Not easily baffled—Two prizes—The Olive Jane—The Golden Eagle—The white ensign saluted—In trepidation—Obstinacy—The Washington—The William Edward—Patience Rewarded—Case of the John S. Parks.
More than a week passed without the occurrence of any event worthy of record. Saturday, the 21st February, however, brought an exciting chase. By 8 A.M. four vessels had been reported in sight. The first seen proved too far ahead and to windward, to be worth chasing, and sail was then made in the direction of two others, which were observed to be exchanging signals with considerable diligence. Their conversation ended, they parted company and sailed off in different directions, evidently with the object of distracting the attention of the Alabama which was now in full chase.
But the Alabama was not so easily to be baffled. Devoting her attention first to the vessel which appeared by her slower rate of sailing to offer the promise of an easier capture, she got up steam as she went along, and the black smoke was already poured from her funnel and the propeller beginning to revolve as she came within hail of the chase. A blank cartridge was fired as usual; but the stranger kept doggedly upon his way, evidently determined, if he could not escape himself, at all events to do his best to increase the chances of his consort.
Even this chivalrous determination, however, was of no avail. A second gun from the pursuer quickly followed upon the first, and this time the command was pointed by the emphatic accompaniment of a round shot which went whizzing through the rigging of the chase. Finding his enemy in earnest, the ship now gave up the game, and hove to with the United States colours at her peak. Putting a prize crew on board, the Alabama wore round, and started at full speed in the direction of the second vessel, which was making the best of her way off, and was by this time some fifteen miles distant. The Alabama was now, however, under a full head of steam, flying through the water at the rate of three to one of the chase, and by the end of a couple of hours, she also was brought to, with the Stars and Stripes flying, and her maintopsail to the mast.
A rapid investigation of papers resulted in the decision that the claim of neutral ownership of the cargo was totally unsustained by evidence, and the crew of the Olive Jane[13] were transferred to the Alabama, and the barque set on fire, whilst her captor again came round and ran down to meet his other prize. On communicating with the prize-master in charge she proved to be the United States ship Golden Eagle, from Howland's Island in the Pacific Ocean to Cork for orders.
[Footnote 13: Of Boston, from Bordeaux to New York, with a partial cargo of French wines and "knickknackeries."]
The following particulars relating to these two vessels, are given inCaptain Semmes' journal:—
Under United States colours and register—from Bordeaux for New York—cargo consigned generally to houses in New York, with the exception of five of the shipments which are consigned toorder; but there is no claim among the papers of French property, even in these latter shipments, andnon constatbut that the property is American, and that the consignment on the face of the papers was made in this manner to give a semblance of French ownership, until the property should reach its destination, when the real owner would claim it under a duly-indorsed bill of lading, forwarded to him by steamer. At all events, the presumption of law is, that all property found on board an enemy is enemy's property, until the contrary be shown by proper evidence; and no evidence has been presented in this case at all. The master, though quarter owner of the barque, and who, consequently, should be well informed as to her cargo, &c., knows nothing, except that one of the shippers—a Frenchman—told him that forty casks of wine, worth, perhaps, twenty dollars per cask, belonged to him. Vessel and cargo condemned.
* * * * *
Ship under United States colours and register. From San Francisco,viaHowland's Island, for Cork, laden with guano by the American GuanoCompany. Cargo consigned to "orders." There is no question, therefore,of property. Ship and cargo condemned.
* * * * *
On the morning of the 23rd February four vessels were in sight; but on overhauling them they one and all proved to be under the protection of neutral flags. One of them, however—a Frenchman from Buenos Ayres to Havre—relieved the Alabama of two French prisoners, an artist and his son, captured on board one of the late prizes. One of the other vessels—the Prince of Wales, from Melbourne to England—dipped her ensign to the Yankee colours displayed from the Alabama, on which the latter, unwilling to appropriate a compliment intended for another, lowered the Stars and Stripes and hoisted her own ensign. Hardly had the change been effected when a bustle was observed on board the English vessel, and passengers and crew crowded on deck to have a look at the renowned Confederate. The formal compliment accorded to the flag first displayed was renewed with hearty good-will, and this time accompanied by the most enthusiastic demonstrations from all on board, the men cheering and the ladies waving their handkerchiefs in honour of the gallant little cruiser of which they had heard so much.
The next day, the Alabama being in the vicinity of the crossing of the 30th parallel by the San Roque and India-bound United States ships, sail was shortened, and a bright look-out kept, but until nearly sunset nothing was seen; and when, at length, "Sail, ho!" was cried, and the Confederate cruiser on nearing the stranger showed the Yankee colours, it was replied to by the tricolour of France. Again, at 9.30 P.M., when another vessel was descried, there was still no prize, although it required two cartridges, a chase of three-quarters of an hour, and vociferous demands in both English and French to compel the vessel to heave to. When, at last, the Master obeyed the command, it was discovered that the brig was a Portuguese, bound from Pernambuco to Lisbon. The officer despatched to overhaul the chase found, on stepping on board, everything in the wildest confusion, and everybody so alarmed, that neither skipper, mates, nor seamen seemed to know what they were about. So great, indeed, was their trepidation, that upon an explanation being asked of their strange conduct, the excuse given was that they were too frightened to heave to!
The 25th February was a blank, only two sail being seen; the one a Dutchman, the other English. The master of the latter coolly asked the Alabama to take to England a discharged British seaman, and on the following morning another master of an English ship made a similar request—both being met with a refusal. On the 26th, no less than thirteen sail were sighted by the Alabama, but not one of them displayed the Yankee flag. The only excitement of the day was an obstinate Hamburgh barque, which refused to show colours until the Confederate cruiser was nearly upon her, and even then a blank cartridge was required to bring her to.
After the large number of neutrals that the Alabama had overhauled, came a prize. On the morning of the 27th February, the United States ship Washington was captured. The vessel was the property of the enemy, but as she carried a cargo of guano from the Chincha Islands, on account of the Peruvian government, consigned to their agents at Antwerp, the Washington was released on giving a ransom bond for 50,000 dollars. The prisoners on board the Alabama having been transferred to the capture, the two vessels parted company; the United States ship going on its course, rejoicing that the neutral cargo she carried had saved her from a fiery end. Two days after, another prize was taken. On the 1st March, the Bethia Thayer, of Rockland, Maine, was overhauled, and like the Washington, having on board guano the property of the Peruvian government, was released on a bond of 50,000 dollars.
Shortly after, a suspicious barque, with the English flag at the peak, hove in sight. Immediately the Alabama set every stitch of canvas, the stranger did the same, and away the two dashed before the fresh south-wester that was blowing. The chase was most exciting, and lasted seven hours; but gradually the Alabama overhauled the suspicious craft, and at 4.30 P.M. was enabled to signal it. The Confederate hoisted the United States flag, and announced herself by an assumed name. The barque replied that she was the William Edward, from Bahia, for Liverpool. After some further communication, which convinced the Alabama that the barque was English, the cruiser announced her real name, and permitted the William Edward to proceed on her course. At nightfall another ship was chased, which, upon being brought to, also proved to be English, the Nile, bound from Akyab to London. The master of this vessel informed the boarding-officer that a United States man-of-war, supposed to be the Ino, was in the South Atlantic, in eager search of the Alabama!
