"Very truly yours,"(Signed)Franklin D. Roosevelt,"Acting Secretary of the Navy."Messrs.Alexander Sprunt & Son,"Wilmington, North Carolina."
DERELICT BLOCKADE RUNNERS.
For many years the summer visitors on Wrightsville Beach have looked out upon the hurrying swell of the broad Atlantic and have felt the fascination of the long lines of crested breakers like Neptune's racers charging and reforming for the never-ending fray; and, when the unresting tide receded, they have seen the battered hulks of some of the most beautiful ships that ever shaped a course for Wilmington in the days of the Southern Confederacy. They represented an epoch that is unique in our country's history, for, in the modern art of war the conditions which then prevailed can never occur again.
Some of these wrecks may be visible for a hundred years to come, and, as nearly every one who knew these vessels and of their last voyage has passed away, I have thought it might interest some of our people, and perhaps future generations, to know something of these ships, which I still remember distinctly and with whose officers I was more or less familiar. So that I have noted from memoryand from official records of the Four Years' War, the tragedies which involved the destruction of these fine vessels between Topsail Inlet and Lockwood's Folly. These will comprise about thirty ships, nearly all of the steamers that were stranded on our coast during the war while running for the Cape Fear Bar under a heavy bombardment by the Federal cruisers.
Many millions were lost with the destruction of these blockade runners, and possibly valuable metal might be recovered now, in the present high prices for all war supplies. The average cost of one of the blockade runners was $150,000 in gold. They were mostly built of thick iron, which does not corrode like steel in salt water.
The cargoes comprised perishable and imperishable goods, and they were often as valuable as the vessels which carried them. When these ships were stranded so high upon the beach that neither Federals nor Confederates could salve them, the guns from both sides were used to destroy them, so that neither could profit by a rescue. The bombshells set some of the ships on fire, but none were totally destroyed, because the breakers extinguished the fires when the superstructure was burned away, so it is very probable that some of them still contain cargoes of value.
For more than fifty years these melancholy tokens of distress have settled in the shifting sands. "Together," said Mr. George Davis, Attorney-General of the Confederacy, "they stand for warning and for woe; and together they catch the long majestic roll of the Atlantic as it sweeps through a thousand miles of grandeur and power from the Arctic toward the Gulf. It is the playground of billows and tempests, the kingdom of silence and awe, disturbed by no sound save the seagull's shriek and the breakers' roar."
It might be interesting to add later an account of the ships that were captured at sea, numbering over a hundred during the four years of the Cape Fear blockade, and to attempt, at the request of my friend, Professor deRoulhac Hamilton, of the University of North Carolina, a short history of this remarkable traffic (through the beleaguered city of Wilmington) which almost wholly sustained the Confederate States commissariat during the last two years of the war.
The "Fannie and Jennie."
TheFannie and Jenniewas a side-wheel Confederate steamer of note, engaged in running the blockade for about a year during the Four Years' War.She was of good speed, fourteen knots, and was commanded, it is said, by Captain Coxetter, of Charleston. During the night of February 9, 1864, she made the land to the northward of Wrightsville Beach, but her pilot, Burriss, was not sure of his position, so he anchored the ship and made a landing in the surf to ascertain his bearings. It having been the intention of the captain to make the land about two miles north of Fort Fisher, he then proceeded down the beach in the darkness. Unhappily, however, she stood too close in shore, and grounded repeatedly, and at about midnight stranded on a shoal a mile or two to the southward of where Lumina now stands. At daylight she was discovered by the Federal cruiserFlorida, commanded by Capt. Peirce Crosby, who made me a prisoner of war a few months later. Captain Crosby, desiring to save theFannie and Jennieand realize big prize money, ran a hawser from his ship to the stranded vessel, intending to pull her off into deep water, when a Confederate flying battery of Whitworth guns of long range, from Fort Fisher, opened fire from Masonboro Beach, and with great precision cut off one of theFlorida'spaddle-wheel arms, broke a second one, and cut a rim of the wheel in two; also, one of the Confederate shells exploded onboard theFloridaand came near destroying her. TheFloridareturned the fire, which so alarmed the captain and crew of theFannie and Jenniethat some of them attempted to reach the beach in boats. In this attempt Captain Coxetter and his purser were drowned in the breakers, the others gaining the shore; the rest of the crew, twenty-five in number, who remained on board were made prisoners by the Federals. Captain Coxetter had in his keeping a very valuable gold jewelled sword, which was to be delivered to Gen. R.E. Lee as an expression of the admiration of many prominent English sympathizers. It is still on board this wreck, which lies near a line of breakers to the south of Lumina. TheFannie and Jenniewas loaded with a valuable cargo, five days out from Nassau bound to Wilmington, when she was stranded.
The "Emily of London."
During the month of January, 1864, while my ship was in St. George, Bermuda, loading for Wilmington, I met frequently an attractive young Virginian named Selden, of the Confederate Signal Service, who had been detailed as signal officer on the fine new steamerEmily of London; and I became most favorably impressed with this courteousChristian gentleman and with the superior qualities of his beautiful vessel. All of her appointments were first-class, and her equipment was superior to that of any other blockade runner of the fleet. As she lies now in sight of my cottage on Wrightsville Beach, visible at every turn of the tide, I often wonder what became of Selden, for I never learned his fate after the stranding and loss of his fine ship a mile or so above the wreck of theFannie and Jennie, on the same night, February 9, 1864.
The only particulars of the stranding of theEmilyare embodied in the official report of her discovery on the beach by Captain Crosby, of the Federal cruiserFlorida, who found her ashore between Masonboro Inlet and Wrightsville Beach after her captain and crew had abandoned her. She was then set on fire by bombshells from the cruiserFlorida, a loud explosion on board of the wrecked vessel indicating that her cargo was probably partly composed of explosives for the Confederacy.
Captain Crosby adds that she was a new and very handsome steamer, expensively fitted out. It is presumed that theEmily'scaptain and crew, numbering about fifty men, succeeded in reaching the protection of the Confederates.
The "Ella."
An ex-Confederate officer describing Wilmington during the blockade, among many interesting things, said the following:
"Owing to the configuration of the coast it was almost impossible to effect a close blockade. The Cape Fear had two mouths, Old Inlet, at the entrance of which Fort Caswell stands, and New Inlet, nine miles up the river, where Fort Fisher guarded the entrance. From the station off Old Inlet, where there were usually from five to six blockaders, around to the station off New Inlet, a vessel would have to make an arc of some fifty miles, owing to the Frying Pan Shoals intervening, while from Caswell across to Fisher was only nine miles. The plan of the blockade runners coming in was to strike the coast thirty or forty miles above or below the inlets, and then run along (of course at night) until they got under the protection of the forts. Sometimes they got in or out by boldly running through the blockading fleet, but that was hazardous; for, if discovered, the ocean was alive with rockets and lights, and it was no pleasant thing to have shells and balls whistling over you and around you. The chances were then that if you were notcaught you had, in spite of your speed, to throw a good many bales of cotton overboard.
