Henry Honeychruch Gorringe

THE MASONIC EMBLEMS

The pieces forming the steps and all but four of those inclosed by them are a hard limestone of grayish-white color. Three of the four exceptions are syenite from the same quarry as the obelisk and pedestal (Plate xi, Figs. A, B, C); the other one, E, is soft limestone entirely free from discolorations and as purely white as the best statuary marble. The foundation below the lower step is composed of soft sandstone blocks, rough-hewn and of irregular form, with three exceptions; these three had been carefully dressed and had had figures cut in relief on the sides (Figs. P, G, H). Of the three pieces of syenite, two, A and B, are carefully cut and had been polished; the other, C, is rough and irregular, the upper part having been gouged by tools into an unnatural and conspicuously uneven surface. One of the polished pieces, A, is an imperfect cube, that is, the height is less than the sides in measurement; the other is of remarkable shape, more easily comprehended from the drawing B on Plate xi than from any possible description. The upper part is hewn to form a long and a short arm, at right angles, similar to the mechanic's tool called a builder's square, or in French /' angle. At the junction of the lower part with the vertical faces of the arms there are three beads, or convex surfaces of unequal dimensions ; and around the lower edges of the sides there is a concave surface or groove. The assumption that it had formed a part of some ancient building, from the ruins of which it was taken to fill up a vacant space under the obelisk, would not be reasonable, chiefly because its form is unsuited for such a purpose, as will be very evident by examining the drawing. With reference to the rough piece of syenite there are two proofs that the roughness and irregularity were intentionally given to its upper surface: one of these is the tool marks; the other is its singularity in this respect, every other piece of the steps and foundation had the upper and lower surfaces dressed to give a good bearing for the layers above and below.

Assuming that the forms of these pieces of syenite, in connection with the fact that they are syenite while all the other pieces are limestone, have some significance, an explanation may be sought in their actual and relative positions. The polished cube occupied the east angle of the upper tier, and stood on the end of the long arm of the polished square; this extended across the S. E. face of the structure parallel with the inner edges of the second tier or lower step; the short arm extended half-way across the S. W. face, and touched the rough block of syenite which occupied the west angle of the same tier. If there is any thing within the limits of our knowledge and understanding that serves to explain the forms and arrangement of these three pieces it seems unreasonable to reject it until some better explanation is offered. One striking peculiarity existed in the manner of laying the polished cube. While every other part of the structure was laid in white mortar, this one was placed on yellow cement, and the spaces around it were not filled in, as all other spaces were, with fragments of hard limestone and white mortar.

The piece of white limestone was found on the lower part of the piece of syenite out of which the square was cut. The cube of syenite (A) rested partly on the long arm of the square (B,) and partly on the piece of white limestone (E). On the block of hard gray limestone adjacent to it (D) an iron trowel and a lead plummet (K) were found. These implements could not have been left accidentally by the workmen who built the foundation, for the trowel is firmly cemented to the surface of the stone. They are not modern, and could not have been placed where they were found at any time after the re-erection of the obelisk, B. C. 22.

After removing all the pieces forming the steps and those enclosed by them, numbering in all forty three, two tiers of the foundation were removed. The only piece of the first tier that was dressed occupied the east angle. This piece is shown on Plate xi, marked H. Two of the sides have a figure in relief, extending through the middle, that resembles a snake in form. At the angle of these sides are two spiral figures in relief also resembling snakes. The upper part of the stone at this angle projects above the surface; and where the spirals meet there is an angular recess below it. The projection and recess form a group of three miniature steps above the spirals. In the face of the stone that was found adjacent to this one there is a diamond-shaped recess. No other mark was found on any piece of this tier.

In the tier next below, all of the pieces were rough and irregularly laid except two; one marked F in Plate xi occupied the axis of the structure, and the other marked G was adjacent to it. One face of the axis stone F has had a group of lines and a group of figures carved on it, the latter in relief; and another face has an arc of a very large circle extending across it. As far as it is possible to distinguish the group of lines they may be divided into three parts. The upper part appears to consist of three parallel lines of unequal length; the middle part consists of two parallel lines, the interval between them divided into equal spaces as if to form a scale; the lower part has a line forming with a part of the lower line of the scale, as far as it can be traced, a figure resembling the cubit measure of the ancient Egyptians. One of the group of figures resembles a builder's square, or angle; another is the segment of a circle or a semicircle; both of these forms are hieroglyphical characters; the other is more like a spherical triangle than any thing else; it is manifestly a part of some figure that is nearly obliterated.

The marked stone G adjacent to the axis stone F has one of its sides carefully dressed, the others being rough. On the dressed side there are two rows of parallel grooves about one eighth of an inch in depth and the same in width; the upper row contains nine groups with three grooves in each, and the lower row five groups with three grooves in each. The grooves are cut diagonally across the face of the stone in two directions; every alternate group of the upper row intersects one of the lower row, and forms with it an obtuse angle. A glance at the drawing will make this clear.

The rapid inflow of water prevented excavation below the lower tier shown on Plate xi, which appeared to be the last one that was composed of large stones.

The foundation and steps were removed with great care; each piece was measured and numbered as it was lifted out, and a corresponding number marked on a drawing made at the time, of which Plate xi is a reproduction.

The striking similarity between the forms and actual and relative positions of the pieces here described and those of the emblems of Freemasonry, led to the appointment of a committee of Freemasons, by the Grand Lodge of Egypt, to examine them; and after discussion and deliberation, the following conclusions were announced: The polished cube found in the east angle corresponds with the Masonic emblem designated the Perfect Ashler. The polished square corresponds with the emblem of that name. The rough block found in the west angle corresponds with the Rough Ashler. The stone with figures resembling snakes is emblematic of Wisdom. The axis stone is the Trestle-Board; and the marked stone adjacent to it bears the Master's Mark. The two implements, the iron trowel and lead plummet, are also emblematic of Freemasonry. It is worthy of record that the Masonic character of the foundation had been affirmed before either of these implements was discovered. The piece of soft white limestone that was found under the polished cube (E, Plate xi) has been regarded as the symbol of Purity, and as having been placed in the centre of the eighteen pieces forming the lower step to designate the word of the eighteenth degree.

