Baltimore. Howard St. Built by B&O now CSX operated.
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Now as to the next question.
Name the oldest Railroad Tunnel in continous use in North America. The name location and current operator.
Thx IGN
Dave I had never thought about Marble Hill. As it was an area of the city north of the Harlem River I assumed it was in the Bronx. When I looked at the googlemaps overhead the river course was pretty obvious. (Of course Riverdale is in the Bronx but neither residents of the Bronx or Riverdale would admit to it.(lol) )
If you've the inclination look at googlemaps street view of the 125th St statio on the #1 Broadway Line . It is a steel arch bridge. As I said I lived near there as a boy. As I remember it, if you wanted to get to the train you had to walk about 1/2 a block on a steep incline to get to the bottom of the steps and then up 1 flights of stairs to get to the booth. then up another flight to the platform level.
Also if you ever want to take pictures of the IND's 207th st yard the best place I ever found was from the #1 line 207th st station.
I had half forgotten about the LIRR's Atlantic Av elevated til you'd asked about it.
Researching some of the answers brought back a lot of memories of both New York & Berkeley(where BART has it's "elevated"(actually North Oakland)).
I'd not seen or ridden Vancouver's Sky Train so I'd not thought about an elevated there.
narig is clearly the winnder. The Atlantic Avenue elevated was built with the same standard components as the "city built" Dual Contracts elevateds for both the IRT and BRT-BMT, such as Jerome Avenue and Broadway-Brooklyn's rebuilt, except it is two-track, without space for a center track. It runs continously along Atlantic Avenue as a regular elevated structure, and the stations at East New York - Eastern Parkway and at Nostrand Avenue look just like rapid transit elevated stations. The Manhattanville Viaduct is a genuine elevated structure for much of its length, inclujding the 125th Street station. Of course the Broadway IRT line also has a portion of elevated structure north from Dyar Avenue, a station on the incline from the subway portal, to the bridge between the 215St and 225th Street stations across Harlem Raver and the New YOrk Central Hudson Division (now MN) passenger tracks from Mott Haven to Spuyten Dyvil Junction. The Park Avenue Mew YOrk Central structure does not count, because it is entirely filled in under the tracks except at street underpasses and where the 125th Street station is acommodated integrally.
A peuliarity of New York Gerography is that Marble Hill and the 225th Street IRT station are legally in Manhattan even though on The Bronx side of the Harlem River. Apparently at one time the Harlem River entered the Hudson farther north, but the course of the river was modified sometime early in the 19th Century. before construction of the Hudson River Railroad.
Back to the LIRR's Atlantic Avenue elevated. The first trains on the structure were, as far as I know, the Gibbs cars, the first LIRR steel cars built with the almost identacle cars for the IRT, and these cars continued to be used, largely on Brooklyn - Rockaway and Brooklyn - West Hempstead sevice until well after WWII. Other than the fact that they never had a center door installed, they looked and sounded like red IRT cars, narrower and shorter than the massive fleet of MP-54 cars.
Other operations are the Las Vegas Monorail, which I understand is largely over a boulevard sidewalk, and the extensive Vancouver Skytrain elevated system, which uses linear motor propulsion.
Truthfully Dave, I have never ridden MTA in the Bronx and am familiar only with commuter rail there. So I am not ashamed. I can think of several elevated structures in Queens and Broolkyn but not used for passenger services and one in Brooklyn that is. Other elevated rr cities, I cannot grasp at the moment.
Manhattan's last elevated. The #1 line above Nagle Av & 100th Av to Broadway which then continues on Broadway into the Bronx to Van Courtland Manor in Riverdale.
I am not sure how you are counting the elevated portion above 125th St on Broadway. The #1 line comes out of the subway At 122nd St and is on bridgework from LaSalle Av to 133rd but only the stop @ 125th St is elevated. It is really spectacular to look at from 125th st as the bridge is a massive steel arch with the station suspended within. As a boy I lived on Riverside Dr opposite Grant's Tomb and this was where my mom & I would catch the subway. For a 4 year old it made that piece of the subway even larger.
How could one forget. Long Island RR above Atlantic Av. Thx IGN
Yes, I do have to include Oakland, and yes, Oakland is a suburb of San Francisco, but is also a city in its own right. So we will include Oakland. As far Charlotte, I was unaware that the elevated between stations is located over a roadway. If it is, then Charlotte is included. If the elevated between stations is over private right of way, then Charlotte should not count.
Henry, you should be absolutely and deeply ashamed of yourself for including the B and the D in the Bronx. The Concourse INF line and the Pelham Bay IRT line underground portion, have the distinction of being the only three-track subways in New York City, both in the Bronx.
You have left out Manhattan's only remaining elevated. If someone other than Henry answers that, he or she is the winner.
There is also an important elevated structure in Brooklyn, not run as part of the subway system. Tell us what it is and who uses it and what kind of equipment did it use and uses it now, he or she is the winner. Henry, you can answer this question. But do some research first. And be the winner.
Or tell us what two other cities have elevated structures, not mentioned so far. Somewhat unusual technology in both. And Henry can, of course, answer this question. And be the winner/
Charlotte, NC has many stations built above roadways at the end near Pineville, NC and the station above I 277 and the second floor of the bus depot uptown.
Well, we have an elevated "people mover" here in Jacksonville, FL.....but we call it the People Loser.
OK on the serious side . In New York City from memory The #1 Line above Broadway I forget where it comes to the surface but continues North above Broadway to 242 St @ Van Cortland Manor . The # 4 Line above Jerome Av in the Bronx. Someone else is going to have to name the street that the #2 line goes above. The #6 Pelham Parkway(I think I'm wrong onthis)
In Queens the #7 line above Northern Blvd (I think). The N in Astoria above Astoria Blvd?. The J line above Broadway in Queens. The LL has a few stretches of elevated in East New York.
in Brooklyn the outer end of the #2 line is elevated out to New Lots Av. The end of the D Line to Coney Island Stillwell Av to(I forgot by the Aquarium). The F Line above McDonald Av. In addition above gthe Goethels Canal the 9th st station. The B West End Line..
in Philadelphia the 69th st is elevated at that end of the line(I think)
Miami has some above street running on its line I think.
Atlanta's Marta I think is only elevated above railroad lines and on the approach to Hartsfield(arpt)
Also what about Detroit's people mover. I do not know enough about it to make comments
Chicago. I will let someone else cover. I really don't know it that well and I once got lost there(on the El!)
St Louis. Most of the elevated there, I think, is bridge work to get over around or thru other rights of way. I may be wrong.
Dallas as per St Louis.
Houston is street running or in segragated right of way.
Denver. Has a couple of stretches were stations are above freeway ramps.
San Francisco BART. The Richmond line has a stretch of elevated that is above a bike path. The bike path was originally Santa Fe's Oakland line(many happy memories here I went to high school in Berkeley) . Also the Fremont line is elevated above the old Western Pacific (now UP) line. The Daly City line extension south from Daly City is elevated above Colma Blvd I think.( I have to go back and look sometime). In addition on the Concord line around Walnut Creek is elevated along the old SN right of way. This is now a bike path I think.
Vancouver. I think has a pretty good stretch of elevated but I do not know if it is elevated above streets.
Edmonton. I think is either underground or mostly surface running. (Don't quote me on this)
Montreal. Unsure.
Boston. As per Chicago others will know this better.
I'm not the one asking the question nor making the definitions....but roller coaster wouldn't count as they do not have station stops along the way....and Disney World's monorail evidently doesn't make stops either....
[quote user="henry6 Does Disneyland and Seattle monorail operations count?
Henry if we are counting Disneyland can we count roller coasters? The Las Vegas casinol New York, New York has one modeled on New York City Elevated complete with faux graffitti. It even runs above the strip. LOL.
I've seen the older iron "el" structures directly over the street, in Chicago & New York -- so does an elevated structure over the median of a boulevard (although with part of the rail-supporting structure hanging out over the roadway) count?