"The wreck of these blockade runners not infrequently occurred by being stranded or beached, and highly diverting skirmishes would occur between the blockaders and the garrisons of the forts for the possession. The fleet, however, never liked the Whitworth guns we had, which shot almost with the accuracy of a rifle and with a tremendous range. The soldiers generally managed to wreck the stranded vessel successfully, though often-times with great peril and hardship. It mattered very little to the owners then who got her, as they did not see much of what was recovered—the soldiers thinking they were entitled to what they got at the risk of their lives. But a wreck was a most demoralizing affair. The whole garrison generally got drunk and stayed drunk for a week or so afterwards. Brandy and fine wines flowed like water; and it was a month perhaps before matters could be got straight. Many accumulated snug little sums from the misfortunes of the blockade runners, who generally denounced such pillage as piracy; but it could not be helped.
"We recollect the wrecking of theElla, off Bald Head, in December, 1864. She belonged to theBee Company, of Charleston, and was a splendid new steamer, on her second trip in, with a large and valuable cargo almost entirely owned by private parties and speculators. She was chased ashore by the blockading fleet, and immediately abandoned by her officers and crew, whom nothing would induce to go back in order to save her cargo. Yankee shells flying over, and through, and around her, had no charms for these sons of Neptune. Captain Badham, however, and his company, the Edenton (N. C.) Battery, with Captain Bahnson, a fighting Quaker from Salem, N.C., boarded and wrecked her under the fire of the Federals, six shells passing through theEllawhile they were removing her cargo. The consequence was that for a month afterwards nearly the whole garrison was on 'a tight,' and groceries and dry goods were plentiful in that vicinity. The general demoralization produced by 'London Dock' and 'Hollands' seemed even to have affected that holy man, the chaplain, who said some very queer graces at the headquarters mess table."
The "Modern Greece."
One of the earliest strandings of friendly steamers near New Inlet, or Cape Fear main bar, was that of theModern Greece, which was also the mostimportant and interesting. On the morning of the 27th of June, 1862, at 4.15 o'clock theModern Greecehad safely evaded many Federal cruisers and was within three miles of Fort Fisher, headed for New Inlet, when she was seen by one of the Federal blockaders, theCambridge, which immediately gave chase and pelted theModern Greecewith bombshells. TheCambridgewas joined by the Federal cruiserStars and Stripes, which also opened fire on theModern Greece, the latter being then run ashore to avoid capture, her crew escaping in their boats to the shore. In the meantime Fort Fisher was firing at the enemy and also at theModern Greecewhere she was stranded, in order to prevent the Federals from hauling her off. The crew of theModern Greecewas in great peril during this bombardment, as part of her valuable cargo consisted of a thousand tons of powder for the Confederacy and many guns. The garrison at Fort Fisher subsequently landed a large amount of clothing and barrels of spirits, and the spirits flowed like water for several weeks to the scandal of the fort and its defenders. Its potent influence was also felt in Wilmington. TheModern Greecewas a large British propeller of about 1,000 tons net register,one of the largest blockade runners of the war. She now lies deep in the sand near Fort Fisher.
The "Elizabeth."
One of the regular passenger and freight boats which ran between New Orleans and Galveston before the war was namedAtlantic. She became a famous blockade runner under her original name, which was changed later toElizabeth.
I think she was commanded for several voyages by the celebrated Capt. Thomas J. Lockwood of Southport and Charleston, whose capable brother-in-law, George C. McDougal, was her chief engineer. Mr. McDougal was a man of fine qualities, quiet and retiring in his demeanor. He made in various steamers sixty successful runs through the blockade. For more than twenty-five years after the war I enjoyed the privilege of his intimate confidences, and I have no hesitation in saying that he was to my mind the most remarkable man who had been engaged in blockade running.
On the 19th of September, 1863, theElizabethsailed from Nassau with a general cargo, mostly steel and saltpeter, bound for Wilmington, but through some unknown cause ran ashore at Lockwood's Folly, twelve miles from Fort Caswell. Thecaptain set her on fire and burned her on the 24th, the crew escaping to the shore. A man who gave his name as Norris or Morris was captured, second officer on theDouro, stranded October 12, 1863, and he told the commander of the cruiserNansemondthat he was a Federal spy and that he was on theElizabethwhen she was stranded, and he exhibited eight ounces of laudanum and two ounces of chloroform which he said he bought in Nassau to put in the whisky and water of the firemen of theElizabethand of theDouroso as to cause the capture of these vessels, but he did not explain why theElizabethwent ashore while he was in her.
The "Georgiana McCaw."
About the year 1878 there flourished in Wilmington the Historical and Literary Society, composed of about fifty eminent citizens of education and refinement. In those days our representative men found pleasure and relaxation from the drudgery of business or the strain of professional life in the congenial company which assembled for mutual benefit once a month in the lecture room of the Presbyterian Church on Orange Street. Such men as Doctor Wilson, father of the President, Doctor DeRosset, Alfred Martin and his son E.S. Martin,who sometimes represented opposing views, Doctor Wood, Edward Cantwell, Doctor Morrelle, Alexander Sprunt, Henry Nutt, and many others, engaged in learned discussions of subjects suggested by the title of this organization.
On a certain occasion one of the gentlemen named, to whose patriotic ardor we were almost wholly indebted for the closure of New Inlet and the consequent benefit to Cape Fear commerce, rose in his usual dignified and impressive manner with an air of extraordinary importance and mystery. Said he, "Mr. Chairman, I hold in my hands a relic of prehistoric times, cast up by the heaving billows off Federal Point, formerly known as Confederate Point. It is a piece of corroded brass upon which is inscribed a legend as yet indecipherable; in all probability it long antedates the coming of Columbus."
A curious group immediately surrounded the learned member with expressions of awe and admiration, and after several speeches had been made, by resolution unanimously adopted, Mr. E.S. Martin and two other members were entrusted with the precious relic for its elucidation by conferring with the antedeluvian societies of the North.