Mr. Gaston L. Feuardent, of New York, unquestionably the most expert archaeologist in the United States, was asked to examine the axis stone (F), and express an opinion as to the meaning of the figures and lines on it. The following is his reply:

"I have no doubt that the stone with the relief inscriptions, found in the lower tier of the foundation of the obelisk, was placed there entirely by accident among the rough stones forming the lower strata. If the people who built the foundation had desired to bury there some record, they would not have selected a mere fragment, but would have, as they usually did, placed there a record made and shaped in the most intelligible manner.

"The actual preservation of the iron trowel and the lead weight shows how little damage was suffered by the objects placed in the foundation; and there is ample evidence in the appearance of the stone itself, its uniformity of color, and its shape, to show that it was found in the same condition as when it was originally placed there, except a few scratches accidentally and recently put on it. Therefore I believe that the workmen took a fragment from some monument and placed it where it was found, after having cut it into shape to fit the place.

"I believe that a wrong interpretation was given to the characters cut in the stone, on account of the position it occupied in the foundation; that is to say, that its deciphering was attempted while keeping the stone in its horizontal position instead of placing it vertically as ought to have been done.

"The many vertical and horizontal lines on the side of the stone represent to me part of the original ornamentation, forming a kind of frame, of which the other portions are lost. The two hieroglyphic signs now existing at the middle of the stone represent to me (first) half a sphere and (second) the top part of a figure which originally represented three sides of a square, and these signs are meant to represent in hieroglyphics the word 'Temple.'

"I see clearly that most of the surface of the inscribed side of the stone was damaged or taken away before being placed in the foundation, and the many accidents appearing on the present damaged surface of the stone must have led to false interpretation in its deciphering, as is frequently the case in reading ancient inscriptions found on monuments in a poor state of preservation."

The conclusions of Mr. Feuardent are entitled to the greatest weight. It will be noted by instructed Freemasons that he interprets the hieroglyphical figures that still remain on the surface, distinct enough to be recognized, as meaning "Temple"; and it is a remarkable coincidence that figures of these particular forms should have been used to designate the word "Temple." Freemasonry is believed to be the modern representative of an order or society that was founded by the ancients engaged in the construction of temples, and the whole speculative fabric of modern Freemasonry is based on the operations of builders.

As differences of opinion on all subjects of interest are inevitable, there are some Freemasons who regard the arrangement and forms of the pieces of the base of the obelisk as having no Masonic significance. Those who do not belong to the Order are hardly capable of judging.

THE CAISSON

Completing the caisson and lowering the obelisk into it occupied but a short time after the foundation had been moved out of the way. The caisson with the obelisk in it had to be placed on the launching ways, which were laid at an inclination of seven per cent., and extended out a distance of one hundred and ten yards from the low-water line of the shore to a depth of seven feet. Plate xii illustrates the form of the caisson and the method of securing the obelisk in it. The caisson was nothing but a large box eighty-three feet long, twenty-two feet wide at one end, thirty feet wide at the other end, and eleven feet deep on the outside. It was given two keels and two keelsons; the former to act as guides in launching, the latter to form a bed for the obelisk to rest on, and both to give it additional strength. The dimensions were determined by its weight with the obelisk in it, and the depth of water at the end of the launching ways, which was about seven feet at mean level of the tide.

LOWERING THE CAISSON ON THE LAUNCHING WAYS

The accompanying figure illustrates the method of lowering the caisson with the obelisk in it on the launching ways. It was pivoted at the point (A) of intersection of its keels with the launching ways, which were laid in sections. The pivot was an oak beam, rounded on the lower side to fit into the curves of the pillow-blocks (C) of the turning structure, that had been placed on the blocking (D) underneath the caisson. The aggregate weight of the caisson and its contents was three hundred and seventeen tons. To provide adequate bearing surface for the pivot, it was found necessary to excavate some distance below the water level, and pack pieces of heavy timber close together over an area twenty-five feet square. A similar bearing surface or foundation (E) was provided for the hydraulic pumps (P) that were to lower the sea end of the caisson to its position on the ways. The difficulties of this operation were much increased by the contracted space in which the work must be done, the want of light, and above all the encroachment of the sea. The break-water had necessarily been removed to place the launching ways in position; and the surf almost continuously poured a large volume of water into the pit. Powerful pumps were kept at work without reducing the water-level to any great extent.

I regard this part of the work, that is, the operation of placing the caisson on the launching ways and launching it, as attended with more embarrassments and risks than any other. We were restricted by shoring the frames against the obelisk so as to resist the vigorous blows of the waves as they broke over it. When the gale subsided, an examination showed that no damage had been done. The water was pumped out of the caisson, and pushing it down the ways was resumed. Finally, on March 31st, at 10 A.m., our efforts were rewarded, and by 3 P.m. the caisson was safely moored in the port of Alexandria, having been towed around by the Peninsular and Oriental Company's tug "Ausari." Plate xii, A, illustrates the method adopted for pushing the caisson afloat with the hydraulic pumps (P) applied to the ends of the keelsons (K). The anchor against which the pumps bore was a timber beam let into a slot cut in the upper part of the ways and held in place by chain lashings. The beam had to be shifted when the caisson had moved about ten feet; the space between the pumps and beam was filled with blocking, which could not be held in place when it exceeded ten feet in aggregate length. The force required to move the caisson varied unaccountably from about one hundred tons pressure down to not less than ten. The cause of all this difficulty was subsequently ascertained to be the stripping of the sliding ways, doubtless through the presence of some hard substance that had been washed in by the surf during the storm of March 18th.

PURCHASE OF THE STEAMER "DESSOUG"

