in Washington revealed the 
     plan of the Confederates to concentrate their vessels and 
     force the blockade of Wilmington. In consequence of this it 
     was decided in December 1862, at Washington, to send more 
     vessels to Wilmington, including the three ironclad monitors 
     PASSAIC, MONTAUK AND MONITOR, to cooperate with the army in 
     an attack on Wilmington and the defenses about the city. The 
     fall of Wilmington would have rendered the blockade more 
     effective and cutoff a large part of the supply of goods 
     received by the South from abroad.
       On 29 December 1862, the MONITOR, Commander J.P. Bankhead, 
     USN, commanding, left Hampton Roads for Beaufort, North 
     Carolina. She left under her own steam, but in tow of USS 
     RHODE ISLAND and accompanied by the monitor PASSAIC. A very 
     rough sea was encountered off Cape Hatteras, and the MONITOR 
     began leaking and taking water to such an extent that the 
     pumps could not discharge it. The work of transferring the 
     crew was attempted by the RHODE ISLAND, but the vessel 
     foundered before this could be fully accomplished and four 
     officers and 12 men were lost.
       The MONITOR sank shortly after midnight, 31 December 1862, 
     twenty miles S.S.W. of Cape Hatteras. The exact location of 
     her sinking is not known. At noon on 30 December 1862, the 
     RHODE ISLAND's position by dead reckoning was Latitude 35-25 
     North and Longitude 75-16 West, and at noon on 31 December 
     1862, her position by head reckoning was Latitude 34-56 
     North, Longitude 76-05 West. The RHODE ISLAND endeavored to 
     remain as near as possible to the position, where the MONITOR 
     was believed to have sunk, until daylight on the morning of 
     the 31st, but after daylight she cruised looking for her 
     missing small boat, so that the position taken at noon was 
     not necessarily that of the sinking of the MONITOR.
       At 5 a.m. and 6 a.m. the RHODE ISLAND sounded with 30 and 
     40 fathoms of line respectively, but got no bottom. At 7 a.m. 
     soundings showed her in 35 fathoms of water.
       Quoting from a letter written by Commander Bankhead 
     concerning the sinking of the MONITOR, the position is given 
     thus: ``As near as I could judge, making allowance for 
     current, drift, and sea, we were about 25 miles south of Cape 
     Hatteras, say in Latitude 34-50 North, Longitude 75-30 West, 
     depth of water, 30 fathoms.
       The MONITOR has never been raised.
       Compiled: 14 FEB 1957.
       
[[Page E156]]


                               Appendix I

     Report of Captain John L. Worden, U.S. Navy, to the Secretary 
     of the Navy, concerning the services of Lieutenant S.D. 
     Greene, U.S. Navy on the USS MONITOR, March 9, 1862.

     Brooklyn, New York
     January 5, 1868.