At the following monthly meeting Mr. Martin reported for his committee that their efforts to identify the relic through reference to archæological societies in the North had been futile, but that a profane Scotchman had informed them that the piece of metal was no more than a part of the bow or stern escutcheon of the stranded blockade runnerGeorgiana McCaw, the palm tree in the center surrounded by the motto "Let Glasgow Flourish," being the coat of arms of Glasgow,[1]Scotland, the home port of the said blockade runner. Alas! it was only another case of Bill Stubbs, his mark, but we never took the antedeluvians of the North into our confidence about it.
The official report of Acting Master Everson, U. S. Navy, commanding the Federal cruiserVictoria, dated off Western Bar, Wilmington, N.C., June 2, 1864, addressed to the senior officer of the blockading squadron, is as follows, with reference to the stranding of theGeorgiana McCaw:
"Sir: I have the honor to report that at 3 a.m., of this date, and while drifting in three and a half fathoms water, Bald Head Light bearing east, saw white water near the beach to the south and westward, which I supposed to be a steamer. I immediately steamed ahead at full speed toward the beach in order to cut her off.
"On near approach I discovered her to be a side-wheel steamer, steering for the bar.
"As he crossed my bow I rounded to in his wake and discharged at him my starboard 8-inch gun, loaded with one 5-second shell and stand of grape, and kept firing my 30-pound rifle as I continued the chase, until 3.30 a.m. she struck on the bar. I immediately ordered the first and second cutters to board and fire her, the former under command of Acting Master's Mate William Moody, the latter under charge of Acting Third Assistant Engineer Thomas W. Hineline.
"On arrival on board they found that two boats, with their crews, had escaped to the shore.
"They, however, succeeded in capturing twenty-nine of the crew, including the captain and most of the officers, together with three passengers.
"They fired her in several places, and she continued to burn until 10 a.m., when she was boarded from the shore. At daylight Fort Caswell and the adjacent batteries opened fire on our boats with shot and shell, which compelled them to return without accomplishing her destruction.
"She proved to be theGeorgiana McCawof Liverpool, 700 tons burden, from Nassau, bound to Wilmington, N.C.
"Her cargo consists of about 60 tons provisions, etc.
"I would add, sir, that too much credit can not be awarded to Acting Master's Mate William Moody and Acting Third Assistant Engineer Thomas W. Hineline for their perseverance and energy displayed, and their cool and gallant conduct while under fire of the enemy."
The "Wild Dayrell."
One of the most prominent personalities of the blockade era was Thomas E. Taylor, a young Englishman, aged twenty-one, who was sent by a wealthy Liverpool firm to direct in person the movements of steamers which they had bought or builded for this dangerous traffic. He began with the old steamerDispatch, which was found to be too slow and after one or more voyages was sent back to England. His employers then began building lighter, faster boats specially adapted to the purpose, until they owned and operated a fleet of fifteen steamers. One of them, theBanshee, was the first steel vessel that crossed the Atlantic, and Mr. Taylor came inher to Wilmington. His agreeable manners and courteous deportment attracted the favorable recognition of General Whiting and of Colonel Lamb, whose personal and official regard was of great value to Mr. Taylor. He wrote an interesting book after the war from which I take the following incidents in his eventful career.
"As soon as the nights were sufficiently dark we made a start for Wilmington, unfortunately meeting very bad weather and strong head winds, which delayed us; the result was that instead of making out the blockading fleet about midnight, as we had intended, when dawn was breaking there were still no signs of it. Captain Capper, the chief engineer, and I then held a hurried consultation as to what we had better do. Capper was for going to sea again, and if necessary returning to Nassau; the weather was still threatening, our coal supply running short, and, with a leaky ship beneath us, the engineer and I decided that the lesser risk would be to make a dash for it. 'All right,' said Capper, 'we'll go on, but you'll get d——d well peppered!'
"We steamed cautiously on, making as little smoke as possible, whilst I went to the mast-head to take a look around; no land was in sight, but I could make out in the dull morning light the heavy sparsof the blockading flagship right ahead of us, and soon after several other masts became visible on each side of her. Picking out what appeared to me to be the widest space between these, I signaled to the deck how to steer, and we went steadily on, determined when we found we were perceived to make a rush for it. No doubt our very audacity helped us through, as for some time they took no notice, evidently thinking we were one of their own chasers returning from sea to take up her station for the day.
"At last, to my great relief, I saw Fort Fisher just appearing above the horizon, although we knew that the perilous passage between these blockaders must be made before we could come under the friendly protection of its guns. Suddenly, we became aware that our enemy had found us out; we saw two cruisers steaming toward one another from either side of us, so as to intercept us at a given point before we could get on the land side of them. It now became simply a question of speed and immunity from being sunk by shot. Our little vessel quivered under the tremendous pressure with which she was being driven through the water.
"An exciting time followed, as we and our two enemies rapidly converged upon one point, othersin the distance also hurrying up to assist them. We were now near enough to be within range, and the cruiser on our port side opened fire; his first shot carried away our flagstaff aft on which our ensign had just been hoisted; his second tore through our forehold, bulging out a plate on the opposite side. Bedding and blankets to stop the leak were at once requisitioned, and we steamed on full speed under a heavy fire from both quarters. Suddenly, puffs of smoke from the fort showed us that Colonel Lamb, the commandant, was aware of what was going on and was firing to protect us; a welcome proof that we were drawing within range of his guns and on the landward side of our pursuers, who, after giving us a few more parting shots, hauled off and steamed away from within reach of the shells which we were rejoiced to see falling thickly around them.
"We had passed through a most thrilling experience; at one time the cruiser on our port side was only a hundred yards away from us with her consort a hundred and fifty on the starboard, and it seemed a miracle that their double fire had not completely sunk us. It certainly required all one's nerve to stand upon the paddle box, looking without flinching almost into the muzzles of the guns which were firing at us; and proud we were of our crew, not aman of whom showed the white feather. Our pilot, who showed no lack of courage at the time, became, however, terribly excited as we neared the bar, and whether it was that the ship steered badly, owing to being submerged forward, or from some mistake, he ran her ashore whilst going at full speed."
On the following voyage Mr. Taylor says: "It was a critical time when daylight broke, dull and threatening. The captain was at the wheel and I at the mast-head (all other hands being employed at the pumps, and even baling), when, not four miles off, I sighted a cruiser broadside on. She turned round as if preparing to give chase, and I thought we were done for, as we could not have got more than three or four knots an hour out of our crippled boat. To my great joy, however, I found our alarm was needless, for she evidently had not seen us, and instead of heading turned her stern toward us and disappeared into a thick bank of clouds.
