The "Dare."
This steamer was built abroad in 1863 for the Confederate Government. At daybreak on the morning of the 7th of January, 1864, the cruiserMontgomerysaw theDarewith Confederate colors flying near Lockwood's Folly, heading for Cape Fear. TheMontgomeryand her consort theAriesgave chase, the latter heading off theDare, which endeavored to escape, but being in range of the guns of both pursuers for about four hours, she headedfor the beach, and was stranded at 12.30 p.m. a little to the northward of North Inlet, near Georgetown, S.C. The weather was very stormy and the surf very high so that one of the Federal boats, in attempting to board theDare, was capsized and her crew made prisoners by the Confederates behind the sand dunes. Other Federal boats reached the stranded vessel and set her on fire.
The officers and crew of theDareescaped to the shore.
The "Bendigo."
In 1863, when the demand for suitable merchant steamers to run the Wilmington blockade could not be met, even at enormous prices, the eager buyers began to bid on the Clyde River steamers. Some of extraordinary speed but of frail construction were lost on the long and often tempestuous voyage across the Atlantic via Madeira and Bermuda, while others succeeded in passing the blockade with almost the regularity of mail boats. Of such was theBendigo, previously named theMilly. Her description was as follows: Topsail yard schoonerBendigo; steamship of Liverpool, lateMilly, 178 tons, built of iron, hull painted green, three portholes on either side fore and aft of paddle boxes. Elliptic stern,carriage and name on same painted white, bridge athwartships on top of paddle boxes; after funnel or smokestack, with steam pipe fore part of same, fire funnel or smoke stack with steam pipe fore part of same; draws eight feet six inches aft and eight feet forward.
I am putting this description (now obsolete) on record because it was a type of many other blockade runners in 1863-64.
TheWilmington Journalof January 11, 1864, described the stranding of the blockade runnerBendigoat Lockwood's Folly Inlet, from which it appears that the wreck of the blockade runnerElizabethwas mistaken by theBendigofor a Federal cruiser, and in trying to run between the wreck and the beach theBendigowas stranded. TheBendigowas discovered at 11 a.m. January 4, 1864, by Acting Rear Admiral S.P. Lee on his flagshipFahkee, who attempted with the assistance of theFort Jackson,Iron Age,Montgomery, andDaylightto haul off theBendigo, in which they failed because the Confederate batteries on shore drove them off with the loss of theIron Age, which got aground and blew up. TheBendigowas set on fire and abandoned and her hull may be still visible at Lockwood's Folly Bar.
The "Antonica."
This Confederate blockade runner I remember as a fine ship and very successful. She was of the old American type of passenger and mail boat, 516 tons, known previously as theHerald. So regular and reliable in her runs was she that I recall a remark of one of her officers that it was only necessary to start her engine, put her on her course for either Wilmington or Nassau, lash her wheel, and she would go in and out by herself.
She ran several times in and out of Charleston, where she was registered carrying 1,000 to 1,200 bales of cotton and some tobacco. She was commanded on her last voyage by Capt. W.F. Adair, who reported that on the night of the 19th of December, 1863, theAntonicamade the land at Little River Inlet, the dividing line between North Carolina and South Carolina, and stood to the eastward of Lockwood's Folly Inlet and waited until the moon set at 2.30 a.m., when he attempted to run the blockade at Cape Fear Bar, but in trying to pass the blockaderGovernor Buckinghamwas forced ashore on Frying Pan Shoals, and he and his crew, twenty-six all told, were captured while making for the beach in their own boats.
TheAntonicawas loaded and bound for Wilmington with a very valuable cargo of war supplies when she was lost. The wreck still remains on Frying Pan Shoals.
I recall an interesting episode with reference to theAntonicawhich nearly caused a rupture between the British and Federal Governments while I was with my ship in the British port of Nassau. The incident was referred to by the late Capt. Michael Usina of Savannah in his most interesting address many years ago before the Confederate Veterans, and I repeat it in his words:
"On one occasion I was awakened by the sound of cannon in the early morning at Nassau, and imagine my surprise to see a Confederate ship being fired at by a Federal man-of-war. The Confederate proved to be theAntonica, Captain Coxetter, who arrived off the port during the night, and, waiting for a pilot and daylight, found when daylight did appear that an enemy's ship was between him and the bar. There was nothing left for him to do but run the gauntlet and take his fire, which he did in good shape, some of the shot actually falling into the harbor. The Federal ship was commanded by Commodore Wilkes, who became widely known from taking Mason and Slidell prisoners.After the chase was over Wilkes anchored his ship, and when the Governor sent to tell him that he must not remain at anchor there he said: 'Tell the Governor, etc., etc., he would anchor where he pleased.' The military authorities sent their artillery across to Hog Island, near where he was anchored, and we Confederates thought the fun was about to begin. But Wilkes remained just long enough to communicate with the consul and get what information he wanted, and left."
The "Florie" and the "Badger."
These two fine boats were well known to me. The former was named after Mrs. J.G. Wright, of Wilmington, the beautiful daughter of Capt. John N. Maffitt, who commanded my ship theLilian, a sister boat.
TheFloriewas owned by the State of Georgia and by some of its prominent citizens, Gov. Joseph Brown, Col. C.A.L. Lamar, and others. She made several successful runs to Wilmington, but her end is clouded in mystery. There is no record of her fate except a report by some "intelligent contrabands" to the Federal fleet that she was sunk inside the bar in Cape Fear River; whether by accident or by shell fire I am unable to ascertain. Itwas said that theBadger, sister ship to theLynx, came to her end the same way after making several runs through the fleet.
The following order of the Confederate Secretary of the Navy to Capt. John N. Maffitt, who was then in command of theOwl, will explain why so many valuable ships were run ashore rather than surrendered into the hands of the Federals:
Order of the Secretary of the Navy to Commander Maffitt, C.S. Navy, repeating telegram of instructions regarding the command of the blockade runnerOwl.
"Confederate States of America,"Navy Department, Richmond,"September 19, 1864.
