The principles of strategy are the same for all ages, independent of the changes in tactics that are introduced by the changes in weapons, and a commanding site on the highways of commerce must always be of great strategic value. No change in armament or methods of warfare can ever affect the strategic importance of such a site as that of Key West.
The departure of the fleet of battleships to the Pacific calls attention to what remains immediately available for the naval defence of the Atlantic. It is true that no war is immediately expected, but in these days events are often precipitate and it is the duty of the government to be prepared for immediate action when necessary.
The construction of the Panama Canal, the American protectorate over Cuba, the Monroe Doctrine, and our influence in the Central American governments, require the backing of an adequate naval force, and as Key West is nearer, by several hundred miles, to this sphere of influence than any other port in the United States, it appears at once to be the salient position from which these political considerations can best be controlled.
A brief study of the chart will convince any one of the commanding position of Key West. With a radius of one thousand miles, Key West (the gate of the gulf) is the center of a circle that passes through Washington, San Juan, Port Rico, and Panama. The wireless telegraph station at Key West is in direct communication with the stations at Washington, San Juan, Guantanamo, and Colon, besides being in communication with other wireless stations nearer to Key West along the Atlantic coast.
The strategic lines of force drawn on the chart are self-explanatory. In the war with Spain the writer was in the Montgomery when Sampson started from Key West on this strategic line of force to search for Cervera. Sampson went to Porto Rico, bombarded San Juan, sent the Montgomery to St. Thomas, cruised on that strategic line of force, and was joined there, near Crooked Island Pass, by the Oregon, so that the enemy in the Caribbean could not pass north to menace the United States Atlantic ports without encountering Sampson's fleet.
These strategic lines of force completely command all approaches to the Panama Canal, and effectually blockade the Caribbean and the Gulf of Mexico at Key West.
The strategic value of Key West or any point on the extremity of the western end of the Florida Keys, was recognized long before the Civil War. In fact, during the first part of the last century, when the West Indian Islands, by their production of sugar and tobacco became one of the richest marts in the world, the political control of the West Indies 'and Caribbean was one of the chief problems of the maritime nations. Our statesmen were not ignorant of these conditions. They have left indisputable evidence of their appreciation of the strategic importance of the control of the Straits of Florida. Fort Jefferson, on Dry Tortugas, is a wonderful monument to the strategic importance of this region. An immense brick structure, now useless as a fort, occupies the most salient point at the western end of the Straits of Florida.
Dry Tortugas is only sixty miles west of Key West, and is thus near enough to be practically a part of Key West in all strategic considerations, especially for a naval base for operations of flotillas of torpedo craft, which, at twenty knots, make the trip in about three hours.
Dry Tortugas was garrisoned for many years, during and after the Civil War, and is chiefly known to the American people as the prison of Dr. Mudd, who was charged with complicity in the conspiracy that assassinated the, martyred president, Abraham Lincoln. In his profession, as a doctor, he had treated Wilkes Booth for his sprained ankle, after he had assassinated the president. It was also the prison of Dr. Cunningham, who was convicted of the horrible intent of infecting the city of Chicago with an epidemic of yellow fever, by means of trunks of clothing from those who had died of yellow fever. We now know that it is impossible to transmit yellow fever, except by the hypodermic action of mosquitoes, who take the germs from one sick with the fever to one who is not immune.
Shortly after the outbreak of the war with Spain, Dry Tortugas was transferred to the navy for a coaling depot. A garrison of marines took possession in 1901, and two piers, with coal sheds, and a distilling plant were erected on the key outside the Fort. These two sheds were completed in April, 1904, at a cost of $590,000. They each have a maximum capacity of about nine thousand tons of coal. The channel to these coal sheds and their magnificent steel piers, is thirty feet deep. These sheds and piers are in excellent condition. The distilling plant was also completed and was in excellent condition when it was decided to send it to Guantanarno. Last year this distilling plant and its house was dismantled, loaded on three coal barges, and towed to Guantanamo, where it has since been erected.
There are a number of large cisterns at Dry Tortugas, and every casemate in the old Fort Jefferson has a cistern, so that there is always in the neighborhood of three hundred thousand gallons of water. The rain fall there is more than ample to supply water for all of the ships that could visit this coaling station. The distilling plant was never found to be necessary.
A little over a year ago it was contemplated to transfer Tortugas to the Public Health and Marine Hospital Service, for a national quarantine station, especially for yellow fever patients. This contemplated transfer has not been effected, and it is stated that the Public Health and Marine Hospital Service is not disposed to take Dry Tortugas for that purpose.
The coal that was stored at Dry Tortugas was removed, and no further work is being done there, except to keep the coal-hoisting machinery in order. The machinery is in excellent condition, and in fact the entire coal plant, the piers and sheds, and everything is in fine order, and can be rehabilitated at short notice.