"Still we were far from being out of danger, as the weather became worse and worse and the wind increased in force until it was blowing almost a gale. Things began to look as ugly as they could, and even Captain Capper lost hope; I shall never forget the expression on his face as he came up to me and said, in his gruff voice, 'I say, Mr. Taylor, the beggar's going, the beggar's going,' pointing vehemently downwards. 'What the devil do you mean?' I asked. 'Why, we are going to lose the ship and our lives, too,' was the answer. It is not possible for any one unacquainted with Capper to appreciate this scene. Sturdy, thickset, nearly as broad as he was long, and with the gruffest manner but kindest heart—a rough diamond and absolutely without fear. With the exception of Steele he was the best blockade-running captain we had.
"In order to save the steamer and our lives we decided that desperate remedies must be resorted to, so again the unlucky deck cargo had to be sacrificed. The good effect of this was soon visible; we began to gain on the water, and were able, by degrees, to relight our extinguished fires. But the struggle continued to be a most severe one, for just when we began to obtain a mastery over the water the donkey engine broke down, and before we could repair it the water increased sensibly, nearly putting out our fires again. So the struggle went on for sixty hours, when we were truly thankful to steam into Nassau Harbor and beach the ship. It was a very narrow escape, for within twenty minutes after stopping her engines the vessel had sunk to the level of the water.
"After this I made a trip in a new boat that had just been sent out to me, theWild Dayrell. And a beauty she was, very strong, a perfect sea boat, and remarkably well engined.
"Our voyage in was somewhat exciting, as about three o'clock in the afternoon, while making for Fort Caswell entrance (not Fort Fisher), we were sighted by a Federal cruiser that immediately gave chase. We soon found, however, that we had the heels of our friend, but it left us the alternative of going out to sea or being chased straight into the jaws of the blockaders off the bar before darkness came on. Under these circumstances what course to take was a delicate point to decide, but we solved the problem by slowing down just sufficiently to keep a few miles ahead of our chaser, hoping that darkness would come on before we made the fleet or they discovered us. Just as twilight was drawing in we made them out; cautiously we crept on, feeling certain that our enemy astern was rapidly closing up on us. Every moment we expected to hear shot whistling around us. So plainly could we see the sleepy blockaders that it seemed almost impossible we should escape their notice. Whether they did not expect a runner to make an attempt so early in the evening, or whether it was sheer good luck onour part, I know not, but we ran through the lot without being seen or without having a shot fired at us.
"Our anxieties, however, were not yet over, as our pilot (a new hand) lost his reckoning and put us ashore on the bar. Fortunately, the flood tide was rising fast, and we refloated, bumping over stern first in a most inglorious fashion, and anchored off Fort Caswell before 7 p.m.—a record performance. Soon after anchoring we saw a great commotion among the blockaders, who were throwing up rockets and flashing lights, evidently in answer to signals from the cruiser which had so nearly chased us into their midst.
"When we came out we met with equally good luck, as the night was pitch dark and the weather very squally. No sooner did we clear the bar than we put our helm aport, ran down the coast, and then stood boldly straight out to sea without interference; and it was perhaps as well we had such good fortune, as before this I had discovered that our pilot was of very indifferent caliber, and that courage was not our captain's most prominent characteristic. The poorWild Dayrelldeserved a better commander, and consequently a better fate than befell her. She was lost on her second trip, entirelythrough the want of pluck on the part of her captain, who ran her ashore some miles to the north of Fort Fisher; as he said in order to avoid capture—to my mind a fatal excuse for any blockade-running captain to make. 'Twere far better to be sunk by shot and escape in the boats if possible. I am quite certain that if Steele or Capper had commanded her on that trip she would never have been put ashore, and the chances are that she would have come through all right.
"I never forgave myself for not unshipping the captain on my return to Nassau; my only excuse was that there was no good man available to replace him, and he was a particular protégé of my chief. But such considerations should not have weighed, and if I had had the courage of my convictions it is probable theWild Dayrellwould have proved as successful as any of our steamers."
The rest of the story of the loss of the fine steamerWild Dayrell, which was accidentally run ashore at Stump Inlet February 1, 1864, is told in the official report of Lieut. Commander F.A. Roe of the U.S. cruiserSassacusto Admiral S.P. Lee, as follows:
U.S.S. "Sassacus."
Off Stump Inlet, N.C.,February 3, 1864.
"Sir: I have to report that about 11 o'clock a.m., on the morning of the 1st instant, in about the parallel of Topsail Inlet, N.C., I discovered a steamer close inshore, showing heavy columns of smoke. I headed for her at once, and, upon approaching, found her ashore at the mouth of Stump Inlet. Her crew were busy throwing overboard her cargo, a portion of which was scattered along the beach. When within reach of my guns, her crew and people fled in their boats, when I fired a few guns to disperse any enemies that might be hovering near. I boarded and took possession of the steamer, which proved to be the blockade runnerWild Dayrell. All the papers which I could find I herewith transmit. She was inward bound, two days from Nassau. I found her furnaces filled with fuel and burning, with the intention of destroying her boilers. I hauled her fires and found her machinery and the vessel in perfect order, with a portion of her cargo, consisting of assorted merchandise, still on board. I immediately got our hawsers and attempted to pull her off, but failed, owing to the falling of the tide. I made another attempt at 1 o'clock a.m. on the morning of the 2d, but partedthe hawser. The weather looking bad, I put to sea until daylight, when I returned and assumed a new position to endeavor to get her off.
"In the meantime, I commenced to lighten the vessel by throwing overboard about 20 tons of coal. At high water, about 2 p.m. of the 2d, I commenced tugging at her again, when, after some time, the current sweeping me close to the shoal to leeward, theSassacusstruck twice lightly. I cut the hawser and steamed up to a new position and anchored. During this trial, the U.S.S.Florida, Commander Crosby, came in and anchored, with offers of assistance to us. During this trial the wind blew fresh from the southward and westward in heavy flaws, which was the principal cause of my failure to get her off. I then steamed up to a new position to try her again. On the 3d, while getting on board our hawsers to the prize, with the assistance of the boats of theFlorida, my cable suddenly parted and I was forced to steam out to keep from fouling theFlorida, which was anchored near, and in so doing parted the hauling lines of the hawsers, which were being hauled in by theFlorida'smen on board the prize.
"During this last operation the enemy appeared and opened fire with musketry upon theSassacusand the boats coming from the prize. Both vessels promptly opened fire and the enemy were driven off.
"I would here observe that the cable of this vessel parted unduly, without having been strained by any swell or heavy wind, thus losing the anchor and about five fathoms of cable. We were anchored in two and three-quarter fathoms water; the cable was undoubtedly bad.