"Sir: The following telegram was this day sent to you:
"It is of the first importance that our steamers should not fall into the enemy's hands. Apart from the specific loss sustained by the country in the capture of blockade runners, these vessels, lightly armed, now constitute the fleetest and most efficient part of his blockading force off Wilmington.
"As commanding officer of theOwlyou will please devise and adopt thorough and efficient means for saving all hands and destroying the vessel and cargo whenever these measures may become necessary to prevent capture. Upon your firmness and ability the Department relies for the execution of this important trust. In view of this order, no passenger will, as a general rule, be carried. Such exceptions to this rule as the public interests may render necessary, embracing those who may be sent by the Government, will receive special permits from this Department.
"Assistant Paymaster Tredwell has been instructed to pay over to you, taking your receipt for the same, 5,000 pounds in sterling bills. You will please keep an accurate account with vouchers in duplicate of all your expenditures, one set of which you will submit to Mr. W.H. Peters, our special agent at Wilmington, upon each round trip you may make.
"I am respectfully your obedient servant,
"S.R. Mallory,"Secretary of the Navy."CommanderJohn N. Maffitt,C.S. Navy,"Care W.H. Peters, Esq.,"Wilmington, N.C."
The "Cape Fear."
A notable blockade runner called theVirginiawas bought by the Confederate Government during the war and renamed theCape Fear. She was put under the command of Captain Guthrie, a Cape Fear pilot of recognized ability, who was succeeded by an English gentleman, a fine sailor, Captain Wise, who cast his lot with our people and ran theCape Fearup and down the river for several years as a Confederate transport. She was destroyed in the river when the Federals captured Fort Fisher. Captain Wise married a Miss Flora McCaleb, of Wilmington, and for years after the war conducted a lumberyard here. He was a most courteous, attractive gentleman, generally respected in the community. He died here many years ago.
The "North Heath."
During the third year of the War between the States, I was appointed at the age of seventeen years purser of the blockade-running steamerNorth Heath, under command of Captain Burroughs, who had successfully run the blockade twelve times in charge of the Confederate steamerCornubia, later namedLady Davis, after the wife of the President.I believe that under God, Captain Burroughs, by his fine qualities as a cool and capable seaman, saved this ship from foundering at sea when we ran into a hurricane shortly after our departure from St. George, Bermuda, bound for Wilmington. For two days and nights we were in imminent danger of our lives—tossed upon a raging sea, every man of our crew of 48 except those at the wheel was lashed to the vessel, while we bailed with buckets and the use of hand pumps the flooded fireroom of our sinking vessel. For an entire night she wallowed like a log in a trough of mountainous waves, which broke over us in ever-increasing fury. I can never forget this frightful scene. It seems photographed upon my memory in all its fearsome details.
The water had risen in our hold until every one of our fourteen furnaces was extinguished. There was no steam to run our donkey boilers and steam-power pumps. Lashed to one another, in the blackness of darkness, relieved only by the intermittent flashes of lightning which illuminated the giant waves towering around us and threatening to overwhelm and sink the laboring, quivering fabric, we held on in despair until morning, when we began to gain on the leaks until our steam pumps could be used in relieving the boiler room, and our bravecaptain got the ship under control. Then we succeeded in putting her about and headed back to Bermuda.
The strain of this exposure resulted in an attack of fever, which confined me to bed for a long time on shore, and Captain Burroughs reluctantly left me behind when the ship was ready for sea. After we repaired our badly damaged hull and machinery, theNorth Heathproceeded again toward Wilmington, passing the blockading fleet safely. When she was about to load cotton for the outward voyage, the Federal expedition against Fort Fisher arrived off Cape Fear and presented such a formidable appearance that the Confederate Government seized theNorth Heath, loaded her with stone and sank her at a point below Sunset Park where the river channel is narrow, as an obstruction to the Federal fleet which subsequently captured Wilmington. For many years after she was an obstruction to peaceful commerce, but the wreck was finally removed by the River and Harbor Improvement Engineers.
The "Kate."
There were two blockade runners namedKate, but they were quite different as to origin and enterprise. The first one of that name was an American-built steamer, previously in the coast trade. She was commanded by Capt. Thomas J. Lockwood, and it was this vessel that brought to Wilmington on the 6th of August, 1862, the fearful plague of yellow fever, which raged for ten weeks and carried off 446 of our people. After several successful voyages she ran ashore above Fiddler's Dreen, near Southport, and went to pieces.