The yellow fever scourge is not at all dreaded at Key West. It has never originated there, and with a strict quarantine, it can readily be kept out. In fact it can only be transmitted by stegomyia mosquito, and it is therefore easily kept under control.
Four years ago the commandant of the naval station at Key West was instructed that, in case of yellow fever, the non-immunes, including the officers and men of the navy, were to abandon Key West, and go north. This plan of fleeing with refugees from the yellow fever is very objectionable. The refugees carry the fever and the mosquitoes with them. They are thus much more exposed to catching the fever than others. They are unwelcome wherever they may go, and they are subjected to great discomfort and expense in their efforts to escape from a yellow fever epidemic. The present instructions are that non-immunes shall be sent immediately to Dry Tortugas, where the commandant could readily enforce a strict quarantine. Any yellow fever patient could be immediately isolated on the neighboring keys, at Loggerhead or Bird Key, and thus insure immunity for all non-immunes of the navy who may have taken refuge at Dry Tortugas. But the dread of yellow fever no longer exists at Key West and all idea of any objection to Key West on account of yellow fever can be ignored.
The sanitary condition of Key West is very good. The climate is superb, but the city has no sewers, and the Cuban population, of cigar makers, have very little interest in the sanitary regulations of the city. When the city shall have been modernized, streets paved, sewers laid, etc., it will be an ideal sanitarium.
The daily temperature is equable, the extreme range of the thermometer is only ten degrees in summer. The weather bulletins show that in summer the maximum temperature at Key West is less than that of any other city in the country, while in winter, the maximum temperature is higher than that of any other place in the country. In summer, the daily range of the thermometer is from 85 to 95, or from 80 to 90. In summer it rarely goes below 80 degrees, or above 95. In winter the daily range is from 60 to 70. It rarely goes below 50, and seldom above 85.
The other meteorological conditions at Key West, in regard to winds and storms, are exceedingly favorable. The N.E. trades prevail as a rule, but frequently vary. The centers of tropical cyclones rarely approach within a hundred miles of Key West. The island of Cuba forms a veritable wind-break, so that storms generated in the Caribbean or to the eastward, pass west, south of Cuba, and through the Yucatan Channel, across the Gulf of Mexico, and strike the coast at Pensacola or Galveston and other points along the north shore of the gulf. Or these tropical cyclones will pass to the eastward of Cuba, and strike the coast of Florida between Jupiter and Jacksonville, or the Atlantic coast further north, following the general direction of the Gulf Stream. In either case the storm's track is either east or west of Key West. Key West is thus shielded from the tropical storms that do so much damage along our Atlantic coast and at Pensacola and Galveston. Fresh winds frequently prevail, but are rarely of dangerous force. There is never any fog, and bright, sunshiny weather often prevails uninterruptedly for a week, or even ten days. A prolonged period of more than two days of bad, rainy weather is almost unknown in Key West. During the rainy season, there will be frequent very heavy thunder showers, when it pours, but rarely any long-continued rainy spell.
Outdoor work is therefore very seldom interrupted for more than a brief period by weather conditions, so that during the entire year, nautical work in the harbor can be carried on uninterruptedly.
Key West was very much needed as a naval base, during the war with Spain, and it was found inadequate chiefly on account of the lack of fresh water. Key West depends upon the rainfall entirely for its supply of fresh water. There is no public reservoir of water in the city. Every house has its cistern, wherein water is collected from the roofs. There was a very careful investigation of the possibility of boring an artesian well. In one of the bulletins of the Geological Survey, Vicksburg limestone has been reported to have been found underlying the island of Key West. This limestone is a water-bearing rock, and it was assumed that pockets of fresh water would be found by drilling artesian wells. There were a number of prominent advocates of these artesian wells, but a thorough examination of the conditions showed that it would be impossible for any artesian well to be found under the island of Key West.
Any such pocket of fresh water would have to be supplied with fresh water from the mainland of Florida, a distance of 150 miles from the nearest elevated point, and that watershed would be only fifty feet above the sea-level.
Water from such a distance could not possibly have sufficient head to rise to the surface through an artesian well. It is impossible to expect any fresh water from the mountains of Cuba, on the other side of the Straits of Florida, as the depth of the water in the straits is about 500 fathoms, and fresh water could not flow across under the Straits of Florida.
The railroad intends to solve this problem by an aqueduct, to be built along the railroad, which will bring fresh water from the artesian wells on the mainland. This would be a very expensive arrangement and doubtful of success. The solution of the water problem lies in building large cisterns for the storage of the immense quantity of rain water which could be collected and it would be sufficient for all demands.