"Upon consultation with Commander Crosby we decided that it was impossible to get the steamer off, and that we must destroy her. Accordingly, I gave the signal to the men on board of her to set fire to her thoroughly and return aboard, which was done. Both vessels then opened fire upon the steamer, and she was riddled at about the water line with raking shots from theSassacus. No attempt was made to save her cargo, as I deemed it impracticable to do so. Not one-half of her cargo had been thrown overboard and the rest, which I deemed very valuable merchandise, was consumed with the vessel. Valuable time would have been lost in the effort, and to pillage her would have demoralized my men for healthy action in some future similar service. Having effected this duty, I put to sea at about eight o'clock of the evening of the 3d.
"I transmit herewith an appraisement of value of the steamer and cargo, made by a board ordered upon that service.
"I have the honor to be, Sir,"Very respectfully,"Your obedient servant,"F.A. Roe,"Lieutenant Commander."Acting Rear AdmiralS.P. Lee,"Comdg. North Atlantic Blockading Squadron,Hampton Roads."
The "General Beauregard."
Of the steamerGeneral BeauregardI have but little information, although I remember her as a valuable ship. TheRichmond Whigof December 16, 1863, states that according to theWilmington Journalthis steamer was chased ashore by the Federal blockaders on the night of the 11th instant some distance above Fort Fisher, near Battery Gatlin, and that she had been set on fire.
Captain Ridgely of the Federal cruiserShenandoah(which chased my ship theLilianfor five hours later) reported to Admiral S.P. Lee, December 16, 1863, that on the evening of the 11th of December, 1863, between seven and eight o'clock,the cruiserHowquahsaw theGeneral Beauregardcoming down the beach heading for Cape Fear or New Inlet. He gave chase and opened fire on him. TheBeauregardbeing impeded by a heavy sea and finding escape impossible, ran ashore at the point already described.
The next morning the cruiser, accompanied by theTuscarora, tried to board theBeauregard, but they were attacked by two Confederate batteries, one to the north and another to the south of the stranded vessel, and driven off, theTuscarorabeing struck by a Confederate shell in her quarter. TheBeauregardis still conspicuous on Carolina Beach at all stages of the tide, showing her battered hull high above the level of the sea.
The "Douro."
In the spring of 1863 this fine steamer was captured at sea by the Federal cruisers, sent to a port of adjudication in the North, condemned and sold at auction, taken to the British Provinces (Halifax, I think) and there purchased, it was said, by the Confederate Government. At all events she was fitted out for the same service and in a few weeks reappeared at Nassau, where I saw her as a Confederate steamer under the Confederate flag. Onthe night of the 11th of October, 1863, theDouroattempted to run the blockade at New Inlet, loaded with a valuable cargo of 550 bales of cotton, 279 boxes of tobacco, 20 tierces of tobacco, and a quantity of turpentine and rosin, belonging to the Confederate Government. At 8.30 of the same night she eluded the Federal fleet and was running up the beach towards Masonboro in two and one-half fathoms of water, when she was pursued by the cruiserNansemond, which tried to get between theDouroand the beach, but failed because of shoal water. Had theDourokept on her course she would have escaped, but, taking a panic, she reversed her course, and headed back for the bar at New Inlet, was then intercepted by theNansemondand run ashore, instead of facing the gun fire of the fleet with a chance of getting under Fort Fisher's protection. The captain and most of the crew escaped in theDouro'sboats, but five, remaining on board, were captured by the cruiserNansemond. It was said at the time that this fine ship (a propeller) was owned in Wilmington and that her cargo was for the Confederate Government. She now lies just above theHebebetween Fort Fisher and Masonboro Inlet.
The "Dee."
Two of the finest blockade runners, sister ships, called theDonand theDee, met at last with disaster. TheDon, after running the gauntlet some ten or twelve times, was captured at sea. She had been commanded from her first voyage to the one before the last by Captain Roberts, so-called, really Captain Hobart, of the Royal British Navy, who later became Hobart Pasha, admiral in chief of the Turkish Navy. He was a son of the Earl of Buckinghamshire. TheDeewas commanded for three successful voyages by Capt. George H. Bier, formerly a Lieutenant in the U.S. Navy. At 8 o'clock a.m. February 6, 1864, the U.S.S.Cambridgeon the blockade off New Inlet discovered theDeefrom Hamilton, Bermuda, loaded with pig lead, bacon, and military stores, bound for Wilmington, ashore and on fire about a mile to the southward of Masonboro Inlet.
TheCambridgeat once boarded the stranded vessel and attempted to salve her, but the fire was too hot and the ship too deeply embedded in the sand to haul her off into deep water. She was accordingly bombarded and abandoned. TheDee'screw escaped to the shore, with the exception of seven men, who fell into the hands of the Federals. It isnot known whether theDeeran ashore from accident or design.
Steamer "Nutfield."
I learn from official reports that after Captain Roe of the U.S.S.Sassacushad practically destroyed theWild Dayrellby gun fire he stood out to sea and regained his position in the outer line of cruisers, known as the Bermuda line or track, and that at daylight of the 4th of February, 1864, he discovered a blockade runner to the northward, which proved to be the fine new iron steamerNutfieldof 750 tons (unusually large size), from Bermuda bound for Wilmington. TheSassacus, being the faster ship, increased her speed to thirteen knots, and at noon succeeded in getting in range of theNutfieldwith her 100-pounder rifle guns, which did such execution that the hard pressedNutfieldchanged her course, heading for the land, and ran ashore at New River Inlet. TheNutfield'screw set her on fire and fled precipitately in their boats for the beach. One of theNutfield'sboats capsized in the surf and the Federals tried to rescue the crew but only succeeded in saving the purser, the others being supposedly drowned. Efforts were made by theSassacusfor two days to haul off theNutfield, which was a very valuable prize, being loaded withan assorted cargo of merchandise, drugs, munitions of war, Enfield rifles, a battery of eight very valuable Whitworth guns, and a quantity of pig lead; the battery and the lead were thrown overboard during the chase. TheNutfieldhad escaped from the blockading fleet at New Inlet the night before and was off New River intending to try the Cape Fear the following night, but most unfortunately fell in with theSassacus, a fast cruiser, during the day. A large part of her valuable cargo was taken out of her by the Federals.
