released, and the Alabama stood out to sea under easy sail.
CHAPTER XX.
_At sea again–Moulded into shape–House-cleaning–Rates of pay–A timely capture–The Parker Cook–A fix–A good night’s rest–Sangfroid –Amid jessamine bowers–Looking out for a rich prize–The Mina–“In consequence of the Alabama.”_
The Alabama was now on the look-out for a Californian steamer, and it was quite possible that in so doing she might run into a fight. However, should that be the case, there would be no disposition to shirk it. The vessel was already three months in commission; and though some of her crew had no doubt been originally a rough lot–the boys especially picked up in the streets of Liverpool, being designated by Captain Semmes as most incorrigible young rascals–three months of steady, strong-handed discipline had done wonders in reducing these rough elements to order, and making out of a set of merchant sailors, gathered here and there at random by the prospect of high pay and stirring adventure, as orderly and well-trained a crew as could be found on board many a man-of-war of twice her length of service.
All hands, then, were ready and eager for a brush with the enemy. It was necessary, of course, that the relative strength of the two ships should not be too disproportionate; but the approach of an United States ship of anything like their own force would have been hailed with delight by all on board.
Considerable excitement was occasioned when, on the second day after leaving Blanquilla, a prospect of an encounter seemed to present itself. It was still early morning when a sail was reported on the lee bow, and soon the stranger was made out to be a large side-wheel steamer, barque-rigged, and standing towards the Alabama. She was of considerably superior size, but it was determined at least to see what she was made of; and the Alabama was luffed to the wind, while preparations were made for lowering her propeller and getting her under steam. It was soon perceived, however, that the stranger was keeping quietly on her course, without paying the slightest attention to these manoeuvres; and as it was pretty certain that no enemy’s ship, so greatly superior in size, would lose so tempting an opportunity, it was at once clear that she must needs be a neutral, probably some French war-steamer bound for Martinique. So the propeller was left where it was, and the Alabama slipt away again upon her course.
At nine o’clock the same morning, the coast of Porto Rico was in sight, and a few hours afterwards the Alabama entered the Mona Passage, shortening sail as she did so to permit a barque to run up with her for the purpose of ascertaining her nationality. The barque, which proved to be English, dipped her ensign as she passed to the Stars and Stripes which were flying from the peak of the Alabama; but the compliment not being really intended for the Confederate vessel, but for her enemies, was, of course, not returned.
The Mona Passage being the regular track of United States commerce, it was looked upon as almost a certainty that at least one cruiser would be stationed for its protection. A bright look-out, therefore, was kept, and hopes again ran high of a speedy brush with the Yankees. Nothing, however, appeared; and the attention of the Alabama was for the most part devoted throughout the day to strictly domestic affairs.
To-day–says Captain Semmes, in his journal–has been a great “house-cleaning” day with the first lieutenant, who, regardless of Mona Passages, strange sails, &c., is busy with his holy-stones and sand. * * *
Gave an order to the paymaster to-day, authorising him to pay the increased rates agreed upon with the crew off Terceira, viz.