On the naval station two large cisterns and an elevated tank have recently been built, so that the present storage capacity for fresh water amounts to 800,000 gallons. One elevated tank and a large cistern, with a total capacity of 400,000 gallons are now being removed from Dry Tortugas, and are being erected on the naval station. This will increase the storage capacity to 1,200,000 gallons. Estimates for a 700,000 gallon cistern have been submitted and recommended by the chief of the Bureau of Equipment, for rain water to be issued to ships. This cistern will be located convenient to the water front, near the distilling plant.
The present distilling plant must eventually be enlarged. It has now a capacity of 10,000 gallons per day. As the new buildings contemplated, together with those already authorized, will increase the surface for the collection of rain water, additional cisterns can also be built, by which, eventually, the storage capacity at this station will be increased by another million gallons. These reservoirs of rain water, with enlarged distilling plant for reserve, will thus fully meet all the demands for fresh water, and this objection to Key West, as a naval base, will no longer obtain.
COMMUNICATIONS.
Key West has been one of the most isolated points in our country. The Mallory Steamship Line, and the mail steamers from Tampa and Miami have been the only means of communication, and in the war with Spain the problem of supplying Key West with adequate stores of provisions for the army and navy, was very difficult and resulted in the army using Tampa as a base, rather than Key West. This lack of communication has seriously impaired the use of Key West as a naval base, in the past, but this objection is removed by the construction of the Florida East Coast R.R. Extension, to Key West. This extension was to have been completed a year ago, but owing to financial difficulties, Mr. H.M. Flagler, who has been financing the construction of this railroad along the keys had to discontinue this work. It has now been resumed, and the road is in operation as far as Knight's Key, about thirty-five miles east of Key West. The embankment, connecting a number of the smaller keys, such as Stock Island with Key West and other points, has been completed.
The construction of this railroad is one of the greatest achievements of the age, and its completion and operation will undoubtedly greatly enhance the strategic value of Key West. It will place the entire resources of the country available at Key West, and all objection to Key West on account of its isolation and lack of communication will be overcome.
The construction of the railroad, by filling between the keys, has had a marked effect upon the currents and tides. These currents that passed in between the reefs and Keys, north and south, are now diverted, to a large extent, around into the harbor of Key West. The tides all come from the Atlantic and flow close in to the outer line of reefs, into the channels between the outer reefs and the keys, and finally into the Gulf of Mexico.
The chart shows the route of the extension of the Florida East Coast Railway from Miami on the mainland, down to Key Largo which is joined by a narrow isthmus, thus along the keys to Knight's Key, opposite Sombrero Light. Here there is an immense concrete, arched viaduct 10,000 feet long, still in course of construction.
There is a line of reefs from six to seven miles outside the line of keys, and between them there is a navigable channel for light-draft vessels, and especially for torpedo-boats. It has been claimed that this railroad is much exposed to be cut by a landing force from cruisers. There are but few places where cruisers could navigate inside of the reef, and then only for a very short distance. A flotilla of torpedo-boats could readily command the inner waterway, and give adequate protection to this railroad. The protection afforded by the outer reefs, seven miles to seaward from the railroad, is in itself, a better protection than that which many other coast railroads have.
The navy is, after all, the best coast defence, operating sufficiently far away from the beach, so that property on shore is not exposed to danger.
The development of this place will necessarily compel the erection of fortifications along the outer reef. The defences of Key West are adequate for its harbor, but do not prevent an enemy from anchoring just outside of Sand Key, and the outer line of reefs. Preliminaries have already been started for this purpose, and when the strategic value of Key West is fully realized, the railroad line of communication will be provided with ample protection.
Incidentally, the railroad with its telegraph lines, will solve all the problems of the Navy Coast Patrol, in transmitting intelligence, and facilitating the operations of torpedo-boats, and the navy forces to command the Straits of Florida.
Knight's Key has a good deep channel, for large vessels, but a very small harbor. This will be a secondary base, depending upon the naval base at Key West.
There are two cables to Havana and to the mainland, by which Key West is in telegraphic communication with the rest of the world. The wireless at Key West has been demonstrated to be thoroughly reliable, at least for a few hours every day, and such progress is being made in the art, that it is believed that the present difficulties with static will eventually be entirely overcome.
Key West is the terminus of the Atlantic Coast Inland Waterways. Mr. G.F. Miles, Managing Director of the Florida Coast Line Canal & Transportation Co, is strenuously pushing the canal construction between Jacksonville and Miami. Col. R.M. Thompson's houseboat Everglades made the trip partly through the canal to Key West. Now it is claimed 7 feet can be carried, and the canal will eventually have not less than 9 feet, to permit navigation by torpedo boats and freighted canal boats via the inland waterways and canals from Norfolk to the strategic base at Key West.