The "Banshee's" Narrow Escape.[2]
Mr. Thomas E. Taylor was agent for the blockade runnerBanshee, and I quote his narrative: "One very dark night (I think it was either on the fourth or fifth trip) we made the land about twelve miles above Fort Fisher, and were creeping quietly down as usual, when all at once we made a cruiser out, lying on our port bow, and slowly moving about 200 yards from the shore. It was a question of going inside or outside her; if we went outside she was certain to see us, and would chase us into the very jaws of the fleet. As we had very little steam up we chose the former alternative, hoping to pass unobserved between the cruiser and the shore, aided by the dark background of the latter. It was an exciting moment; we got almost abreast of her, as we thought, unobserved, and success seemed within our grasp, till we saw her move in toward us and heard her hail as we came on, 'Stop that steamer or I will sink you!'
"Old Steele growled out that we hadn't time to stop, and shouted down the engine-room tube to Erskine to pile on the coal, as concealment was no longer any use. Our friend, which we afterwards found out was theNiphon, opened fire as fast as she could and sheered close into us, so close that her boarders were called away twice, and a slanging match went on between us, like that sometimes to be heard between two penny steamboat captains on the Thames. She closed the dispute by shooting away our foremast, exploding a shell in our bunkers, and, when we began to leave her astern, by treating us to grape and canister. It was a miracle that no one was killed, but the crew were all lying flat on the deck, except the steersman; and at one time I fear he did the same, for as Pilot Burroughs suddenly cried, 'My God, Mr. Taylor, look there!' I saw our boat heading right into the surf, so, jumping from the bridge, I ran aft and found the helmsman on his stomach. I rushed at the wheel and got two or three spokes out of it, which hauled her head off land, but it was a close shave.
"Two miles farther we picked up another cruiser, which tried to treat us in a similar manner, but as we had plenty of steam we soon left her. A little farther we came across a large side-wheel boat, which tried to run us down, missing us only by a few yards; after that we were unmolested and arrived in safe, warmly congratulated by Lamb, who thought from the violent cannonade that we must certainly be sunk.
"Not more than one man out of a hundred would have brought a boat through as Steele did that night—the other ninety-nine would have run her ashore."
The "Venus."
The official report of Lieutenant Lamson, U.S. steamerNansemond, off New Inlet, October 21, 1863, says, "I have the honor to report the capture and entire destruction of the blockade runnerVenus, from Nassau to Wilmington with a cargo of lead, drugs, dry goods, bacon, and coffee.
"This morning at 12.30 she attempted to run the blockade, but was discovered by this vessel, andafter a short chase overhauled. When abeam, I opened fire on her, one shot striking her foremast, another exploding in her wardroom, a third passing through forward and killing one man, and a fourth, striking under the guard near the water line, knocked in an iron plate, causing her to make water fast. She was run ashore. We boarded her at once, capturing her captain and twenty-two of her officers and crew. The U.S.S.Niphon, Acting Master J.B. Breck commanding, which was lying near where she went ashore, came immediately to my assistance. I ran a 9-inch hawser to theVenus, and Captain Breck sent a 7-inch hawser to theNansemond'sbow, but all our efforts were unavailing, as the tide had turned ebb and she was going at least 14 knots an hour when she went ashore. Finding it impossible to move her, I ordered her to be set on fire, which was done in three places by Acting Ensigns Porter and Henderson, of this vessel. Our boats were for some time exposed to a sharp fire of musketry from the beach, and the vessel was within range of one of the batteries. We had just commenced shelling her machinery when another vessel was seen off shore, and by the light of the burning steamer I was able to give her one shot and started in pursuit, but it was so cloudy and hazy that we lostsight of her almost immediately. I ran east at the rate of fourteen knots till 7 o'clock, but did not get sight of her again, and ran back, making the land on the northward.
"In the meantime, Captain Breck, with the assistance of theIron Age, Lieut. Commander Stone, had completed the destruction of theVenus, her boilers having been blown up and her hull riddled with shell.
"I have to express my thanks to Captain Breck for the prompt assistance rendered me by sending his boats to assist in carrying my heavy hawser to theNansemond'sbows. His boats then reported to Acting Ensign J.H. Porter, who was in charge of theVenus. The fire forward not burning well as it was expected, he sent a boat on board in the morning and rekindled it."
TheVenuswas 265 feet long and 1,000 tons measurement, and is represented by her captain and officers to have been one of the finest and fastest vessels engaged in running the blockade. She had the finest engines of any vessel in this trade and was sheathed completely over with iron. She drew eight feet of water, and when bound out last, crossed the bar at low water with over 600 bales of cotton on board. The wrecks of theHebe,Douro, andVenusare within a short distance of each other.
A private notebook was found by the Federal boarding party in the effects of the captain of theVenus, in which a list of blockade runners engaged in the year 1863 was entered as follows, a total of 75 steamers, of which 34 were captured or destroyed, but this list was not complete, as a hundred at least were engaged during that period.
Vessels Engaged in Running the Blockade in 1863.
(Those marked C had been captured or destroyed.)
Total, 75; captured and destroyed, 34.
The "Hebe."
Between the 15th of August and the 21st of October, 1863, the Federal fleet known as the "North American Blockading Squadron" drove ashore five blockade runners between New Inlet and Masonboro—theArabianinside the bar of New Inlet, which became an obstruction to our ships trying to pass her; the beautiful steamerHebenear Masonboro Inlet, thePhantom, theDouro, and theVenusnear each other off Masonboro Sound.
As her classical name implies, theHebewas a fine example of marine architecture. She was loaded with a full cargo of drugs, coffee, clothing, and provisions, and although she was a fast ship of 14 knots, she seems to have made a bad landfall on the morning of the 18th of August, 1863, and while she was heading for New Inlet, distant about eight miles, she was intercepted by the Federal gunboatNiphon, when she up helm and ran ashore, the crew escaping in boats.
When the Federals attempted to haul theHebeoff the beach after she had run ashore, they met with formidable resistance by the Confederates. Owing to a heavy sea theNiphon'sboat was driven ashore and the Federals were attacked by a troop of Confederate cavalry and all of them were captured. A Confederate force of riflemen, supported by a battery of Whitworth guns, also attacked the cruiserNiphonfrom the shore and drove the blockader away from theHebe, but not before the Confederate had destroyed another Federal boat load of the enemy which attempted to land. TheNiphonand theShokokon, the latter under the command of the celebrated Lieut. W.B. Cushing, then bombarded theHebeand set her on fire.
On August 24, 1863, General Whiting, in command of the Confederate forces at Wilmington headquarters, sent to the Secretary of War, Mr. Seddon, the following account of theHebedisaster:
"Headquarters,"Wilmington, August 24, 1863.