At daybreak, on the 2d March, a sail was made out through the hazy atmosphere, slowly steering towards the cruiser. Patiently the Confederate waited, as the light wind from the south bore the stranger towards them; their patience, too, was rewarded, for at 6 A.M., a boarding-officer stepped on board the ship John S. Parks, of Hallowall, Maine. The skipper, his wife, and crew, were transferred to the cruiser, together with sundry stores and provisions; and then, after Captain Semmes had carefully examined the papers of the capture, the prize was set fire to, making number thirty-five on the list of the Alabama's successes. With respect to the cargo of the Parks, there was a plea of neutrality set up, to which, as the following extracts will show, Captain Semmes gave the fullest consideration:—
Ship under U.S. colours and register. Cargo, white pine lumber, laden on board at the port of New York. The cargo was shipped by Edward F. Davidson, who appears, from the statement of the master, to be a large lumber dealer, and is consigned to Messrs. Zimmerman, Faris, and Co., at Monte Video, or Buenos Ayres. Annexed to the bill of lading is what purports to be an affidavit sworn to before "Pierrepont Edwards," who signs himself as "vice-consul." Above his name are the words, "by the consul," from which it appears he professes to act for the consul, and not for himself as "vice-consul."[14] The affiant is Joseph H. Snyder, who describes himself as of "128, Pearl Street, New York." He states that the cargo was shipped by Edward F. Davidson, "for and on account of John Fair and Co., of London, &c." First, as to theformof this affidavit. A vice-consul is one who acts in place of a consul when the latter is absent from his post; and when this is the case, he signs himself as vice-consul, and his acts take effectproprio vigore, and not as the acts of the consul—which this act purports to do. Further, the Master was unable to verify this document, which, to give it validity, he should have been able to do—he declaring that he could not say whether it was a forgery or not. "Although, as has been said, the ship's papers found on board are proper evidence, yet they are so only when properly verified; for papers by themselves prove nothing, and are a mere dead letter if they are not supported by the oaths of persons in a situation to give them validity." 3rd Phillimore, 394. Further, "Valin sur l'Ordonnance" says, "Il y a plus, et parceque les pièces en forme trouvées abord, peuvent encore avoir été concertées en fraude, il a été ordonné par arrêt de conseil du 26 Octobre, 1692, que les dépositions contraires des gens de l'équipage prís, prévaudrojent à ces pièces." The latter authority is express to the point, that papers found on board a ship are not to be credited, if contradicted by the oath of any of the crew, and I take it that an inability to verify amounts to the same thing. For if this had been abona fidetransaction, it was the duty of the party interested to take the master before the consul to witness the taking of the deposition, so that he might verify "the paper," if captured. But why should Mr. Snyder be the party to make this affidavit? He was not the shipper, but Davidson, a lumber dealer; and Davidson, who, if he sold the lumber at all, must have known to whom he sold it, was the proper person to testify to the fact. Further: the master says that Snyder bought the lumber from Davidson, as he was informed by his (the master's) brother, who was the owner of the ship. If so, then Snyder being the owner of the lumber (whether on his own or foreign account, it matters not) was the real shipper, and not Davidson, and the proper person to consign it to the consignees, either in his own name, or in the name of his principal, if he were an agent. But the bill of lading, and Davidson's letter to the consignees, show that Davidson was both the shipper and the consignor. The ship was also chartered by Davidson, and 13,000,000 dollars freight-money paid in advance, for which Davidson required the owner of the ship to secure him by a policy of insurance against both marine andwarrisk—the policy made payable to him (Davidson) in case of loss. Two questions arise upon that policy: 1st—why, if the property werebonâ fideneutral (the cargo itself was also insured in London) the war clause should be inserted? and, 2nd—why Davidson should make the policy payable to himself? If he advanced this freight money on the credit of the London house, he had no insurable interest in it; and if the lumber really belonged to the London house, and was going to their partners or agents at the port of delivery, why should Davidson pay the freight in advance at all? And if Snyder purchased the lumber of Davidson, why should Snyder not have made the advance for his principal instead of Davidson? The conclusion would seem to be, that Davidson was shipping this lumber on his own account to agents, in whose hands he had no funds or credit, and as the lumber might not be sold readily, the ship could not be paid her freight unless it were paid in advance? Further: the ship had a contingent destination. She was either to go to Monte Video or Buenos Ayres, as the consignees might find most advantageous. This looks very much like hunting for a market. But further still. Although Davidson prepared a formal letter of consignment to Zimmerman, Faris, and Co., to accompany the consular certificate, he at the same time writes another letter, in which he says, "The cargo of John S. Parks I shall have certified to by the British Consul as the property of British subjects. You will find it a very good cargo, and should command the highest prices." How is Davidson interested in the price which this cargo will bring, if it belongs, as pretended, to the house in London? And if Davidson sold to Snyder, and Snyder was the agent of the house in London, Davidson should have still less concern with it. In that same letter in which a general account of recent lumber shipments is given, the following remarks occur:—"Messrs. Harbeck and Co. have a new barque, Anne Sherwood, in Portland, for which they have picked up in small lots a cargo of lumber costing 20,000 dollars. I have tried to make an arrangement for it to go to you (on account of John Fair and Co., of London?); but they as yet only propose to do so, you taking half-interest at twenty-five dollars, and freight at eighteen dollars, payable at yours (port?), which is too much. If I can arrange it on any fair terms, I will do so for the sake of keeping up your correspondence with H. and Co."
[Footnote 14: Extract from a letter, captured on the barque Amazonian, from Mr. Edward F. Davidson to Messrs. Zimmerman, Faris, and Co., of Monte Video:—
"You will learn from London of the loss of the ship John S. Parks, and collection there of insurance on her cargo: the freight is insured here, at the Great Western Company. They have thirty days, after receipt of the captain's protest, to pay the loss in. Captain Cooper has arrived in Portland, and gone to his home at Hallowall; and the company require a copy of the protest made in London, certified by the Consul, which I have sent for. In the meantime, I have requested the captain to come to this, and trust not to have to wait receipt of the document from London."]
This letter would seem to show that Zimmerman, Faris, and Co. are favourite consignees with Davidson, and that he not only consigns his own lumber to them (for it must be remembered that he is a lumber dealer) but endeavours to befriend them by getting them other consignments. It may be that Davidson in New York, John Fair and Co., in London, and Zimmerman, Faris, and Co., in Buenos Ayres, are all connected in this lumber business, and that the trade is attempted to be covered under the name of the London house; or it may be that Davidson is the sole owner, or a joint owner with Zimmerman, Faris, and Co. In either case the property is condemnable, being shipped by the house of trade in the enemy's country. Ship and cargo condemned.
Discomforts of life at sea—A stern chase—Seized—The Punjaub ransomed—Rain-squalls—A luxury—The Morning Star—Neutral cargo—The Fairhaven—The Ino on the look-out—The Charles Hill—The Nora—Fire-water—Commercial morality—The Louisa Hatch—Black Diamonds—Coaling at sea under difficulties—Fernando de Noronna.
Captain Cooper, of the John Parks, and his wife and two nephews, were fortunate in not being condemned to a long period of captivity. The burning remains of his unlucky vessel were still within sight, when an English barque ranged up alongside of the Alabama, and an arrangement was soon effected with her captain to convey the whole party to England.