The construction of the railroad to Key West, therefore, removes the last great objection to it as a naval base. And it remains only to consider its harbor, the channels, and facilities the place affords.
KEY WEST HARBOR.
The harbor of Key West is a magnificent sheet of water, about five fathoms deep, having a large number of small shoals, loggerheads, etc. With the exception of some dredging in the north west channel, for the convenience of the Peninsular & Occidental S.S. Co. mail steamers, there has never been any money expended for the improvement of this harbor.
In 1903-04, the late Rear-Admiral Belknap, with Captain (now Rear-Admiral Bicknell) made a very elaborate study of Key West Harbor. His plan contemplated the deepening of the channels to not less than thirty feet, and to have large basins, to be protected by bulkheads, one in the west channel to be five miles long and one and one-half miles wide, in which the battle fleet might anchor.
The estimates for this work were based upon the excavating of so-called coral rock, at two dollars per yard. One of the contractors for the Florida East Coast R.R. Co., claims this can be done for about thirty cents per yard, with the new hydraulic dredges, since the rock is soft, that it can readily be handled by these dredges. This contractor, Mr. Trumbo, built up the terminus for the railroad. This terminus occupies an area of 1600 feet long and 900 feet wide, and is situated north of the island, with its western end facing on the edge of the thirty-foot channel, in Man-of-War Harbor, and runs up to near Fleming Key, as shown on the chart of the harbor of Key West. On this island, reclaimed by dredging from the sea, the railroad will erect its terminal station, and ultimately, intend to have twelve piers to accommodate vessels loading at the terminal. These vessels will have a channel thirty feet deep to the sea entrance.
Trumbo Island (this terminus of the Florida East Coast R.R. Co.) has been practically completed. It was for a long time a question as to where on the island of Key West this terminus was to be built, but Mr. Flagler claims that he can make land, as he has done in the case of Trumbo Island, cheaper than he can buy it.
In getting the dredged material for building up Trumbo Island, the dredges took up all of the loose mud, down to bed-rock immediately north of the island of Key West, and finally requiring more, they crossed over and began dredging the mud from the shoals adjacent to Fleming Key.
Upon investigating the title of the navy to Fleming Key, it was found that in 1855, Fleming Key and its adjacent shoals and Man-of-War Harbor, were all reserved by the United States government for a naval depot. This key is simply a submerged rock that comes up to within two feet of the surface, and is covered with a growth of mangrove bushes, and is of irregular form. In the summer of 1905 it was thoroughly examined, and it was found that an area of about sixty acres could readily be reclaimed by building a retaining wall around it. Basins for torpedo-boats could readily be dredged out, and the dredging used to fill the key to about eight and one-half feet above the sea level. The mud on the shoals between the western side of the key and Man-of-War Harbor, a distance of about 300 feet could also be used to fill in the key.
There are two channels, one north and one south, of this key. The southern channel runs around to the eastward and joins the channel on the north side, that leads to northward to the deep water north of the flats, north of Key West. The channels are shallow but could readily be made navigable by torpedo-boats, to give them access to the deep water in Florida Bay, for torpedo practice, etc. There are many channels leading from the Bay of Florida southward, in between the different keys, to the Straits of Florida.
The largest vessels, drawing thirty feet of water, can go up to Fleming Key, which has thus all of the natural advantages which could be demanded of a site for a large and important naval torpedo depot. The area would be large enough to accommodate all of the necessary buildings, docks, etc., and the roofs of these buildings will supply sufficient drainage area for an adequate supply of rain water, in cisterns, to supply all of the needs of a torpedo depot. Water for steaming purposes for vessels of the navy and also for torpedo-boats, would be supplied from the present naval station, which as previously stated, will eventually have a storage capacity of two million gallons.
The idea of using Fleming Key for a torpedo station was first suggested by the writer in the summer of 1905, and in the annual report of the Chief of the Bureau of Ordnance, for 1905, this project was strongly recommended.
In June, 1907, the Florida East Coast R.R. Co. sent dredges across the channel, immediately south of Fleming Key, and began to pump mud from the shoals adjacent to Fleming Key, on to Trumbo Island. Legal measures were taken to stop the railroad company, from trespassing upon the U.S. Navy reservation. The railroad authorities had been previously informed that Fleming Key and its adjacent shoals belong to the navy. After considerable negotiation the railroad company agreed to deposit upon Fleming Key 165,000 cubic yards of mud, whenever the Secretary of the Navy should require them to do so. This is the quantity which had been removed from the shoals adjacent to Fleming Key.
This will not be sufficient fill to cover Fleming Key as required in the present plans for the torpedo station, but it is a large contribution, and will aid the work of developing this important naval base.
