By this a squadron consisting of the Constitution, Essex, and Hornet sloop-of-war, under the command of Commodore Bainbridge in the first-named frigate, were to proceed across the Atlantic to the Cape Verde Islands, thence to the South Atlantic in the neighborhood of Brazil, and finally to the Pacific, to destroy the British whale-fishery there. The plan was well conceived, and particularly was stamped with the essential mark of all successful commerce-destroying, the evasion of the enemy's cruisers; for, though the American cruisers were primed to fight, yet an action, even if successful, tended to cripple their powers of pursuit. A rapid transit through the Atlantic, with an ultimate destination to the then little-frequented Pacific, was admirably calculated to conceal for a long time the purposes of this commerce-destroying squadron. As it happened, both the Constitution and Hornet met and captured enemy's cruisers off the coast of Brazil, and then returned to the United States. Farragut thus lost the opportunity of sharing in any of the victories of 1812, to be a partaker in one of the most glorious of defeats.

The Constitution and Hornet being in Boston, and the Essex in the Delaware, it became necessary to appoint for the three a distant place of meeting, out of the usual cruising grounds of the enemy, in order that the ships, whose first object was to escape crippling, could pass rapidly through the belt of British cruisers then girding the coast of the United States. The brilliant record made by United States ships in their single combats with the enemy during this war should not be allowed to blind our people to the fact that, from their numerical inferiority, they were practically prisoners in their own ports; and, like other prisoners, had to break jail to gain freedom to act. The distant and little frequented Cape Verde group, off the African coast, was therefore designated as the first rendezvous for Bainbridge's squadron, and the lonely island of Fernando Noronha, off the coast of Brazil, close under the equator, as the second. Both of these places were then possessions of Portugal, the ally of Great Britain though neutral as to the United States. With these orders the Constitution and Hornet sailed from Boston on the 26th of October, 1812, and the Essex two days later from the capes of the Delaware. Their course in the passage was to be so directed as to cross at the most favorable points the routes of British commerce.

On the 27th of November the Essex, after an uneventful voyage, anchored at Porto Praya, in the Cape Verdes, where she remained five days. Receiving no news of Bainbridge, Porter sailed again for Fernando Noronha. On the 11th of December a British packet, the Nocton, was captured, and from her was taken $55,000 in specie—an acquisition which contributed much to facilitate the distant cruise contemplated by Porter. Four days later the Essex was off Fernando Noronha, and sent a boat ashore, which returned with a letter addressed ostensibly to Sir James Yeo, of the British frigate Southampton; but between the lines, written in sympathetic ink, Porter found a message from Bainbridge, directing him to cruise off Rio and wait for the Constitution. On the 29th of December he was in the prescribed station, and cruised in the neighborhood for some days, although he knew a British ship-of-the-line, the Montagu, was lying in Rio; but only one British prize was taken, the merchant vessels of that nation usually waiting in port until they could sail under convoy of a ship-of-war. Attempting to get to windward in a heavy sea, the Essex was much racked and injured some of her spars, and her captain therefore decided to bear away for refit to St. Catherine's—a port five hundred miles south of Rio Janeiro, which had been named in his instructions as a contingent rendezvous. On the 20th of January, 1813, the Essex anchored there, and began the work of refitting and filling with water and fresh provisions. A few days after her arrival a small Portuguese vessel came in, bringing an account of the capture by the Montagu of an American corvette, which Porter supposed to be the Hornet, as well as a rumor of the action between the Constitution and the Java, and a report that re-enforcements were reaching the British naval force on the station. The history of past wars convinced Porter that the neutrality of the Portuguese port in which he was lying would not be respected by the enemy. In a very few days his presence there must become known; any junction with his consorts was rendered most unlikely by the news just received, and he determined at once to undertake alone the mission for which the three ships had been dispatched. With admirable promptitude, both of decision and action, the Essex sailed the same night for the Pacific.

From the time of leaving the United States the crew of the ship had been restricted to that close and economical allowance of provisions and water which was necessary to a vessel whose home ports were blocked by enemy's cruisers, and which in every quarter of the globe might expect to meet the fleets and influence of a powerful foe. The passage round Cape Horn, always stormy, was both a long and severe strain to a vessel bound from east to west, and dependent wholly upon sail; for the winds prevail from the westward. The utmost prudence was required in portioning out both food and water, and of bread there remained, on leaving St. Catherine's, only enough for three months at half allowance—that is, at half a pound per day. The boy Farragut thus found himself, at the outset of his career, exposed to one of the severest tests of his arduous calling—a long and stormy passage, made in the teeth of violent gales, and with a crew reduced to the scantiest possible allowance of food, under conditions when the system most demands support. In his journal he speaks, as Porter does in his, of the severe suffering and dreadful weather experienced. For twenty-one days the Essex struggled with the furious blasts, the heavy seas, and the bitter weather, which have made the passage round Cape Horn proverbial for hardship among seamen. On the 3d of March, he writes, a sea was shipped which burst in, on one side of the ship and from one end to the other, all the ports through which the guns are fired, and which, for such a passage, are closed and securely fastened. One boat on the weather side was driven in on deck, and that on the opposite carried overboard; but with great difficulty the latter was saved. Large quantities of water rushed below, leading those there to imagine that the ship was sinking. "This was the only instance in which I ever saw a real good seaman paralyzed by fear at the dangers of the sea. Several of the sailors were seen on their knees at prayer; but most were found ready to do their duty. They were called on deck, and came promptly, led by William Kingsbury, the boatswain's mate. Long shall I remember the cheering sound of his stentorian voice, which resembled the roaring of a lion rather than that of a human being, when he told them: 'D—n their eyes, to put their best foot forward, as there was one side of the ship left yet.'"

Cape Horn, however, was at last passed and enough ground gained to the westward to allow the Essex again to head north. On the 11th of March she was off the city of Valparaiso, in Chile. As far as Porter then knew, Chile was still a province of Spain, and Spain was the ally of Great Britain; whose armies for four years past had been engaged in war in the Peninsula, to shake from it the grip of Napoleon. There had been trouble also between Spain and the United States about the Floridas. The first lieutenant of the Essex was therefore first sent ashore to see what reception would be given, and returned with the satisfactory intelligence that Chile was in