While the operations of lowering the obelisk and launching the caisson had been progressing, preparations were being made for embarking the obelisk on the steamer "Dessoug." This vessel had been purchased from the Egyptian government expressly for transporting the obelisk to New York. She is an iron steamer built in England in 1864 for the Egyptian government, and had been employed chiefly in the Egyptian postal service between Alexandria, Smyrna, and Constantinople. Extravagance and corruption in the service had caused the withdrawal of several of the steamers employed in it, the "Dessoug" among them. The service had never been a profitable one to the Egyptian treasury. When the financial administration of Egypt passed under the control of a European commission, abolishing the service altogether was contemplated; but the influence of the European employees effected a compromise, and it was finally determined to continue the service under the management of Europeans, as long as it did not sink money and draw the deficiencies from the Egyptian treasury. To insure this result superfluous vessels and useless material were sold from time to time for any thing they would bring. Very soon after our arrival at Alexandria, and while still negotiating for the charter or purchase of English and Italian steamers, my attention was attracted to the "Dessoug," then lying dismantled in the arsenal, chiefly by the fullness of her form, and particularly of her bow-lines. Measurements were made, which satisfied us that there was just height enough under the lower-deck beams to embark the obelisk, and length enough to get it entirely into the fore compartment, between the collision and coal-bunker bulkheads; and as this was an exceptionally advantageous feature of the vessel her purchase was determined on. Her engines and boilers were known to be in bad condition, but her hull was perfect; her hold was filthy, and she had been neglected to a degree that cannot be imagined. To refit and repair her, a long time and a large expenditure were necessary, which made it essential to purchase her at a low price. To effect this it was decided not to make an offer at once, but to treat the matter with apparent indifference. The result was the commencement of negotiations by the Assistant Postmaster-General, as we would term him here, which gave me a very decided advantage in conducting them. After several informal conferences an offer of ^"5,o00 sterling was made in writing to the Postmaster-General, who affected to regard it as a joke, and suggested that the matter be treated seriously as to price, adding that other negotiations were pending for the purchase of the "Dessoug." A firm of shipbrokers who had been trying to charter or sell me a vessel had been informed of my negotiations with the Egyptian government for the purchase of a vessel, and had made an indefinite offer for the "Dessoug," with a view to being bought off by me. One member of the firm proposed to withdraw his offer if he was paid a commission of ten per cent, on the purchase-money. This was treated in a way it deserved; and in order to bring matters to a crisis formal notice was given to the Ministry at Cairo that my offer would be withdrawn at noon of December 3, 1879, unless it had been formally accepted before. The government then accepted the offer of the brokers, and demanded a guarantee of payment within a specified time. As they had no use for the vessel except to sell her to me, they offered her to me for ^6,000. They were informed that the " Dessoug" would not be purchased from them under any circumstances. They could not give the guarantee demanded, and when the time allowed them had lapsed, I was notified that I could have the vessel on the payment of ^5,100 sterling. The money was promptly paid, and the transfer effected on December 3d. It cost nearly as much more to refit, repair, and clean the "Dessoug "; and this work was carried on under the immediate supervision of Lieutenant Seaton Schroeder, U. S. N., simultaneously with that of lowering and launching the obelisk, to which I gave my personal attention. Pending the negotiations for the purchase of the "Dessoug," one other of the government vessels laid up in the arsenal was sold. Before the transfer from the government to the purchaser could be effected, a warrant was issued by the court taking possession of the vessel, or the money paid for her, in the interest of some one who had a claim against the Egyptian government. To avoid a repetition of this inexplicable performance in the transfer of the "Dessoug," the conclusion of the purchase and time fixed for transfer were kept secret. The transfer was effected in the office of the Director of the Postal Service, whose representative accompanied me on board, and hauled down the Egyptian flag, while I hoisted United States ensigns to the mast-heads and peaks. The Arabs in immediate charge of the vessel looked on in amazement at this performance. When ordered to gather up their personal effects and leave the vessel, they made no protest, but deferred their departure until they had prayed fervently and impressively. That a seizure of the "Dessoug" had been arranged for there can be no doubt, but no serious attempt was ever made to execute it. A notice in Arabic, Greek, Italian, French, and English was posted on each gangway, prohibiting any one from going on board without a pass from Lieutenant Schroeder, at the peril of their lives. Several persons approached the gangways in boats near enough to read the notice, but made no attempt to board the vessel. Any such attempt would have been met by force, if necessary. In justification of this course it must be conceded that the court had no right to issue a warrant to seize the property of an American citizen, unless it was for debt or violation of Egyptian law. Neither of these causes existed, and as there was no one on whom I could call for protection, I was bound to protect my property myself, with all the means in my power.

The nationality of the "Dessoug" was a delicate question to settle. Under the laws of the United States she could not be registered as an American vessel. Sailing under the Egyptian flag would have involved serious risks and embarrassments, especially in connection with the crew. The British or other European flag would have been more objectionable from every standpoint, especially in the evasion of laws relating to ownership. There was no other course than open defiance of law, which the circumstances fully justified; and I determined to make the voyage from Alexandria to New York without registry or nationality, thereby taking the risk of having my steamer seized by any vessel of war at sea, or by the authorities of any port I might be obliged to touch at. Gibraltar was the only port that it was desirable for me to touch at, and there only for coal. Personal acquaintance with the chief military and naval authorities there gave me confidence that the ship's papers would not be too closely examined. To remove all risk I made arrangements for taking in coal from lighters awaiting our arrival on the eastern side of Gibraltar Peninsula, in the event of any hesitation to admit us to the port.

The following is the only "document" I should have been able to produce, had the "ship's papers" been demanded.

Alexandria, 2d December, 1879,

12 o'clock noon.

In consideration of the sum of £5,100 sterling paid by Captain Gorringe, the Director-General of Posts, duly authorized by the Egyptian government, transfers the S. S. "Dessoug," with her equipment, into his possession, and recognizes that he is the sole proprietor from this moment.

The Director-General of Posts,

CAILLARD.

THE EMBARKATION OF THE OBELISK DELAYED

One of the conditions of the purchase of the "Dessoug" was that the government floating-dock should be used for embarking the obelisk as soon as it was ready for embarkation. The English cylinder containing the London obelisk had been placed in the dock for repairs prior to its departure from Alexandria, and a charge only for actual expenses incurred, was made. The order of Riaz Pacha, the President of the Council of Ministers, that we should have the same privileges as the English, was reiterated, at my request, in relation to the use of the dock, and every precaution possible was taken to ensure admittance to it as soon as the obelisk arrived in the port. It arrived on March 31st, and was all ready to enter on the next day. But the Egyptian official, who had control of the dock, had other plans; he ordered several small river steamers to be hauled in, which was done without a word of warning to us; and before we could appeal to Cairo the dock was pumped out and plates torn off the bottoms of the steamers, so that they would not float and could not be ordered out by the Ministry. The steamers were of such a size that hauling them out of water, on shore, would have cost less than it did to dock them. The conduct of the official cannot therefore be excused on any ground.