Man-of-War Harbor was so designated because of the deed which specified Fleming Key and its adjacent shoals and Man-of-War Harbor as belonging to the navy. The deed includes this Man-of-War Harbor. Man-of-War Harbor was formerly known, and is still frequently designated as Hurricane Harbor, because of its having perfect shelter in stormy weather. Even in the most violent storms it is always perfectly smooth, and it is customary for small craft to take refuge therein when it comes on to blow.
The channels into Key West Harbor are all in urgent need of improvement. The main ship channel is entirely inadequate, having a sharp ugly turn at the triangle. A recent examination with the wire-drag system, by the Coast and Geodetic Survey, shows that there is one obstruction with but twenty-five feet of water, near the triangle, where thirty feet is shown on the chart.
The chart of the harbor of Key West shows a direct channel from the sea buoy, leading to the beacon in the N.W. channel, which, though it has some obstructions, would be a much better channel than the present main ship channel. No money has ever been expended by the government for the improvement of the channels of Key West Harbor, and this recent examination shows that something must be done without delay. The work required is very little, whether for the writer's new proposed main ship channel, or for the old one.
There is another channel, known as the S.E. channel, which could also be readily improved to be a very desirable channel, for the largest vessels, of not less than thirty-feet draft. A few pinnacle-coral rocks can readily be removed. The west channel, which leads out directly toward Rebecca Shoal, is a very deep broad sheet of water. The chart shows five fathoms of water throughout, but while, on the face of it this is such an excellent channel, it is but little used by large vessels. A more thorough examination is now in progress by means of these wire drags, and at all events, there is but little doubt that with but comparatively little expense, this west channel can be made into a navigable basin for the largest battleships, besides affording access to the navy yard.
The N.W. channel is chiefly used by the steamer line from Tampa to Key West. Eighteen feet of water is the most that can be obtained in this channel, which is narrow and crooked. The N.W. channel can only be used by the smaller vessels; battleships and larger vessels must necessarily use the main ship channel or the west channel, and go around Rebecca Shoals to the westward, rather than attempt to go the northward by the N.W. channel.
While Key West has an admirable climate, and beautiful weather prevails most of the time, the N.E. trade winds are often quite fresh, and for experimental work and target practice by torpedo-boats, it would be very desirable to construct a sheltered basin in the west channel. Such a basin, five miles long, and one and one-half miles wide, and not less than thirty feet deep could readily be formed by a break-water running north and south along the west side of the channel, off Fort Taylor. Torpedo-boats will then have perfectly smooth weather in which to have target practice, and the water is so clear that the bottom, at five fathoms is clearly visible, when it is smooth. The only disadvantage in regard to torpedo practice is that the bottom is full of coral rocks, loggerheads, etc., which might very seriously damage torpedoes that sink. In the early part of 1907 the Vesuvius and the third flotilla had target practice at Key West. Several torpedoes were somewhat damaged by the rocky bottom, but the damages were readily repaired, and it is doubtful whether a torpedo could strike the bottom at any place without being more or less damaged.
The third flotilla was somewhat delayed in its practice in 1907, waiting for perfectly smooth weather. They had alternate ranges, one in Hawk Channel, south of the island of Key West, and one in another channel west of the island. These they used alternately to have the best sheltered range, and the delays in choosing the best range were somewhat irksome, but the fact remains that the third flotilla obtained better results than any other flotilla. They made eight hits out of nine shots, on their record practice which is the best that had been obtained.
The enlisted men of the torpedo flotilla were enthusiastic in their praises of the delightful climate at Key West. While the city is not attractive, the men thoroughly enjoyed the advantages of the gymnasium, reading and writing rooms, and billiard tables of the Naval Athletic Club. This Naval Athletic Club was an old building that was first fitted up by Captain Colvocoresses. It has since been improved, and now affords a splendid place for recreation for the enlisted men.
COMMERCE AND SHIPPING OF KEY WEST.
The commerce of Key West does not cut a very large figure at present. The mail steamers to Tampa, on the west coast and to Miami on the east coast, bring mail, by contract, six times a week; three times a week each from Tampa and Miami, and also from Havana six times a week. The Mallory Steamship Line is the most important, running from New York to Galveston and Mobile, touching at Key West going and coming. The S.S. Denver, the largest of this line, draws twenty-five feet of water. Quite a number of large Hamburg-American freight steamers, draft of twenty-eight feet, brought large quantities of cement for the Florida East Coast R.R. Co., during the past year, besides which there are occasional tramp steamers and a great many smaller craft that visit the adjacent keys, etc. The U.S.S. Columbia is the largest vessel of the navy that has recently visited Key West, and she made several visits last year.
The importance of the shipping and commerce of this region is chiefly emphasized by that which passes through the Straits of Florida. The following figures relative to the shipping reported from Sand Key signal station were obtained from the official report of Mr. F.E. Hartwell, the official in charge of the local U.S. Weather Bureau.