If so, BART in Oakland also has such a structure over 7th Street, between the transbay tube entrance and the West Oakland station (which is not over the street, but rather in the middle of the block, surrounded by its parking lot).
There is a term I would have used which to me describes what I think Dave means but I'm not sure too many outside Boston-NY-Chicago or PHiladelphia would understand. It is "el structure" or "the elevated or elevator structure" and does not refer to "lift" nor did Otis have anything to do with it.. I am sure Dave knows and understands the term but was wise in not using it because it only makes sense to those who know "elevated trains" which can also be subways. Confusing enough to those who know!
I think I have to come to Henry's rescue as to "San Francisco or .. suburbs."
Even though Oakland bristles at being called a suburb of what is lovingly locally called "The City", the San Francisco Bay Area Rapid Transit District (BART)'s Richmond line does have some viaduct running in Oakland, over Martin Luther King Jr Way ("MLK"). The supports for the elevated structure are in the median, and run some 11 blocks from where it splits off from the line running down the median of the Grove-Shafter (Highway 24) freeway, to the Berkeley border at about 62nd and Adeline Streets. (At that point, it goes underground, as required by the city of Bezerkeley when originally built.) No stations along this viaduct (between MacArthur and Ashby stations).
I am not counting the freeway-median running, nor examples in San Francisco and San Leandro, where there is viaduct -- and stations -- running adjacent to, but not over, streets.
Just for the fun of the challenge NYC: Brooklyn: all lines in and out of Coney Island, D,F,N,Q; Brighton Beach B tain, G train from Church to Broadway; M Wms'brg to Met. AVe and J (Z) to Jamaica and 130th? ; A train 88 st to Ozone Park Queens(Rockaway and Far Rockaway on former LIRR ROW and not qualified); 7 train from Huterspoint ave almost to Flushing Main st.; NQ on Astoria LIne; 1, 4, 2.5,6, B &D train in Bronx. JFK Airtrain could count, too, except no city stations, only terminals and JFK.
Nope. I specifically ruled out approaches to bridges and specified over streets continuously with stations only. Boston, for example, now has none. (It had several.) The last elevated structure was used by the Green Line to Lechemere over Causeway Street in front of North Station. That, like the Orange Line elevated in the viscinity, is replaced by an underground subway. Boston no longer has any elevated lines. The above ground line to Lechemere which emerges from the subway is on a viaduct adjacent to a highway bridge but not over the highway bridge. I don't know of any over street elevateds in Washington, Pittsburgh. Cleveland, Los Angeles, or San Francisco or any of these cities' suburbs. There are elevated stations, but they are on private rights of way, not continuously over streets, just including street or pedestrian underpasses. PHiladelphia, Miami, Chicago, and New York City are correct. Disney, no, Seattle, yes. There are others. To be winner, name others. Or tell me which lines in New York are elevateds over streets. Counting all boroughs. If you get all or all but one of the these, you will be the winner.
Boston, New York (New Jersey), Philadlephia (New Jersey), Chicago, Baltimore, Washington, Pittlsburg, Cleveland, Los Angles, San Francisco, Miami...there is no real answer in some respects because most all commuter and rapid transit have some extensive trestle and bridge work; i.e., LIRR: fills, bridges, viaducts, causways, trestles in such combination you can't tell which is which half the time. You'll get definitive answers for rapid transit lines but get into so much gray area when it comes to commuter rail. Does Disnyland and Seattle monorail operations count?
Charlotte, NC , Atlanta, Ga ,La, Calif , Washington,DC , San Antiano,Tx , Sattle, Wash , Ihave have ridden all on the East coast.
OK: Name all cities currently operating elevated railroads, that is rapid transit and commuter trains using multiple unit or single car equipment on structures built over city streets with stations over city streets, in North America. Bridge approaches, bridges over rivers and highways and other railroads don't count. Only structures continuously over streets. Chicago, of course, is one example. Name others. Extra points: For each city or town: Count and name the structures by route and/or street.
USA and Canada only, please.
The last questioner was Wanswheel, who on 11/15 opened up the floor to anyone who wants to ask a question. I have a new question on the other quiz thread.
Washington, Annapolis, & Baltimore.
Rgds ign
Note that Odenton, Maryland, to Annapolis and back was via the interurban line, the only railroad serving Annapolis at the time, I believe/
Whose and what is the next question?
New Question: Does anyone desire to ask the next question?
General Programme of the Visit of His Royal Highness Prince Henry of Prussia
Saturday, February 22.
Arrival in New York Harbor, probably about noon, on Kronprinz Wilhelm, of North German Lloyd Line. Admiral Evans, commanding the Special Squadron, will meet the steamer at Quarantine Station and conduct His Royal Highness Prince Henry of Prussia with his suite to the Hohenzollern, which the President's delegates will then visit to extend greeting. Exchange of official visits during the afternoon. Prince Henry and his suite will attend the Irving Place Theatre and return to the Hohenzollern for the night.
Sunday, February 23.
In the morning, religious exercises on board the Hohenzollern. If the weather is favorable, a visit to the tomb of General Grant in the afternoon. Private entertainment by the Deutscher Verein. Leave for Washington in the evening by special train on the Pennsylvania Railroad.
Monday, February 24.
Short stop at Baltimore at 9 A. M. Arrival at Washington at 10.20 A.M. Military escort from the Pennsylvania Railroad Station to the White House, and thence to the German Embassy. The President will return the visit of the Prince at noon. Visit of the Commissioners of the District of Columbia, and brief address of welcome. Visits of Ambassadors and Ministers. Visit to the Capitol at 4 P.M. Dinner at the White House at 8 P.M. After dinner the Prince will return to New York by special train on the Pennsylvania Railroad. Departure of the President and his party for Jersey City by the Pennsylvania Railroad.
Tuesday, February 25.
Departure of the Prince and his suite and of the President and his party from Jersey City for the shipyards of the Townsend-Downey Shipbuilding Company, at Shooter's Island. Launching of the yacht of the German Emperor at 10.30 A.M. Luncheon to the President on board the Hohenzollerm at 1 P.M. Military escort to receive the Prince at the Custom House Wharf, Battery, where he will land at 3.30 P.M. and proceed to the City Hall. Visit of the Prince to the Mayor of New York, and presentation of the freedom of the city at City Hall at 4 P.M. Dinner of the Mayor of New York at 6.30 P.M. Gala opera at the Metropolitan Opera House after the dinner.
Wednesday, February 26.
Luncheon with representatives of commerce and industry at 12.30 P. M. Sightseeing in New York in the afternoon. Torchlight concert at the Arion Club at 6.30 P.M. Banquet of the Press of the United States at 8 P.M. Special ferry to the Pennsylvania Railroad at 12 midnight and journey to Washington.
Thursday, February 27.
Arrival of the Prince at Washington and escort to the German Embassy. Memorial exercises to President McKinley in the House of Representatives, the Prince and his suite attending. Visit in the afternoon to Mount Vernon, leaving Washington via Washington, Alexandria, and Mount Vernon Electric Railway at 3.20 P. M.
Friday, February 28.
Visit to Annapolis in the forenoon. Luncheon at Annapolis at 12 noon. Farewell visit of the Prince to the President. Dinner at the German Embassy.
Saturday, March I.
Departure of the Prince and his suite for his Southern and Western tour on special train. Journey across the Allegheny Mountains, by Horseshoe Curve, on Pennsylvania Railroad. Stop of ten minutes at Pittsburg and Columbus, and of twenty minutes at Cincinnati.
Sunday, March 2.
Arrival at Chattanooga at 7 A.M. Presentation of souvenir album of views. Three hours and thirty minutes for a trip to Lookout Mountain. Departure for St. Louis at 10.30 A.M. Stop of fifteen minutes at Nashville, ten minutes at Louisville, and twenty minutes at Indianapolis.
Monday, March 3.
Arrival at St. Louis at 7 A.M. Reception at the Union Station. Presentation of an address. Carriage drive to the Eads Bridge and thence to the St. Louis Club. Breakfast at the St. Louis Club. After breakfast drive through the West End to Forest Park, where the special train will be in waiting. Departure for Chicago at 11 A.M.