Nearly five weeks elapsed before the dock was again disengaged. The caisson containing the obelisk was, however, placed in it on April 12th, by lowering the dock to a depth 0f seven feet, which did not affect the small steamers beyond washing out their filthy holds and destroying some of the vermin for which they are justly celebrated. The official referred to, fought hard to prevent even this being done, and would not yield, in spite of peremptory orders from the Ministry in Cairo, until I had consented to the docking of another vessel before the "Dessoug" was placed in the dock. This I had to do, as the caisson was leaking badly and there was danger of its being sunk by accident or design as long as it was afloat. As soon as it was in the dock it was demolished, not so much to advance the work of embarkation as to insure the obelisk not being removed from the dock until it had been embarked in the "Dessoug."

There was a widespread belief in Alexandria that the obelisk could not be embarked in the manner proposed, and this had doubtless influenced the action of the official, who spoke of the embarkation as something that would either entirely destroy the dock or at least occupy it to the exclusion of all other business for a very long time.

TRANSPORTING AND EMBARKING THE PEDESTAL AND STEPS.

It had been intended to use the caisson that took the obelisk to the port, for removing the pedestal and steps. To avoid delay and utilize the time we were obliged to wait for the dock, we chartered a lighter that had been used in the construction of the breakwater of Alexandria harbor, and hauled her up on the same ways that the caisson was launched on. After the lighter had been hauled up and carefully blocked, the pedestal was raised by the hydraulic pumps to the height of her deck, and moved on it in the same manner as it had been moved aside from under the obelisk, by placing it on cannon-balls. The steps and foundation and the pieces comprising the turning structure were also placed on the deck of the lighter, which had been designed to sustain a load of two hundred tons. The aggregate load placed on it was one hundred and seventy tons. Every thing having been secured for the trip by sea around to the port, the lighter was successfully launched and towed around on May 1st.

The pedestal weighs nearly fifty tons. It had to be placed in the after-hatchway, on an iron frame or stand that had been prepared for it and constructed so as to distribute the weight over a larger area than that of the side or base. There was just room enough in the hatchway to admit the pedestal sideways. To get it into the ship it had to be turned over on its side first, and then lifted thirty feet above the deck of the lighter to clear the bulwarks of the "Dessoug." The most powerful crane in Alexandria was one on the arsenal quay, capable of lifting only thirty tons. Besides this there was a floating steam-derrick capable of lifting twenty-five tons. Before incurring the expense of rigging special shears, it was determined to try lifting the pedestal simultaneously with the crane on shore and the derrick afloat. To insure proportionate distribution of the weight between the crane and derrick, a computation was made to determine the displacement of the floating derrick at different angles of the plane of the deck of the float with that of the water, and a mark was placed on the float at the point to which it would be submerged when sustaining a weight of twenty-two tons on the hoisting chain. This enabled us to insure no more than twenty-eight tons weight on the shore crane by keeping the mark on the float at the water level, which was made possible by the more rapid lifting purchase on the floating derrick. (See Plate xiii.)

The pedestal was slung with four parts of steel-wire cable, one and a half inches in diameter, capable, theoretically, of sustaining three times its weight. The lighter was hauled under the purchases, between the floating derrick and the quay; the purchases were hooked to the wire cable on one side of the pedestal, which was quickly turned over, and gradually lifted clear of the lighter without indications of excessive strain on any thing. The lifting continued until the pedestal was thirty feet in the air and high enough to clear the steamer's rail. The lighter having been hauled out, the stern of the steamer was being hauled under when a sharp sound was heard and the pedestal was observed to be oscillating. It was known positively that nothing had touched it to cause oscillation or vibration. If it had fallen while the steamer's stern was under it the destruction of that end of the vessel would have been the result. The "Dessoug" was hauled ahead as rapidly as possible; when her stern was well clear and nothing remained between the pedestal and the water, an examination was made, and one of the four parts of the steel-wire rope with which it was slung was found to have stranded. Only two of the seven strands remained uninjured. The pedestal was then lowered in the full expectation that it would fall into the water, whence it could be recovered without serious difficulty. But the two strands held on; and the lighter having been hauled underneath, the pedestal was once more safely landed on her deck. The cause of the stranding of the wire rope has never been explained. On the day following, May 6th, the pedestal was slung with a part of the "Dessoug's" bower chain cable, by which it was hoisted to the requisite height; and after the steamer had been placed in position, it was lowered into the hatchway and landed on the stand without incident. (See Plate xiii.)

EMBARKATION OF THE OBELISK

During the four months that elapsed between the purchase of the steamer and arrival of the obelisk in the port, preparations had been made to embark the obelisk with dispatch.. A platform had been constructed in the forehold by bolting the steel beams (B, Plate xv) of the turning structure to the frames of the vessel, and building on it a timber bed (T, Plate xv) on which the channel-iron tracks (C, Plate xv) could be placed in any direction desired. The steel beams gave great additional longitudinal strength to the hull, and served to distribute the weight of the obelisk over the whole structure. Without them the weight would have been concentrated on the keelson. Other preparations consisted in removing the single row of stanchions that held up the lower deck from over the keelsons, and substituting for them two rows, one on each side, over the bilge keelsons. The foremast was unstepped, and that part below the lower deck cut off. A new step on the lower deck was provided and the mast replaced. The frames that had to be removed to make the aperture for admitting the obelisk had all been cut, and the pieces for replacing them had been shaped, drilled, and fitted to their places with screw bolts. The plates above the water-line had been removed, and a large supply of tools provided for cutting off and driving out rivets, and for replacing them.

On May 10th the "Dessoug" entered the dock. A foreman shipwright from Glasgow had been brought to Alexandria expressly to superintend the opening and closing of the aperture. Three gangs of thirty men each, of Arab boiler-makers, had been selected and engaged; and as soon as the vessel was high and dry the work began, and was carried on without intermission day and night, each gang working eight hours, until the aperture had been opened. About seven thousand rivets, sixteen frames, and thirty plates had to be removed from the starboard bow to make the aperture large enough to admit the obelisk at the angle of 21° with the keel, the greatest angle at which it could be embarked without turning it twice during the embarkation. (See Plates xiv and xv.)

When the caisson containing the obelisk had been placed in the dock, it was placed at this angle with the axis of the dock. And when the "Dessoug" was hauled in, her bow was hauled up to the proper distance from the base of the obelisk, and held there until it had landed on the keel blocks; so that, when the dock had been pumped out, the relative positions of the vessel and the obelisk were exactly as they were designed to be.