Number of vessels reported during year 1907:
West bound 1,087
East bound 198
Total reported 1,285
Number passing within sight, but at too great a distance to be identified, and not signaling station (about equally divided between east and west bound) 840
Total number observed not entering port 2,125
Number entering port, not including craft under 100 tons, approximately 728
Total number passing within sight of station 2,853
These figures show only vessels passing within sight of Sand Key, and while the total number given as passing with sight is 2853, the fact is that east bound vessels, taking advantage of the strong current of the Gulf Stream, pass far beyond sight of Sand Key, and there are surely many west bound vessels which do not pass within sight of Sand Key. These will make the total approximately 4000 vessels, yearly, which pass through the Straits of Florida, an average of about eleven daily.
This is practically the entire shipping of the Gulf of Mexico. All that come and go from Texas, New Orleans, Mobile, and the ports of Florida, must pass through the Straits of Florida. The entire commerce of the republic of Mexico, and a very large portion of the commerce of Cuba, including all of that of Havana, must pass the meridian of Key West, through the Straits of Florida.
The commerce of the ports of Texas, especially the exportation of Texas oil, is greater than is generally supposed, and is constantly increasing. The development of the railroad, north and south, through Texas, and from the great Northwest, brings additional exports of produce that must pass Key West. A constantly increasing commerce from the Mississippi River passes Key West, especially in the winter when the Great Lakes are frozen, and the cheaper water transportation routes of the Northwest are closed by ice.
Besides this commerce, which might be classified as strictly the commerce of the Gulf of Mexico, there is a considerable, and a very rapidly growing commerce through the Yucatan Channel. A greater part of it goes direct to New Orleans and Mobile and Galveston, but some passes through the Straits of Florida. This commerce is chiefly that from the Caribbean ports of Central America and Panama. With the construction of the Panama Canal, this commerce will be greatly increased. The currents would make it more favorable for vessels from Panama to proceed via the Yucatan Channel, the Straits of Florida and the Gulf Stream, to the northern ports of United States, and to Europe. While on the other hand, in going to Panama, from the northern ports of the United States, the route would be to the eastward of Cuba, so that probably about one-half of the commerce of the Panama Canal will pass by Key West.
The realization of this immense commerce, its rapid growth, and the importance of Key West, by which all of this commerce must pass, emphasizes the strategic value most potently. In case of war, an enemy would find the Straits of Florida the most vulnerable point to attack American commerce, and the only, and best protection this commerce could possibly have is a first-class naval base, especially for torpedo flotillas, at Key West. A battle fleet may control these straits and defend them, but the exigencies of war may call the battle-fleet elsewhere, especially nearer the Panama Canal, with secondary naval bases at Chiriqui Lagoon and Guantanamo by means of the route via the Yucatan Channel.
The wireless stations in the Yucatan Channel, in communication with that of Key West, will necessarily place the commerce of that channel under the control of the great naval base at Key West. And it is well to remember that the wireless will also place the routes to the Panama, eastward of Cuba, in communication with Key West, and this will give Key West practically the entire command of all the commerce of the Panama Canal which crosses latitude of Key West, west of Porto Rico, as indicated by the strategic lines of force.
THE PRESENT NAVAL STATION AND PROPOSED IMPROVEMENTS.
The naval station at present consists of two coal sheds with its piers and approaches, with a site along the beach. These coal sheds and piers are on the bulkhead lines of the channel thirty feet deep. A pier for the light-house establishment lies between the two piers of the naval station. The naval station is also separated in two parts on shore, by the custom house building and ground. On the north side of the custom house there is an old storehouse, in which are located the offices of the commandant, general storekeeper, the doctor, etc. The distilling plant and two cisterns are alongside this old storehouse, west of which there is a new fireproof building for the storage of oils, and there is an old frame building used by the Department of Construction and Repair. On the south side of the custom house is the main territory of the naval station, consisting of a series of four old wooden coal sheds, a very fine, modern, commodious equipment building and machine shop, etc., the wireless power plant on the first floor, and a sail loft on the second floor. The sail loft is a very large, commodious room, in which the marines are now quartered. Ample space is therein provided for a guard of one hundred marines. Adjacent to this building is the boiler house to supply power to the machine shop. Just south of this there is a kitchen and a large mess hall for the marine guard.
In the next block, just south of the equipment building, there is first the commandant's quarters, the foundry, the blacksmith shop, the steam engineering machine shop, and a small office building for the offices of the Department of Yards and Docks. These last few buildings are all along the water front.