       Sir: Recently learning that Lieutenant-Commander S.D. 
     Greene the executive officer of the MONITOR in her conflict 
     with the MERRIMACK in Hampton Roads, on the 9th of March 
     1862, has been annoyed by ungenerous allusions to the fact 
     that no official record existed at the Department, in 
     relation to my opinion of his conduct on that occasion, I 
     desire now to remedy a wrong, which I regret should so long 
     have existed, and to do justice to that gallant and excellent 
     officer, as well as to all the officers and crew of the 
     MONITOR, who, without exception, did their duty nobly in that 
     remarkable encounter, by placing of the file of the 
     Department the following report.
       In order to do full justice to him and to the others under 
     my command, I beg leave to state narratively the prominent 
     points in the history of that vessel from the date of my 
     orders to her, until the encounter with the MERRIMACK.
       I was ordered to her on the 13th January 1862, when she was 
     still on sticks. Prior to that date, Lieutenant S.D. Greene 
     had interested himself in her and thoroughly examined her 
     construction and design, and informed himself as to her 
     qualities and notwithstanding the many gloomy predictions of 
     naval officers and of officers of the mercantile marine as to 
     the great probability of her sinking at sea, volunteered to 
     go in her, and at my request was ordered. From the date of 
     his orders, he applied himself unremittingly and 
     intelligently to the study of her peculiar qualities and to 
     her fitting and equipment. When she was nearly ready for 
     putting in commission, I was authorized by the Department to 
     select a crew from the receiving ship NORTH CAROLINA, or any 
     other vessel of war in the harbor of New York. Under that 
     authority I asked for volunteers from the NORTH CAROLINA and 
     the frigate SABINE: and after stating fully to the crews of 
     these vessels the probable dangers of the passage to Hampton 
     Road and the certainty of having important service to perform 
     after arriving there, had many more men to volunteer than was 
     required. From them I selected a crew, and a better one no 
     naval commander ever had the honor to command.
       She was put in Commission February 1862, and from that time 
     until her day of sailing, Lieutenant Greene and all the 
     officers and crew displayed untiring energy and zeal in her 
     fitting and equipment, and in the conduct of the several 
     trials of her engines, turret machinery, etc.
       She left the lower bay of New York on the afternoon of the 
     6th of March, with a moderate wind from the westward and 
     smooth sea, in tow of a small tugboat, and accompanied by the 
     U.S. steamers CURRITUCK and SACHEM. About midday of the 7th, 
     the wind had freshened to a strong breeze, causing in our 
     then position off the capes of the Delaware, a rough sea, 
     which broke constantly and violently over her deck and 
     forcing the water in considerable quantities into the 
     vessel through the hawse pipes, under the turret and in 
     various other places. About 4 o'clock p.m. the wind and 
     sea still increasing, the water broke over the smoke and 
     blower pipes (the former 6 feet and the latter 4 feet 
     high) which wetting the blower bands caused them to slip 
     and finally to break. The blowers being thus stopped, 
     there was no draft for the furnaces and the engine and 
     fire rooms became immediately filled with gas. The senior 
     engineer, Mr. Isaac Newton, and his assistants met the 
     emergency with great determination, but were unable to 
     fight against the gas, which in a very short time 
     prostrated them, apparently lifeless, upon the floor of 
     the engine room, from which they were rescued and carried 
     to the top of the turret, where they finally revived. With 
     motive power thus useless for propulsion or pumping, the 
     water which was entering the vessel in many places, was 
     increasing rapidly. The hand pump was used and men set to 
     work bailing, but with little effect. The tugboat, having 
     us in tow, was ordered to head directly inshore, but being 
     light and of moderate power, she could move us but slowly 
     against wind and sea. Between 7 and 8 o'clock however, we 
     got into smoother water and were enabled to so far clear 
     the engine room of gas as to permit the blower bands to be 
     repaired and the blowers to be gotten in motion, and by 8 
     o'clock were on our course again, with the engines going 
     slowly and a comparatively smooth sea. This lasted until 
     shortly after midnight, when in crossing a shoal the sea 
     suddenly became rough again, broke violently over the 
     deck, causing fears of another disaster to the blowers. 
     The wheel ropes too, became entangled and jammed and for 
     half an hour, until it was cleared, the vessel yawed 
     unmanageably and seriously endangered the towing hawser, 
     which fortunately held and in a short time we were clear 
     of the shoal and in smooth water again. From this time no 
     further serious mishap occurred, and about 4 o'clock p.m. 
     of Saturday March 8th, we passed Cape Henry light and soon 
     after heard heavy firing in the direction of Fortress 
     Monroe, indicating an engagement, which I rightly 
     concluded to be with the MERRIMACK. I immediately ordered 
     the vessel stripped of her sea rig. Turret keyed up and in 
     every way to be prepared for action. About midway between 
     Cape Henry and Fortress Monroe, a pilot boat came 
     alongside and gave us a pilot, from whom we learned of the 
     advent of the MERRIMACK, the disaster to the CONGRESS and 
     CUMBERLAND, and the generally gloomy condition of affairs 