While the aperture was being opened, gangs of carpenters were engaged in packing timber under the forward run of the steamer's hull, and under the track of the obelisk, so as to prevent straining of the frames. (Plate xv.). Only those who were engaged in this work can realize the difficulty of shaping the timbers to fit closely to the iron, and this consumed a large part of the time occupied in preparing to embark the obelisk. It was so thoroughly executed, however, that not one rivet or seam admitted a drop of water after the vessel was afloat, a result not even dreamed of. It was expected that the vessel would leak freely in all seams under the track of the obelisk, and extra provision had been made to pump out the water during the voyage.

The space that intervened between the obelisk and the aperture was bridged over with heavy timbers, supported on very long oak beams laid on the flooring of the dock, directly over the trusses D, Plate xv, that extended across the bottom of the dock. The bed of the track was thus a continuous one from where the obelisk had been landed on the dock, through the aperture, and into the hold. As soon as this track had been completed, the obelisk was raised by the hydraulic pumps, and while suspended on them the channel irons and cannon-balls E were placed under it on each side, near the edges. Soft wood was packed in between the upper channel iron and the obelisk to insure uniform pressure on the balls. The obelisk was then landed on the channel irons. The balls were 5*4 inches in diameter, and placed at intervals of 18 inches. Plates xiv and xv give a better idea than can possibly be given in words, of the general plan for embarking the obelisk. Plate xiv is taken from a photograph made while the obelisk was actually in motion, and just as its base was entering the aperture.

The power employed for moving it was two hydraulic pumps (P) pushing against the outer end, and at no time was it necessary to exert more than five tons pressure in order to start it. The time occupied in opening the aperture, laying the track, blocking under the vessel, and placing the obelisk on the channel irons and balls, was ten days; the time occupied in embarking the obelisk was eight hours.

The ship's frames were replaced as fast as there was room for them to be fitted into position, and almost as soon as the point of the pyramidion was within the vessel the last frame was up and riveted.

As soon as the obelisk was entirely inside of the hold it was lifted clear of the track, which was then removed from under it. There was hardly room enough to lift the weight clear of the channel irons; the work of removing them and the balls was tedious and trying beyond description. There was so little room to spare that all operations inside of the vessel were greatly embarrassed and delayed.

Plate xv illustrates the apparatus for turning the obelisk to parallel with the steamer's keel, with the axis directly amidships. The bending of the heel beams of the turning structure, it will be remembered, had caused me much chagrin when the weight of the obelisk had been transferred to them (see page 14). The bent keel beams (F) were utilized in the arrangement of the "turn-table," shown under each end of the obelisk in this figure. The obelisk was landed on them, with soft wood intervening to prevent injury to the edges; underneath the keel beams were the iron plates G, also belonging to the turning structure. These are shown on Plate ii in the position they were used while turning the obelisk horizontal in Alexandria, and on Plate xxviii while placing it on its pedestal in New York. Their function in the operation (illustrated on Plate xv) of turning the obelisk parallel with the keel was simply to reduce friction. The arrangement of this "turn-table" occupied two days. When it had been completed, hydraulic pumps (P, Plate xv, lower figure) were applied to the two ends of the obelisk, in opposite directions, and the obelisk was moved into position in three quarters of an hour. Shores were set between the ship's side, where the pumps rested, and the dock, to form anchors for the pumps to work against. The force exerted in turning the obelisk was equivalent to about twenty tons.

PREPARING FOR THE VOYAGE

On June 1, 1881, three weeks from the day the vessel entered the dock to embark the obelisk, she was floated out with the obelisk on board. She was immediately hauled under the arsenal shears, to re-embark her ballast and equipments that had been removed prior to entering the dock, and to embark the pieces forming the base and steps of the obelisk. The largest of these pieces weighed seven tons, and the smallest nearly a ton. A force of the best shipwrights that could be hired in Alexandria was engaged shoring and stowing the obelisk for the sea-voyage. To obviate all risk of breaking the obelisk by the working of the ship, it was placed on a bed of Adriatic white pine, very spongy and soft, and ten feet of the extremities left without support. To prevent it from moving laterally, a system of horizontal, diagonal, and vertical shores were fitted into the hieroglyphs, and driven against the stringer-pieces of the steamer's hull; and the vacant spaces between the deck beams and the upper face were packed with wood so tightly that the wedges had to be cut out after our arrival in New York. The diagonal shores from the lower edges of the side faces were notched on the outboard ends, which were driven astride of the webs of the lower deck beams, and then shored up from the wing stringer-pieces. This alone made it impossible for the obelisk to move in any direction, and I have no hesitation in stating that the vessel might have laid on her "beam ends" without causing the obelisk to break adrift.

A judicious distribution of the pieces forming the steps and base, the ballast, and the pieces forming the turning structure, and other heavy material, brought the vessel to a good trim, and insured easy motion in a sea-way. Additional coal-bunkers were provided by building bulkheads between the upper and the second decks.

Providing a crew and securing a reasonable rate of insurance for the voyage had been the cause of endless trouble and negotiation from the day the vessel was purchased until the day she sailed. As there are no commercial steam-vessels of the United States trading to Mediterranean ports, I was obliged to send to Great Britain for officers and engineers, and to Trieste for a crew. The chief engineer, a Scotchman, had been in the Egyptian postal service, and had served several years on the "Dessoug" while she was employed in that service. He was engaged the day after the steamer was purchased, and remained on full pay during the five months and a half that elapsed between that date and our departure. He was supposed during this time to be engaged in thoroughly examining, overhauling, and repairing the machinery and boilers, having been provided with skilled mechanics to assist him. Yet he allowed a serious flaw in the shaft to escape detection. The first and second officers, the second and third engineers, and three quartermasters were sent for, to England. The first and second officers turned out to be confirmed drunkards; the latter so bad that he had to be dismissed to prevent him from killing himself. He fell twice from the second deck into the h0ld, and twice overboard, while drunk. The engineers were useful, hard-working, hard-drinking men. The quartermasters would do credit to a pirate's crew. The number of men who solemnly enlisted for the voyage and speedily deserted before it began, was forty-eight. Despairing of being able to secure a crew in Alexandria, I sent my power of attorney to Trieste, to a ship-agent there, with authority to enlist the requisite number, and, in addition, to make a contract with each one for the voyage. I relied on having these men arrive upon the day the vessel was ready for sea, and on getting away from the port before they had time to think about it. They arrived, however, the day the vessel was floated out of the dock. All but three remained. One man that had been shipped in Alexandria, named Jacob Zuratich, a Delmatian, stuck to the vessel throughout. It was his influence over his countrymen from Trieste that made them remain by the vessel and undertake the voyage. As the "Dessoug" had no nationality, deserters could not be arrested. But four of the crew, besides the quartermasters, could speak or understand a word of English. It must be evident that, considering the circumstances, commanding the "Dessoug" was not the most desirable and comfortable of occupations. Without the means of legally enforcing discipline, the only available method was the summary one.