Arrival a Chicago at 6.30 P.M., Union Depot. Reception by the Mayor, the German Consul, and a Reception Committee. Drive from the depot to the Auditorium Hotel with military escort. Dinner at the Auditorium Hotel given by the associated Reception Committees at 7 P.M. A choral festival at the First Regiment Armory by German musical societies at 9 P.M. Grand ball in the Auditorium at 10.30 P.M. Supper following the ball.
Tuesday, March 4.
Visit to statue of Abraham Lincoln in Lincoln Park. Departure for Milwaukee at 2 P.M. Arrival at Milwaukee at 4 P M. Reception by the Mayor at the Station. Military escort to the Exposition Hall. Greeting by the United Singing Clubs. Drive through the illuminated court of honor to the Hotel Pfister. Dinner at the Hotel Pfister. If time allows, gala representation at the German Theatre.
Departure from Milwaukee at 10 P.M. for journey eastward.
Wednesday, March 5.
Arrival at Buffalo at 1.45 P.M., Central time. Stop of fifteen minutes. Arrival at Niagara Falls at 3.45 P.M., Eastern time. View of the Falls and departure from Niagara Falls at 6.15 P.M. Stop of twenty minutes at Rochester at 8.30 P.M. Stop of ten minutes at Syracuse at 10.50 P.M.
Thursday, March 6.
Arrival in Boston at 10 A.M., South Terminal Station. Reception by the Mayor and the German Consul. Drive from the station to the Somerset Hotel under military escort. At 10.45 A.M. the Governor, Mayor, President of Harvard University, and others pay their respects at Somerset Hotel. Short drive through the city and stop at the State House to return the visit of the Governor. Visit to Shaw Memorial. Drive to the Public Library to return the visit of the Mayor. Visit to Cambridge, arriving at Memorial Hall at 1.30 P. M. At 1.45 P.M. visit to the President of the University. The President will accompany the Prince to the Faculty Room. At 2 P.M. luncheon in the Faculty Room. At 2.45 P.M. visit to the buildings of the University. At 3.30 P.M. entertainment given by the students of the Harvard Union, with short speeches lasting until 4.45 P.M. At 5 P.M. reception of delegation of the Germanic Museum Association at the house of Professor Miinsterberg. At 5.30 P.M. leave Cambridge. Arrival at Somerset House at 6 P.M. At 7.30 P.M. dinner by the authorities of the city.
Friday, March 7.
Departure from Boston at 2 A.M. Arrival at Albany at 8.30 A.M. Stop of two hours. Reception at the Station by the Governor and Mayor. Military escort to the City Hall, where the freedom of the city and a souvenir will be presented. Military escort from the City Hall to the State Capitol Building. Reception by the Governor, Senate, and Assembly. Departure for West Point at 10.30 A.M. Arrival at West Point at 2 P.M. Visit of two hours. Departure from West Point at 4 P.M. A rrival at New York by Special Ferry from Weehawken at 5.45 P.M. Dinner at the University Club at 8 P.M.
Saturday, March 8.
Day spent in rest and recreation. Dinner of the Grosse Deutsche Gesellschaft at 8 P.M.
Sunday, March 9.
Luncheon at the University Club at 1 P.M. Private dinner for the Prince. Visit to the New York Yacht Club at 9.30 P.M.
Monday, March 10.
Departure from New York by Special Ferry from West Twenty-third Street Station at 8 A.M. Arrival at Broad Street Station, Philadelphia, at 10.20 A.M. Reception at the Station by the Mayor of the city and the German Consul and visit to the City Hall, where the freedom of the city will be presented. Visit to Cramp's shipyard. Luncheon with the Union League at 1.30 P.M. Departure for New York from the Broad Street Station at 3.30 P.M. Arrival at New York by Special Ferry to West Twenty-third Street Station at 5.50 P.M. Dinner and reception on board the Hohenzollern.
Tuesday, March 11. Farewell visits and departure.
New York to Washington (Pennsylvania Railroad) 228
Washington to Odenton (Pennsylvania Railroad) 24
Odenton to Annapolis (Annapolis, Washington & Baltimore Railroad) 14
Annapolis to Odenton (Annapolis, Washington & Baltimore Railroad) 14
Odenton to Washington (Pennsylvania Railroad) 24
Washington to Pittsburg (Pennsylvania Railroad) 375
Pittsburg to Cincinnati (Pennsylvania Lines) 313
Cincinnati to Chattanooga (Queen & Crescent Route) 338
Chattanooga to Nashville (Nashville, Chattanooga & St. Louis Rwy) 151
Nashville to Louisville (Louisville & Nashville Railroad) 187
Louisville to Indianapolis (Pennsylvania Lines) 110
Indianapolis to St. Louis (Vandalia Line) 240
St. Louis to Chicago (Chicago & Alton Railway) 284
Chicago to Milwaukee (Chicago, Milwaukee & St. Paul Railway) 85
Milwaukee to Chicago (Chicago, Milwaukee & St. Paul Railway) 85
Chicago to Buffalo (Lake Shore & Michigan Southern) 540
Buffalo to Niagara Falls (New York Central & Hudson River) 22
Niagara Falls to Albany (New York Central & Hudson River) 305
Albany to Boston (Boston & Albany Railroad) 202
Boston to Albany (Boston & Albany Railroad) 202
Albany to New York (West Shore Railroad) 142
New York to Philadelphia (Pennsylvania Railroad) 90
PRINCE HENRY'S AMERICAN IMPRESSIONS
BY ROBLEY D. EVANS, Rear-Admiral U.S.N.
Special Aide-de-Camp in Personal Attendance on His Royal Highness
There are two excuses for the writing of this article. One is that the Editor of Mcclure's Magazine asked me for it; the other that Prince Henry asked me to do it. The Editor set forth that I was the man to tell the story of the pleasant visit of his Royal Highness to the United States, because I was the only American constantly with the Prince; that I was his friend; and that, consequently, I best could report the Prince's impressions of the American people and the American people's impression of the Prince. As for the royal request, that was put more bluntly.
"Evans," said the Prince one day on the train, "all this ought to make a good article for you. I hope you will write one about it."
Friendliness of the Prince
Very friendly? Well, friendliness was the key to the spirit and significance of the whole visit, and especially of my part in it. My appointment as aide-de-camp to accompany Prince Henry was at the request of the German Emperor, and it was, no doubt, as the result of the friendship formed at Kiel with the Emperor and with his brother that the German ambassador was directed to ask the President to detail me to Prince Henry's suite. It was a pleasant duty. Had it been simply an honor, the service might have been trying, but the friendship that prompted the assignment made the service a pleasure from beginning to end. In other words, we had a good time; and even the slight unpleasantnesses that occurred were turned by good fellowship into what was akin to fun.
Once, for instance, at Somerset, Kentucky, when some "Anarchists " (I guess they were anarchists; at least that's what I called them at the time) banged on our car crying, "Get up, Henry. Come out," at two o'clock in the morning, I first prayed that the train pull out; when it wouldn't, I got up and, hearing the Prince disturbed and moving about in his room, went to the window and explained that the Prince was not in that car, but was up front in the first car. Our friends in the first car didn't appreciate it, but the Prince did. He thanked me for what he called, with a droll choice of language, "Your - your - er - thoughtfulness, Evans."
The Prince strikes the Personal Note
My welcome to him was formal of course. I greeted him in the name of the Navy of the United States, and said that it gave me great pleasure to see him in the great Republic. His reply immediately gave the informal and personal tone which prevailed to the end. It was the occasion of his life, he said, and then he added the intimate note; he was glad that an old friend should be the first to welcome him. When I remarked that he had not changed a bit since I last saw him at Kiel, he laughed.
"Now, Evans, be honest," he said. "Look at the gray hairs in my whiskers."