L s. Dollars. Master-at-arms per month 6 0 — 29.04 Yeoman ” 6 0 — 29.04 Ship’s steward ” 6 0 — 29.04 Ship’s corporal ” 6 0 — 26.62 Armorer ” 6 0 — 29.04
L s. Dollars. Ship’s cook per month 5 10 — 26.62 Chief boatswain’s mate ” 6 0 — 29.04 Second ditto ” 5 10 — 26.62 Gunner’s mate ” 6 0 — 29.04 Carpenter’s mate ” 6 0 — 29.04 Sailmaker’s mate ” 5 10 — 26.62 Quartermaster ” 5 10 — 26.62 Quarter gunners ” 5 10 — 26.62 Cockswains ” 5 10 — 26.62 Capt. of forecastle ” 5 10 — 26.62 Capt. of top ” 5 0 — 24.20 Capt. of aftguard ” 5 0 — 24.20 Capt. of hold ” 5 0 — 24.20 Cabin steward ” 5 0 — 24.20 Ward-room steward ” 5 0 — 24.20 Seamen ” 4 10 — 21.78 O. seamen ” 4 0 — 19.36 Landsmen ” 3 10 — 14.94 Boys ” 2 0 — 9.68
Firemen ” 7 0 — 33.38 Trimmers ” 5 0 — 24.20
_Sunday, November 30th._–Mustered and inspected the crew. At 9 A.M., sent a boat on board of a Spanish schooner twenty days from Boston, bound to the port of San Domingo. Received some newspapers by her as late as to the 13th inst. Soon afterwards another sail was discovered to leeward, beating up the coast. Ran down for her, and when within proper distance hoisted United States colours. The stranger responded with the same; whereupon, in accordance with our usual practice, we hoisted our own colours and fired a blank cartridge. This hove her to, when we sent a boat on board of her. She proved to be the barque Parker Cook, of and from Boston, bound to Cayes. This was a very timely capture, as we were running very short of provisions, and the prize was provision-laden. Got on board from her a quantity of pork, cheese, crackers, &c.; and at 10 P.M. illuminated the shores of San Domingo with a flambeau furnished by wicked men who would gladly see another San Domingo revolution in our unhappy country.
In the afternoon the weather became angry, and the wind blew fresh, raising a considerable sea. As we were in the bight of Samana, I felt a little uneasy about drifting too near the shore. These are some of the anxieties of a commander that his officers scarcely ever know anything about. Our prize was burned off Cape Raphael. I did not turn in until near midnight; was called two hours afterwards, upon having run a prescribed distance; turned in again, and had just fallen comfortably asleep, when the officer of the deck came down in great haste to inform me that a large ship was standing down directly for us. We were hove to, and as the moon had gone down, and the night was dark, I knew she must be close aboard of us. I immediately ordered the maintopsail to be filled, and hurrying on a few clothes, sprang on deck. At a glance I saw that the danger was passed, as the intruder was abaft the beam, running to leeward. Wore round and followed him.
_Monday, December 1st._–A stiff trade, with squall clouds. A whirlwind passed near us. We had just time to take in the port studding sails, which had been set in chase of the unwelcome disturber of my rest last night. The chase proved to be a Spanish hermaphrodite brig. * * * * Land in sight on the port beam, and at noon the cape just ahead.
_Tuesday, December 2nd._ * * * * Running down the land. Off the Grange at noon. Last night, at ten o’clock, a sail was reported on the port quarter, nearly astern, running down before the wind like ourselves. Having lights up, and looming up large, I called all hands to quarters and cleared the ship for action, pivoting on the port side, and loading the guns. As the stranger ranged up nearly abeam of us, distant about eight hundred yards, we discovered him to be a heavy steamer, under steam, and with all studding sails set on both sides. Here was a fix! We had no steam ourselves, and our propeller was triced up!
A few minutes, however, decided our suspense. From the quiet movement of the steamer on her course, without shortening sail, or otherwise, so far as we could see, making preparation for battle, it was quite evident that he was not an enemy. He was a ship of war–probably a Spaniard, bound from San Domingo to Cuba. My first intention was to range up alongside and speak him, and for this purpose I set the foresail and topgallant sails. But we were soon left far astern, and the stranger was out of sight long before we could have got up steam and lowered the propeller in chase.
About 3 P.M. made the island of Tortuga. A sail reported on the starboard bow, standing across our bows on the _port_ tack. Through the stupidity of the look-outs the next thing we knew was that she was off on the starboard quarter, and to windward of us, she having been on the _starboard_ tack all the while! I turned in to-night, hoping to get some rest, as I had been up the greater part of last night. But after undressing, and before getting into my cot (10 P.M.), the officer of the deck came below in a great hurry to say there was a large vessel running down on us–we were hove to–which appeared to be a steamer. Immediately ordered the officer to fill away; went on deck, and at a glance perceived that the sail was a brig running clear of us, and some distance astern.