About twenty years ago I related in Justice Clark'sNorth Carolina Regimental Histories, published in five volumes, 1901, an incident in the career of this steamerKatewhich may be worth repeating:
On one occasion in theKateLockwood had run inside the line of blockaders at the Main Bar some distance up the beach, and suddenly took the ground while jammed between an anchored man-of-war and the breakers. The blockader did not see him, although so near that no one on board theKatewas permitted to speak above a whisper. The tide was near the last of the ebb and there were only a few hours of darkness in which to work. George C. McDougal, chief engineer and Captain Lockwood's brother-in-law, always ready for an emergency, had promptly loaded the safety valve down with a bag of iron castings to prevent any noise from escaping steam, and when it became absolutely necessary thesteam was blown off very gently under the water. The boats were lowered noiselessly and several passengers and a lot of valuables landed in the surf on the lee side of the vessel, with orders to proceed to Fort Caswell in the distance. At first it seemed impossible to save the ship, as any noise from her paddles would inevitably have led to her destruction by the blockaders, which were seen plainly only a cable's length from theKate'sperilous position. Lockwood held a consultation with his trusted engineer, and decided to open the gangway and quietly slide overboard a lot of lead wire in heavy coils, which was part of the inward cargo, and which was intended to be cut into bullets by the Confederate Government. This served to lighten the ship and also as an effectual bulkhead which prevented the vessel from working higher up on the beach when the tide turned, and the discharge went on for some time without apparent effect; but the rising tide soon after began to bump the bilges of the vessel against the sand bank inside. Lockwood proposed an attempt to back clear or to beach her at once, but the "Boss," as McDougal was called, calmly showed him that unless they were sure of floating clear on the first attempt they would never be permitted to make a second trial, as the paddles would surely betray them to the fleet. Another fifteen minutes that seemed an hour of suspense, and the captain again urged immediate action, but the imperturbable engineer said: "Wait a little longer, Oakie; she is rising every minute; let us be sure of getting off before we make the effort." Meantime the bumping increased, and at last, with everything in readiness and a full head of steam, the engines were reversed full speed, and theKate, quickly afloat and responding to the wheel, gallantly passed the blockading fleet in the gray dawn and shortly afterwards anchored under the guns of Fort Caswell. She had hardly swung to the anchor before she was seen by the disappointed blockaders, who sent shell after shell flying after her, bursting in such uncomfortable proximity, that theKatewas moved up to Mrs. Stuart's wharf at Smithville, where the shell and solid shot still followed her, many passing in a line more than a thousand yards beyond the wharf. With the aid of a good glass a man could be seen in the foretop of the Federal flagship with a flag in his hand, which he waved to right or left as he saw the effect of the firing; this enabled the gunners to better their aim until the shells struck just astern of theKateor passed in a line ahead of the vessel. On a closer approach of the fleet they weredriven off by Fort Caswell's heaviest guns. TheKateand her crew were in great peril on this occasion, owing to the fact that there were a thousand barrels of gunpowder on board for the Confederacy, making the risk from the shells extremely dangerous. Mr. McDougal said to me on this occasion that when the Yankees began shelling them at Fort Caswell a detachment of soldiers was being embarked for Wilmington on the Confederate transportJames T. Petteway, and that when the first shell struck the beach near thePetteway, the whole company broke ranks and ran like rabbits to the fort again.
Some time ago theWilmington Daily Reviewpublished an account of the recovery of a large lot of wire from the bottom of the sea near Fort Caswell. This was doubtless part of theKate'scargo thrown overboard as described.
The Second "Kate."
The secondKatewas a new iron steamer, double-screw propeller, 344 tons, English built, commanded by Captain Stubbs. She had made a successful run into Charleston with a valuable cargo, and was also successful in running out again with 700 bales of cotton, which she landed in Nassau.
She had loaded a second inward cargo at Nassau and sailed for Charleston, but, failing to elude the blockaders, she ran for Wilmington and on July 12, 1863, at 4.55 o'clock a.m., was making for New Inlet close ahead when she was intercepted by the Federal blockaderPenobscot, which opened a heavy fire on her and drove her ashore on the south end of Smith's Island, where her wrecked hull still remains. The Federals attempted to haul theKateoff into deep water, but were prevented by the Confederates on shore, who drove them away. With the exception of two of her crew who remained and were captured, the officers and men of theKateescaped to the shore.
The "Night Hawk."
It is not surprising that the Federal blockading fleet so often failed to refloat blockade runners after they were stranded on the beach, because the runners always timed their attempt to pass the fleet at high tide, the depth of water on the bar being only 10 to 12 feet and the channel beset with shoals and obstructions, so that before the Federals could prepare for hauling off these vessels and thereby secure for themselves large sums of prize money, the tide would have fallen, leaving the strandedships more firmly embedded in the sand, and when in daylight another high tide would come the Federals had to deal with the Confederate guns, which kept them at a distance. There were, however, several instances which I recall of the rescue of stranded ships by the Confederates, notably that of theKateand of theNight Hawk. The latter was a most spectacular, exciting affair, which I will relate in Mr. Thomas Taylor's words:
"It was on my second trip to Bermuda that one of the finest boats we ever possessed, called theNight Hawk, came out, and I concluded to run in with her. She was a new side-wheel steamer of some 600 tons gross, rigged as a fore-and-aft schooner, with two funnels, 220 feet long, 21½ feet beam, and 11 feet in depth; a capital boat for the work, fast, strong, of light draught, and a splendid sea boat—a great merit in a blockade runner, which sometimes has to be forced in all weathers. TheNight Hawk'scareer was a very eventful one, and she passed an unusually lively night off Fort Fisher on her first attempt.
"Soon after getting under way our troubles began. We ran ashore outside Hamilton, one of the harbors of Bermuda, and hung on a coral reef for a couple of hours. There loomed before us thedismal prospect of delay for repairs, or, still worse, the chance of springing a leak and experiencing such difficulties and dangers as we had undergone on theWill-o'-the-Wisp, but fortunately we came off without damage and were able to proceed on our voyage.
"Another anxiety now engrossed my mind: the captain was an entirely new hand, and nearly all the crew were green at the work; moreover, the Wilmington pilot was quite unknown to me, and I could see from the outset that he was very nervous and badly wanting in confidence. What would I not have given for our trusty pilot Tom Burriss! However, we had to make the best of it, as, owing to the demand, the supply of competent pilots was not nearly sufficient, and toward the close of the blockade the so-called pilots were no more than boatmen or men who had been trading in and out of Wilmington or Charleston in coasters.
"Notwithstanding my fears, all went well on the way across, and theNight Hawkproved to be everything that could be desired in speed and seaworthiness. We had sighted unusually few craft, and nothing eventful occurred until the third night. Soon after midnight we found ourselves uncomfortably near a large vessel. It was evident that we hadbeen seen, as we heard them beating to quarters and were hailed. We promptly sheered off and went full speed ahead, greeted by a broadside which went across our stern. When we arrived within striking distance of Wilmington Bar, the pilot was anxious to go in by Smith's Inlet, but as he acknowledged that he knew very little about it, I concluded it was better to keep to the New Inlet passage, where, at all events, we should have the advantage of our good friend Lamb to protect us; and I felt that as I myself knew the place so well, this was the safest course to pursue. We were comparatively well through the fleet, although heavily fired at, and arrived near to the bar, passing close by two Northern launches which were lying almost upon it. Unfortunately, it was dead low water, and although I pressed the pilot to give our boat a turn around, keeping under way, and to wait awhile until the tide made, he was so demoralized by the firing we had gone through and the nearness of the launches, which were constantly throwing up rockets, that he insisted upon putting her at the bar, and, as I feared, we grounded on it forward and with the strong flood tide quickly broached to, broadside on to the northern breakers. We kept our engines going for some time, but to no purpose, as we foundwe were only being forced by the tide more on to the breakers. Therefore we stopped, and all at once found our friends, the two launches, close aboard; they had discovered we were ashore, and had made up their minds to attack us.