     in Hampton Roads.
       About 9 o'clock p.m. we anchored near the frigate ROANOKE, 
     Captain Marston, the senior officer present, to whom I 
     reported, and who suggested that I should go to the 
     assistance of the frigate MINNESOTA, then aground off Newport 
     News. Finding difficulty in getting a pilot, I accepted the 
     services of Acting Master Saml. Howard, who earnestly 
     volunteered for that service, and under whose pilotage we 
     reached the MINNESOTA about 11:30 o'clock p.m. when I 
     reported to Captain Van Brunt, her commanding officer, and 
     anchored near him at about 1 o'clock a.m. of Sunday March 
     9th. He hoped to get his ship afloat at high water, about 2 
     o'clock a.m., but failed to do so. At daylight the MERRIMACK, 
     with several consorts, was discovered at anchor under 
     Sewell's Point. I went at once to see Captain Van Brunt, 
     whose vessel was still aground, a good deal damaged from the 
     attack of the day before and in a helpless condition. After a 
     few minutes conversation with him in relation to the 
     situation of affairs, I left, telling him that I would 
     develop all the qualities, offensive and defensive, possessed 
     by the ``Battery'' under my command to protect his vessel 
     from the attack of the MERRIMACK, should she come out again, 
     and that I had great faith in her capabilities. Soon after 
     reaching my vessel and at about 7:30 o'clock a.m. the 
     MERRIMACK was observed to be underway, accompanied by her 
     consorts, steaming slowly. I got underway as soon as possible 
     and stood directly for her, with crew at quarters, in order 
     to meet and engage her as far away from the MINNESOTA as 
     possible. As I approached the enemy, her wooden consorts 
     turned and stood back in the direction from which they had 
     come, and she turned her head up stream, against the tide, 
     remaining nearly stationary, and commenced firing. At this 
     time, about 8 o'clock a.m. I was approaching her on her 
     starboard bow, on a course nearly at right angles with her 
     line of keel, reserving my fire until near enough that 
     every shot might take effect. I continued to so approach 
     until within very short range, when I altered my course 
     parallel with hers, but with bows in opposite directions, 
     stopped the engine and commenced firing. In this way I 
     passed slowly by her, within a few yards, delivering fire 
     as rapidly as possible, and receiving from her a rapid 
     fire in return, both from her great guns and musketry, the 
     latter aim at the pilot house, hoping undoubtedly to 
     penetrate it through the lookout holes and to disable the 
     commanding officer and helmsman. At this period I felt 
     some anxiety about the turret machinery, it having been 
     predicted by many persons, that a heavy slot with great 
     initial velocity striking the turret, would so derange it 
     as to stop it working, but finding that it had been twice 
     struck and still revolved as freely as ever, I turned back 
     with renewed confidence and hope and continued the 
     engagement at close quarters every shot from our guns 
     taking effect upon the huge sides of our adversary, 
     stripping off the iron freely. Once, during the 
     engagement, I ran across and close to her stern, hoping to 
     disable her screw, which I could not have missed by more 
     than 2 feet. Once, after having passed upon her port side, 
     in crossing her bow to get between her and the MINNESOTA 
     again, she steamed up quickly and finding that she would 
     strike my vessel with her prow or ram, I put the helm 
     ``hard a port'' giving a broad sheer, with our bow towards 
     the enemy's stern, thus avoiding a direct blow and 
     receiving it at a sharp angle on the starboard quarter, 
     which caused it to glance without inflicting any inquiry. 
     The contest so continued except for an interval of about 
     fifteen minutes when I hauled off to remedy some 
     deficiency in the supply of shot in the turret, until near 
     noon, when being within 10 yards of the enemy a shell from 
     her struck the pilot house near the lookout hole, through 
     which I was looking, and exploded, fracturing one of the 
     ``logs'' of iron of which it was composed, filling my face 
     and eyes with powder, utterly blinding and in a degree 
     stunning me. The top of the pilot house too, was partially 
     lifted off by the force of the concussion which let in a 
     flood of light, so strong as to be apparent to me, blind 
     as I was, and caused me to believe that the pilot house 
     was seriously disabled. I therefore gave orders to put the 
     helm to a starboard and sheer off and sent for Lieutenant 
     Greene and directed him to take command. I was then taken 
     to my quarters and had been there but a short time when it 
     was reported to me that the MERRIMACK was retiring in the 
     direction of Norfolk. In the meantime Lieutenant Greene, 
     after taking his place in the pilot house and finding the 
     injuries there less serious than I supposed, had turned 
     the vessel's head again in the direction of the enemy, to 
     continue the engagement, but before he could get at close 
     quarters with her, she retired. He therefore very properly 
     returned to the MINNESOTA and lay by her until she 
     floated.
       The MERRIMACK having been thus checked in her career of 
     destruction, and driven back crippled and discomfited, the 
     question arises should she have been followed in her retreat 
     to Norfolk? That such course would commend itself very 
     temptingly to the gallantry of any officer and be difficult 
     to resist, is undeniable; yet I am convinced that under the 
     condition of affairs 