Went below again, and this time succeeded in actually getting into bed, when I was again aroused by the announcement that a vessel, with very white canvas, was running down upon us, a little forward of our weather beam. Went on deck, filled away again, and ran on under easy sail to assist the stranger’s approach. The night squally, with showers of rain, and the wind fresh. At 1.30 A.M. the stranger approached, and we spoke him. He was a small schooner–white, as almost all the West Indian schooners are–Spanish, &c. Turned in at two o’clock, and at daybreak down came intelligence again that there were two sail in sight, and at 7 A.M., one of them being within signal distance, I had again to turn out. This night will serve as a specimen of a great many spent by me in my cruises.
_Wednesday, December 3rd._–We are cruising to-day, with the weather very fine and clear, in the passage between San Domingo and Cuba. Caused two neutral vessels to show their colours, and at noon squared away for the east end of Cuba. Where can all the enemy’s cruisers be, that the important passages we have lately passed through are all left unguarded? They are off, I suppose, in chase of the Alabama!
At 10 P.M. a barque, having come quite near us in the bright moonlight, we fired a blank cartridge to heave him to, and wore ship. As he disregarded our signal, I directed a round shot to be fired at him above his hull. This had the desired effect, our shot passing–as we learned from him afterwards–between his fore-stay and foremast. He proved to be the French barque, Feu Sacre, from Port au Prince to Falmouth.[9] When asked why he did not heave to at the first shot, he replied that he was a Frenchman, and was not at war with anybody! * * * At midnight made the light on Cape Maise.
[Footnote 9: From the boarding officer’s memoranda it appears that the master of this vessel protested vehemently against being annoyed by United States vessels–the Alabama passing in this case as the U.S. ship Wyoming.]
_Thursday, December 4th._–* * * * Standing off and on Cape Maise, waiting for our Californian friend, who should have left Aspinwall on the 1st, and should pass this point to-day or to-night. Fires banked, so as to give us steam at a short notice. Several sail passing during the day. Exercised the crew at the battery at sunset. A beautiful bright night, with the wind somewhat too fresh from the N.E. Lying to off Cape Maise. Everybody on the tiptoe of excitement, and a good many volunteer look-outs. As for myself, having put the ship in the right position, I turned in at 10 P.M., giving orders not to call me for a sail-ship, and got a good night’s rest, of which I stood very much in need.
_Friday, December 5th._–A very fine morning, with highly-transparent atmosphere. The west side of Haiti visible, though distant ninety miles. On this fine balmy morning I enjoyed exceedingly the cheerful notes of our canary. This is a little prisoner made on board one of the whalers; and sometimes at early morning I fancy myself amid “jessamine bowers,” inhaling the fragrance of flowers and listening to the notes of the wild songsters so common in our dear Southern land. May God speedily clear it of the wicked, fanatical hordes that are now desolating it under pretence of liberty and free government!
If the Californian steamers still take this route, the steamer of the 1st must have been delayed, otherwise she should have passed us last night. Several sail in sight, but I cannot yet leave my station to overhaul them, lest my principal object should be defeated. At noon, a schooner would insist on stumbling right into my path, without the necessity of a chase. I brought her to, and she proved to be United States property. She was the Mina, of and from Baltimore, for Port Maria, on the north side of Jamaica. Her cargo being English, I released her on a ransom bond for 15,000 dollars. She was of ninety tons, and thirteen years old. Kept her by me until sunset, and then permitted her to depart, having sent on board her the prisoners from the barque Parker Cook.
Our hopes of capturing a Californian steamer were considerably damped by the intelligence given us by the mate of this schooner, that these steamers no longer ran this route, but that the outward bound took the Mona Passage (?), and the homeward bound the Florida gulf passage. Still, I will wait a day or two longer to make sure that I have not been deceived.