"At once all was in confusion; the pilot and signalman rushed to the dinghy, lowered it, and made good their escape; the captain lost his head and disappeared; and the crews of the launches, after firing several volleys, one of which slightly wounded me, rowed in to board us on each sponson. Just at this moment I suddenly recollected that our private dispatches, which ought to have been thrown overboard, were still in the starboard lifeboat. I rushed to it, but found the lanyard to which the sinking weight was attached was foul of one of the thwarts; I tugged and tugged, but to no purpose, so I sung out for a knife, which was handed to me by a fireman, and I cut the line and pitched the bag overboard as the Northerners jumped on board. Eighteen months afterwards that fireman accosted me in the Liverpool streets, saying, 'Mr. Taylor, do you remember my lending you a knife?' 'Of course I do,' I replied, giving him a tip at which he was mightily pleased. Poor fellow! he had been thirteen months in a Northern prison.
"When the Northerners jumped on board they were terribly excited. I don't know whether they expected resistance or not, but they acted more like maniacs than sane men, firing their revolvers and cutting right and left with their cutlasses. I stood in front of the men on the poop and said that we surrendered, but all the reply I received from the lieutenant commanding was, 'Oh, you surrender, do you?' accompanied by a string of the choicest Yankee oaths and sundry reflections upon my parentage; whereupon he fired his revolver twice point blank at me not two yards distant; it was a miracle he did not kill me, as I heard the bullets whiz past my head. This roused my wrath, and I expostulated in the strongest terms upon his firing on unarmed men; he then cooled down, giving me into charge of two of his men, one of whom speedily possessed himself of my binocular. Fortunately, as I had no guard to my watch, they didn't discover it, and I have it still.
"Finding they could not get the ship off, and afraid, I presume, of Lamb and his men coming to our rescue, the Federate commenced putting the captain (who had been discovered behind a boat!) and the crew into the boats; they then set the ship on fire fore and aft, and she soon began to blaze merrily.At this moment one of our firemen, an Irishman, sang out, 'Begorra, we shall all be in the air in a minute; the ship is full of gunpowder!' No sooner did the Northern sailors hear this than a panic seized them, and they rushed to their boats, threatening to leave their officers behind if they did not come along. The men who were holding me dropped me like a hot potato, and to my great delight jumped into their boat, and away they rowed as fast as they could, taking all our crew, with the exception of the second officer, one of the engineers, four seamen, and myself, as prisoners.
"We chuckled at our lucky escape, but we were not out of the woods yet, as we had only a boat half stove in in which to reach the shore through some three hundred yards of surf, and we were afraid at any moment that our enemies, finding there was no powder on board, might return. We made a feeble effort to put the fire out, but it had gained too much headway, and although I offered the men with me £50 apiece to stand by me and persevere, they were too demoralized and began to lower the shattered boat, swearing they would leave me behind if I didn't come with them. There was nothing for it but to go, yet the passage through the boiling surf seemed more dangerous to my mindthan remaining on the burning ship. The blockaders immediately opened fire when they knew their own men had left theNight Hawkand that she was burning; and Lamb's great shells hurtling over our heads, and those from the blockading fleet bursting all around us, formed a weird picture. In spite of the hail of shot and shell and the dangers of the boiling surf, we reached the shore in safety, wet through, and glad I was, in my state of exhaustion from loss of blood and fatigue, to be welcomed by Lamb's orderly officer.
"The poorNight Hawkwas now a sheet of flame, and I thought it was all up with her; and indeed it would have been had it not been for Lamb, who, calling for volunteers from his garrison, sent off two or three boat loads of men to her, and when I came down to the beach, after having my wound dressed and a short rest, I was delighted to find the fire had visibly decreased. I went on board, and after some hours of hard work the fire was extinguished. But what a wreck she was!
"Luckily, with the rising tide she had bumped over the bank, and was now lying on the main beach much more accessible and sheltered. Still it seemed an almost hopeless task to save her; but we were not going to be beaten without a try, so, having ascertained how she lay and the condition she was in, I resolved to have an attempt made to get her dry, and telegraphed to Wilmington for assistance.
"Our agent sent me down about three hundred negroes to assist in bailing and pumping, and I set them to work at once. As good luck would have it, my finest steamer,Banshee No. 2, which had just been sent out, ran in the next night. She was a great improvement on the firstBanshee, having a sea speed of 15½ knots, which was considered very fast in those days; her length was 252 feet, beam 31 feet, depth 11 feet, her registered tonnage 439 tons, and her crew consisted of fifty-three in all. I at once requisitioned her for aid in the shape of engineers and men, so that now I had everything I could want in the way of hands. Our great difficulty was that theNight Hawk'sanchors would not hold for us to get a fair haul at her.
"But here again I was to be in luck. For the very next night theCondor, commanded by poor Hewett, in attempting to run in stuck fast upon the bank over which we had bumped, not one hundred yards to windward of us, and broke in two. It is an ill wind that blows nobody good, and Hewett's mischance proved the saving of our ship. Now wehad a hold for our chain cables by making them fast to the wreck, and were able gradually to haul her off by them a little during each tide, until on the seventh day we had her afloat in a gut between the bank and the shore, and at high water we steamed under our own steam gaily up the river to Wilmington.
