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[143] have been, carefully mauled in from the windlass-room, around the chain, to fill the entire hawse-hole and thus prevent anything more than a seepage of water through it.

The morning was clear and pleasant; the high coaming at the windlass-room hatch served its purpose until the vessel had considerable water in her; only a little spray flew over it from time to time.

Near noon, a strong ebb-tide kept the broadside of the vessel to the sea; the hawse-pipe was not supplied with a ‘gasket,’ and a considerable amount of water slopped in, there being nothing to exclude it. The sea became heavier, the waves washing over the bow, and slopped over the hatchway in small quantities. To prevent water from getting into the cabin, the iron door between it and the windlass-room was closed; the seas increased, and while closing down the battle-plate of the hatch to the windlass-room, several seas went over, almost filling the room. The ‘limbers’ were cleared and the executive officer had no fears that the water would not run aft and be pumped out; a small gutter, six by eight inches in dimensions, permitted a flow with whatever velocity the head would give it. The commanding officer had left the vessel soon after nine o'clock, and was on board the flag-ship near by until signal was made from the Weehawken that she was sinking. At about 1 P. M. Ensign Chadwick, observing that the water partially flooded the captain's cabin, called the assistance of Mr. Allen, the chief engineer, and they put on and secured the cross-bars to the iron door before mentioned. ‘The water gradually rose in the windlass-room, as indicated by the leak about the door and in about thirty minutes it was on the top of the door’ (Reports of Stuyvesant and Chadwick).

A court of inquiry found that the causes of the sinking of the Weehawken were:

The additional weight of ammunition

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