[[Page E157]]
     then existing at Hampton Roads, and the great interests at stake there, 
     all of which were entirely dependent upon the MONITOR, good 
     judgment and sound direction forbade it. It must be 
     remembered that the pilot house of the MONITOR was situated 
     well forward in her bows and that it was quite considerably 
     damaged. In following in the wake of the enemy, it would have 
     been necessary, in order to fire clear of the pilot house, to 
     have made broad ``yaws'' to starboard or port, involving in 
     the excitement of such a chase, the very serious danger of 
     grounding in the narrower portions of the channel and near 
     some of the enemy's batteries, whence it would have been 
     very difficult to extricate her, possibly involving her 
     loss. Such a danger her commanding officer would not, in 
     my judgment, have been justified in encountering, for her 
     loss would have left the vital interests in all the waters 
     of the Chesapeake at the mercy of future attacks from the 
     MERRIMACK. Had there been another ironclad in reserve at 
     that point, to guard those interests, the question would 
     have presented a different aspect, which would not only 
     have justified him in following, but perhaps made it his 
     imperative duty to do so.
       The fact that the battle with the MERRIMACK was not more 
     decided and prompt was due to the want of knowledge of the 
     endurance of the XI-inch Dahlgren guns with which the MONITOR 
     was armed, and which had not been fully tested. Just before 
     leaving New York, I received a peremptory order from the 
     Bureau of Ordnance to use only the prescribed service charge, 
     viz. 15 pounds, and I did not feel justified in violating 
     those instructions, at the risk of bursting one of the guns, 
     which placed as they were in turret, would almost entirely 
     have disabled the vessel. Had I been able to have used the 30 
     pound charges which experience has since shown the guns 
     capable of enduring, there is little doubt in my mind, that 
     the contest would have been shorter and the result more 
     decided. Further, the crew had been but a few days on board, 
     the weather bad, mechanics at work on her up to the moment of 
     sailing and sufficient opportunity had not been afforded to 
     practice them properly at the guns, the mode of manipulating 
     which was entirely novel. A few days at Hampton Roads to have 
     drilled them and gotten the gun and turret gear in smooth 
     working order (which from having been constantly wet on the 
     passage was somewhat rusted) would have enabled the guns to 
     have been handled more quickly and effectively and with 
     better results.
       And now sir, I desire to express my high appreciation of 
     the zeal, energy and courage displayed by every officer and 
     man under my command during this remarkable combat, as well 
     as during this remarkable combat, as well as during the 
     trying scenes of the passage from New York. I commend one and 
     all most heartily to the favorable consideration of the 
     Department and of the country.
       Lieutenant Greene, the executive officer, had charge in the 
     turret, and handled the guns with great courage, coolness and 
     skill and throughout the engagement, as in the equipment of 
     the vessel, and on her passage to Hampton Roads, exhibited 
     and earnest devotion to duty, unsurpassed in my experience, 
     and for which I had the honor in person to recommend him to 
     the Department and to the board of admirals (some three years 
     since) for advancement, in accordance with the precedent 
     established in the case of Lieutenant Commander Thornton, the 
     executive officer of the KEARSARGE. I beg leave now, most 
     respectfully and earnestly to reiterate that recommendation.
       Acting Master Saml. Howard, who volunteered as pilot, stood 
     by me in the pilot house during the engagement and behaved 
     with courage and coolness. He has since been promoted to 
     acting volunteer lieutenant for his services on that 
     occasion.
       Chief Engineer A. C. Stimers USN, made the passage in the 
     vessel to report upon the performance of the machinery, etc., 
     and performed useful service during the engagement in 
     manipulating the turret.
       First Assistant Engineer Isaac Newton, the chief engineer 
     of the vessel and his assistants, managed the machinery with 
     attention and skill and gave prompt and correct attention to 
     all the signals from the pilot house.
       Acting Assistant Paymaster W.F. Keeler and Captain's Clerk 
     Danl. Toffey made their services very useful in transmitting 
     my orders to the turret.
       Peter Williams, quartermaster, was at the helm by my side 
     and merited my admiration by his cool and steady handling of 
     the wheel.
       Very respectfully, your obedient servant,
                                                   John L. Worden,
                                                          Captain.
     Honorable Gideon Welles
     Secretary of the Navy, Washington, D.C.