_Saturday, December 6th._–… At 9 A.M. hoisted the propeller, and made sail to the northward and eastward. The outward-bound Californian steamer is due off the Cape to-day, if she takes this route at all; I will therefore keep the Cape in sight all day. I glean the following paragraph from a New York letter, published in a file of the _Baltimore Sun, _received from the schooner Mina:–
“The shipments of grain from this port during the past week have been almost entirely in foreign bottoms, the American flag being for the moment in disfavour in consequence of the raid of the rebel steamer Alabama!”
CHAPTER XXI.
_The Alabamans lucky day–A trial of speed–Brought to–The Ariel–Buying an elephant–Prisoners of war–Prize-money–Still on the look-out –Broken down–A dilemma–Yellow fever–Release of the Ariel –Under repair_.
Sunday again! The Alabama’s lucky day; and this time, at least, destined to be especially marked with white chalk in the annals of the ship. The morning passed calmly enough; the ship in her quiet Sabbath trim; and nothing giving token of what was about to follow, save here and there a group anxiously scanning the horizon, or eagerly discussing the chances of a rich capture before nightfall.
The forenoon wore slowly away, and five bells had just sounded, when the cry of “Sail, ho!” from the masthead put every one on the _qui vive, _the excitement growing rapidly more and more intense as bit by bit the description of the stranger became more accurate and minute. She is a steamer–and a large one! That sounded well, and the hopes of the sanguine rose higher and higher. Brigantine rigged–and a side-wheel steamer!–so far so good. This answers exactly to the description of the Californian steamers. A few minutes will decide it now; the Alabama’s canvas has some time since been snugly furled, the fires spread and well supplied with fresh fuel, the propeller lowered, and the ship’s head turned in a direction to intercept the approaching vessel. Rapidly the chase looms larger and larger, as the two swift steamers approach each other at almost top speed. And now the huge walking-beam can be plainly distinguished, see-sawing up and down between the lofty paddle-boxes, and the decks appear crowded with hundreds of passengers, conspicuous among whom are to be seen the gay dresses of numerous ladies; and–yes, surely that is the glimmer of bayonets, and that military-looking array drawn up on the hurricane-deck is a strong detachment of United States marines!
Swiftly, and in grim silence, the Alabama approached her huge but defenceless prey. From her open ports grinned the black muzzles of her six 32 pounders, each with its crew standing round, eager for the word. High above them towered the huge, black pivot-gun, while from the mizzen-peak floated the delusive Stars and Stripes, the sight of which was to tempt the stranger into a confession of his own nationality.
The _ruse_ was, as usual, successful, and as the two vessels crossed, the Alabama passing a short distance astern of the stranger, the latter also hoisted United States colours, and expectation gave way to certainty among the delighted crew of the Confederate steamer. Down came the Yankee colours from her gaff, and in its stead the white ensign of the Confederacy fluttered gaily in the breeze, while a blank shot from the Alabama’s lee bow-chaser summoned the chase to surrender. Surrendering, however, seemed to be the last thing in the chase’s thoughts. Already she was ahead of the Confederate cruiser, and trusting to her own well-known speed, appeared determined to make at least one effort to escape. She held steadily on her course, at top speed, without noticing the pursuer’s summons; the black smoke that poured in volumes from her funnel, showing no less plainly than the rapid revolutions of her paddles the strenuous exertions she was making to escape.
This state of things, however, could not last long. For a few minutes the chase was permitted to try her speed against that of her pursuer; but the latter soon found that with the highest pressure of steam she had been able to raise during the short period that had elapsed since the enemy first hove in sight, she was by no means overhauling the chase as rapidly as could be desired. So the friendly warning having been disregarded, the adoption of more peremptory measures was decided on, and a shotted gun was ordered to be fired over her.
Boom! went the Alabama’s bow-chaser, as she yawed for a moment to permit the gunner to take aim–and boom! at almost the same instant went one of her broadside guns, the enthusiastic captain of which could not contain himself until the order to fire was given, but must needs bring down upon himself a reprimand from the authorities of the quarter-deck for his precipitation. Fortunately, however, this irregular shot did no harm–not improbably, perhaps, from the very fact of its having been launched so totally without consideration. The first, however, did its errand most effectively, and the shower of white splinters that flew from the chase’s foremast as the shell, after grazing the funnel, struck full against it, afforded most satisfactory evidence of the accuracy of the line. Happily, the shell contented itself with cutting the foremast very nearly in two, and did not explode until it had passed safely overboard, otherwise the havoc created by it on the crowded deck of the steamer must have been fearful.
