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We also find Commander Foote, in January, 1855, delivering an address upon the " Ashburton Treaty" and "Consular Sea-letters," which was afterward published in pamphlet form, and which gained him much credit as a brief, forcible; and pointed argument setting forth and sustaining these propositions: 1st. That our consuls abroad should not be allowed to give sea-letters, as they are called, to American vessels sold abroad, when such vessels are bound to Africa 2d. That the expense of our African squadron is not nearly so large as has been commonly represented. 3d. That most beneficial results may be expected from a cordial co-operation between our own and British cruisers for the suppression of the slave-trade, and that in no other way can the disgraceful abuse of the American flag be suppressed. 4th. That if any change in the Ashburton Treaty is to be made, it should be to alter the terms, so that instead of a stipulated number of guns to be kept by us upon that coast, we should employ a number of small steamers, as being much better adapted to that service; but that in any case, treaty or no treaty, a hearty co-operation with the British squadron is all important.

It is needful that a word should be said in regard to the official rank and special professional services of Captain Foote during this four years' period of life ashore, which interval appears to have been by no means uselessly spent when viewed in a purely professional light. In December (19) of 1852 Lieutenant Foote was promoted to the rank of commander; and in the year 1854 (March 9) he was ordered to the Naval Asylum in Philadelphia as executive officer under Commodore Storer, governor of the asylum, where he remained for fifteen months; and he is said to have introduced some valuable reforms in the practical working and discipline of the institution. In 1855 (June 20) he was appointed to a membership of the "Naval Efficiency Board" at Washington, under Act of February 28th, 1855, together with Shubrick, Perry, McCow

Reminiscence of Hon. J. A. Foote.

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ley, Stribling, Bigelow, Pendergrast, Missroon, Buchanan, Dupont, Barron, Godon, Page, W. L. Maury, and Biddle. He attended to the duties of that office until he took command of the Portsmouth. During all this time his correspondence indicates a desire for sea-service, although there is abundant proof of his activity for good in the more quiet positions which for a time he then occupied.

Hon. John A. Foote relates that he once rather unexpectedly visited his brother while he was stationed at the Naval Asylum in Philadelphia. He was told by the sentinel that at that hour Commander Foote was at his regular weekly religious meeting. Before reaching the door of the apartment, he caught the voice of the speaker, and listened outside to hear what he was saying. He was speaking plainly and earnestly of the peculiar temptations of the sailor, and telling his audience that he himself was as a brand plucked from the burning; but that happily there was room and time for repentance given to all, and that they who were now in this snug harbor had a most favorable opportunity for reformation. He closed his remarks with a fervent prayer. After the meeting, John walked into the room, and received from his brother a friendly but pretty severe blow for not letting himself be known, and was immediately introduced by the commander to the old tars as his brother from Ohio, who would deliver a temperance address to them that evening, to which superimposed appointment he was rigidly held.

During all this comparatively long period of his stay on shore, Foote was not unobservant of public affairs, especially those that related to his own department, as may be seen from a strong letter addressed by him in the winter of 1855 to Senators Seward, Clayton, Chase, and Sumner in regard to the "Navy Efficiency Bill," protesting against this important measure's being killed by amendments, and urging public men to their duty in this regard.

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CHAPTER X.

CRUISE OF THE PORTSMOUTH" AND TAKING OF THE BARRIER

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COMMANDER FOOTE received his appointment to the Portsmouth-ordered to the East India station to join Commodore Armstrong's fleet-April 5, 1856. He was already tired of life on shore, and longed to see blue water again. He had applied for a Mediterranean station, but, fortunately for his naval reputation, a cruise involving more responsibility and more arduous professional service was now opened to him.

The sloop-of-war Portsmouth was one of the finest vessels at that time in the American Navy. She was a ship of splendid qualities, a very fast sailer, and with a new and heavy

battery.

In this "battery" of the Portsmouth, Dahlgren, who had already developed his talent for scientific gunnery, felt a special pride; and we forestall the order of events a little to insert here a long letter addressed to Foote by Dahlgren upon the subject of ordnance, which, to professional men at least, will prove interesting:

"ORDNANCE OFFICE, WASHINGTON, January 8, 1857. "MY DEAR FOOTE,-Your letter from Hong-Kong came to me in good season, and I was much pleased to hear that you made the trip out so satisfactorily. I had previously seen your letters to the commodore and to the bureaus. From all, I infer that the new battery was so far an improvement as to locate the burden most favorably; for no ship, not even a clipper, could bowl off ten, eleven, twelve knots for days in succession, and reach even fourteen and a half, unless the weights she carried were right in quantity and place. The complaining of the decks only proves that service and time had unfitted it for bearing the burden in guns

Letter from 7. A. Dahlgren.