"Sir: * * * Yesterday the enemy took a fancy to destroy what remained of the wreck of theHebe, a Crenshaw steamer run ashore some days ago, and from which a company of the garrison of Fort Fisher was engaged in saving property. The steam frigateMinnesotaand five other gunboats approached the beach, and, under a terrific fire, attempted to land, but were gallantly repulsed by Captain Munn, with a Whitworth and two small rifle guns of short range. The site was about nine milesfrom Fisher, on the narrow and low beach between the sounds and the ocean, and completely under the fire of the enormous batteries of the enemy. A portion of the squadron, steaming farther up the beach, effected a landing some two miles off in largely superior force, and came down upon Captain Munn, still gallantly fighting his little guns against theMinnesota, they being moved by hand, and, having fired his last round, the Whitworths disabled, one gunner killed, a lieutenant and four men wounded, Captain Munn and his small party were compelled to fall back under a heavy enfilade fire toward Fort Fisher, with the loss of his guns.
"This took place about nine miles from Fort Fisher and about the same distance from the city. The narrow beach, separated from the mainland by the sounds, gives every facility to the enemy, and secures them from us who are without boats or means of getting at them. The Fiftieth (North Carolina) Regiment—the only one I have—was off at a distance, called by a landing made by the enemy at Topsail, in which they burned, the night before, a schooner, a salt work, and took two artillerymen prisoners.
"These little affairs, however, are only mentioned in illustration. This is the first time they have landed; but what they have done once they can doagain and doubtless will. There is no day scarcely until the winter gales set in but what they could put 5,000 men on the beach; they can get them from New Berne and Beaufort before I could know it. I only say if they do they can get either Fort Fisher or the towns, as they elect, if they set about it at once.
"The efforts of the enemy to stop our steamers are increasing. Their force is largely increased. I have met with a serious and heavy loss in that Whitworth, a gun that in the hands of the indefatigable Lamb has saved dozens of vessels and millions of money to the Confederate States. I beg that a couple of the Whitworth guns originally saved by him from theModern Greecemay be sent here at once. Their long range, five or six miles, makes them most suitable for a seaboard position. Could I get them with horses we could save many a vessel that will now be lost to us. But chiefly in this letter I beg of you, if you concur in my views, to lay the matter of the necessity of increasing the force here before the President.
"Very respectfully,"W.H.C. Whiting,"Major General."Hon. James A. Seddon,"Secretary War, Richmond."
A Port of Refuge.
The natural advantages of Wilmington at the time of the War between the States made it an ideal port for blockade runners, there being two entrances to the river—New Inlet on the north and Western or Main Bar on the south of Cape Fear.
The slope of our beach is very gradual to deep water. The soundings along the coast are regular, and the floor of the ocean is remarkably even. A steamer hard pressed by the enemy could run along the outer edge of the breakers without great risk of grounding; the pursuer, being usually of deeper draft, was obliged to keep farther off shore.
The "Lilian."
The Confederate steamerLilian, of which I was then purser, was chased for nearly a hundred miles from Cape Lookout by the U.S. steamerShenandoah, which sailed a parallel course within half a mile of her and forced theLilianat times into the breakers. This was probably the narrowest escape ever made by a blockade runner in a chase. TheShenandoahbegan firing her broadside guns at three o'clock in the afternoon, her gunners and the commanding officers of the batteries being distinctly visible to theLilian'screw. A heavy sea was running, which deflected the aim of the man-of-war, and this alone saved theLilianfrom destruction. A furious bombardment by theShenandoah, aggravated by the display of theLilian'sConfederate flag, was continued until nightfall, when, by a clever ruse, theLilian, guided by the flash of her pursuer's guns, stopped for a few minutes; then, putting her helm hard over, ran across the wake of the warship straight out to sea, and, on the following morning, passed the fleet off Fort Fisher in such a crippled condition that several weeks were spent in Wilmington for repairs.
The "Lynx" and Her Pilot.
He is now the Rev. James William Craig,[4]Methodist preacher, but I like to think of him as Jim Billy, the Cape Fear pilot of war times, on the bridge of the swift Confederate blockade runnerLynx, commanded by the intrepid Captain Reed, as she races through the blackness of night on her course west nor'west, straight and true for the Federal fleet off New Inlet, in utter silence, the salt spray of the sea smiting the faces of the watches as they gaze ahead for the first sign of imminent danger.
Soon there is added to the incessant noise of wind and waves the ominous roar of the breakers, as the surf complains to the shore, and the deep sea lead gives warning of shoaling water. "Half-speed" is muttered through the speaking tube; a hurried parley; a recognized landfall, for Reed is a fine navigator, and "Are you ready to take her, Pilot?" "Ready, sir," comes from Jim Billy in the darkness. Then the whispered orders through the tube: "Slow down," as there looms ahead the first of the dread monsters of destruction; "Starboard," "Steady." And the little ship glides past like a phantom, unseen as yet. Then "Port," "Port," "Hard a'port," in quick succession, as she almost touches the second cruiser. She is now in the thick of the blockading squadron; and suddenly, out of the darkness, close aboard, comes the hoarse hail, "Heave to, or I'll sink you," followed by a blinding glare of rockets and the roar of heavy guns. The devoted little Confederate is now naked to her enemies, as the glare of rockets and Drummond lights from many men-of-war illuminate the chase. Under a pitiless hail of shot and shell from every quarter, she bounds forward full speed ahead, every joint and rivet straining, while Jim Billy dodges her in and out through a maze of smoke and flame and burstingshells. The range of Fort Fisher's guns is yet a mile away. Will she make it? Onward speeds the little ship, for neither Reed nor Jim Billy has a thought of surrender. A shell explodes above them, smashing the wheelhouse; another shell tears away the starboard paddle box; and, as she flies like lightning past the nearest cruiser, a sullen roar from Colonel Lamb's artillery warns her pursuers that they have reached their limitations, and in a few minutes the gallant little ship crosses the bar and anchors under the Confederate guns. The captain and his trusty pilot shake hands and go below, "to take the oath," as Reed described it—for the strain must be relaxed by sleep or stimulation. "A close shave, Jim," was all the captain said. "It was, sir, for a fact," was the equally laconic answer.
The "Ranger" and the "Vesta."
These two fine ships were stranded on our coast upon their first voyage and as I had no personal knowledge of either of them, I have copied in full the Federal official reports, and a letter dated Wilmington, N.C., January 27, 1864, by Lieutenant Gift of the Confederate Navy, who was in command of theRanger.