Across the street, to the eastward is the newly acquired territory of about two city blocks. In the southwest corner, opposite the steam engineering shop there is a recreation building for the Naval Athletic Club, fitted up with a gymnasium on the first floor and pool rooms, reading rooms, etc. on the second floor. Next to this, on the same street, there is a building for yards and docks; next, on the corner there is a building, formerly a residence, which is now used as quarters for the wireless operators. The three masts of the wireless installation enclose most of the block east of the foundry. In the center of the triangle formed by these three masts is a new wireless operating house, in which is installed the wireless apparatus. On the first floor of the wireless operators quarters there is an office for the wireless, and also for the Board of Labor Employment. In this same block, further east are three quarters for officers, one of them for the medical officer, a second for the civil engineer of the yard, and the third is temporarily assigned to the marine officer.
On the north side of Caroline street, opposite this block, there is the pumping house, with elevated standpipe and a large cistern. While at the main gate, at the entrance to Whitehead and Caroline streets there is a large building, formerly the old post office building of Key West, which was acquired with the purchase of this additional land in 1904. This building is fitted up for the seamen's quarters, and it is well adapted for that purpose. The basement of this building has been fitted up for a guard room for the daily guard of marines at the main gate.
In this block, just north of Caroline street, foundations have been laid for an elevated tank and large steel cistern, which will soon be brought here from Tortugas, and erected.
A large storehouse for the Supplies and Accounts Department, is to be built in this triangular block, opposite the old wooden sheds; and between these and the building for the general storekeeper, there is to be a building for the dispensary.
Fire mains, fresh-water supply and storage pipes, together with a sewerage system have all been laid, and are in use throughout the entire area.
Under construction there is a quay wall, which runs out in line with the storehouse and around pier A. An extension for coal shed A, has been appropriated for, but the work has not yet been commenced, except on the plans. The plans of this additional coal shed have been subjected to considerable discussion. The present commandant is strongly in favor of building the shed in such a way that the coal can be stored either dry or under water, the salt water to form the roof and cover the coal. This plan of storing coal under salt water has not yet been approved by the bureau, but in any case, the additional coal shed will soon be built.
The coal hoisting machinery at this station is in excellent condition. The capacity for handling coal is about one hundred tons an hour, as a maximum, eight hundred tons of coal have been handled in eight hours' work. The distilling plant has a capacity of 10,000 gallons a day, and should be enlarged.
A marine railway, with a capacity of 800 tons, to take the largest torpedo destroyers, is in course of construction. The site of this marine railway runs out from the shore-line, near the north end of the steam engineering building, just south of the commandant's quarters.
There is a building appropriated for the construction and repair machine shop, and it is proposed to locate that on a site now submerged, west of the sea wall, opposite the steam engineering building, and south of the marine railway.
A foundry to cost $60,000 has been repeatedly urged in the estimates by the Bureau of Steam Engineering. This foundry should occupy the site between the new construction and repair building and the present steam engineering machine shop, because the foundry will be used by both the steam engineering and the construction and repair machine shops. This would put the construction and repair building further out on the submerged area west of the steam engineering building.
The proposed improvements also contemplate an additional pier on the bulkhead line, south of the present pier B, the approach to the new proposed pier to be south of the marine railway, and thence to the proposed site of the construction and repair building. The submerged area enclosed by this new proposed pier and its approach is limited on the south by the extreme boundary line of the station (that boundary line being at present Eaton street), out across the water to meet the bulkhead line on the channel. On this area it is proposed to locate a floating dry-dock to take the biggest battleships. It is also proposed to acquire two more city blocks, immediately south of the present limit of the naval station, from Whitehead street to the water front. On this area there is located at present, the marine hospital and the weather bureau building. The boundary line would then run along Fleming street and the bulkhead line, and would include a much larger area for a floating dry-dock.
The boundary line would then adjoin that of the Fort Taylor reservation, both on the water front. The riparian rights of all this water front now belong to the army, navy, and marine hospital service.
The army is building a submarine torpedo and mine depot here, around the north bastion of Fort Taylor, inside the bulkhead line. The chart herewith shows the development of this new territory, especially the use of the two new city blocks for marine barracks, marine officers' quarters, and a marine parade ground, to which may be added a rifle range, though the rifle range at Fort Taylor has been, and probably always will be available for the use of the navy and marines.
The proposed improvements do not contemplate any administration building, as efforts have been made by the citizens of Key West and the officials generally, to have a new custom house and post office erected elsewhere in the city. This removal would make the present post office a most desirable acquisition for the navy yard as an administration building. It would also involve the removal of the light-house establishment and its pier to some other place in this neighborhood. It has been suggested that the light-house establishment could move to one of the keys, Man or Woman Key, on the north side of the west channel. All of the keys on the north side of the west channel belong to the U.S. government, and have been reserved for the army and navy. One of these keys would form an admirable site for the light-house establishment. Frankford bank, opposite Trumbo Island, and west of Man-of-War Harbor has also been suggested.