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which it had always carried to this time; and if renewed, as it should have been, would not have complained. The other inconveniences are not so readily disposed of, for I fear the length of the gun is too much for the width of deck, particularly in the gangways, where boats and spars are stowed. One foot between muzzle and side is necessary for a convenient recoil, and eighteen inches would be better still; for the activity of the piece has been inconveniently increased by the use of lignum-vitæ trucks in lieu of ordinary ones; it may yet be requisite to come to the shorter 8-inch (of 55 cwt.). The power of the battery is, however, unquestioned, and with a fair chance for the ship's fine sailing, she would be an ugly customer for many larger ships. The results with the new ships are entirely satisfactory as regards the ordnance. The Merrimack was well overhauled in England, and all accounts, private and public, concur that the guns made much impression. Jones, who you know is a competent witness, says they were particularly admired, the naval and military men admitting that they were constructed on proper principles.' 'Somehow or other it became known that I knew something of them, and repeated applications were made for their dimensions, etc.' The Chief of Bureau also showed me a letter from Sir Howard Douglas asking information of them. The Navy Department has finally recognized my service in the matter, and in terms which are as complimentary as any one could desire. Still I have had to wait for many weary years, and when the Merrimack left the United States, it was not known beyond official circles that I had any particular concern in her battery; so that I am not chargeable with having obtruded myself on the public attention. Jones tells me that he had 'conversed with many of the officers who served actively in the late war, all of whom express themselves very decidedly in favor of heavy calibres, though they differ as to the relative value of shot and shell. I should judge, however, from the changes now taking place, that the shells are gaining favor; for instance, the Princess Royal was just recommissioned, having been paid off only a few days before, and her entire gun-deck battery is now composed of eight 65-pounder guns.' Before there were 32-pounders on that deck. There is, moreover, a marked sentiment growing up in England favorable to heavy guns, and a disposition to rival us. In the Excellent, Jones saw a long 68-pounder, of 95 cwt., mounted on a broadside carriage. Eighteen men worked it with as much ease as the crews of the other guns worked theirs.' He adds, 'Captain Peel, of the Shannon (their new crack frigate), told me that he had applied to have his main-deck

battery of 8-inch changed for them (68-pounders, of 95 cwt.), gun for gun.' That is going it heavy, and rather bluffs the notion of some of our own officers, who opposed even 9-inch guns, on the ground that they were too heavy, and stick to it still, though they weigh 9000 pounds, and the English 68-pounder weighs 10,600 pounds. 'Prove all things, and hold fast that which is good,' says the Book. Mr. Bull is stirred, however, as one would judge, when our officers saw a gun manned in the Excellent by lieutenants; their zeal must be rampant. The spirit of inquiry is clearly abroad, and we frequently meet persons sent here by other governments to take note of our progress. Lately I have been visited by a scientific officer from France and two from Russia, besides a commission from England previously, and officers from Sweden, etc. These chaps ask to see every thing without apology, while they are precious particular to show nothing to those (few enough) whom we send. Indeed, it is said that the French Minister of War was rude to our commission.

"The Merrimack was five weeks at Portsmouth, ten days at Brest, two weeks at Lisbon, and at the last accounts had reached Cadiz, whence she will come back by way of the West Indies. The Wabash gets along well. She has taken a relief to the St. Mary's, at the Isthmus, and will soon be in the United States with the old crew. I am told she is fast under sail. The other ships are gradually being prepared for sea, and the Secretary told me that he would send one to the Pacific. Hudson is to command the Niagara, with Pennock as first; but the ship will hardly be ready before April-the steam is behindhand. The French constructor who was here had examined her closely, and told me that he considered her strength ample. Our constructors say not. I wonder who is right? The death of Mr. Steers was most deplorable; a brief moment sealed his plans and his hopes here forever.

The Niagara is now in dock to receive the propeller, and has been all in order for some months. I confess she pleases my eye, though officers generally are averse to her entirely. The difference comes of taking a different view of the subject. I agree that she requires much to perfect her as a man-of-war, and no one officer of the Navy did more than myself to remedy the deficiency of the battery, and the result was only prevented by the fact that the original plan had been too far carried out to introduce an armament on the gun-deck. But I go beyond the shortcomings of the Niagara herself, in order to consider how far her unquestioned merits can be turned to account in building other ships. Present

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