The ice was broken by this and the general laugh that arose. I presented my staff, who withdrew to let us have a few private words. Then we all went up on the upper bridge. He presented his staff; the three newspaper men - or, to be more accurate, two (one was lost in the shuffle) - who were the first civilians to have a friendly conversation with the Prince. As we proceeded on up the bay, the chat continued to be free and easy, the Prince noticing everything and making comment unrestrained on all that he saw.
Here to see People, not Sky-scrapers
I pointed out Shooter's Island, where the "Meteor" lay waiting to be launched. He picked out the Statue of Liberty to admire. Then the city rose clear before us. Somebody called his attention to the sky-scrapers.
"I see," he said, nodding pleasantly. "I have had my eye on them for some time. They are imposing, but certainly they are also very ugly. But then I have seen tall buildings in other cities of the world. I came to this country to see the American people."
There he struck another note of the visit. It was ever the people with him.
As the " Kronprinz " approached the foot of Thirty-fourth Street, North River, the Prince's attention was distracted from the elaborate decorations and preparations to receive him ashore by six or eight tugs that ran up abreast of the ocean greyhound, and, putting their noses against her starboard quarter, gently, firmly, and evenly turned her against the current of the tide and stream, and laid her up to her dock. The Prince watched this operation as if fascinated. The ease, facility, and precision with which those tugs were handled made him exclaim, and he declared he never had seen anything like it anywhere.
When the gangway, draped in American and German colors, was in place, I went down it with my staff, and again formally welcomed his Royal Highness.
"Prince Henry," I said, "it is a great pleasure to welcome you to American soil."
And again the Prince answered personally: "It is a great pleasure that you should be the first to welcome me."
Coghlan and " Hoch der Kaiser"
He then went aboard the imperial yacht "Hohenzollern," and the reception was an accomplished fact. The customary exchanges of courtesy followed: - calls by the German ambassador, by Admiral Barker, commandant at the Navy Yard; by General Brooke, commanding the Department of the East; by Mayor Low; and return calls on these officials by the Prince. At the Navy Yard he saw Captain Coghlan. The Prince shook his hand cordially, said he was pleased to meet him, and showed that the unfortunate incident, when Coghlan repeated the verses "Hoch der Kaiser," was closed and no longer a cause of irritation to German naval officers.
The Prince the First of Sailors
It was late when these calls were all finished, but the Prince insisted that dinner could wait; he should visit my flagship. And I was glad he did, since it gave me a chance to see how he inspected a ship. He went through her as a good housekeeper goes through a house - from double-bottom to bridge. And he saw everything. During that inspection it was evident to those with him that he is a master of his profession; I regard him as the head of it. He ran over the machinery in the steam steering room; at a glance he knew how the whole thing worked. The same way with the ammunition hoists; his eye picked out the new features every time. It was pleasant, at the end, to have him express, as he did, his admiration for the ship and her condition.
The Prince and the German-Americans
That night the Prince had his first glimpse of German-America. He visited the Deutches Yerein, and there heard for the first time in America the German singing which was a feature of his whole trip. The song commemorating the sinking of a German torpedo boat off the coast of China was superbly rendered, and repeated at the request of the Prince. He reviewed the torchlight procession of the Germans from the balcony of the fifth story of the club, and it was a scene not easily forgotten by those who witnessed it. Park Avenue, as far as the eye could reach, was a dense mass of Germans, with a blaze of light through the middle of the street. As each club came before the balcony, its members cheered the Prince and saluted. Each salute was returned by him. One of his aides stood by with watch in hand timing the men as they marched past, and, after twenty-five counts, reported to the Prince that they were marching by at the rate of 200 a minute, and that the end of the procession would pass at a certain time - which it did within fifteen seconds.
This shows how carefully they were watching everything. When the end of the procession approached, I said to Prince Henry, ''If you will kindly step to the end of the balcony, after the procession has passed, the people would like to have a look at you." At this time every inch of space was filled for many blocks up and down the street, and when the Prince appeared there rose a German-American roar that will never be forgotten, and must clearly have indicated to the Prince the nature of his welcome to the metropolitan city.
Let Germans be Loyal Americans
Now of course the Germans among us interested the German Prince very personally, but he was interested in them as Americans. Immense numbers of them appeared everywhere, and he inquired for their welfare; but the answer that pleased him best from the rest of us was that they made such good citizens, and from them that they were doing well by America. In every public speech to them he said that they could best show their loyalty to the Fatherland by being loyal to the United States, the country of their adoption, and their reply, that this was their sentiment also and their highest purpose, gave him a gratification that was plainly genuine. Though he had himself always well in hand, he is as emotional and sensitive as a girl, and he showed his feeling whenever he caught sight of the German veterans of the Franco-Prussian war. In Milwaukee, where a hundred or more of these old soldiers of '70-'71 were lined up, he and his officers stopped to speak to them, and here and always these greetings were touching and kind.
Two National Courtesies Highly Appreciated
Two courtesies of an international significance which were highly appreciated by Prince Henry occurred, one at Washington, the other at the launching. The first visit to the national capital was short and formal, really a call on the President. And that meeting of the Emperor's brother and President Roosevelt was private - what was said by them no one knows. All we are sure of is that after it the two men were friends, as appeared whenever they were together. But after the call at the White House, the Prince drove to the Capitol, and it was the visit to the Senate and the complimentary courtesy of that body which impressed him, as I have said. It had been arranged, simply, that he was to go to the diplomatic gallery with his suite. When we arrived at the Capitol we were ushered into the Vice-President's room, and the suite was taken up to the gallery. His Royal Highness, however, was conducted by Senators Frye, Lodge, and Morgan out upon the floor of the Senate. Senator Frye invited him to take the Vice-President's seat and preside. This the Prince declined, but a seat at the left and beside the president of the Senate he did accept, and the unusual courtesy of it, perfectly understood by the Prince, brought home to him the truly friendly hospitality of the nation.
The other incident was the next day, Tuesday, February 25th. The President's and the Prince's parties united in Jersey City, the two special trains being housed in the Pennsylvania Railroad depot. A special ferryboat had been arranged by the Pennsylvania Railroad Company, and on her the entire party was taken to Shooter's Island, flying the President's personal flag at the main and Prince Henry's royal standard at the fore, with the American flag amidships. It was a thick, foggy morning, and the fleet at Tompkinsville did not discover the presence of the President and his distinguished guest until they were close alongside the "IIlinois." Then the rails were quickly manned, and twenty-one guns fired for the President.
After a look at the fleet the ferryboat proceeded to Shooter's Island, and the party landed for the launching. It was here that the President showed the Prince a delicate international compliment which few noticed, but which his Royal Highness thoroughly appreciated. The naval militia of the State of New York, under their able commander, Captain Miller, had a guard of honor composed of two companies stationed on the dock, where the distinguished guests were to land from the ferryboat, and President Roosevelt, placing Prince Henry on the left, indicated that their salute of honor was for him, Prince Henry, and extended to him by the President of the United States. The Prince returned the salute of this well-organized naval militia, and you could see by his manner that he appreciated it.
Admiral Evans and the Meteor s Flag
That the launching of the yacht and the christening by Miss Alice Roosevelt were successful everybody knows. It certainly was gratifying to the Prince and to the Emperor, and they have expressed their sentiments as to this. The little by-play about which flag should be raised as the good ship made her first plunge was of no importance. The question whether the German flag or the Stars and Stripes should fly happened to be put to me by one of the German officers, and since it was not for me to decide, I did not undertake to settle the question. All I did was to suggest a common-sense view of it by asking whether the ship had been paid for and delivered. When the answer was that she was not, I suggested that she would seem to be an American vessel until she passed under German control on her way home off Sandy Hook somewhere. My suggestion was adopted, and that was all there was to it.