The hint, however, was sufficient. The paddles of the chase ceased to revolve, the huge walking-beam remained poised in midair, and the steamer rounding to, submitted herself to her captors. A boat was now lowered and, sent on board of the prize, which proved to be, as anticipated, the mail steamer Ariel, from New York to Aspinwall, having on board one hundred and forty marines on their way to join the enemy’s Pacific squadron; several military and naval officers, among the latter of whom was Commander Sartori, on his way to take command of the St. Mary’s; and about five hundred other passengers, a large proportion of whom were women and children.
The Alabama had “bought an elephant,” and now the question arose–what was to be done with her valuable but most unwieldy acquisition? The first step, of course, was to send a prize crew on board. The second to transfer to the Alabama sundry important matters, such as the ship’s papers, three large boxes of specie, a 24 pounder rifled gun, 125 new rifles, 16 swords, and about 1,000 rounds of ammunition. The marines and officers were then put on parole, the former being disarmed, and all pledged not to fight again against the Confederate States until they should be regularly exchanged.
But this done, Captain Semmes’ task was not half accomplished. There was still the ship herself to be disposed of, and with her the remaining five hundred and odd passengers, including among their number a large proportion of women and children. What was to be done? It was clear he could not fire the ship until all these were safely out of her. It was at least equally clear that, squeeze and contrive how he would, he could not possibly transfer such a host of prisoners to his own already sufficiently crowded decks. His only choice, then, was either to release the captured vessel at once, upon a ransom bond, or to keep her by him for a time in the hope that something might turn up to obviate the necessity of so unsatisfactory a step. Captain Semmes decided upon the latter course, and detaining the captain of the Ariel on board his own ship, sent a prize crew to take charge of the Ariel, with orders to keep company with the Alabama through the night.
This done, the Alabama returned under easy sail to her station off the Cape, still anxiously looking out for the homeward-bound steamer, which would of course prove a very far richer prize than the one home-bound vessel he had captured. The following afternoon the precaution was taken of disabling the captured vessel, by removing from her engines the “bonnet of the steam chest and a steam valve,” which were sent into safe custody on board the Alabama; care being also taken to prevent the Ariel from availing herself of her sails as a means of escape should-the Alabama have to start off in pursuit of her homeward-bound consort.
No homeward-bound steamer, however, appeared, and it was now determined to convey the Ariel into Kingston, Jamaica, where it was proposed to land the passengers, and after providing the Alabama, from the prize, with coal, provisions, and other matters of which she stood in need, to take her out again to sea and burn her. With this view the portions of the machinery which had been removed during the night were restored to their places, and the two vessels made sail towards Jamaica, on or about the line which it was supposed would be taken by the Californian steamer.
The next morning was fine, and, with the prize in company, the island of Navaza was made at about 9.30 A.M., on the port bow; and five hours afterwards the two steamers were in sight of the east end of Jamaica. By half-past seven that evening, the Alabama was within about nine miles of Point Morant Light, and checked her speed to enable the prize to come up with her.
And now a catastrophe occurred which, but for the most careful and excellent management, might have had most serious results. At about eight o’clock in the evening chase was given to an hermaphrodite brig, on coming up with which a blank cartridge was fired, and a boat despatched to board her and examine her papers. At this moment, up came the engineer to report that the engine had suddenly become entirely useless from the giving way of some of the valve castings, and that twenty-four hours, at least, would be required before the damage could be repaired. At this untoward intelligence, the captain’s first thought was of the chase, and, casting a rapid glance in that direction, to his equal amazement and disgust, he perceived that she had not obeyed the signal to heave to, but was still standing quietly upon her course!