The embarkation of every thing but coal was completed by June 7th. On the 8th the vessel was hauled away from the quay and moored to buoys. On that day and the next, five hundred tons of coal were taken on board. On the 9th and 11th I visited Cairo to take my leave of the Khedive and his Ministers, and to thank them for not having yielded to the pressure and influence exerted by foreign residents to revoke the gift, and for their steadfast friendship throughout. They expressed- the greatest gratification at the successful removal and embarkation of the obelisk without damage, stating that otherwise it would have been embarrassing to them.

On my return to Alexandria the only thing remaining to complete our preparations was the final arrangements for insurance. The underwriters had yielded gradually from their demands for twenty five per cent, premium down to five per cent., at which they stuck. I had insisted that the marine risk was not an extraordinary one if the general average clause was omitted and their liability for damage limited to total loss, and I gave notice to my London agent that I would pay no more than two per cent.,- and make the voyage without insurance if this rate was not conceded. After holding out for five per cent, until the day before our departure, the agents telegraphed to Europe that the steamer would certainly proceed to sea without insurance on the next day. This brought me a great many acceptances of two per cent., and insurance was effected by telegraph at this rate in a number of selected companies. Finally, at 2 P.m., of Saturday, June 12th, the moorings were cast off and the “Dessoug" steamed out of port amidst the sounding of steam-whistles, the cheers of ships' crews and boatmen, and a general dipping of colors. One gentleman who had watched our work with close attention bade me good-by, saying that he hoped we had good boats, well equipped and provisioned. A boat load of the Arabs who had been employed on the work all the time we were in Alexandria accompanied us to the entrance of the port, and hastily took their departure when the vessel began to feel the swell and to roll. To Lieutenant Schroeder and myself the open sea, with the comparative rest and relief that it brought, was acceptable and enjoyable beyond expression.

THE VOYAGE

The wind freshened and the sea increased gradually as we drew away from the land. The behavior of the vessel was most satisfactory; her pitching motion was slow and easy, her rolling exceptionally gentle. Perfect confidence in the efficiency of the stowage and the ability of the steamer to make the voyage with no greater risk than is involved in any similar voyage, was quickly acquired by the crew, who settled down to the monotonous routine of an ordinary merchant-steamer. The head-wind and sea continued for four days. During one night it blew a moderate gale, and while off the coast of Algiers we experienced violent squalls, accompanied by intense electrical discharges. Passing Malta at noon of the 17th, we ran close in to attract attention, so as to be reported to the Maritime Exchange in London. Having no distinguishing signal or registered number, the name of the vessel had been painted on the bows and stern in letters two feet long. At 8.30 p. m. of June 22d, we anchored off Gibraltar, having steamed 1,738 knots, and averaged almost exactly seven knots per hour. The only unpleasant feature of this passage was the leaking of both boilers in every furnace, which prevented them from making adequate steam. There was no excuse for this condition of the boilers. The chief engineer had been allowed all the labor and material he wanted to put them in efficient condition, had expended enough to do so, and had reported them thoroughly repaired. Immediately after our arrival at Gibraltar the fires were hauled, and as soon as the boilers had cooled off sufficiently, a force was put on to repair them. This work detained us three days, during which we took in five hundred and fifty tons of coal. A large number of people visited the ship to see the obelisk, among them Lord Napier of Magdala, the Governor, and his staff, accompanied by Lady Napier and a number of other ladies.

We sailed from Gibraltar at midnight of June 25-26th, having on board a total dead weight of 1,470 tons, not including fixtures of the vessel, drawing i5 feet forward and 17 }4 feet aft. On the following day we experienced a fresh breeze from the northward, and a heavy beam sea which caused the vessel to roll deeply. On June 30th we passed through the Azores, the weather having been variable and at times disagreeable. On July 6th, at 8.30 p.m., when 1,500 miles from New York, with a smooth sea and a moderately fair wind, the engines came to an abrupt standstill after a short interval of unusual and noisy performance. Examination showed that the after-crank shaft had broken through an old flaw or crack in the after-web. Fortunately, the breaking of the shaft was the only damage done, and there were two spare sections of shaft on board, one of which belonged to the after-engine. Boring the large holes in and fitting the brasses to the new section, occupied all the men that could work at it, night and day, until July 10th. Connecting the engines took two days more. On July 12th we started ahead again under steam.

A curious incident in this connection is the persistency with which I insisted on having this section of the shaft delivered to me from the arsenal in Alexandria. According to the terms of purchase, "all equipments and spare articles on board and in store, that properly belonged to the 'Dessoug,' were included." This section of the shaft was in store, and it took me four months to get the authorities to deliver it. They had no use for it, and it appeared to them as if I had not; but it belonged to me, it was an excellent thing to have on board, and I never ceased demanding it until it was delivered, five days prior to our departure from Alexandria.

During the six days we were replacing the broken shaft the progress of the vessel, under sail alone, toward New York was seventy-six knots. At this rate it would have taken us one hundred and twenty days to complete the voyage. On the day following the accident we communicated with and purchased some bread from the Austrian bark "Nettuno" of Perzagno, Captain Emilia Zucovich, twelve days out from New York, bound to Constantinople, with a cargo of petroleum. The following telegram was delivered to the captain, with the request to send it from the first port he touched at:

SECRETARY OF THE NAVY, Washington, District Of Columbia, United States Of America

Steamer "Dessoug," with obelisk, broke crank shaft July 6th, latitude 370, longitude 47°. Spare shaft is being fitted; probable detention ten days. Until repairs are completed will try to keep between parallels 370 and 38°.

The dispatch reached Washington about two weeks after the "Dessoug" reached New York, having been sent from one of the Azores.