Open Carriages in the Rain
When the party returned from the "Meteor," lunch was served on board the " Hohenzollern," with the President and Miss Roosevelt and many other distinguished Americans as guests. It was very cheery, and the toasts across the table were very pretty. After lunch, as soon as the President had taken his departure, Prince Henry started for the City Hall, to receive the freedom of the city of New York. It was blowing a northeast gale, with rain and occasional snow, and in order to make the trip as easy as possible the Prince was taken in a Navy Yard tug down to the Battery. At this point occurred one of the incidents which had such influence in shaping American sentiment toward Prince Henry. As the tug drew up to the landing, Prince Henry noticed the long line of carriages all closed, and the dripping multitude facing the northeast storm. Turning to me he said:
"Evans, please have the carriages opened. If the American people can stand in the rain to see me, I can surely sit in the rain to see them."
The Winning of the Crowds
The cheering of the crowd - and such cheers and such glad faces they were - began as soon as the first carriage was being opened, and so we rode to the City Hall in our special full-dress uniforms, drenched to the skin, but in this respect no worse off than the honest Americans who were welcoming the Prince. It was a pleasure at this time to watch the crowd and see the serious expressions on their faces; then to observe how quickly these changed to smiles as they caught a glimpse of the Prince's face. It was the most striking thing I ever saw. Repeated elsewhere and often thereafter, it showed me that it was the personality of the man that was winning them and not any idle curiosity about the Prince. He captured them the moment they saw his face - everybody - big and little, young and old.
Curiosity turned into Personal Interest
Throughout the cruise around the country there was not an untoward incident; and this success was due, I think, to three distinct causes - the attractive personality of the Prince himself, the temper of the people, and the perfection of the preparations made for the visit. The Prince personally has charm, and he really had a friendly feeling for our people which he displayed specifically several times, but which was so obvious always that the people seemed to feel it. I often saw curiosity turn into genuine interest when the crowd caught sight of the Prince. He understood the democratic spirit of us all, and that caught the people every time. It seemed to me that he never forgot that he was a prince, yet never remembered it.
The Prince's Safety
As to the preparations, they were elaborate, detailed, and, as the event showed, complete. The bodily safety of the guest was the first thing secured. The President laid that down as the prime requisite; all else was to be made subordinate to that end. Chief Wilkie had supreme charge; and his preparations were systematic and thoroughgoing. With the cordial assistance of the governors, the mayors, and the police of the states, cities, and towns visited, ample protection was planned long in advance. Every anarchist of note was shadowed for days before the Prince's arrival; and during his stay many of these fellows were enjoying, I have no doubt, free board at the expense of the states, learning of the efficacy of habeas corpus proceedings only after the Prince was gone, too late for their appreciation. As the special train sailed along on its cruise, each town we approached to visit telegraphed to Wilkie the state of things, and he and I translated and read these reports, sizing up in each case the situation before us. But there was no threat of danger or alarm of any kind, unless you count a telegram which said: ''Turn back the Prince's train at once; he will be shot tomorrow at one o'clock." We didn't count that. Anybody who wished to kill the Prince would not advertise his intention to us, and we threw the warning into the waste basket.
For comfort and luxury, the special train on which he traveled made a lasting impression upon the Prince and his suite. Prince Henry said: "I have seen the best equipment on Russian railroads, and they are the best in Europe; but I have never seen or imagined that a train like this could be put together."
Negro Melodies - Booker Washington
The first request made by Prince Henry after being received in New York was that I should arrange to give him some of the old Southern melodies, if possible, sung by the negroes; that he was passionately fond of them, and had been all his life - not the rag-time songs, but the old negro melodies. Several times during his trip I endeavored to carry out his wishes, with more or less success; but, finally, at the Waldorf-Astoria, the Hampton singers presented themselves in one of the reception-rooms and gave him a recital of Indian and negro melodies. He was charmed.
And while I was talking to him just after a Sioux Indian had sung a lullaby, he suddenly turned and said, " Isn't that Booker T. Washington over there?" I recognized Washington and replied that it was, and he said: "Evans, would you mind presenting him to me? I know how some of your people feel about Washington, but I have always had great sympathy with the African race, and I want to meet the man I regard as the leader of that race." So I went at once to Washington and told him that the Prince wished him to be presented, and took him myself and presented him to the Prince. Booker Washington sat down and talked with him for fully ten minutes, and it was a most interesting conversation - one of the most interesting I ever heard in my life. The ease with which Washington conducted himself was very striking, and I only accounted for it afterwards when I remembered that he had dined with the Queen of England two or three times, so that this was not a new thing for him. Indeed, Booker Washington's manner was easier than that of almost any other man I saw meet the Prince in this country. The Prince afterwards referred to President Roosevelt's action in regard to Booker Washington, and applauded it very highly.
The Ride on a Locomotive
Another thing the Prince expressed early a desire for was a ride on a locomotive. He likes the excitement of running torpedo boats, and the speed of an engine ashore attracted him in the same way. He asked several times if he was to be allowed to go on an engine. The committee doubted whether it was wise to let him take the risk, especially with the country flooded and accidents happening everywhere, but the Prince laughed at this view, and the German ambassador consented; so the Pennsylvania Railroad arranged to have him ride on a new 120-ton engine, from Summit 100 miles toward Pittsburg. Mr. Boyd, who represented the company, rode with him. Unfortunately the trip was interrupted by a wreck, causing a delay of two hours; but the Prince used the time to talk to the engine man, examine the locomotive, and chat with the crowd. He never was more democratic and happy and affable. When the track was cleared, he had his ride, and a fast one, so that he returned to the car dirty and laughing, to jump into a bath and hustle into his uniform for dinner.
What the Prince came here for
Now the purpose of Prince Henry's visit was very simple - it was, like the visit itself, friendly. He said so himself, repeating it time and again in his public speeches; and what he said publicly was exactly what he said privately. Being with him all the time, I enjoyed his confidence, and he talked about this point frequently. Always he said that he had come to extend across the ocean the hand of friendship; there was nothing more in it - nothing more subtle or complex. Of course he and his suite were here to see things, and, each an expert in his profession, they saw much and they saw it keenly, with understanding and a willingness to learn. "Keep your eyes and ears open and your mouth shut," Prince Henry said his brother's instructions were. I believe this was all there was to it, this and the personal interest of the Prince in our people, which was personal, mind you, and sincere; and in ships, machinery, industries, and business. Why shouldn't a prince have personal tastes and private human interests? Surely Prince Henry has these traits. Indeed, I think some of the disappointments of his visit grew out of them.
Fondness for Machinery and Industries
Fond of machinery, he wanted to see more of our great factories. There was no time for that. The power-house of the Niagara Power Company, which turns 250,000 horsepower of the falls into motive power and electric light for Buffalo and other places, fascinated him, and he had a good look over that. That was but one, however, and he had heard of so many others he would have liked to see. This was the man. Both the man and the prince were interested in the great industrial development of the country.
When we struck the oil fields of Ohio he wanted the train stopped to investigate the oil wells. That is a burning question in Germany, because they have no petroleum, and it was a matter of great interest to him. Of course it was impossible to stop. Then he wanted to see how the people lived. At Harvard he wanted to go into the students' rooms and see how they were put up, but the time was too crowded. He wanted to go into the stock-yards at Chicago and see how cattle were slaughtered, the pork packed, etc., but that was impossible because the proprietors, with so many Poles in their employ, would not guarantee his safety, and, though the Prince was willing himself to take the risk, the German ambassador objected, and I think very properly, because some crank might have thrown something at him. After all, his safety was the main thing, and we all know that a prince has to make many sacrifices of personal liberty: that's one of the ways by which the privileges of men are balanced in this world.
Pumping the Captains of Industry
The luncheon given by the captains of industry was a chance for him. There he was allowed not only to meet the kind of men that interested him, but to pump them to his heart's content. And he did pump them. One after another he had such men as J. Pierpont Morgan, Charles M. Schwab, and others presented, and they gave up to him all he cared to ask for in the way of information. That was indeed an occasion which he enjoyed to the full.
Bored by Public Speeches
At most dinners he had no conversation, only speeches, and this everlasting speechmaking of ours bored him as it did the rest of us. He said so.
