ar broke out with Spain. There was no Panama Canal yet, so the quickest route was a 14,500 mile journey down the west coast of north, central and south America, through the stormy, dangerous, wreck-strewn Strait of Magellan, and up the east coast of the same continents. For large portions of the cruise, the vessel would be out of touch with Washington, unaware if a state of war existed with Spain, and if Spanish vessels were on the prowl, looking for the OREGON.
Captain Clark launched himself into the task. In the 48 hours before sailing, he had 1,600 tons of coal loaded, and enough stores for six months at sea. He and the OREGON left San Francisco on March 19, 1898, with a crew that was short 94 men, including 27 critical men from the boiler room/coaling force.
During the cruise, the vessel averaged 11.5 knots, a great feat for its day. She completed the voyage in sixty-six days. The American public got news of the dramatic event through the newspapers and followed the unfolding dash with increasing relish and excitement, making the cruise one of the most highly publicized events of the war.
While the OREGON was en route, war was declared with Spain, and the Spanish reputedly had vessels out searching for her. Clark relied on ruses, and skillful planning to avoid dangers, while, at the same time, determining how the OREGON would engage the Spanish fleet, if encountered, in a way that would allow a chance for success. The Naval War Board, of which Clark's old professor, naval theorist Alfred Mahan was a member, managed to catch up with Clark and the OREGON and began making suggestions on his course of action. He telegraphed back "Don't hamper me with instructions. I am not afraid, with this ship, of the whole of the Spanish Fleet."
Clark, with the OREGON, arrived off Key West on the morning of May 26. More amazing than even just completing the journey, Clark had his vessel in fighting trim and ready to immediately go into action, a possibility not even dreamed of after such an arduous journey.
Clark's OREGON became part of the North Atlantic Squadron under the command of Rear Admiral William Sampson, which soon took up the blockade of Santiago. The captain made suggestions to Sampson on how to improve the blockade by employing picket boats closer to the harbor entrance, an idea which Sampson accepted and instituted. Clark also took one additional, and very important, step on his own. He kept all of his vessel's boilers lit, and all of the OREGON's engines engaged. Of all of the blockading capital ships, only Clark had the foresight to do this.
On July 3, as Captain Clark was dressing to go out on deck, alarms sounded, indicating that the Spanish Fleet was attempting to make its escape from Santiago harbor. Immediately, the OREGON's crew ran to their battle stations. The Battle of Santiago had begun.
The OREGON, with boilers and engines ready, was able to move quickly to pursue the enemy. The IOWA, by contrast, could only attain five knots! Even the speedy BROOKLYN and NEW YORK could only attain half their rated speeds since their engines were not coupled for high-speed running. The OREGON passed the entrance to Santiago Bay, loosing a volley on the PLUTON and the FUROR. She passed the IOWA with a bow wave that looked like a "great white bone in her teeth." The vessel sped past the other ships of the squadron until the OREGON found herself joining the BROOKLYN in attacking virtually the entire Spanish squadron.
First to fall was the flagship MARIA TERESA, as Spanish Admiral Cervera tried to save his other ships by sacrificing her. Next was the ADMIRANTE OQUENDO. Within twelve minutes, this vessel was ablaze and headed for the beach. By the time she engaged the next Spanish vessel, the VIZCAYA, OREGON was moving at sixteen knots. With continuing fire from the BROOKLYN and some direct hits from the OREGON, the VIZCAYA was soon out of the fight and headed for shore.
Of this moment, Clark would later write: "...I could feel none of the exultation that is supposed to come with with victory. If I had seen my own decks covered w