A long interval now, with nothing but the Englishman's excitement—the weather—to break the weary monotony of an eventless voyage. So far, however, as gales of wind could offer a distraction, the Alabama had little of which to complain, and the vessel rolled and tumbled about in the heavy seas in a manner which sorely tried the endurance of, at all events, her unfortunate captain.
The gale still continues, writes Captain Semmes, on the 11th March. Wind E.N.E. For four days now we have been rolling and tumbling about, with the wind roaring day and night through the rigging, and rest more or less disturbed by the motion of the ship. Sea-life is becoming more and more distasteful to me. The fact is, I am reaching an age when men long for quiet and repose. During the war my services belong to my country, and ease must not be thought of; but I trust that the end is not afar off. The enemy, from many signs, is on the point of final discomfiture. Nay, a just Providence will doubtless punish the wicked fanatics who have waged this cruel and unjust war upon us, in a way to warn and astonish the nations upon earth. Infidelity and wickedness in every shape let loose upon themselves, must end in total destruction. The Yankee States have yet to go through an ordeal they little dreamed of in the beginning of their unholy crusade against the Southern people.
On the 12th, the vessel was within fourteen degrees of the equator, but so cool did the weather still continue that all hands were still wearing woollen clothing, and sleeping under a couple of blankets. The sky continued grey and overcast, with an occasional slight sprinkle of rain, and a stiff breeze. The barometer falling steadily until, on the 14th March, it had reached as low as 29.96, about the usual standard of the trade winds.
That night brought, however, a slight relief from the long dullness. It was just midnight when the startling cry of "Sail, ho! close aboard!" was heard from the look-out; and in less than five minutes the Alabama was within hailing distance of a large ship standing close on a wind towards the northward and westward.
"Ship ahoy!—what ship's that?" rang hoarsely through the speaking-trumpet from the deck of the Alabama. But no answer came, and the hail was repeated. Still no answer, the strange sail keeping steadily on her course, regardless of every thing, her huge hull towering up high and dark as she passed almost within harpooning distance of the Alabama, and shot away again into the darkness, like a phantom that on being spoken to, had vanished away.
But the Alabama could have brought-to the Flying Dutchman himself, if he had attempted to pass by without answering a hail. "Hands, wear ship!" was the order before the sound of the second summons had well died away. Up went the helm, round came the Alabama's head in the direction in which the stranger had disappeared; and with the reefs shaken out of her topsails, away she went in chase like a greyhound after a hare.
By the time sail was made, and headway got on the ship, the chase was some three miles in advance, and gliding swiftly along with a strong breeze. But though a stern chase is proverbially a long chase, the splendid sailing qualities of the Alabama soon made themselves felt, and within three hours after her helm was put up, she was within a few hundred yards of the stranger, who now hove to at the first summons from the cruiser's bow-guns.
She proved to be the United States ship Punjaub, of Boston, from Calcutta for London, and having an English cargo on board, as appeared from sworn affidavits among the papers, from the nature of the voyage—from one British port to another—and from the cargo of jute and linseed, she was released on a ransom bond for 55,000 dollars, the remaining prisoners from the John Parks being transferred to her for passage home.
The 21st March brought a change of weather, with heavy squalls of rain. The variety was greatly enjoyed by all on board, Captain Semmes recording in his journal his own pleasure at once more hearing the roll of the thunder, for the first time for many months, and the delight with which both officers and men paddled about on the deck with their bare feet, enjoying, "like young ducks," the first heavy rain they had experienced for a considerable time.
On the morning of Monday, March 23rd, a sail hove in sight, which, being overhauled about noon, was found to be the United States ship Morning Star, from Calcutta to London. This ship also had a neutral cargo, duly vouched as such by the proper legal certificates; so she, too, was released on ransom bond. A second prize, however, which fell into the Alabama's hands the same day, was less fortunate. This was the United States schooner Kingfisher, of Fairhaven, Massachusetts, some months out on a whaling voyage. It was well for her that she but very recently discharged into another vessel her second cargo of oil, and could only, at present, boast of some twenty barrels, all of which were at once consigned to the flames, together with the unlucky vessel.
The Kingfisher brought a piece of intelligence which afforded immense satisfaction to all on board, being of no less a fact than the presence of the United States sloop of war, Ino, at Ascension, where the Kingfisher had left her but a fortnight before. This was the identical vessel that had assisted in the piratical capture of Messrs. Myers and Tunstall, on neutral ground, scarcely fourteen months before; and all hands were rejoicing in the prospect of an early brush with her, when the outrage then perpetrated might be avenged. Anxious as all were for a fight on any terms, there was possibly not a vessel in the United States navy they would have more gladly encountered.
It was a curious circumstance connected with this schooner, that her master was, according to his account, one of the only three persons in his native place, Fairhaven, who, in the last fatal election of a President for the United States, had voted for the Southern candidate, Breckinridge.
Two more captures were made on the following day—one, the ship Charles Hill, of Boston, from Liverpool to Monte Video; the other, the ship Nora, also of Boston, from Liverpool for Calcutta. In both cases the usual claim was set up to a neutral ownership of cargo, and as usual on investigation proved to be altogether unsupported by anything like real evidence.
The following are the cases:—
Ship under U.S. flag and register, laden with salt (value in Liverpool six shillings per ton), under charter party with H.E. Falk to proceed from Liverpool to Monte Video or Buenos Ayres. No claim of neutral property in the cargo. Ship and cargo condemned.
* * * * *
Ship under the U.S. flag; laden with salt, under charter party with W.N. de Mattos, of London, to proceed to Calcutta. In the bill of lading the cargo is consigned to "order;" and on the back of the bill is this endorsement:—"I hereby certify that the salt shipped on board the Nora is the property of W.N. de Mattos, of London, and that the said W.N. de Mattos is a British subject, and was so at the time of shipment.
"(Signed) H.E. FALK, Agent for W.N. de Mattos."
At the bottom of the signature is "R.C. Gardner, Mayor," presumed to be intended for the signature of the Mayor of Liverpool. As this statement is not under oath, and as there is no seal attached to it, it does not even amount to anex parteaffidavit. Vessel and cargo condemned.
* * * * *
Some valuable supplies were extracted from these two ships, and the prisoners—one of them a female—having been transferred to the Alabama, the vessels were fired on the evening of the day after their capture. As was but too frequently the case in boarding prizes, access was by some means obtained to their strong liquor, and that evening saw a good deal of drunkenness on board the Alabama. Unfortunately, the delinquents were but too often some of the best men in the ship. They could be trusted with anything in the world but rum or whisky; but against temptation of this kind they were not proof, and the duty of boarding offered only too easy an opportunity of indulging this true sailor's taste. However, if the prizes had their little bit of revenge in thus creating a temporary disorder among their captors, they in this case, at all events, more than made up for it, by contributing an accession of half-a-dozen seamen to the crew, which, notwithstanding the discharge of the men sent home in the——, was now fast growing very strong.
The following extract from a letter found on board the Charles Hill may throw some light on the pretensions of that vessel at all events, to the protection of neutrality:—
DEAR SIR,—I have read your several letters from Philadelphia. As a rebel privateer has burned several American ships, it may be well if you can have your bills of lading endorsed as English property, and have your cargo certified to by the English Consul, &c.