"Considering the appliances we had and the circumstances under which we were working, the saving of that steamer was certainly a wonderful performance, as we were under fire almost the whole time. The Northerners, irritated, no doubt, by their failure to destroy the ship, used to shell us by day and send in boats by night; Lamb, however, put a stop to the latter annoyance by lending us a couple of companies to defend us, and one night, when our enemies rowed close up with the intention of boarding us, they were glad to sheer off with the loss of a lieutenant and several men. In spite of all the shot and shell by day and the repeated attacks by night, we triumphed in the end, and, after having theNight Hawkrepaired at a huge cost and getting together a crew, I gave May, a friend of mine, command of her, and he ran her out successfully with a valuable cargo, which made her pay, notwithstanding all her bad luck and the amount spentupon her. Poor May! he was afterwards governor of Perth gaol, and is dead now—a high-toned, sensitive gentleman, mightily proud of his ship, lame duck as she was.
"When she was burning, our utmost efforts were of course directed toward keeping her engine room and boilers amidships intact, and confining the flames to both ends; in this we were successful, mainly owing to the fact of her having thwartship bunkers; but as regards the rest of the steamer she was a complete wreck; her sides were all corrugated with the heat, and her stern so twisted that her starboard quarter was some two feet higher than her port quarter, and not a particle of wood work was left unconsumed. Owing to the limited resources of Wilmington as regards repairs, I found it impossible to have this put right, so her sides were left as they were, and the new deck put on the slope I have described, and caulked with cotton, as no oakum was procurable. When completed she certainly was a queer looking craft, but as tight as a bottle and as seaworthy as ever, although I doubt if any Lloyd's surveyor would have passed her. But as a matter of fact she came across the Atlantic, deeply immersed with her coal supply, through some very bad weather, without damage, and wassold for a mere song, to be repaired and made into a passenger boat for service on the East Coast, where she ran for many years with success.
"It had been a hard week for me, as I had no clothes except what I had on when we were boarded, my servant very cleverly, as he imagined, having thrown my portmanteau into the man-of-war's boat when he thought I was going to be captured, and all I had in the world was the old serge suit in which I stood. Being without a change and wet through every day and night for six days consecutively, it is little wonder that I caught fever and ague, of which I nearly died in Richmond, and which distressing complaint stuck to me for more than eighteen months. I shall never forget, on going to a store in Wilmington for a new rig-out (which by the by cost $1,200), the look of horror on the storekeeper's face when I told him the coat I had purchased would do if he cut a foot off it; he thought it such a waste of expensive material."
The Three-Funnel Boats.
In the latter part of the War between the States, the experience of the blockade runners evolved a superior type of construction for great speed, shallow depth of hold, and increased furnace draught,for which three funnels were provided. A very interesting and unusual sight were these three-funnel boats. I recall their names,Falcon,Flamingo,Condor,Ptarmigan,Vulture. Mr. Taylor in his book says that Admiral Hewett commanded theFalconon an ill-fated voyage, but I remember it was theCondorand also that one of the passengers was the celebrated and unfortunate lady Mrs. "Greenhow" or "Greenough," who lost her life when theCondorran aground near the bar. TheCondorwent to pieces when she was stranded, the crew escaping to the shore.
The "Pevensey."
The last stranded steamer on my list, thePevensey, was probably named for the Earl of Wilmington, who was also Viscount Pevensey.
Her chief officer, who gave his name to his captors as Joseph Brown, was undoubtedly Joseph Brown Long, who ran the blockade many times in theCornubiaas chief officer with Captain Burroughs, and as the right-hand man of Maj. Norman S. Walker, the Confederate agent at Bermuda. He was greatly esteemed by all Southerners. I recall his many kindnesses to me with gratefulness.
I quote in full the official reports of the stranding and destruction of thePevensey.
Destruction of the Blockade Runner "Pevensey,"June 9, 1864.
(Report of Acting Volunteer Lieutenant Harris,U.S. Navy.)"U.S.S. 'New Berne,'"Hampton Roads, Va., June 16.
"Sir: I have the honor to report the stranding, on the 9th instant, of the blockade runnerPevensey(namedPenverseyin the extracts April 16, 1864), under the following circumstances:
"3.30 a.m., steering N.E. by N., Beaufort 45 miles distant, made a steamer bearing N.E. by E., 4 miles distant, running slow and heading E.N.E.; she, being to the eastward, did not immediately discover this vessel. Hauled up E.N.E., when, gaining on her within 2½ miles, she made all speed, steering E. Opened fire and stood E by N. The second shot carried away the forward davit of her quarter boat. She immediately changed her course, steered N., and struck the beach 9 miles west of Beaufort at 8.05 a.m. Her crew took to the boats at once, this vessel at the time being 1½ miles distant. Ran into 3½ fathoms, and when within 100 yards of the strand she blew up.
"Sent in three boats, boarded her, and found her engines and boilers completely blown out. Plugged up the pipes; anchored in 3 fathoms, and made arrangements to pull her off; 9 a.m., tugVioletcame down from Beaufort and anchored on the quarter; 9.30 a.m., Commander B.M. Dove arrived in theCherokee, came on board and said he would take charge of the wreck, and theNew Bernewould proceed to Beaufort, it being then high water, to save the tide in. Recalled boats and arrived at Beaufort at 11 a.m., anchoring outside too late for the tide.
"One prisoner was found on board the vessel, unharmed from the explosion, who proved himself to be an escaped prisoner from Johnson's Island, of Morgan's guerillas. One body was found upon the beach, and thirty-five prisoners were captured on shore by the cavalry, three of whom are supposed to be Confederate officers, one of them adjutant general to Magruder. She was loaded on Confederate account, cargo consisting of arms, blankets, shoes, cloth, clothing, lead, bacon, and numerous packages marked to individuals. She had been chased on the 7th instant by theQuaker City, and had thrown overboard, by log book, 30 tons leadand 20 tons bacon; was 543 tons, of English register; no manifest of cargo found. Gunner S.D. Hines has discovered seven Whitworth tompions tied together, bright, and in good condition, which suggests the possibility of that number of guns being under the musket boxes.
"The prisoners captured ashore were held in Fort Macon, and the one secured on board was transferred there by order of Commander Dove. I understood that after the army authorities had satisfied themselves with regard to the identity of the prisoners they were to be transferred to this [place] perKeystone State.