"What an extraordinary way of entertaining one's guest," he said once, "to sit him down and make speeches at him. There is no chance for conversation. I find myself seated between two charming gentlemen, but am unable to get any more than 'yes' and 'no' out of them until after they have made speeches. Then they turn out to be entertaining, witty, full of knowledge and character, and I realize that before that they couldn't talk to me because they were conning their speeches."
A Royal Command to Shoot a Man
Once, at Boston, a particularly longwinded, dry, and orderly speaker was droning on, to the death of the whole company. It was a regular thirdly-fourthly-fifthly-in conclusion-and-one-word-more-oration, and everybody was in perfect sympathy against the man. The Prince caught Chief Wilkie's eye, and with a twinkle in his own, he put his hand down inside his coat. He knew that Wilkie carried a gun there, and it was a suggestion to draw and shoot. If Wilkie had been up on etiquette, and had taken the royal wish for a command, there would have been some mighty democratic approval of justifiable homicide.
At Niagara Falls, where the Prince was eager to see that wonderful tumble of the waters, after he had seen enough of it to move his musical soul and make him feel the finest emotion a man can have, they got him out on the middle of the bridge, with the roar of Niagara in his ears, and made him listen to speeches. Oh, he saw some of the Falls, the Gorge, and the Rapids, but he would have liked to see more.
Not all the speeches were bad, however, and not all the dinners were speeches. Mayor Low's little address, presenting the freedom of the city of New York, was a gem of which the Prince said that "every phrase was polished and brilliant." And there were other such exceptions. Then the Prince, who is something of a story-teller, was highly entertained by the stories of such men as Judge Howland, who told some of his best and newest things, which the Prince has taken home with him along with his happiest loot from this country.
Milwaukee's Newest Bid for Fame
Easy as it was for the Prince to meet men and women en masse, it was hard to have quiet talks with individuals. He felt disappointed, too, that he had few new acquaintances among American women - two or three in Boston; four or five in New York. They were about all. He was especially pleased with Mrs. Cornelius Vanderbilt; he had heard her story, and liked the way she was helping her husband to be something else than a millionaire. [Grandson of Commodore Vanderbilt.]
Among the crowds, the women of Milwaukee struck him almost beautiful. They did me, too. I never remember hearing that Milwaukee was famous for lovely women, and maybe the beauty we saw there that day was due to the fresh breeze that happened to be blowing off the lake. Anyhow, as we drove along, I was fully occupied with the faces on my side of the carriage, yet Prince Henry kept calling my attention to those on his side. At last I warned him that each had enough to do to watch his own share, and that if we both tried to see all there were on both sides of the road, we should soon be cross-eyed. After that we left each other alone, and yet saw an amazing number of beautiful faces.
The Winning of the West
It was a disappointment to him that he could not go farther West. He wished to see some of our Indians. Once when a band of them was about to play, somebody had to make a speech, and the Prince saw little of the first people in America. He said that he would like to come over again, the next time in a private capacity, and if he did, he was going to make Milwaukee his headquarters, he said, striking out from there into the West, especially the great Northwest, which attracts him strongly. I think he will come again, and when I get back from China I am going to invite him to go out on a good big hunt with me. I know he will like that, and it will give him a chance to see what he has not been able to see this time.
His Knowledge of Railway Affairs
Still he got a good deal by way of first impressions. His own little dinners in his car on the train were put to good use. He, the German ambassador, the German adjutant on duty for the day, and I were in that car, and we always dined together, but the Prince said at the outset that he wanted to have a party of eight at table each day. This party was made up by inviting an American officer, a German officer, the official representative of the railroad we happened to be traveling on, and some other one of the attendants. The conversations that resulted were highly entertaining and, usually, informing. The railroad men invariably were made to give up information; the Prince asked them all sorts of questions, and he showed a knowledge of railroad matters, about which I should not have supposed him to know anything.
Samples of the Royal Slang and Humor
I see that some comment has been made upon the Prince's English - that he knew it so well that he could indulge in the correct use of slang. I will go further than that; he knew his English so well that he was able to stand up for the pedigree of some of the language of the street. For instance, one day he said "hustle" - "if we are to get through we'll have to hustle," or something to that effect. A remark was made to him on his slang, and he said, "No; 'hustle' is not slang. It is a good old English word, and I learned it when I was studying in England." Still, he did say such things as "cinch" - "that's a cinch," - and when some one asked him to make a speech in Boston, he said "Not on your life." Speech-making, however, especially in Boston, was a fit subject for extraordinary expression.
The Prince's humor struck me as being American. He certainly appreciated what we mean by that phrase. I didn't think it quite right for the boys on the street to call out "Hello, Henry," or "Where is Henry?" But the Prince did not seem to mind. He answered in kind. "Hello," he would answer, or " Here I am," "I am Henry," or, with his finger pointing to his ***, "Here is Prince Henry." If they said "Hello, Prince, how are you ?" he would say, "All right; how are you?"
His Knowledge of American History
On Lookout Mountain, the Prince showed that he had studied American history well enough to know all about that battle. So did General von Plessen show a most intimate study of our war history. He asked General Boynton amazingly intimate questions about where detailed movements were executed. And let me say here that it was a pleasure to hear the description General Boynton gave of that action - it was vivid, clear, simple, and most effectively expressed. I seemed to see the battle going on again.
The Prince's Jest on Chicago
The way the Prince and his keen-eyed staff made observations was sometimes astonishing. They would hit off in a word the characteristics of crowds, revealing a sense of the differences among our cities. Chicago had eight picked policemen to guard the Prince. Each of these men was six feet four or five inches tall, and they were got up in evening dress and silk hats. The Prince noticed them that evening with silent appreciation, but when they turned up the next morning in the same costume, he asked, "Could this happen anywhere except in Chicago?" When we were at the University Club, in New York, Admiral von Tirpitz came to me quite excited. "Why, you have developed a new type of men in this country," he exclaimed. "I do not see German faces here, or English, or Spanish, or French faces. You have developed a new type of men. Your university men are a new class entirely." It was this keen-minded German admiral who gave me a new idea of economy. He and I naturally had many professional talks together, and one of the topics was the submarine boat. The Germans are doing nothing at all in this line, nothing but watching and waiting, and I asked why. "We can't afford it," he answered. "We can afford the money, but not the brains. We think we can utilize our mental energy to better advantage in developing fighting ships for the supremacy of the sea." They certainly are doing good work on the surface of the water. That appeared in our talks. And, by the way, one thing the Prince and his admiral expressed surprise at was our abandonment of the torpedo on our battleships. They regard the torpedo as a very deadly weapon, but they were so interested in our reasoning about it that they returned to the discussion again and again.
Hand Extended Across the Sea Grasped
Prince Henry gave a formal luncheon on board the "Deutchland" before sailing for home. All those who had accompanied him on his trip were present and enjoyed the hour of familiar conversation where true feeling found its way to the surface. Each one was toasted by his Royal Highness, and then in a few heartfelt words he expressed his warm personal thanks for the service we had done him. There was real sentiment in what he said, and each of us felt it.
As representative of the navy I said a few words, and they indicate, and were meant to indicate, my views as to the object and result of the Prince's visit. I said:
"Prince Henry, and brother officers of the German service, representing the navy of the United States, I say to you that we are glad you came, we are sorry you are going, and we hope you will come again. It gives me pleasure to grasp the friendly hand so courteously extended to us across the North Atlantic."
The grasp that I received across that breakfast table convinced me that there was strength of muscle as well as friendship behind it. In these few words I indicate just what I think of Prince Henry's visit. It was purely and simply a visit of friendship to cement the friendly relations existing between two great nations. Those who were doing the cementing on both sides had their eyes and ears open, and, as a rule, their mouths shut. After a close personal relation with his Royal Highness during his entire visit, and many most intimate and confidential conversations, I feel justified in saying that I have given above the sole object of his visit. I may say, further, that he was gratified, and satisfied, with the results. For myself, I may say I am, as I have always been, proud of my countrymen, in this case for the hearty and courteous greeting they gave our country's guest.