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After crossing the equator during the night of the 29th-30th March, the Alabama experienced a succession of calms and wet weather; at one time chasing a vessel in so thick a mist that, though not more than a mile or two ahead, she was more than once lost sight of for an hour at a time. She was still involved in this misty, uncomfortable weather, when, on the night of the 4th April, she again fell in with an United States ship, the Louisa Hatch, deeply laden with that, to the Alabama, most invaluable article—coal. An investigation of her papers gave the following result:—
Ship, under U.S. colours. Among the papers is a charter party, dated London, 1st January, 1863, executed between John Pirie and Co., and William Grant, the Master, by which the ship was chartered to take coal to Point de Galle, Ceylon, or Singapore, as ordered, &c. Without any assignment of this contract, as far as appears, the ship seems to have been loaded by entirely new parties, to wit, by one J.R. Smith, who describes himself as the agent of H. Worms, of Cardiff. By the bill of lading, the ship is to proceed to the. Point de Galle, and there deliver the coal to the company of Messageries Imperiales. On the back of the bill of lading is the following certificate:—"I certify that the within-mentioned cargo is French property, having been shipped by order, for the account of the Messageries Imperiales." This certificate is signed by Mr. Smith, but is not sworn to, nor is the order, nor any copy of the order to ship this cargo to an account of the Messageries Imperiales, found among the papers. As the ship was not chartered by any agent of this company, and as the coal was not shipped by any such agent, Smith being the agent of Worms, and Worms not being described as the agent of the company, the presumption is that, if there was any such order at all in the case, it was a mere general understanding that the company would pay so much per ton for coal delivered for them at their depots, the property remaining in the shippers until delivery. The presumption, in the absence of proof, is, that the cargo being on board an American ship is American; shipped on speculation to the far east, by the owner, or his agent, in Cardiff; and we have seen that there is no legal evidence in the case; the unsworn certificate of Mr. Smith not even amounting to anex parteaffidavit. Ship and cargo condemned. Probable value of cargo in Cardiff, 2500 dollars. Cost of coal in Brazil, 15 to 17 dollars per ton.
* * * * *
The Alabama now stood away in the direction of Fernando de Noronha, with her prize in company, with the intention of there taking on board a fresh supply of coal. The run was not a little protracted by the light and baffling winds that still prevailed, and as though this was not enough, fortune must needs play her a trick, by sending her off on a chase of fourteen miles after a supposed Yankee whaler, which, when at last overhauled, turned out to be nothing but a poor little green-painted "Portiguee."
Rain—rain—rain, the sun sometimes showing himself for an hour or two, just a few minutes too early, or a few minutes too late, for any purposes of observation, and then again retiring behind the dense masses of cloud that hid the whole horizon in one drenching down-pour. And all this while every mile of latitude of the last importance, as the Alabama groped her way slowly to the southward and eastward in search of the little island at which she was to take in her supplies, and which she might at any moment run past in the darkness altogether! Trying work, indeed, for the patience of men cooped up in their narrow floating prison, and longing to be at work again.
Too trying, at last, to be borne any longer without an effort at action; so a bold attempt was made at coaling while under way upon the open sea! Steam was got up, and the prize taken in tow, and then two boats were lowered, and set to work. But the scheme, bold and ingenious as it was, was soon found to be impracticable. The boats managed to get loaded from the captured collier, but they had then to be warped up alongside the Alabama, and the lowest speed that could be given her was too great for them to be hauled up against it. So each time, as they were filled, it was necessary to stop the engine, and thus occasion another difficulty.
We now—says Captain Semmes—began to part our tow lines by these stoppages and startings, and it took a long time to get the line fast again; so after a sleepless night, during which, as I lay in my cot trying to sleep, it seemed as if a dozen stentors on deck were rivaling each other in making the night hideous, I sent word to get the boats run up again, and to continue our course to Fernando de Noronha without interruption.
At daylight we made the peak of the island a long way off, some thirty-eight or forty miles, and in the afternoon at 2.30 came to, with the peak bearing S.W. 1/2 S. and the N.E. end of the Rat Island N.E. by E. 1/2 E., depth of water thirteen and a half fathoms. Anchored the prize near us. But for our steam we should have been still drifting to the S.W., as the day has been nearly calm throughout. Fernando de Noronha, in the wayside of the commerce of all the world, is sighted by more ships, and visited by fewer, than any other spot of earth. It is a broken, picturesque, volcanic rock, in mid ocean, covered with a pleasing coat of verdure, including trees of some size, and the top of the main island is cultivated in small farms, &c. Awfully hot when the sun shines, and indeed, when he does not shine. Just after dark hauled the prize alongside, and commenced coaling.
An official "in trouble"—On shore again—A breakfast party—On horseback—Blowing hard—Taken in the net—Easy captures—The Kate Cory—The Lafayette—A polite Governor—The Louisa Hatch burned, and Kate Cory burned—Landing prisoners—Tired of waiting—A scramble—Out of harbour again.
April 11th.—Light and variable airs; misty from the southward and eastward, and oppressive; ther. 83°. Last night the two vessels lay alongside of each other so roughly, and we received so much damage (our forechannels being crushed in, and our topsail mainyard being carried away) that we were compelled to haul the prize off, and continue coaling by means of our boats.
The authorities on shore having hoisted no colours, we have not set ours to-day. We were visited this morning by a couple of gentlemen from the shore, bearing a letter from the Governor in reply to an inquiry I had caused the Paymaster to address to him on the subject of supplies. Their interpreter very naively informed me that he was a German, who had been sentenced to banishment here from Rio, and that he had a year and a-half to serve. This was said while my servant was drawing the cork of a champagne bottle. The forger (for such was his offence) taking his glass of wine with the rest! The Governor informed me that I could procure supplies of beef, fresh pork, fowls, &c., and that he would be glad to exchange these articles with me for flour, wine, sugar, coffee, &c. I was glad to find that he raised no question of neutrality, though he had, no doubt, been informed by a boat's crew from the shore that got the information on board, of the ship in my company being a prize. He kindly invited me to visit the shore. During the night (one o'clock) we had a surprise in the way of a strange steamer making her appearance, coming round the point of Rat Island. I had all hands called to quarters, and the battery made ready, fires extinguished, and chains got right for slipping. Although she came within a mile of us, with the intention, as we thought, of coming to anchor, she kept on her course to the southward and we piped down, the men, much fagged from coaling, not having lost more than half an hour's rest by the operation.
Sunday, April 12th.—The exigencies of war compel me to work to-day in coaling ship. Weather clear and very hot during morning, clouding about noon and raining for several hours.
I visited the island this morning in company with the Surgeon, and called on the Governor. The surf was too heavy to land, but we found a bolsa moored at some distance from the shore, and transferring ourselves to this we were very skillfully put through the surf by three or four naked fellows, two of them not having even a breech-cloth about their loins. Fine, well-made fellows they were too. We found horses in waiting, and rode about a mile to the village and residence of the Governor—a Major in the Brazilian army; passing an immense sand-drift, which we had not expected to find on this volcanic rock.
We found the Governor at breakfast, and he insisted on our seating ourselves, and making a second breakfast with him in company with his wife—a sprightly, bright mulatto—and a pretty girl, quite white, of about sixteen, and thepadre. After breakfast we were introduced to a number of what appeared to be the gentry of the island, and who had assembled thus early to meet us. Having smoked and chatted awhile, we remounted for a ride over the island.