"I have learned since leaving Beaufort that the reputed mate is the real captain; that he is a Captain Long, the outdoor agent of Major Walker (the Confederate agent at Bermuda), a citizen of New York, and having formerly commanded a ship from there. The reputed captain (an Englishman) was merely the paper or clearing captain. Of these facts I have informed Captain Gansevoort.
"It will not now be possible to get the vessel off, but a large amount of the cargo can be saved, if properly guarded.
"Had the after 30-pound Parrott, for which the requisition was approved by you April 22, been furnished, his chances of reaching the shore would have been reduced. He evidently was ignorant of his position, as the first question asked was, 'How far is it to Fort Caswell?'
"Very respectfully,"Your obedient servant,"T.A. Harris,"Acting Volunteer Lieutenant, Commanding."Acting Rear AdmiralS.P. Lee,"Commanding North Atlantic Blockading Squadron."
(Report of Acting Rear Admiral Lee, U.S. Navy.)"Flagship North AtlanticBlockading Squadron,"Washington, D.C., July 14, 1864.
"Sir: Inclosed I forward to the Department a list of those of the crew of the blockade runnerPevensey, which ran on shore and was destroyed by her crew near Beaufort, N.C., on the 9th ultimo, who are now detained at Camp Hamilton, Fort Monroe, and at Point Lookout. The late master of thePevenseywas detained by Captain Gansevoort as a witness, he supposing that a portion of the cargo of the blockade runner was saved and would be sent North as a prize.
"The others are detained as habitual violators of the blockade under the instructions of the Department, dated May 9, 1864, to Rear Admiral Farragut, forwarded to me for my information May 16, 1864.
"The examination of these men took place in presence of Commander Peirce Crosby and Lieut. Commander Chester Hatfield. The chief officer of thePevensey, Joseph Brown, is detained at Camp Hamilton as an habitual violator of the blockade; all the others are detained at Point Lookout. I have requested the commandant of the post at Fort Monroe to discharge the master of thePevensey, as there is no longer any reason for detaining him, the vessel and cargo having proved a total loss.
"I have the honor to be, Sir,
"Very respectfully,"S.P. Lee,"Acting Rear Admiral,"Comdg. North Atlantic Blockading Squadron."Hon.Gideon Welles,"Secretary of the Navy."
The "Ella and Annie."
The chief purpose of this book was to record the incidents leading to the stranding of blockade runners upon the Cape Fear coast while endeavoring to elude the Federal cruisers in the War between the States. There were more than three times as many captured or sunk at sea; and a recital of some of these exciting chases would make another volume.
I am tempted, however, to include in these stories of derelicts, an official account of the attempt of the Confederate steamerElla and Annie, in command of Captain Bonneau, with whom I was comparatively intimate, to run down the Federal cruiserNiphon, which opposed her entrance into the Cape Fear River, on the 9th of November, 1863, because this incident was of unusual daring on the part of Captain Bonneau, who was liable to be hanged as a pirate for such temerity.
TheElla and Anniewas subsequently armed and equipped as the U.S. flagshipMalvernand served that purpose until the end of the war.
(Report of Acting Rear Admiral Lee, U.S. Navy.)
"U.S. Flagship'Minnesota,'"Off Newport News, Va.,"November 12, 1863.
"Sir: In addition to the captures of theMargaret and Jessieand theCornubia, orLady Davis, detailed in my Nos. 948 and 949 of this date, Ihave the gratification of presenting to the department the details of the capture of the rebel blockade runnerElla and Annie, off Wilmington.
"At 5.30 o'clock on the morning of the 9th instant, theNiphon, returning from an unsuccessful chase and steaming along the beach to the northward of New Inlet, made another steamer near Masonboro Inlet coming down along the shore. The stranger finding himself intercepted, put his helm up and endeavored to run down theNiphon. This attempt was partly avoided, though theNiphonwas struck about the fore rigging, and her bowsprit, stem and starboard boats carried away. At the moment of collision Acting Master Breck reports he opened upon the enemy with shell and canister and carried the prize by boarding. A keg of powder and slow match were found ready to blow her up.
"TheElla and Annieis represented to be a vessel of 905 tons burden, in good order, with the exception of some small damages from shell and grape.
"Her cargo is chiefly composed of 480 sacks of salt, 500 sacks of saltpeter, 281 cases of Austrian rifles, 500 barrels of beef, 42 cases of paper, etc.
"In the collision three men on board theNiphonand four on board theElla and Anniewere slightly injured.
"Inclosed is a list of passengers from this prize, brought up by theNew Berne(thirty-eight in number) and sent to New York in her.
"The capture seems to have been well and gallantly made by Acting Master Breck. Captain Ridgely, senior officer, commends his spirit and promptness. I hope that the department, in view of this especial and other good service on the part of Acting Master Breck, will favorably consider my application for his promotion.
"TheElla and Annie, I am informed, was built at Wilmington, Del., is of light draft, fast, and would, I think, be very convenient for general purposes in this squadron, being available either for inside or outside service. I would suggest that she be purchased by Government and sent to this squadron, if, after examination, she be found suitable.
"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."
(Report of Acting Master Breck, U.S. Navy, Commanding U.S.S.Niphon.)
"U.S.S. 'Niphon,'"Off New Inlet,"November 9, 1863.
