Admiral Farragut. Alfred Thayer Mahan

of her former ally, in consequence of the service which it was claimed had been rendered during the Revolutionary War. Ignoring the weakness of the American Republic, and the dependence of a large section of the country upon commerce, the French Government had expected that it should resist, even by force, the seizure by British cruisers of French property in American vessels, and thus bring on hostilities with Great Britain; and that, although the United States Government admitted the practice of capturing enemy's property in neutral ships, however objectionable in theory, to be part of the traditional and recognized law of nations. Going on from step to step, in the vain endeavor by some means to injure the maritime predominance of Great Britain, which defied the efforts both of their navy and of their privateers, the French Legislature in January, 1798, decreed that any neutral vessel which should be found to have on board, not merely British property, but property, to whomsoever belonging, which was grown or manufactured in England or her colonies, should be a lawful prize to French cruisers. This extravagant claim, which not only seized goods that had been heretofore and by all others accounted free, but also, contrary to precedent, confiscated the vessel as well as the cargo, broke down the patience of the United States, where the Government was then still in the hands of the Federalists, whose sympathies were rather British than French. Nearly a year before, President Adams had called a special meeting of Congress and recommended an increase of the navy, to the numerical weakness of which was due the recklessness with which both Great Britain and France inflicted insult and injury upon our seamen and upon our commerce. That the United States of that day, so inferior in wealth and numbers to both belligerents, should dream of entering the lists with either singly, was perhaps hopeless; but through the indifference of Congress the navy of a people, then second only to the English as maritime carriers, was left so utterly impotent that it counted for naught, even as an additional embarrassment to those with which the contending powers were already weighted. When, therefore, in retaliation for the seizures made under the French decree of January, 1798, Congress, without declaring war, directed the capture of French armed vessels, wherever found on the high seas, it became necessary to begin building a navy which to some slight degree might carry out the order. An act, intended to hasten the increase of the navy, was passed in June, 1798, authorizing the President to accept such vessels as might be built by the citizens for the national service, and to issue six-per-cent stock to indemnify the subscribers.

      Under this law the Essex was built in Salem, Massachusetts, by a subscription raised among the citizens. As the project grew, and the amount likely to be obtained became manifest, the purpose to which it should be devoted was determined to be the building of a frigate of thirty-two guns; one of the well-recognized, but smaller, classes under which the vessels called frigates were subdivided. Except the work of the naval architect proper, the model and the superintendence, which were undertaken by a gentleman from Portsmouth, everything in the building and equipment was portioned out among Salem men, and was supplied from the resources of the town or of the surrounding country. During the winter of 1798 to 1799 the sleds of all the farmers in the neighborhood were employed bringing in the timber for the frames and planking of the new ship. The rigging was manufactured by the three ropewalks then in the place, each undertaking one mast; and the sails were of cloth so carefully selected and so admirably cut that it was noticed the frigate never again sailed so well as with this first suit. When the rope cables, which alone were then used by ships instead of the chains of the present day, were completed, the workmen took them upon their shoulders and marched with them in procession to the vessel, headed by a drum and fife. The building of the Essex was thus an effort of city pride and local patriotism; and the launch, which took place on the 30th of September, 1799, became an occasion of general rejoicing and holiday, witnessed by thousands of spectators and greeted by salutes from the battery and shipping. The new frigate measured 850 tons, and cost, independent of guns and stores, somewhat over $75,000. Her battery in her early history was composed of twenty-six long twelve-pounders on the main deck, with sixteen thirty-two-pound carronades and two chase guns on the deck above. At a later day, and during the cruise under Porter, this was changed to forty thirty-two-pound carronades and six long twelves. This battery, though throwing a heavier weight, was of shorter range than the former; and therefore, though advantageous to a ship able to choose her position, was a fatal source of weakness to a slow or crippled vessel, as was painfully apparent in the action where the Essex was lost.

      Notwithstanding the zeal and emulation aroused by the appeal to Salem municipal pride, and notwithstanding the comparative rapidity with which ships could then be built, the Essex in her day illustrated the folly of deferring preparation until hostilities are at hand. The first French prize was taken in June, 1798, but it was not till December 22d of the following year that the Essex sailed out of Salem harbor, commanded then by Edward Preble, one of the most distinguished officers of the early American navy. Newport was her first port of arrival. From there she sailed again on the 6th of January, 1800, in company with the frigate Congress, both being bound for Batavia, whence they were to convoy home a fleet of merchant ships; for in the predatory warfare encouraged by the French Directory, the protection of our commerce from its cruisers was a duty even more important than the retaliatory action against the latter, to which the quasi war of 1798 was confined. When six days out, the Congress was dismasted. The Essex went on alone, and was thus the first ship-of-war to carry the flag of the United States around the Cape of Good Hope into the Indian Ocean. A dozen years later the bold resolution of Porter to take her alone and unsupported into the Pacific, during the cruise upon which young Farragut was now embarking, secured for this little frigate the singular distinction of being the first United States ship-of-war to double Cape Horn as well as that of Good Hope. In the intervening period the Essex had been usefully, but not conspicuously, employed in the Mediterranean in the operations against Tripoli and in protecting trade. In 1811, however, she was again an actor in an event of solemn significance. Upon her return to the United States, where Porter was waiting to take command, she bore as a passenger William Pinkney, the late Minister to Great Britain; who, after years of struggle, on his part both resolute and dignified, to obtain the just demands of the United States, had now formally broken off the diplomatic relations between the two powers and taken an unfriendly leave of the British Government.

      Being just returned from a foreign cruise, the Essex needed a certain amount of refitting before again going to sea under her new commander; but in October, 1811, she sailed for a short cruise on the coast, in furtherance of the Government's orders to Commodore Rodgers to protect American commerce from improper interference. Orders of such a character were likely at any moment to result in a collision, especially in the hands of a gallant, hasty officer scarcely out of his first youth; for Porter was at this time but thirty-one, and for years had felt, with the keen resentment of a military man, the passive submission to insult shown by Jefferson's government. No meeting, however, occurred; nor were the months that elapsed before the outbreak of war marked by any event of special interest except a narrow escape from shipwreck on Christmas eve, when the Essex nearly dragged on shore in a furious northeast gale under the cliffs at Newport. Farragut has left on record in his journal, with the proper pride of a midshipman in his ship, that the Essex was the smartest vessel in the squadron, and highly complimented as such by Commodore Rodgers. In acknowledgment of the skill and activity of his seamen, Porter divided the ship's company into three watches, instead of the usual two—an arrangement only possible when the smaller number in a watch is compensated by their greater individual efficiency. This arrangement continued throughout the cruise, until the ship was captured in 1814.

      On the 18th of June, 1812, war was at last declared against Great Britain. The Essex had again been cruising during the spring months; but the serious character of the new duties before her made a thorough refit necessary, and she was not able to sail with the squadron under Commodore Rodgers, which put to sea from New York on the 21st of June. On the 3d of July, however, she got away, Porter having the day before received his promotion to post-captain, then the highest grade in the United States Navy. The ship cruised off the coast, making several prizes of vessels much inferior to herself in force, and on the 7th of September anchored within the capes of the Delaware. Much to Porter's surprise and annoyance, although ready to sail at once if furnished with provisions, none reached him. The ship was therefore taken up the Delaware and anchored off Chester, where she was prepared for a long and distant cruise directed against British commerce, the suggestion of which Porter believed came first from himself. By this a squadron consisting of the Constitution, Essex, and