An incident occurred on July 10th which caused me more anxiety than any thing else during the voyage, much more than the breaking of the shaft. The weather had been squally, with heavy rain all day. Water-spouts were seen to form and dissipate without completing the column several times during the day. . One formed directly to windward of the vessel, and after appearing to dissipate, it suddenly reformed much larger than before, and began moving directly toward us. Every precaution was taken to cover the hatches and skylights and open the bulwark ports, so as to exclude the water from below. After watching it closely it was evident that we were in for a deluge unless the course of the vessel could be changed. This was impossible owing to the lack of wind, which had in the meantime entirely died out. There was nothing to do but to await the deluge calmly, for we had no cannon to fire and break the spout. It kept us in suspense for about five minutes, and then abruptly changed its course, passed about fifty yards ahead of us, and broke with some noise about a thousand yards from the vessel. The danger feared was in the probable bursting in of our decks by the weight of the column of water which appeared at least fifty feet in height.

On July 13th, 14th, and 15th we experienced a westerly gale, which blew very hard from S. W. during the night of the 14th and day of the i5th, with a high sea that almost arrested our progress entirely. The behavior of the vessel was exceptionally good, as far as her motion was concerned, but she shipped two seas, among many others, which did considerable damage to boats and skylights. Very close watch was kept of the obelisk and its fastenings, but not the least motion was detected in any thing connected with them. With the fullest confidence that the vessel was able to stand any weather, she was held to her course and driven through the gale as hard as the boilers would permit, so as to reach port on the day set for our arrival—not later than July 20th,—and to avoid the usual but needless anxieties experienced by landsmen when vessels are overdue.

On the morning of July 19th we took on board Pilot Murphy, from N. Y. Pilot-boat A. M. Lawrence, No. 4. On that evening we stood in toward Fire Island, and made a pre-arranged signal which caused us to be reported in New York. At 2 A. M. of July 20th we anchored off Staten Island, at the Quarantine Station, and after having been granted pratique, moved up the Hudson and moored off Twenty-third Street during the afternoon. The crew and officers were promptly discharged, excepting three Arabs, who had been brought over, at their own urgent request, as cabin servants. One of these, a boy named Hassan, was an object of as great curiosity as the obelisk. During the ten days from July 20th to 30th the "Dessoug" was thrown open to visitors. On one day seventeen hundred and eleven persons visited the vessel between 7 A. M. and 8 p. m.

SELECTING THE SITE

Before our departure from the United States in August, 1879, the spot on which the obelisk was to be erected in New York had been selected, after due deliberation, by Mr. F. E. Church, Mr. W. H. Hurlbert, and myself. Mr. W[illiam] H[enry] Vanderbilt had expressed a preference for the Central Park, in the vicinity of the Metropolitan Museum. In order to avoid needless discussion of the subject, it was decided to maintain the strictest secrecy as to the location determined on. The site that was adopted, the spot on which the obelisk now stands, is perhaps the worst one within the city limits for getting an obelisk to. It involved a much larger expenditure for transport by land, as it was more difficult route than any other site that had been proposed. The other sites most warmly advocated were the circles at the intersection of Fifth and Eighth Avenues and Fifty-ninth Street, at the S. E. and S. W. entrances to the Central Park. The reasons given were: the ease with which the obelisk could be reached by the public, the desirableness of having it stand on level land, and the advantage of having near some building. The objections were: the probability of having the obelisk surrounded by tall buildings, towering above it and dwarfing it by contrast; and the certainty that these buildings would not have one feature in common with the sublime architecture represented by the obelisk. There can hardly be found a wider separation of architectural design than an ancient Egyptian temple and a modern New York Building. The best site for the obelisk was the one that insured its isolation, and this consideration resulted in the selection of the Graywacke Knoll. The objection that it would not be easy of access does not seem reasonable, in view of the prevailing opinion and hope that the Central Park will be at no very distant day what its name implies, and the assumption that the obelisk will stand where it is long after this been realized. Few persons will deny that the Graywacke Knoll is the best site with the limits of the park. It is near the Metropolitan Museum of Art and Antiquities, with which the obelisk is intimately associated; it is close to the favorite drives and walks; it is a mass of solid granite that affords a natural and imperishable foundation on which the obelisk will stand erect until it is pulled down by man or thrown down by some violent convulsion of nature; and it is one of the highest points on Manhattan Island, without the appearance of being elevated.

At the regular meeting of the Board of Commissioners of the Department of Parks on May 5, 1878, a communication was presented from the Honorable Henry G. Stebbins, in behalf of the gentlemen interested in the removal of the obelisk, asking that the site they recommended may be formally selected by the Department. This was unanimously agreed to, and the desired permission duly recorded. Soon after the arrival of the “Dessoug” this decision of the Board was reconsidered, and the question remained unsettled until July 27th. On that day, after discussion and examination of the other sites urged on the Board, a final decision was reached, designating the summit of Graywacke Knoll as the spot upon which the obelisk was to stand.

DISEMBARKING AND TRANSPORTING THE PEDESTAL

Circumstances made it easy to select a landing-place and a route for the obelisk. The rapid tidal currents and short intervals of slack water made a landing on the East River shore undesirable, although the grades are more uniform, the route more direct, and distance less. The steep slopes on the North River shore abreast the park have but one break, and that is through Ninety-sixth Street. At the foot of this street, therefore, the obelisk had to be landed. But it was not possible to move the pedestal by truck over the roadway of this Street, and another landing-place had to be found for it. The wharf at the foot of Fifty-first street was finally selected, and the “Dessoug” moored alongside of it on July 31st. The derrick belonging to the Dock Department of the city has in the meantime been loaned by the Dock Commissioners, on condition that all expenses incurred by the Department would be paid by me. Discharging the foundation and steps was begun on August 1st, and the 4th the pedestal was lifted out of the steamer and landed on the dock by the derrick with an ease and rapidity that contrasted strangely with its embarkation in Alexandria.

The accompanying Plate (xvii) shows the pedestal suspended to the derrick. While so suspended the steamer was hauled ahead, and when she was out of the way, the arm of the derrick was swung around, and the pedestal landed on the wharf, as near a possible to the shore. From this point it was moved by sliding it on heavy timbers (skids) to a convenient place about five hundred feet distant, there to await the partial rebuilding of a truck that was to carry it to Central Park. This truck was the only one in the city capable of sustaining a load of fifty tons that was suitable for moving the pedestal. It belonged to the firm of W. B. Smith & Sons, who made a reasonable offer to move the pedestal foundation and steps to their destination, and with whom I contracted to do that work.