"Sir: I have the honor to report that on the morning of this date, while near the beach, saw a blockade runner running along the beach; gave chase, fired several guns and rockets, but at last lost sight of her; stood back to my station and steamed along the beach to the north and about 5.30 a.m. saw another steamer running along the shore to the southward; stood in to cut him off, when he turned directly toward me, evidently with the intention of running me down, which I avoided, in part, owing to this vessel answering her helm with great quickness. He struck me forward, both vessels running at great speed. As we came together, I fired a broadside—grape, canister, and shell—and immediately boarded him and took possession. In securing the prisoners a lot of shavings and a slow match attached to a keg of powder were found in the run, the captain acknowledging his intention to destroy the vessel. The collision broke bowsprit, stove all my starboard boats, broke beam, also someplanks near the wood ends, damaged guard, chain plates, and caused her decks to leak badly. We have three men wounded; also four of the crew of the Confederate steamer, one dangerously, by grape or shell. The blockade runner, which proved to be theElla and Annie, of Charleston, S.C., is 905 tons; is in good order with the exception of numerous shot holes in her upper works. Her cargo consists, as near as we can ascertain, of rifles, salt, saltpeter, paper, and hardware. She is a Confederate steamer, officered mostly [by men] of the Confederate Navy. She was captured off Masonboro Inlet in four fathoms water, eighteen miles north of Fort Fisher; no vessel in signal distance or in sight immediately after her capture. Steamed toward the fleet, and in about half an hour made the mastheads of a vessel which proved to be the U.S.S.Shenandoah, and shortly after seven o'clock came to anchor about three miles north of the senior officer's usual station. About half an hour afterwards theShenandoahcame to anchor near us, and contrary to the usual custom the senior officer sent his own prize master on board. Transferred the following officers and crew on board theElla and Annieby order of senior officer: Acting Ensign J.J. Reagean, Acting Third Assistant EngineerJ.J. Sullivan, one fireman, one ordinary seaman, three landsmen, and two black refugees.
"Very respectfully,"Your obedient servant,"J.B. Breck,"Commanding U.S.S. 'Niphon.'
"Hon. Gideon Welles,"Secretary U.S. Navy, Washington, D.C."
(Third Report of Acting Master Breck, U.S. Navy, Commanding U.S.S.Niphon.)
"U.S.S. 'Niphon,'"Beaufort, N.C., November 12, 1863.
"Sir: In addition to my former report, which was very hurried for want of time, I have to say that F.N. Bonneau, captain of theElla and Annie, states that he has an appointment as lieutenant in the Confederate Navy, and that one of the wounded prisoners, now on shore in the Hospital Beaufort, has an appointment as master in the Confederate Navy, and that all prisoners, except those detained on board of the prize as witnesses, and those in the Hospital Beaufort, were sent by order of Commander Lynch to Fortress Monroe per steamerNew Berne.
"I wish also to state that no vessels were either in sight or signal distance at the time of the capture of theElla and Annieand that I know nothing more as to her cargo, as the senior officer in command sent an officer who is my senior to command the prize.
"I also find that my damage to this ship is more serious than I at first thought, and will inclose reports from my executive officer and master in regard to the matter.
"TheNiphonwill be hauled up on the sand to-morrow to ascertain the damage done to her, and we are lightening her forward.
"I am, Sir, very respectfully,"Your obedient servant,"J.B. Breck,"Commanding U.S.S. 'Niphon.'
"Acting Rear AdmiralS.P. Lee,"Comdg. North Atlantic Blockading Squadron,"Off Newport News."
A Near Derelict.
This caption with reference to a vessel on fire at sea permits me to describe one of my gallant Captain Maffitt's last runs through the Federal blockade in the War between the States.
It should be borne in mind that the dangers of blockade running materially increased as the enemy became more expert and accumulated facilities to out-wit and out-maneuver the blockade runners. On one of the last voyages of Captain Maffitt he found that the risks were aggravated by the concentration of interest on the part of the Federals to Abaco Light, a night's run from Nassau, and the turning point for blockade runners. Three Federal men-of-war were stationed in the neighborhood and greeted the appearance of the small vessel with a salvo of shot which splintered spars and damaged bulwarks, and would have made short order of the 900 barrels of gunpowder which constituted a portion of the cargo, if the Confederate had not been able, by superior speed facilities, to put a safe distance between her and her pursuers. Hardly out of danger from these three men-of-war, two others were sighted on the horizon, and the race was redoubled as the Federals made a fight for the prize. The same methods used so successfully in the war just concluded in Europe were the best expedients in those days, and Captain Maffitt's ship was saved by following a zig-zag course, which kept the enemy guessing, and finally eluded him altogether. It was after these strenuous experiences of the morningthat the lookout announced to the weary officer, "A burning vessel reported aloft."
Surely this was a challenge to the chivalry and humanity of the captain of the hard-pressed Confederate. To the perils of adventure that demanded all his wit and courage were now added the perils of the unknown and the perils of delay and risk to the inflammable cargo. Plainly, however, it was a duty to be faced, not a danger to be evaded, and the captain ordered his ship's course in the direction of the burning vessel. When near enough to discern her character, it was perceived that she was a Spanish barque with ensign at half-mast. From her fore hatch arose a dense smoke, abaft were gathered panic-stricken passengers and crew. The chief mate was dispatched in a cutter to render what assistance might be necessary, and he found on boarding the foreign barque that there were four ladies among the few passengers, and these were calmer than the officers and crew. The latter had completely lost their heads, and in the very act of lowering the long boat were confusedly hauling upon the stay tackle. The Confederate mate went at once to the forecastle, which he instantly deluged with water, to the astonishment of the Spaniards, who had not thought of this method of dealing withthe fire which proved so effectual in this case that the flames were soon under control and the fire quickly extinguished.
Three of the ladies were natives of Marblehead, returning from a visit to their uncle in Cuba. They became quite confidential in explaining to the mate their great fears of being captured by Confederate buccaneers with which the waters were infested, according to Cuban rumors. On leaving the boat after rendering this important service, the mate could not refrain from declaring himself one of those awful Confederate slave owners which were the terror of the high seas, but he did not add, as he well might have done, that he was also an officer in command of one of the blockade runners which they so greatly feared. Their amazement was great enough without this bit of information, which might have been passed on by them and given aid and comfort to the enemy.
As the Confederate came into the waters off the coast of North Carolina the dangers were materially increased, because all beacon lights were naturally shrouded to prevent disclosures to the enemy. Ten miles from the bar one of the officers reported to Captain Maffitt his fear that they were in the proximity of the blockaders. The atmosphere wasvery hazy and to this they owed the possibility of escape, for two cruisers were at anchor just ahead of them and there was no course to pursue except the perilous one of running between the enemy ships. The Federals were immediately aware of this daring maneuver, and a fiery rocket revealed the Confederate and the moment's flare of a calcium light was followed by the curt demand of a Federal officer, "Heave to, or I'll sink you."