The removal of the present post office and the light-house establishment with its pier, and pier approach, is really essential. The area now occupied by the light-house pier and its approach should be dredged out into a 'slip as proposed on the present chart of improvements.
The station, as thus described, with its improvements provides for the necessary buildings for a navy yard, except for ordnance. The ordnance department will have its buildings, etc., on Fleming Key, where there is available a site for the construction of a torpedo depot, like that which now exists at Newport, R.I., with much better facilities in every respect than it would be possible to have at Newport.
The keys on the north side of West channel, run as far as 20 miles west of Key West, and are available for naval purposes, and they would be desirable for the erection of magazines for the storage of explosives. Dry Tortugas possesses peculiar advantages for a naval magazine. Woman Key and Man Key are each over 1 200 yards long, and would furnish good sites for rifle target ranges. Woman Key is about one mile north of the late Admiral Belknap's proposed sheltered basin for battleships' anchorage, and it would be advantageous to erect butts and lay out target ranges on these keys, as has been done at Guantanamo.
OUTLINE OF THE NEEDS OF THE NAVAL STATION.
To take advantage of the strategical value of Key West the following items are briefly summarized as urgently necessary to be done as soon as possible:
- The development of the naval station as outlined and authorized to date.
- Extension of the quay wall along the channel bulkhead line to extreme southwest limit of naval station area, now submerged.
- Removal of the light-house establishment and pier to some other place in the harbor.
- The acquisition of the present post office building as an administration building.
- The acquisition of two city blocks between water front at Marine Hospital and Whitehead street and between Fleming and Eaton streets for marine barracks, parade ground, and quarters for an expeditionary force of a regiment of marines.
- Preparing basin for floating dock in the submerged area, or for graving dry-dock or for both when additional area under item "e" shall have been secured.
- The organization of an expeditionary force, for which a complete outfit for thorough equipment, should be kept immediately available at this station.
- Besides the buildings previously mentioned arrangements should be provided for storage oil tanks, for oil fuel when the navy decides to adopt oil fuel.
- The creation of a torpedo station as complete as that which is now at Newport, R.I., with addition of basins, etc., for torpedo-boats, etc., on the U.S. Naval Reservation at Fleming Key.
- The utilization of one or more of the keys on the north side of West channel for naval magazines ; also for small arm target ranges, as at Guantanamo.
- Improvement of the harbor by dredging to remove a few shoals to give a minimum depth of 30 feet of water all the way to Fleming Key.
- The improvement of the harbor and the adoption of the new straight channel proposed by the writer instead of the present main ship channel and dredging for minimum depth of 35 feet to the deep basin for battleship anchorage in the west channel off Fort Taylor.
- The arrangement of a basin 5 miles by 1 ½ miles wide by bulkhead along the west side of channel west of Fort Taylor for smooth water for battleship anchorage and torpedo target practice range.
- The rehabilitation of Dry Tortugas as a coaling depot for the navy together with such other of the many naval purposes for which the old Fort Jefferson offers special advantages; such as, site for naval magazines, naval hospital, etc.
- Action by the joint army and navy board for erection of fortifications at Sand Key and outer line of reefs to protect approaches to Key West Harbor.
- The immediate assignment of reserve torpedo-boats and submarines to the naval station at Key West for constant drill and the investigation of the channels in the vicinity for the command of the Straits of Florida.
- It is also recommended that besides the assignment of the reserve submarines and torpedo flotilla, the cruising flotilla should cruise every winter in this vicinity to investigate the best possible conditions for the command of the Straits of Florida and protection of the commerce of the Gulf.
- The assignment of all naval vessels, battleships and cruisers on the Atlantic coast to the naval base at Key West for squadron drill along the strategic lines of force radiating from Key West, to investigate all the potentialities of those lines of force for commanding the approaches to the Panama Canal.
By the completion of the foregoing briefly summarized improvements to develop the naval station at Key West into a first-class navy yard and torpedo base, we shall fully realize the strategic value of this site.
The vast commerce of the Gulf will have adequate protection. All the routes to the Panama Canal will be easily guarded both east and west, as indicated by the strategic lines of force from Key West, east, to the Windward Islands, and west, to Yucatan Channel.
Cuba is under its immediate command, besides being a bulwark to the southward and it will be desirable to have coaling stations at Guantanamo, Puerto Rico, and Culebra, together with naval stations and docking facilities at remote Gulf ports and along the coast south of Hatteras; but these places can only be of secondary importance. Key West is of greater strategic value than all the seven navy yards and naval stations at New Orleans, Pensacola, Charleston, Port Royal, Guantanamo, San Juan and Culebra combined. The naval station at Key West should be developed into a first-class base.
Do it now before the completion of the Panama Canal.