Here was, indeed, a pleasant predicament. Not a step could he stir in pursuit, nor did he dare fire a shot after the departing vessel, for fear, in the darkness of the night, of sending to the bottom his own boat, which was now in full pursuit of her. What if the boat should be led away too far in the ardour of the chase, and of course taking for granted that as soon as the brigantine’s contumacy was discovered, the Alabama herself would at once be after her? What, too, if the Ariel should get scent of her captor’s predicament, and take this favourable opportunity of showing her a clean pair of heels, carrying off the unlucky prize crew as a running horse might carry off the unskilful rider who had imprudently bestridden it?
The moment was an anxious one, and great was the relief to the minds of all who were in the secret, when the welcome sound of oars working regularly backwards and forwards in their rowlocks was again heard, and the boat returned, having managed to overhaul the stranger; the wind having fortunately fallen too light for her to escape.
The chase proved to hail from one of the German States, and was just out of Kingston. According to her statement, this latter port was now suffering from a severe visitation of yellow-fever. This intelligence caused an entire change in the Alabama’s plans. It had been Captain Semmes’ intention to run into Kingston, and endeavour, at all events, to obtain permission to discharge his numerous prisoners; this being, apparently, the only way in which he could hope to disencumber himself of them, except by releasing the ship at the same time. To turn some seven hundred prisoners, however, many of them delicate women and children, adrift in a place known to be suffering from the fearful scourge of yellow-fever, would have been an act of inhumanity of which the Confederate captain was quite incapable. Sorely to his disappointment, therefore, he felt himself compelled to abandon the Kingston scheme, and forego the pleasure of making a bonfire of the splendid steamer that had fallen into his hands. It is an ill wind that blows nobody any good, and to the yellow-fever were the passengers by the Ariel indebted for an uninterrupted voyage, and her owners for the preservation of their valuable vessel.
The question once decided in favour of the Ariel’s release, it was, of course, under existing circumstances, an object of no small importance to get the matter concluded as speedily as possible. Had she only known her captor’s crippled condition she would have had nothing to do but just to have steamed quietly away, taking the prize-crew with her as compensation for the inconvenience to which she had been put by her detention. And any moment might reveal the all-important secret; so without delay, a boat was again sent on board for the master, who was evidently not a little relieved on being told that the vessel was to be released.
Some little discussion now arose as to the amount of ransom to be exacted, but both parties were equally, though not as openly, anxious to conclude the transaction; and the amount was finally fixed at 261,000 dollars–a handsome sum, indeed, but one by no means exorbitant, when the value of the vessel to be ransomed is taken into consideration.
The bond duly signed, and safely deposited among the other securities of the kind, Captain Semmes breathed more freely, and a feeling of satisfaction at having steered safely through a situation of such difficulty, offered some slight compensation for the disappointment arising from the enforced release of the prize. The two vessels now parted company; all parties, both civil, naval, and military, on board of the Ariel, uniting their testimony in eulogy of the quiet, orderly, and respectful conduct of their unwelcome guests. So with mutual amenities the two courteous enemies parted, the Ariel steering a course to the S.S.W., the Alabama still hard at work in the repairs of her machinery, standing off and on within easy distance of the Jamaica coast, and keeping as far as possible from the track of vessels until the untoward disaster should be repaired.
CHAPTER XXII.
_Again ready–Gloomy weather–A Norther–The Arcas–The second Christmas at sea–The war–Plymouth rock leaven–On the lonely island–“Splicing the main-brace”–Searching for shells–Tired of hard service–In irons–Well disciplined–A phenomenon–The new year–In memoriam–To sea again_.
The exciting episode of the Ariel was followed by a period altogether devoid of incident, though by no means destitute either of interest or anxiety for those on board the Alabama. From daybreak to dusk the click of the hammer, and the shrill screaming of the file, arose incessantly from the engine room, as the engineer and his staff laboured without a pause to repair the damage to the machinery. The task proved even longer than had been anticipated, and it was not until the afternoon of the third day that the mischief had been finally remedied, and the Alabama was pronounced in a condition to resume with safety her destructive career.