We were not in the saddle more than twenty minutes when one of those showers, so sudden in this climate, overtook us, and gave us a complete drenching; we had other showers during the day, but were compensated by the sun hiding himself during the entire ride. We passed under the shadow of the gigantic peak, and soon reached the summit of the island, which spreads out into a most beautiful and productive plain of some two or three hundred acres. The soil is a ferruginous clay of the richest description, and covered with the choicest vegetation of wild grapes, Indian corn, the cotton plant, the castor bean, &c., &c. We stopped a few minutes to examine a manioc manufactory. Continuing our ride, we passed through a small but dense forest, to a cocoa-nut plantation on the south-west part of the island, where we found the water-melon growing in its choice soil—sand. Here we took shelter again from another heavy rain, and got some fine grapes. Whilst waiting for the shower to pass, I had quite a talk with the Governor on various topics; among others, on the state of the mixed races in the Brazils, &c., &c. The island, at the season at which we visited it, was a gem of picturesque beauty—exceedingly broken and diversified with dells and rocks, and small streams, &c., &c. It was the middle of the rainy season. The little mountain paths as we returned became small brooks that hummed and purled in their rapid course. I took occasion to inform his Excellency that my tender was a prize, so that he might be under no apprehension. Number of convicts 1000. Whole number of population, 2000. The Governor expressed himself our very good friend, &c., &c. Got on board at 5 P.M.
Monday, April 13th.—Another rainy day. Showers very heavy, but still we continue our coaling. Wind from northward and westward, and though light, there is considerable sea on. The bad weather continued all day, and the night having set in with threatening appearances, I caused everybody to be brought on board from the prize, to guard against the possibility of her being driven on shore, and endangering life. I had the steam got up, and the chain ready for slipping, and was fearful that I should be obliged to slip; but we held on during the night. Night very dark, with heavy rain, and much sea on.
Tuesday, April 14th.—Wind this morning from about W.S.W.; weather still louring. Our friends came off from the shore again this morning, bringing the fresh provisions ordered for the crew. Every thing is very dear here. Meat forty cents per pound; but still my crew has been so long on salt diet that flesh is an anti-scorbutic necessity for them. I have arranged to sell forty or more tons of coal for a Brazilian schooner there is in the harbour, and had a proposition for purchasing the prize, which I offered to sell as low as 20,000 dollars; but this sum seemed to alarm them, they saying there was not so much money in Fernando de Noronha. Continued our coaling.
Wednesday, April 15th.—Weather clear, and light wind from the eastward. Finished coaling ship this morning. At about 11 A.M. a couple of whale-boats from two vessels in the offing pulled into the harbour; went on board our prize, and thence to the shore. Although the two masters were told that we were the Iroquois, they seemed at once to have comprehended the true state of the case, and to make haste to put themselves out of harm's way. We were an hour and more getting up steam and weighing our anchor for the chase; and if in the meantime these whaling captains had pulled out to their ships, and run into shore so as to get within the league, they might have saved them. We gave chase, and came up with both of them on the south side of the island, about half-past 3 P.M., and captured them—both of them being without the league. One the hermaphrodite brig Kate Cory, of Westport, and the other the barque Lafayette, of New Bedford; the barque we burned, and the brig we brought into the anchorage, arriving after dark, about 7 A.M. We sounded in thirteen fathoms on a bank on the south side, on the southern extremity of which there is a breaker lying out from two and a half to three miles. There is also a reef off Tobacco Point running out half a mile. We saw no other dangers.
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With reference to these captures, the following amusing account is extracted from the private journal of the officer of the Alabama who was prize-master on board the Louisa Hatch:—
'At noon, on the 15th of April, two vessels were descried to the south, standing off and on, under reduced sail. At 12:30 two boats were observed pulling towards us, asking my ship's name, the port I hailed from, &c. I answered correctly. The person in charge of the other boat then inquired if the war-steamer was the Alabama. I replied, 'Certainly not, she was the Iroquois U.S. steamer.' 'Have you any news of the Alabama?' 'Yes, we had heard of her being in the West Indies, at Jamaica or Costa Rica, &c.' A conversation ensued, by which I learned that the boats belonged to the two vessels in the distance, that they were both whalers put in for supplies, and that seeing the steamer they were rather dubious as to her nationality, and had therefore spoke me, to gain the required information. A brisk conversation was then kept up; my object in engaging them in it was to enable the Alabama to get under way ere the whalers took the alarm, feeling certain that the preparations were being made to go after them.
'I then invited the masters to come on board my ship, which they cheerfully consented to do, and were within a boat's length, when a cry of alarm broke from the steersman in the foremost boat. Shouting to his crew to 'Give way, men; give way for your lives!' he with a few well-directed, vigorous strokes, turned his boat's head round, and made for the shore, the other boat following, blank astonishment being depicted on the face of each member of the crews. To the frantic inquiries of the person in charge of the other boat as to the cause of his (the steersman's) extraordinary conduct, his only reply was, 'There!' pointing to a small Confederate flag of about fifteen inches long and six inches broad, which I had inadvertently left flying at the gaff; the gaff being lowered down, the little flag having been used as a dog-vane, in order to tell the direction of the wind, &c. No sooner did the men perceive it than they redoubled their exertions to gain the shore; one of the masters calling out that they had spoken a ship a week ago, from whom they had obtained news of peace. No credence, however, could be, or was placed in this statement.
'Immediately after they left I despatched a boat to the Alabama informing them of the character of my visitors. At 9.15 the Alabama was observed to get under way, steaming out of the anchorage after the two vessels.
'The larger island being between the scene of the Alabama's operations and the Louisa Hatch, I was not, of course, an eye witness of the captures. But at 5.30 I observed a dense column of smoke, which, as it grew later, turned into a ruddy glare, leaving no doubt in our minds as to the fate of the whalers. At 7 P.M. observed the Alabama coming round the northern part of the island with a vessel in tow, both anchoring at 7.30. The next morning I learnt that the captures were the barque Lafayette, of New Bedford, and the brig Kate Cory, of Westport. The barque was burnt and the brig kept, it being our intention to send off all the prisoners we had on board, consisting of 140, including the women stewardesses, in her; but on communicating with the authorities, it was resolved to land them on the island, a Brazilian schooner engaging to convey them to Pernambuco. For this purpose provisions for twenty-one days were sent ashore, the prisoners, after being paroled, following.
The remainder of the day was spent in transferring provisions, &c., for ship's use. The next evening the prizes, the Louisa Hatch and Kate Cory, slipped cables, and stood seaward. When about five miles from land both vessels were set fire to; Mr. Evans, the officer in charge of the brig, returning on board long before me, the strong westerly current rendering it extremely difficult to stem it.
'We remained painting and cleaning ship until the 22nd. At 9.30 A.M. we got under way, steering and cruising towards Bahia, at which place we arrived on the 11th of May, having captured and burnt four vessels between Fernando and Bahia.
'The news of our doings off the islands had preceded us, of course with additions and manipulationsad lib., the schooner having left Noronha the day previous to our departure. The Governor of Pernambuco had sent three war vessels to the islands to enforce the neutrality of the place, which, according to Yankee representations, had been infringed. Not content with this, the American representatives had succeeded in procuring the recall of the Governor, whose only crime was that he had let us anchor off the place—a crime of which he was necessarily guiltless, because he had no power to prevent our anchoring if we insisted on it.