Plate xviii illustrates the method of suspending the pedestal on the truck. Difficulty was experiences in several places in keeping the wheels from sinking into the pavements. They had only to sink nine inches for the chain slings, by which the stone was suspended to the beams, to touch the ground. Whenever this occurred the slings had to be slackened until the truck was released, and the wheels placed on timber laid on the pavement, and the stone again suspended. Thirty-two horses in sixteen pairs were attached to the truck for hauling it. The first forward movement was invariable given by hydraulic pumps applied to the tire of the rear wheels. As soon as the truck was in motion the horses were started and kept going on a slow trot until the wheels again sank into the pavements. The route was through Fifty-first Street to Fifth Avenue, through Fifth Avenue to the Eighty-second Street east entrance to the park, where the truck was dispensed with. Thence to the site the pedestal was moved on greased skids. This stone is the largest and heaviest move on wheels on which there is any record, and excepting the obelisk it is the largest ever mover through New York City.

THE FOUNDATION

It was not until August 5th that any action was taken by the Department of Parks to prepare the Graywacke Knoll for the foundation. On that day four laborers of the Department commenced removing the young trees that stood on it and clearing away to surface. A few days later the work was suspended without apparent reason. The invariable custom of the Department had been to prepare foundations for the reception of monuments and statuary contributed by individuals to the adornment of the city. In this case the custom was violated. Anxious that the foundation should be prepared before winter set it, I sought almost daily at the Department for the requisite authority to proceed with the work at my own expense. This was withheld until August 27th, and then granted under onerous conditions that involved a large increase in the cost of the work of placing the obelisk on the site assigned it.

The earth having been removed from the top of the knoll, the surface of the granite was leveled and cavities filled with cement. A thin layer of this was then laid over the granite, and the foundation was replaced exactly as it had stood in Alexandria, each piece in the same relative position to the others, and to the points of the compass. Instead of leaving the interstices vacant as the Romans had done, they were filled with best cement obtainable, thus making the structure as solid a mass as the granite on which it stands and as the syenite that stands on it. Each piece was bound to the other by iron and steel clamps similar to those that had been used by the Romans, which we had necessarily removed when taking the foundation apart in Alexandria.

A number of lead boxes of different shapes and sizes had been prepared to fit into available spaces enclosed by the steps, and into these were placed the various articles contributed by the Departments in Washington and by individuals. The boxes were carefully soldered up and completely encased in cement, so as to exclude air from their contents. Applications for space in them came from all over the country. Some were evidently prompted by vanity, others by a hope of advertisement, but the majority were based on a common-sense desire to perpetuate some examples of our civilization. I made an effort to secure a complete telephone system, but failed. I asked the representative of the American Bible Society to contribute the New Testament, or any part of it, in all the ancient and modern languages and dialects into which it had been translated and published. He referred me to the book-store where I could buy them. I did buy them; and they were carefully deposited in a lead case, where they will be preserved for an indefinite period. One of the persons connected with this Society displayed much zeal in the effort to have the names of the officers of the Society deposited with the New Testament. He did not succeed. I made application to the United States Coast and Geodetic Survey for standards of the weights and measures of the United States for deposit. I also asked for specimen copies of the publications of the office. Both were refused without assigning a reason.

The Departments at Washington contributed the following named articles which were duly deposited in copper cases hermetically sealed, enclosed in lead cases carefully soldered, and these again in a mass of cement:

The Department Of State.—A copy of Federal and State Constitutions, colonial charters, and other organic laws of the United States. Congressional Directory for 1880. Fac-simile of the Declaration of Independence. Revised Statutes of the United States, 1878. Statutes relating to the District of Columbia and post-roads, XLIII Congress, 1873-4. Copies of papers on file in the Department, relating to the presentation, by His Highness, Ismail I, Khedive of Egypt, of the obelisk to the city of New York.

The Treasury Department.—A full set of medals of the Presidents of the United States. A full proof set of the silver and minor coinage for the year 1880. A collection of documents and engravings selected from those on file in the Department.

Department Of The Interior.—Official Register of the United States, 1879. Compendium of the Ninth Census, 1870. Report of the Secretary of the Interior, and accompanying documents, 1879. Report of Commissioner of Education, 1877. Catalogue of publications of Hayden's surveys. Register of the Department of the Interior, 1880.

War Department.—Official Army Register, 1880, corrected to September 17th. Signal Office International Bulletin. Tri-daily weather maps. Monthly weather record for July, 1880. General order announcing death of General Myer.

Navy Department.—Navy Registers for January and July, 1880. Report of the Secretary of the Navy for 1879. Report of the "Polaris'" cruise in the Arctic regions. Model of the "Hartford's" propeller while Admiral Farragut's flag-ship. Silver medal for Arctic discoveries, 1818-25, presented by Queen Victoria to officers and seamen of the navy. Silver medals commemorating naval victories of the War of 1812. Model of an improved anchor.

The Society For The Prevention Of Cruelty To Animals, through the President, Henry Bergh, furnished a parcel of documents relating to the Society.

Anglo-saxon Lodge, No. 137, contributed a complete set of the emblems and jewels of the Order of Freemasons, in silver.

Mr. William Henry Hurlbert contributed a small box, the contents of which is known only to himself, and a gold plate on which is engraved the essential facts relating to the removal of the Alexandrian obelisk to New York.

A copy of Webster's Unabridged Dictionary, the works of William Shakespeare, New York City Directory, a map of the city, Telegraphic Determination of Longitudes in the West Indies, Nautical Almanac for 1880, Haydn's Dictionary of Dates, Wilkinson's Egypt, an Encyclopedia of Mechanics and Engineering, and a Compendium of Electricity and Magnetism, were among the books selected to fill vacant spaces in the boxes. Photographs of the different stages of the work of removing the obelisk, similar to those published in this volume, were also placed in the largest box. Specimens of all the metals used in the industrial arts, different kinds of screws, samples of boring and cutting tools for wood and iron, several sizes of steel-wire rope, and a hydraulic pump, were among the articles deposited. The hydraulic pump was made and contributed by Richard Dudgeon, of New York, and was identical in form and system with those used for lifting and lowering the obelisk. It was encased in a lead jacket, the lead having been run into a mold containing the pump, while molten, so as to insure exclusion of the atmosphere and moisture.

By October both the foundation and steps were laid and in place with the exception of the polished cube of syenite (Fig. A, Plate xi), which was reserved for the Masonic ceremonies of laying the foundation-stone, this being the last piece to be placed before the pedestal was moved into position.