Excerpt from The World's Work - A History of Our Time (1908)
When Rear-Admiral Robley D. Evans retires, on August 18th, the Service will lose one of the ablest commanders and most resourceful tacticians that it has ever had. It was by a narrov margin that he came into the Service at all, for had he possessed a less determined character he would doubtless have joined the Confederate cause and laid down his life in its defense as Samuel T. Evans, a younger brother, did. When the Civil War broke out, Robley Evans was a cadet at the Naval Academy, and the youngest man in his class. He had been appointed from Utah, although his family lived in Virginia. Without his knowledge, his mother sent his resignation to the Navy Department at Washington, and it was accepted. The resignation was forwarded to the commandant, who was greatly incensed. He confronted young Evans and, brandishing the resignation, upbraided the youth for resigning after having declared that he would stand by the Union. "I've a good mind to send you to Fort Delaware for imprisonment," shouted the commandant. Evans asked permission to look at the resignation, and saw that it was in his mother's handwriting and signed by her, and he promptly reenlisted. He was out of the Service but one day.
Although but 15 years old when the war broke out, he served through it with distinction. At Fort Fisher he was severely wounded and he has suffered ever since as a result. He has not put his foot to the ground without pain for forty-four years. The incident of his refusal to leave the service of his country when a cadet, and the fight at Fort Fisher, are considered by the Admiral to be the two great turning points of his life. Admiral Evans fought also through the Spanish War and, as in the case of the Civil War, his gallant services were rewarded by promotion. It is not without good cause that he is called "Fighting Bob." And he has that lofty kind of moral courage which has enabled him not only to fight the enemies of his country, but to endure suffering when it took a strong man with an iron will not to succumb. The Admiral has seen more active service than most of his comrades. He had eight years as a flag-officer - and that is something to point to with pride in a Navy where the officers grow gray before they have a chance to walk the bridge of a man-o'-war. For five years he commanded the United States fleet in the China seas, and after that he was commander of the Atlantic fleet for a longer period than any other man ever held command over it. Long before that, he was selected to command the Indiana, which was the first battleship put in commission by the Navy Department, and he was commanding officer of the Iowa in the Spanish War. He has had four separate flag commands; and it is one of the proudest things in his record that his conduct has always been considered so exemplary that there is not "the, scratch of a pen" against him on the records of the Navy Department. Yet, with all this gallant service and good conduct, he retires with the same rank that he has held for eight years. His friends regret that Congress did not see fit to honor him by raising his rank to that of Vice-Admiral, as his distinguished record would, they think, warrant.
Probably no one so well as Admiral Evans himself knows what it meant to take the Atlantic battle fleet through the Straits of Magellan and up the South American coast to San Francisco. So serious a task was it that many European critics prophesied disaster. The burden of responsibility on him was heavy, and its effects can be seen yet in the lines of care indelibly imprinted on his face. But, when he speaks of the royal reception he met with in California, his eyes brighten and he forgets his sufferings and anxieties.
Rear-Admiral Evans is a man who enjoys the most unreserved affection of his fellow officers. The whole Navy admires the man, and holds him in the highest esteem. He is a strict disciplinarian, but he is a lover of fair play and his men know that injustice will not be tolerated. In the opinion of the Navy Department he is to-day without a peer in our Navy or in any other.
Coming across the continent after taking the fleet into San Francisco Bay, he told the crowds that gathered around his car and demanded a word from him: "I have taken your fleet into San Francisco Bay; and it will be taken anywhere else that the President orders it to go." And the people cheered - cheered their fleet, their Admiral, and their President.
Let us have the next question please.
Prince Heny, the guy wearing the white cap, somewhere in Pennsylvania.
Prince Henry on the right
John E. Wilkie of the Secret Service, Prince Heny, Engineer Gilchrist and George W. Boyd of PRR
George Washington Boyd on the right.
The car Columbia., with Boyd, Wilkie and Admiral Evans standing to the left of the prince.
At a stop in Ohio, possibly Cincinnati?
Prince Henry arriving at the Capitol
Prince Henry wearing a cape on Lookout Mountain
Prince Henry's special train at West Point, NY
The Meteor, Kaiser Wilhelm's American-built yacht.
Excerpt from Railway and Locomotive Engineering (1902)
When it was decided that His Royal Highness, Prince Henry of Prussia, should make a short tour through the United States, Assistant Secretary of State Hill at once called into consultation the officers of the Pennsylvania Railroad Company and sought their advice concerning the transportation features and the itinerary. The Secretary and the other officers composing the Reception Committee stated that by reason of its resources, excellent management, and completeness of its tourist system they considered the Pennsylvania the safest and best transportation line in the land to which they could entrust all matters connected with the movement of their distinguished guest. So a formal contact for the transportation of the Prince and his suite for the entire tour was entered into between the representatives of the Government and the railroad company. The selection of the train was left to the railroad. The outlines of the itinerary prepared in Washington were developed and worked out in detail by the Pennsylvania Railroad officials. Every stop of the train in its course of nearly five thousand miles, every detail of its movement, were arranged by correspondence and wire with connecting lines a fortnight in advance of the starting date. The schedule was adapted to the peculiar characteristics of each connecting line, and the scope of the tour was measured by every available hour of the time at the Prince's disposal. Every general manager of every road used knew the exact time he would receive the train and the hours at which he was expected to deliver it at each point on his line. Nothing was left to chance, but everything relating to the movement of the train was as absolute and as well understood as if it were a regularly scheduled train in every-day service.
The selection of officers and men, of which twenty-four composed the crew, was made with a special view to their fitness and experience. The crew included not only the usual attendants of a first class limited train, but special stenographers, a special baggage agent and competent telegraph operators.
The train which was composed of the Pennsylvania's Class "L" passenger locomotives number 850 and 8 cars, made up in the following order, commencing with the engine: Pullman composite baggage and smoking car "Utopia," two Pullman sleeping cars, the "Biscay," and "Garonne," for the attendants; the Pullman dining car "Willard," three Pullman compartment cars, the "Iowa," "Indiana" and "Ohio," and the Pullman private car, the "Columbia," occupied by the Prince.
The dining car "Willard," is the latest production of the skill of the Pullman Company. It is attractively finished in mahogany, with high pitched roof, and presents upon entrance through wide vestibules the appearance of a small but cosy cafe. It is furnished with ten tables and ordinary cafe chairs.
The compartment cars "Iowa," "Indiana" and "Ohio," are all of the same pattern, though finished in different schemes of decoration. Even the compartments differ in their stye of finish between mahogany, maple, English oak and vermilion. There are ten staterooms in each car, all on the same side of the car, with a wide passage on the opposite side from end to end of the car. Every stateroom contains a double berth. The officers of the Prince's suite and the President's delegates were quartered in these compartments.
The "Columbia" was occupied by Prince Henry, Admiral Evans, Herr von Holleben. the German Ambassador, and Personlicher Adjutant Capitan-Lieutenant Schmidt von Schwin..
The "Columbia" is the handsomest and best appointed private car ever constructed by the Pullman Company. It was frequently used by President McKinley in his longer trips, and it came to the use of the Prince fresh from the shops. The car is seventy feet long and contains five private rooms in one section. Two of the private rooms are large, and are furnished with brass bedsteads, chests of drawers, wardrobes and large mirrors.
There is also space for steamer trunks, and a separate toilet compartment communicating with each room. The private rooms are finished in mahogany, maple and koko. The observation room which is also the dining room, is sixteen feet long, finished in vermilion and contains an extension table and two cabinets. Wide windows and a door enclose the rear end, which is a wide observation platform enclosed by bronze railings. The Prince received from this platform at points where the stop was too short to admit of his leaving the train.
The Prince took his meals in the "Columbia" with such guests as it was his pleasure to invite. When the train passed over the Allegheny Mountains he rode on the engine, which experience together with the scenery to read before him he enjoyed very much.
Telegrams:
Berlin, January 10, 1902. Most gratified at your kind permission for Miss Roosevelt's performing christening ceremony at launch of my yacht. It gives me great pleasure to announce to you that I have ordered my yacht Hohenzollern to cross over and to be present at the ceremony. My brother, Admiral Prince Henry of Prussia, will appear as my representative, rejoin the yacht, and will be able to express to you once more my sincere feelings of friendship for the United States and their illustrious head. - William II.