'Whilst at Bahia I was shown a letter from the master of one of the whaling barques to an agent, in which he wrote that he would spare no money or time to follow to the uttermost ends of the earth, and bring to justice, the man who had so cruelly deceived him. This sentence had reference to my denial of the Alabama and the substitution of the U.S. steamer Iroquois for that of C.S. steamer Alabama. The ingratitude of some people!!'
On the 16th April Captain Semmes resumes his diary as follows:—Weather clear; wind light from the southward and eastward. Our banner, last night a lurid flame, is a tall column of smoke advertising us for twenty-five or thirty miles round. My first intention was to ship all my prisoners, amounting to about one hundred and ten, in the prize brig, but the Governor having consented to my landing them, I am busy to-day getting them on shore, with their baggage and provisions, and receiving prisoners from the Louisa Hatch. Sun very warm. The Governor paid me a visit this morning, and requested that I would write him on the subject of the captures yesterday, stating the fact (with which he was satisfied, or at least, to which he made no objection) that they were captured beyond the league from the land, and requesting leave to land the prisoners, in order that our understanding should assume an official shape, which I did.
Friday, April 17th.—The weather still continues very warm; wind light from the S.E., and cloudy. Busy receiving and stowing away provisions, replacing the coal consumed, and getting ready for sea generally. The landing of so many prisoners amid so small a population has created a very great stir, and the excitable Brazilians are discussing among themselves and with the Yankee captains the question of the American war with great vehemence. Several sail have been reported as usual. The afternoon set in rainy, and the rain continued all night. Towards nightfall sent the prizes, Louisa Hatch and Kate Cory, a league outside the island, and burned them. Received four recruits from the Louisa Hatch, and more volunteered, but I am full.
Saturday, April 18th.—Morning cloudy, with wind light from the S.E. Loosed sails to-day. I am anxiously expecting the arrival of the Agrippina, my store ship, from England, which was ordered to rendezvous here—not so anxiously, however, as if my coal-bunkers were empty. But she has a couple of additional guns on board, that would make an important addition to my battery.
Sunday, April 19th.—Rain in the morning, with light airs. Our steam-tubes leak badly, and I am afraid the leaks will increase so as to give us trouble. Every time we get up steam, even a few pounds for condensing water, we find that large quantities of hot water flow into the hold; eight inches escaped in about twelve hours yesterday. Unfortunately, too, this tubing is laid so low in the bottom of the ship, as to be out of reach for examination or repairs without being taken up. The Governor sent me off a fine turkey and some fruit, and his lady a bouquet of roses. The roses were very sweet, and made me home-sick for a while.
Monday, April 20th.—A dull, heavy, rainy day—the rain coming down at intervals in torrents, as it is wont to do in these regions. Still laying at our anchors, waiting for the Agrippina. She should be out thirty-five days, to-day, from Cardiff. In the afternoon the rain ceased, except an occasional light sprinkle, but the dull canopy of clouds did not break, and we had a strong breeze from the S.E. for four or five hours, indicating the approach of the trades to this latitude.
Tuesday, April 21st.—Morning clear, wind light from S.E. The Island after the rain is blooming in freshness and verdure, and as my eye roams over its green slopes I long for repose and the quiet of peace in my own land: I do not think it can be far off. Fresh "trade" in the afternoon. Towards night the Brazilian steamer sailed with a load of our prisoners.
Wednesday, April 22nd.—Cloudy, with squalls for rain. At 9.30 got under way under steam, and stood to the eastward. Cut away four whale-boats that the islanders might have a scramble for them. They soon started in chase! Steamed due east, about forty-five miles, let the steam go down, and put the ship under sail. No sail seen.
A curious prize—The Nye—The Dorcas Prince—An anniversary—The Union Jack and-the Sea Lark—In the harbour of Bahia—Explanations—Unexpected meeting—The Georgia—A little holiday—Diplomacy—More neutrality—Home-sick.
A curious prize was the next that fell into the clutches of the all-devouring Alabama. A whaling barque, the Nye, of New Bedford, eleven months out, without having once put into port! Three whole months before the launching of the Alabama, had that patient little vessel been ploughing the seas, gathering, as it turned out, only additional fuel for her own funeral pyre. A weary voyage to have so sad a termination!
Among her crew, transferred as prisoners to her captor, was a Lieutenant of Marines from the Quaker State, serving on board the whaler in the capacity of steward!
Next came the Dorcas Prince, of and from New York, for Shanghai. Cargo chiefly coal, probably intended for United States ships of war in the East Indies—a supposition that undoubtedly gave additional zest to the bonfire, which—no claim to neutrality being found among her papers—in due course followed on her capture.
Saturday, May 2nd.—An anniversary with me—writes Captain Semmes—my marriage-day. Alas! this is the third anniversary since I was separated from my family by this Yankee war! And the destruction of fifty of their ships has been but a small revenge for this great privation.
On that day two more were added to the long list, and the barque Union Jack, of Boston, and ship Sea Lark, of New York, shared the fate of their fifty predecessors. The former of these two vessels added three women and two infants to the already far too numerous colony of the weaker sex, by which the Alabama was now encumbered.
There was no claim of neutral property among the papers of either of these ships, except in the case of one Allen Hay, who was the shipper of five cases of crackers, and ten barrels of butter, on board the Union Jack. In this case, a Thomas W. Lielie made oath before the British Consul at New York, that the said articles were shipped "for and on account of Her Britannic Majesty." This certificate was of no force or effect, for itsindefiniteness, as decided in other cases. A claim of property must point out the owner or owners, and not aver that it belongs to the subjects of a nation generally. There must be some one designated who has a right to the possession of the property under the bill of lading. The certificate was accordingly set aside, and the ship and cargo condemned.
Besides the women and children, the Union Jack furnished also another prisoner of a somewhat unusual character, in the person of the Rev. Franklin Wright, late editor of a religious paper, and newly-appointed consul at Foo Chow. The worthy clergyman's entry, however, upon his new duties was for the time indefinitely postponed by the confiscation of his appointment, along with the other public papers in his charge. So, for a time, Foo Chow had to exist without the advantages arising from the presence of a functionary from the United States.
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Monday, May 11th.—Showed the United States colours to a Spanish brig. In the afternoon ran in and anchored in the harbour of Bahia. A Portuguese steamer, the only vessel of war found here. No Yankee man-of-war had been here for some months. The health officer came on board, just at nightfall. The Agrippina not here, and I begin to fear that some disaster has befallen her.
Tuesday, May 12th.—This morning the President sent a messenger to me with a copy of theDiario de Bahiaof the 8th May, in which appears a sort of proclamation or request, addressed to me by the President of Pernambuco, desiring that I should leave Fernando de Noronha in twenty-four hours after the receipt of the same. This paper seems to be based on certain false statements carried to Pernambuco by the Yankee prisoners whom I had sent to this place. It is alleged that I violated the neutrality of the island, &c. I replied to the President, that there was no truth in this statement; but that, on the contrary, I had paid respect to the neutrality of Brazil. In reply to my communication, the President informed me that I should be admitted to the usual hospitalities of the port; but the bearer of his despatch took occasion to say that he hoped I would not stop more than three or four days, as the President was afraid of being compromised in some way. The master of an English barque came on board and informed me that he had coal and provisions for the Confederate steamer Japan, which was to meet him here on the 6th instant.