"U.S. Flagship 'Minnesota,'"Off Lockwood's Folly Inlet,"January 11, 1864.
"Sir: At daylight this morning a steamer was seen beached and burning one mile west of this inlet. Mr. O'Connor, from this ship, boarded her with the loss of one man, shot under the fire from the enemy's sharp shooters occupying rifle pits on the sand hills, which were high and near, and got her log book, from which it appears that she is theRanger; that she left Newcastle [England] November 11, 1863, for Bermuda, where, after touching at Teneriffe, she arrived on the 8th of December; that she sailed from Bermuda January 6, 1864, made our coast January 10, about five miles northeast of Murrell's Inlet, and landed her passengers. The next morning at daylight, intercepted by this ship, theDaylight,Governor Buckingham, andAries, in her approach to Western Bar, she was beached and fired by her crew, as above mentioned. The attempts of theGovernor Buckingham, aided by theDaylightandAries, to extinguish the fire and haul theRangeroff were frustrated by the enemy's sharpshooters, whose fire completely commanded her decks. This ship, drawing about twenty-four feet, was taken in four and one-half fathoms of water infront of the wreck, and the other vessels stationed to cross fire on the riflemen on the sand hills opened a deliberate fire with a view to dislodge the enemy and allow an attempt to haul off theRangerat high water at night. Meanwhile, theRangerwas burning freely forward and the commanding officers of theGovernor BuckinghamandDaylight, who had a good view of her situation, thinking that it was not practicable to get her off, she was also fired into, which, as her hatches were closed, had the effect of letting the air in, when the fire burned freely aft and doubtless burned theRangerout completely. Meanwhile, black smoke was rising in the direction of Shallotte Inlet, and theAries, withdrawn last night from her station there, was ordered to chase. She soon returned, and Acting Volunteer Lieutenant Devens reported a fine-looking double-propeller blockade runner, resembling theCeres, beached and on fire between Tubb's and Little River Inlets, and that the enemy's sharpshooters prevented his boats from boarding her. This was probably the same steamer that was chased the previous evening by theQuaker City,Tuscarora, andKeystone State, and escaping from them made the western shore, where, communicating and learning of the presence of the blockaders in force, and perhaps being short of coal,was beached by her crew and fired rather than be captured.
"The Department will perceive that this is the twenty-second steamer lost by the rebels and the blockade runners attempting to violate the blockade of Wilmington within the last six months, an average of nearly one steamer every eight days. These losses must greatly lessen the means of the rebel authorities to export cotton, obtain supplies, and sustain their credit, and thus dispirit and weaken them very much.
"I have the honor to be, Sir,
"Very respectfully yours,"S.P. Lee,"Acting Rear Admiral,"Comdg. North Atlantic Blockading Squadron."Hon.Gideon Welles,"Secretary of the Navy,"Washington, D.C.""U.S.S. 'Aries,'"Off Little River,"January 12, 1864.
"Sir: I would most respectfully report that the steamer stranded between Tubb's Inlet and Little River is the blockade runnerVesta. Boarded herthis a.m.; made a hawser fast to her, but on examining her found her whole starboard side opened and several of the plates split; took two anchors from her, which was all we could save.
"TheVestawas exactly like theCeres.
"I left her a complete wreck, with five feet of water in her. Her boats lay on the beach badly stove.
"Very respectfully, your obedient servant,
"Edward F. Devens,"Acting Volunteer Lieutenant, Commanding.""Wilmington, N.C.,January 27, 1864.
"My Dear Sir: In Bermuda I took command of a splendid merchant steamer, called theRanger, for the passage to Wilmington. I had very heavy weather and no observation for the first three days out. On the fourth got sights which put me at noon eighty miles southeast from lightship off Frying Pan Shoals. I went ahead full speed in heavy sea to sight the light early in the night, but the Yankees had put it out, and fearing the drift of the Gulf, I determined to run inshore and anchor during the next day (10th instant) and ascertain my position accurately, which I did, and landed my passengers and baggage. On the morning of the 11th, at 12.25a.m., I got underway and ran along the coast for the bar near Fort Caswell. When eight miles from the fort I made theMinnesotaabout one mile off, and whilst observing her motions the pilot (who had charge of the ship) suddenly sheered her inshore, and in an instant she was in the breakers. I made every effort to get her off, but unavailingly, so you see a couple of turns of a wheel in the hands of a timid man lost a fine ship and a valuable cargo. She was destroyed. I was loaded for Government.
"Your obedient servant,"George W. Gift."
The "Spunkie."
Many blockade runners were given corresponding names,Owl,Bat,Badger,Phantom,Lynx, but none seemed to be more appropriate than that given to a little toy steamer from the Clyde namedSpunkie. She was not fast but she managed to make several successful runs. When I saw her in Nassau I could scarcely believe that this little cockleshell of a boat had crossed the North Atlantic and had run through the blockading fleet. The commander of the Federal cruiserQuaker Cityreported to Admiral Lee February 13, 1864, that he had discovered theSpunkieashore at daylight on the 9th on the beacha short distance west of Fort Caswell, but he could not determine whether she was attempting to run in or run out. Two tugs belonging to the blockading fleet made repeated but ineffectual efforts to float theSpunkieand she still lies near Fort Caswell. As theSpunkiewas loaded with blankets, shoes, and provisions for the Confederate soldiers, there is no doubt she was trying to come into the river by the Western Bar when she ran ashore.
The "Phantom."
This was a new Confederate steamer built abroad on the most approved lines for the Confederate Government. She was a handsome iron propeller of about 500 tons, camouflaged, as were all blockade runners, to decrease her visibility. The usual method was to paint the hull and smoke funnels a grayish green to correspond with the sea and sky and the coast-line sand dunes, which often made them invisible even at close range. There were two Federal cruisers most dreaded by the blockade runners because of their great speed: theConnecticutand theFort Jackson. The former made many prizes. At daylight, the morning of September 23, 1863, when about fifty miles east by north of New Inlet, thePhantomwas discovered by theConnecticutstanding to the eastward. ThePhantomwas bound from Bermuda for Wilmington with a very valuable cargo of Confederate arms, medicine, and general stores. She had evidently made a very bad landfall too far to the northward and eastward at daylight and was running away from the land until darkness would help her into Cape Fear River, when she would face the fleet again. But theConnecticutgave chase at her top speed and after four hours' vain effort to escape, thePhantomsuddenly hauled in and ran ashore near Rich Inlet, where she still lies. The crew escaped in their own boats, after setting thePhantomon fire. The Federals attempted to put out the fire and salve thePhantom, but failed to do so.