Executive Mansion, Washington, January 10, 1902. I am much gratified at Your Majesty's purpose to send your yacht Hohenzollern to be present at the christening of your new yacht by my daughter, and I assure you of a hearty welcome for your brother, Admiral Prince Henry, to whom I can personally express my cordial feelings of esteem for Your Majesty and my earnest wishes for the prosperity of the German people. - Theodore Roosevelt.
Excerpt from Theodore Roosevelt: An Inttimate Biography by William Roscoe Thayer (1919)
The Kaiser was not to be foiled, however, in his determination to get a foothold in America. As the likelihood that the Panama Canal would be constructed became a certainty, he redoubled his efforts. He tried to buy from a Mexican Land Company two large ports in Lower California for "his personal use." These would have given him, of course, control over the approach to the Canal from the Pacific. Simultaneously he sent a surveying expedition to the Caribbean Sea, which found a spacious harbor, that might serve as a naval base, on an unoccupied island near the main line of vessels approaching the Canal from the east, but before he could plant a force there, the presence of his surveyors was discovered, and they sailed away.
He now resorted to a more cunning ruse. The people of Venezuela owed considerable sums to merchants and bankers in Germany, England, and Italy, and the creditors could recover neither their capital nor the interest on it. The Kaiser bethought himself of the simple plan of making a naval demonstration against the Venezuelans if they did not pay up; he would send his troops ashore, occupy the chief harbors, and take in the customs. To disguise his ulterior motive, he persuaded England and Italy to join him in collecting their bill against Venezuela. So warships of the three nations appeared off the Venezuelan coast, and for some time they maintained what they called "A peaceful blockade." After a while Secretary Hay pointed out that there could be no such thing as a peaceful blockade; that a blockade was, by its very nature, an act of war; accordingly the blockaders declared a state of belligerency between themselves and Venezuela, and Germany threatened to bombard the seacoast towns unless the debt was settled without further delay. President Roosevelt had no illusions as to what bombardment and occupation by German troops would mean. If a regiment or two of Germans once went into garrison at Caracas or Porto Cabello, the Kaiser would secure the foothold he craved on the American Coast within striking distance of the projected Canal, and Venezuela, unable to ward off his aggression, would certainly be helpless to drive him out. Mr. Roosevelt allowed Mr. Herbert W. Bowen, the American Minister to Venezuela, to serve as Special Commissioner for Venezuela in conducting her negotiations with Germany. He, himself, however, took the matter into his own hands at Washington. Having sounded England and Italy, and learned that they were willing to arbitrate, and knowing also that neither of them schemed to take territorial payment for their bills, he directed his diplomatic attack straight at the Kaiser. When the German Ambassador, Dr. von Holleben, one of the pompous and ponderous professorial sort of German officials, was calling on him at the White House, the President told him to warn the Kaiser that unless he consented, within a given time - about ten days - to arbitrate the Venezuelan dispute, the American fleet under Admiral Dewey would appear off the Venezuelan coast and defend it from any attack which the German Squadron might attempt to make. Holleben displayed consternation; he protested that since his Imperial Master had refused to arbitrate, there could be no arbitration. His Imperial Master could not change his Imperial Mind, and the dutiful servant asked the President whether he realized what such a demand meant. The President replied calmly that he knew it meant war. A week passed, but brought no reply from Berlin; then Holleben called again at the White House on some unimportant matters; as he turned to go the President inquired, "Have you heard from Berlin?" "No," said Holleben. "Of course His Imperial Majesty cannot arbitrate." "Very well," said Roosevelt, "you may think it worth while to cable to Berlin that I have changed my mind. I am sending instructions to Admiral Dewey to take our fleet to Venezuela next Monday instead of Tuesday." Holleben brought the interview to a close at once and departed with evident signs of alarm. He returned in less than thirty-six hours with relief and satisfaction written on his face, as he informed the President, " His Imperial Majesty consents to arbitrate."
In order to screen the Kaiser's mortification from the world, Roosevelt declared that his transaction - which only he, the Kaiser, and Holleben knew about - should not be made public at the time; and he even went so far, a little later, in speaking on the matter as to refer to the German Emperor as a good friend and practicer of arbitration.
Many years later, when Roosevelt and I discussed this episode we cast about for reasons to account for the Kaiser's sudden back-down. We concluded that after the first interview Holleben either did not cable to Berlin at all, or he gave the message with his own comment that it was all a bluff. After the second interview, he consulted Buenz, the German Consul-General at New York, who knew Roosevelt well and knew also the powerfulness of Dewey's fleet. He assured Holleben that the President was not bluffing, and that Dewey could blow all the German Navy, then in existence, out of the water in half an hour. So Holleben sent a hot cablegram to Berlin, and Berlin understood that only an immediate answer would do.
Poor, servile, old bureaucrat Holleben! The Kaiser soon treated him as he was in the habit of treating any of his servile creatures, high or low, who made a fiasco. Deceived by the glowing reports which his agents in the United States sent to him, the Kaiser believed that the time was ripe for a visit by a Hohenzollern, to let off the pent-up enthusiasm of the German-Americans and to stimulate the pro-German conspiracy here. Accordingly Prince Henry of Prussia came over and made a whirlwind trip, as far as Chicago; but it was in no sense a royal progress. Multitudes flocked to see him out of curiosity, but Prince Henry realized, and so did the German kin here, that his mission had failed. A scapegoat must be found, and apparently Holleben was the chosen victim.
The Kaiser cabled him to resign and take the next day's steamer home, alleging "chronic illness" as an excuse. He sailed from Hoboken obediently, and there were none so poor as to do him reverence. The sycophants who had fawned upon him while he was enjoying the Imperial favor as Ambassador took care not to be seen waving a farewell to him from the pier. Instead of that, they were busy telling over his blunders. He had served French instead of German champagne at a banquet for Prince Henry, and he had allowed the Kaiser's yacht to be christened in French champagne. How could such a blunderer satisfy thediplomatic requirements of the vain and petty Kaiser? And yet! Holleben was utterly devoted and willing to grovel in the mud. He even suggested to President Roosevelt that at the State Banquet at the White House, Prince Henry, as a Hohenzollern, and the representative of the Almightiest Kaiser, should walk out to dinner first; but there was no discussion, for the President replied curtly, "No person living precedes the President of the United States in the White House."
Here's a link to Library of Congress video of Teddy Roosevelt and Prince Henry strolling past Edison's camera on their way to the christening of the Kaiser's yacht. Both have cool hats!
http://hdl.loc.gov/loc.mbrsmi/trmp.4112
Excerpt from Prince Henry's American Impressions by Robley D. Evans
Excerpt from Prince Henry's Tour of the States by George Lynch
The interesting incident of the trip through Pennsylvania was the ride of the Prince in the engine. The night that he left New York on his first trip to Washington he told George W. Boyd of the Pennsylvania Railroad, under whose direction the tour was made, that he wanted a mountain ride in an engine cab. The Alleghany Mountains were selected as the best place for the experience, and the Prince was assured that he would have his wish gratified. He boarded the engine at Lilly, and rode through to Bradensville. Part of the run was down grade toward Pittsburg, in an effort to make up for the time lost by the wreck at Portage, and the experience was an exciting one. At times the big engine was plunging ahead at the rate of sixty miles an hour, and swaying from side to side in its might. The Alleghanies were not in their prettiest dress. The foliage was gone, and the trees looked bare and gaunt. All of the snow had not melted in the genial thaw, but lay in the ravines in dirty patches. The rugged places made an impressive appeal, however, and the thrilling ride, with the swings at the curves, will be an oft-recalled experience of the Prince. He came from the cab with his face grimed with cinders and soot, but it was manifest that he had enjoyed the experience. He made friends with the train crew, and won their respect for his courage and his complete knowledge of engineering.
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