Wednesday, May 13th.—Early this morning a strange steamer was discovered at anchor about half a mile from us; and at 8 A.M., when we hoisted our colours, to our great surprise and delight, she too hoisted the Confederate flag. We then exchanged the established signals; and on sending a boat on board of her, we ascertained that she was the Georgia, Lieut. Commanding Maury. Chapman and Evans, two of my Sumter Lieutenants, were on board of her. The Georgia sailed from England about the 2nd of April, and armed off Ushant. Our ship has been crowded with visitors ever since we came in.
Thursday, May 14th.—At 12.15 P.M. with a party of officers from the Georgia and my own ship, I took a steam-tug and proceeded up the harbour to the railroad depot, at the invitation of the manager of the road, for an excursion into the country, which proved to be very pleasant. We passed along the whole port of Bahia, the lower town skirting the water, and the upper town the crests of a semicircular height, the intermediate space being filled with trees and shrubbery. The houses are mostly white, and many of them very picturesque. The terminus of the road is a beautiful and spacious iron building, situated in the middle of a great square; and the road itself is a very substantial job. We rode out twenty-four miles through a picturesque country, the road bordered for most of the way by the bay and lagoons, with beautiful little valleys occasionally opening on either hand, with their patches of sugar-cane and cotton. On our return we sat down to a beautiful lunch, with champagne. Our hosts were attentive and agreeable, and we returned on board at dusk, after a very pleasant day. The English residents here have been very attentive to us. Our tug-man, who was a Thames waterman, dodged in and out among the launches and vessels in a way that only a Thames man can do. The French mail came in to-day, and brought us news that the Florida was at Pernambuco.
Friday, May 15th.—This morning a person in citizen's dress came on board and said that the President had requested him to ask me to show him my commission. I replied that I could have no objection to show my commission, but it must be to an officer of my own rank, and that this officer must come on board in his uniform for the purpose; that I could not show my commission to any person who might come on board in citizen's dress, bringing me a mere verbal message, and without any credentials of his rank, &c. I remarked, however, that it would give me very great pleasure to call on the President myself and exhibit it. To this he readily assented; and having appointed an hour for the interview, I went on shore, accompanied by myaide, and had a long and agreeable chat with his Excellency, who was a man of about thirty-five years of age, tall and delicate-looking, with black eyes and hair.
We discussed various points relating to the subject of neutral and belligerent rights, &c.; and I took occasion to repeat the assurances I had previously given him in my letter, that I had paid due attention to the neutral rights of Brazil during my visit to Fernando de Noronha, &c. I told him I only desired him to extend to me and to the Georgia the same hospitality as he would extend to a Federal cruiser; but that I might say to him as an individual, that we were entitled to the warm sympathies of Brazil, &c.
I arranged about coaling the Georgia and this ship by means of launches, as there were port objections to the ship being hauled alongside. He seemed anxious that our stay should be as short as possible, lest our delay might compromise his neutrality in some way. He said my sailors had been behaving very badly on shore, and indeed I knew they had. I told him he would oblige me by securing the rioters and putting them in prison. This evening we were entertained very handsomely at the residence of Mr. Ogilvie, where we met all the English society of the place.
Saturday, May 16th.—This day the ship (Castor), from which the Georgia was coaling, was ordered to be hauled off, and the operation suspended, the Yankee Consul having alleged to the Government that she had munitions of war on board.
_Sunday, May 17th.—_In the morning an officer came on board and read me a despatch from the President, expressing displeasure at my remaining so long in the port, and directing me to proceed to sea in twenty-four hours. The same paper was read on board the Georgia. I replied that the Government itself had caused our delay, by prohibiting us from coaling from the ship from which we had purchased our coal; and that I could go to sea in twenty-four hours after this prohibition was removed, &c., &c. A party of English ladies and gentlemen visited the ship this afternoon. We were crowded all day, besides, with miscellaneous visitors.
Tuesday, May 19th.—This morning, at the request of the President, I went on shore to see him, and we had a long and animated discussion, in which he stated he had certain proofs, adduced by the United States Consul, to the effect that the coal-ship Castor had been sent here to meet us, &c.; and that under these circumstances (the ship being charged, besides, with having munitions of war on board), he felt it his duty to prevent us from coaling from her, but that we might have free access to the market, &c. The Consul, too, had told him that I had shipped one of the prisoners after landing him: the fact being that, although many of them volunteered, I refused to receive any of them, having already a full crew on board. In the afternoon addressed a letter to the President, insisting upon the right to coal from the Castor.
Wednesday, May 20th.—We were promised lighters with coal from the shore this morning; but not one has yet come off—half-past twelve. Just at nightfall a lighter came alongside, and during the night we filled up. The next day we got under way and steamed out of the harbour.
Sunday, May 24th.—I am quite home-sick this quiet Sunday morning. I am now twolong, longyears away from my family, and there are no signs of an abatement of the war; on the contrary, the Yankees seem to become more and more infuriated, and nothing short of a war of invasion is likely to bring them to terms, unless indeed it be the destruction of their commerce; and for this, I fear, we are as yet too weak. If we can get and hold Kentucky, the case may be different. Well, we must sacrifice our natural yearnings on the altar of our country, for without a country we can have no home.
Two more!—The Gildersliene and Justina—Case of the Jabez Snow—The barque Amazonian—Relieved of prisoners—A hint—The Talisman—Under false colours—The Conrad—A nobler fate—Re-christened—The Tuscaloosa commissioned—Short of provisions.
The 25th May witnessed the capture of the ship Gildersliene and the barque Justina. The latter having a neutral cargo, was ransomed on a bond for 7000 dollars; the former condemned and burned, after an investigation terminating in the following decision:—
Ship under the United States colours and register. Charter-party with Messrs. Halliday, Fox, and Co., of London, who describe themselves as merchants and freighters, to make a voyage to Calcutta and back to London or Liverpool. Cargo taken in at Sunderland, and consisting of coal, said to be shipped for the "service of the Peninsular and Oriental Steam Navigation Company," but not even averred to be on "their account and risk." No certificate or other evidence of property; ship and cargo condemned. Master knows nothing of property except what appears by the papers.
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Friday, May 29th.—We had another chase last night from about 2 A.M., but with better success than the two previous nights, since at 7.30 A.M. we came up with and captured the ship Jabez Snow, of Rockport, Maine. Just at daylight, being within about four miles of her, we hoisted our own colours, and fired a gun. She did not show any colours in return, and stood a second gun before heaving to; she finally showed her colours. Got on board from the prize a quantity of provisions and cordage; transhipped the crew, and about sunset set her on fire. Found a letter on board, the writer of which referred to American ships being under a cloud "owing to dangers from pirates, more politely styled privateers," which our kind friends in England are so willing "should slip out of their ports to prey on our commerce." This letter was dated Boston, November 25th, 1862.
Ship under United States colours, cargo coals, from Cardiff for Monte Video. On the face of the bill of lading is the following: "We certify that the cargo of coals per Jabez Snow, for which this is the bill of lading, is thebonâ fideproperty of Messrs. Wilson, Holt, Lane, & Co., and that the same are British subjects and merchants; And also that the coals are for their own use.
"JNO. POWELL & SONS."