                              Appendix II


             list of officers of uss monitor, march 6, 1862

     Lieutenant
     Lieutenant Worden, John L., Commanding
     Lieutenant Greene, Samuel D., Executive Officer
     Stodder, Louis N., Master
     Webber, John J.N., Master
     Logue, Daniel C., Assistant Surgeon
     Keeler, W.P., Paymaster
     Newton, Isaac, 1st Assist. Engineer
     Campbell, Albert B., 2nd Assist. Engineer
     Hands, R.W., 3rd Assist. Engineer
     Sunstrum, A.T., 3rd Assist. Engineer
     Toffey, Daniel, Captain's Clerk
     Frederickson, Geo., Acting Master's Mate
     Stimers, A.C., Chief Engineer, passenger, and volunteer 
         officer


muster roll uss monitor before sailing from new york navy yard 6 march, 
                                  1862

     Augier, Richard, Quartermaster
     Atkins, John, Seaman
     Anderson, Hans, Seaman
     Bringman, Girick, Carpenter's Mate
     Baston, Anton, Seaman
     Bryan, William, Yeoman
     Crown, Joseph, Gunner's Mate
     Cuddeback, David, Capt. Steward
     Carroll, Thomas 1st, Capt. Hold
     Conklin, John P., Quarter Gunner
     Carroll, Thomas 2d, 1st Class Boy
     Connoly, Anthony, Seaman
     Driscoll, John, 1st Class Fireman
     Durst, William, Coal Heaver
     Fisher, Hugh, 1st Class Fireman
     Feeny, Thomas, Coal Heaver
     Fenwick, James, Seaman
     Garrety, John, 1st Class Fireman
     Geer, George S., 1st Class Fireman
     Hubbell, R.K., Ship's ------
     Hannan, Patrick, 1st Class Fireman
     Joice, Thomas, 1st Class Fireman
     Leonard, Matthew, 1st Class Fireman
     Longhran, Thomas, Seaman
     McPherson, Norman, Seaman
     Moore, Edward, Wardroom Cook
     Murray, Lawrence, Wardroom Steward
     Mooney, Michael, Coal Heaver
     Mason, John, Coal Heaver
     Marion, William, Seaman
     Nichols, William H., Landsman
     Peterson, Charles, Seaman
     Quinn, Robert, Coal Heaver
     Riddey, Francis A., Seaman
     Rooney, John, Master-at-Arms
     Richardson, William, 1st Class Fireman
     Roberts, Ellis, Coal Heaver
     Sinclair, Henry, Ship's Cook
     Seery, James, Coal Heaver
     Stocking, John, Boatswain's Mate
     Stearns, Moses M., Quartermaster
     Sylvester, Charles, Seaman
     Truscott, Peter, Seaman
     Tester, Abraham, 1st Class Fireman
     Viall, Thomas B., Seaman
     Williams, Peter, Quartermaster
     Williams, Robert, 1st Class Fireman
     Welch, Daniel, Seaman
     John L. Worden, Lt. Commander

                          ____________________