In this case discretion was the better part of valor, and Captain Maffitt gave the order in a voice loud enough to be heard by foe as well as friend. Assured that the Confederate captain was complying with orders, the enemy did not suspect that the order that had been so plainly heard was merely a ruse and that the engineer had received whispered instructions, "Full speed ahead, sir, and open your throttle valve." The movements of the paddle deceived the Federals into the belief that the Confederate was really backing, but just as the advantage was with the blockade runner and her clever scheme was detected, fire was opened upon her with relentless fury. Drummond lights were burned, doubtless to aid the artilleryists, but so radiated the mist as to raise the hull above the line of vision, and the destructive missiles were poured into thesparse rigging and the hull was spared injury. Thus the blockade runner escaped from the foe and delivered 900 barrels of gunpowder to the Confederates at Wilmington, and this ammunition was used afterwards by General Johnston at the battle of Shiloh.
A Human Derelict.
The story of disasters on Cape Fear during the Federal blockade, 1861-1865, would be incomplete without reference to a human tragedy, the drowning of an accomplished Southern woman, Mrs. Rose O'Neal Greenhow. Mrs. Greenhow was a prominent figure in Washington society during the Buchanan administration. She had become a resident of Washington in her girlhood, and had grown to womanhood under the influences which are thrown around the society element in the Nation's Capital. She was rich, beautiful, and attractive, possessing a ready wit and a charming and forceful personality. She was a close personal friend of President Buchanan and a friend of William H. Seward. With such friends her social position was of the highest, and she entertained many of the most prominent men in the country in her hospitable home.
When the War between the States began she was entertaining Col. Thomas Jordan, later Adjutant General of the Confederate Army. Knowing well Mrs. Greenhow's strong sympathy for the land of her birth, Colonel Jordan determined to secure her services for the newborn Confederacy, and proposed to her that she become a secret agent for his government. Her social position, her wide acquaintance, her personal magnetism made her pre-eminently the one to extract information of military value for the Southern cause. Mrs. Greenhow consented to perform this perilous service for the land she loved, and started at once to get possession of facts which would be useful in the coming campaign.
She began her work in April, 1861, and by November Allan Pinkerton, head of the Federal Secret Service, sent in a report to the War Department vehemently inveighing against Mrs. Rose Greenhow for alienating the hearts of Federal officers from their sympathy with their country, and accusing her of obtaining through her wiles and powerful personal methods memoranda (and maps) which could only have been known to officials of the Federal Government.
When the cry "On to Richmond!" was raised, it was absolutely essential for the Confederate Army under General Beauregard to have definite information about the point of attack. This data was furnished him by Mrs. Greenhow. She advised him that the enemy would advance across the Potomac and on Manassas, via Fairfax Court House and Centerville.
The Federal Army delayed the advance, and a second messenger was sent to Mrs. Greenhow, who was able to add to her previous information, and on the strength of it Johnston was ordered to re-ënforce Beauregard with the last of his 8,500 men, and the wavering Federal Army turned back and fled in a rout—a mob of panic-stricken fugitives. It was soon known in Washington that Mrs. Greenhow had supplied the information upon which the Confederates had constructed their plans, and she was closely watched. Long after she knew that she must some day be arrested, she continued her activities, finding opportunities every day to communicate with Confederate officers, and her services were so valuable that she could not be persuaded to take refuge in the Confederate lines when there was so much work for her to do in the Federal Capital.
She was in her own home when she was finally placed under arrest. Here she was closely guarded, but a friend and her little daughter were permitted to remain with her. In spite of the heavy guard, she continued to communicate with Southern messengers and kept them informed of what she heard. After a few months she was transferred to the Old Capitol Prison and kept in confinement with her child in a room 10 by 12. She suffered keenly in this cold and cheerless place. The soldiers who guarded her were very strict, but in spite of their closest scrutiny she managed under their very eyes to send messages to the people who were eagerly awaiting news of her on the other side of the lines. After tedious months of imprisonment she was tried[5]on the charge of treason. There was much direct and indirect evidence against her, but her attitude was uncompromising, and after the trial she was permitted to make her way through the lines to Richmond, where she spent some time until she took passage in a blockade runner with her daughter, whom she wished to place in a convent in Paris. She took with her letters to Mason and Slidell, which requested that every courtesy be shown her.
In Paris she was given a private audience with Napoleon III.
While Mrs. Greenhow was in England her book,My Imprisonment, or The First Year of Abolition Rule in Washington, was published and created a sensation. It was a vehicle for the most pronounced propaganda for the cause of the Confederacy and served it well. Not a little sympathy was created for the South by this book of personal experience.
While in London Mrs. Greenhow became engaged to a nobleman and she expected to return and marry him after a voyage to America. In August, 1864, she took passage on theCondorand there is strong reason to suppose that her business in Wilmington was in the interests of the Confederacy.
TheCondorarrived opposite the mouth of the river on the night of September 30, but as she crept up the river, the pilot saw an object about 200 yards from shore which he thought was an enemy vessel, and he swerved his course and ran his vessel on New Inlet Bar. The object was theNight Hawk, a blockade runner which had been run down the previous night, and theCondormight have completed the trip in safety. Mrs. Greenhow and herparty begged the captain to send them ashore in a boat, as this seemed the only chance of escape from a second arrest as a spy. The captain acceded to her request, and the boat put off. It capsized, however, and Mrs. Greenhow, weighted by her clothing and a quantity of golden sovereigns, was drowned a few yards from land.
Her body washed ashore the next day and was found by Mr. Thomas E. Taylor, who afterwards took it to Wilmington. She was laid out in the Seamen's Bethel, beautiful in death as she had been in life. She was wrapped in the Confederate flag and with full honors of war interred in Oakdale Cemetery, where a small cross bearing her name may be seen to this day.
After the funeral her personal effects and the articles she had brought with her from abroad were sold at public auction. It was said that an English countess or duchess had an interest in the speculation and was to have shared the profits.