As this certificate was not sworn to, it added no force to the bill of lading, as every bill of lading is an unsworn certificate of the facts it recites. There being no legal proof among the papers to contradict the presumption that all property found under the enemy's flag is enemy's property, and as the Master, who was the charterer and agent of the ship, and whose duty it was to know about all the transactions in which he was engaged, swore that he had no personal knowledge of the owner of the cargo, except such as he derived from the ship's papers, the cargo, as well as the ship, is condemned as prize of war. The following significant extract from a letter of the Master to his owners, dated Penrith Roads, April 19th, 1863, was found on board, though not produced by the Master:—
"I have my bills of lading certified by the Mayor, that the cargo isbonâ fideEnglish property. Whether this will be of any service to me in the event of my being overhauled by a Southern pirate, remains to be proved."
The certificate above recited seems, therefore, to have been procured by the Master to protect his ship from capture, and not to have been a spontaneous act of the pretended neutral owners to protect the cargo. The cargo and advance freight were insured against war-risk, the ship paying the premium. No effort was made by Wilson, Holt, Lane, & Co., to protect the cargo, and they were the proper parties to make the oath. The agent who shipped the coal for this firm, and who wrote the above-quoted certificate, could only know, of course, that he had shipped them by order of his principal. Why, then, did Wilson, Holt, Lane, & Co., decline to make the necessary oath to protect the cargo? They should have taken the necessary steps to protect either themselves or the insurers, but they did no such thing. It would seem, probably, that they were the agents of some American house, and that they could not, in conscience, take the oath required by law.
* * * * *
The next prize was the Amazonian, of Boston, from New York to Monte Video, captured, after a long chase, on the 2d of June, but not until two blank shots had failed to bring her to, and the stronger hint of a round from the rifled gun had convinced her of the impossibility of escape.
* * * * *
Ship under United States colours; has an assorted cargo on board, and is bound from New York to Monte Video. There are two claims of neutral property—one for twenty cases of varnish and fifty casks of oil, claimed as shipped on "account of Messrs. Galli & Co., French subjects." This claim is sworn to by a Mr. Craig, before a notary. It does not aver that the property is in Messrs. Galli & Co., but simply that it was shipped "on their account." There is no outside evidence of the truth of this transaction, as the master knows nothing about it.
* * * * *
Right glad was the Alabama to fall in, on the day after this last capture, with an English brigantine, the master of which proved willing, in consideration of a gift from Captain Semmes of one of his noble collection of captured chronometers, to relieve him of the crowd of prisoners with which he was encumbered. To the number of forty-one they were forthwith transferred, along with a stock of provisions sufficient for a fortnight's consumption; and the Alabama breathed freely again, relieved of her disagreeable charge.
It may not be an uninstructive, and it is most assuredly an amusing comment, upon the claims of neutrality so loudly insisted upon, to quote the following extract from a New York letter, captured on board one of the recent prizes. It is dated April 7th, and addressed to a correspondent in Buenos Ayres:—
"When you ship in American vessels, it would be as well to have the British Consul's certificate of English property attached to the bill of lading and invoices; as in the event of falling in with the numerous privateers, it would save both cargo and vessel, in all probability. An American ship, recently fallen in with, was released by the Alabama on account of a British Consul's certificate showing the greater part of the cargo to be English property. If you ship in a neutral vessel, we save five per cent, war insurances."
Another prize. The Talisman, a fine ship of 1100 tons, under United States colours and register, with no claim of neutral property in cargo; and before the glare of her funeral pyre had faded from the horizon, another hove in sight, so evidently American, that notwithstanding the English ensign flying at her peak, she was at once brought to and boarded. And American she proved to be in her origin; but her owners had been wise, and, so far as her papers went, she had been regularly transferred to the protection of the British flag—humiliating, perhaps, to the proud "Yankee nation," but effective as a precaution against capture; though, had the Confederate cruiser been able to send her into port for adjudication, the transfer might very possibly, when the evidence came to be sifted, have proved but a "bogus transaction" after all.
So the "Englishman" had to be released, consenting, however, to relieve the Alabama of a prisoner and his wife, recently captured on board the Talisman. A week passed away, and then came another instance of a similar transfer under the strong pressure of fear, the whilom Yankee barque Joseph Hall, of Portland, Maine, now seeking a humiliating safety as the "British" Azzopadi, of Port Lewis, Isle of France!
Alas! for the Stars and Stripes, the Azzopadi was not hull down on the horizon ere the once-renowned Yankee clipper Challenger lay humbly, with her maintopsail to the mast, in the very place in which her countryman had just been performing a similar penance, claiming, as the British-owned Queen of Beauty, a similar immunity.
At last, however, as the impatient crew of the Alabama were beginning to think that their enemy's flag had finally vanished from the face of the ocean, an adventurous barque hove in sight, with the old familiar bunting at her peak. She proved to be the Conrad, of Philadelphia, from Buenos Ayres for New York, partly laden with wool, the ownership of which was, as usual, claimed as neutral. On investigation, the claim proved an evident-fabrication, the facts of the case being as follows:—
Ship under American colours and register. A Mr. Thomas Armstrong, who describes himself as a British subject doing business at Buenos Ayres, makes oath before the British Consul that a part of this wool belongs to him and a part to Don Frederico Elortando, a subject of the Argentine Republic. This may or may not be true, but the master is unable to verify the document, he not having been present when it was prepared, and not knowing any thing about it. There is, besides, so strong a current of American trade with Buenos Ayres, that the presumption is, from the very fact that this wool was going to New York in an American barque, under the imminency of capture, which our presence in these seas—well known at Buenos Ayres when the barque sailed—must have shown, that the property is American, and that the certificate is an attempt to cover it; Mr. Armstrong probably being a brother or a partner in the transaction with some American house. Ship and cargo condemned.
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From an examination of the correspondence in this case, brought on board after the ship's papers had been examined, it appeared that Mr. Armstrong, the party shipping a part of the cargo, swears beforehisconsul that he and one Don Frederico Elortando, are theownersof the property, and swears before the United States Consul that he is the soleownerof the property. Both of these oaths cannot be true. It further appears that, whilst the property in the bill of lading is consigned to Simon de Visser, Esq., in the letters of Messrs. Kirkland and Von Sachs it is spoken of as consigned to them. The letters make no mention of any joint-ownership with Armstrong, but treat the consignment as his sole property. But though, like so many of her countrymen, condemned, the Conrad was not to die. A nobler fate was in store for her—no less a destiny than that of carrying the proud young flag to which she had succumbed, and taking the sea, under a new name, as the consort of her captor. Accordingly, Acting-Lieutenant Low was appointed to the command, assisted by Acting-Master Sinclair and two master's mates. The two rifled pounders captured in the Talisman were mounted on board, a due complement of rifles, revolvers, ammunition, &c., supplied, and then the transformed barque fired her first gun, ran up the Confederate ensign to her peak, and amid a burst of cheering from her own crew and that of her consort, made a fresh start in life as the Confederate States sloop-of-war Tuscaloosa.
The Alabama was now bound for the Cape of Good Hope, where her faithful tender, the Agrippina, was again to meet her. On the 27th of June, however, when in lat. 20.01 S., long. 28.29 W., it was discovered that a great portion of the supposed month's supply of bread had been destroyed by weevils, and that there was not enough left for the run. A visit to some port nearer at hand thus became inevitable, and the ship's course was accordingly shaped for Rio Janeiro.