Meanwhile, a brighter look-out than ever was kept from her mastheads. There was still a possibility–though but a slight one–of falling in with the homeward-bound Californian, for which they had been waiting so long and so anxiously; whilst it was more than ever necessary to care against surprise from any of the enemy’s cruisers, who might fairly be expected to be in considerable force somewhere in the neighbourhood.
The northern shores of Jamaica, however, off which the Alabama was now lying, standing along the coast, under easy sail during the day, and at night laying her maintopsail to the mast, appeared to be but little frequented by vessels of any kind, and the cruiser was permitted to carry on her repairs without a single interruption in the way of either a chase, or a call to quarters. And it was perhaps as well that such an interval of rest should have been afforded after the severe strain of the previous few days. For Captain Semmes, at all events, it was a great boon, for on that officer’s never very robust constitution, the continued anxiety and constant night-calls on deck, in wind and rain, had had a very serious effect, and he was fairly laid up with cold and fever.
The evening of Friday, December the 12th, saw the repairs of the machinery of the vessel completed, the Alabama being at, nightfall about opposite to the little town of St. Anne’s. That evening the crew were exercised at quarters; and the next day, after a thorough cleaning of the decks, &c., the vessel ran away to the westward of the Island of Jamaica, _en route_ for another point of rendezvous, at which to take in fresh coal, and other needful supplies.
* * * * *
_Saturday, December 13th._–… Nothing in sight, and I intend to see nothing–unless it be a homeward-bound Californian steamer–at present, as it is important I should make the run I contemplate without being traced. I should have much liked to touch at the Caymans for fruit and vegetables for the crew, but forbear on this account.
* * * * *
_Monday, December 15th.–_Fresh trade, ship rolling along under topsails. This running down, down, the ever-constant trade wind–to run _up_ against it, by and by, under steam–is not very pleasant. Still, God willing, I hope to strike a blow of some importance, and make my way safely out of the Gulf.
_Wednesday, December 17th._–The wind blew quite fresh during the night from about N.E. by N. To-day it is blowing a moderate gale from about N.N.E. This is probably a _norther_ from the American coast, modified by its contact with the N.E. trade wind. The clouds look hard and wintry. Close-reefed at nightfall…. The gale has continued all day, with a rough sea, in which the ship is rolling and tumbling about. Weather cloudy and gloomy-looking, and the wind moaning and whistling through the rigging–enough to give one the blues. These are some of the comforts of sea-going, and we have had our share of them in the Alabama.
_Thursday, December 18th._–The gale continues, with dense clouds in every direction obscuring the heavens so that we get no meridian altitude. I got a glimpse of the sun at about nine minutes past noon. When one’s ship is in a doubtful position, how eagerly and nervously one watches the shifting clouds near noon, and how remorsely they sometimes close up their dense masses just at the critical moment, shutting out from us the narrowly-watched face of the sun! One is foolish enough sometimes almost to feel a momentary resentment against inanimate nature–weak mortals that we are!
The gale has drifted us so far to leeward that the wind from its present quarter will no longer permit us to “lay through” the Yucatan passage, so at 2 P.M. we tacked to the southward and eastward. Weather still thick in the afternoon, with light rain at intervals. We had a very ugly sea lashing us this morning–the ship rolling so heavily as to awaken me frequently, though I sleep in a swinging cot; and the water swashing over the decks, and rushing by bucketsful down the companion-way, which we are obliged to keep open to avoid being smothered.
_Friday, December 19th._–The gale continues with the tenacity of a norther, this being the third day. This is but a foretaste of the weather we may expect in the Gulf of Mexico. Being now in the Gulf of Honduras, there is but a small strip of land between us and it.
_Saturday, December 20th._–As ugly a day as one often sees, with a great variety of wind and weather. In the morning the wind was fresh from the N.E., with flying clouds, and a bright sun, now and then obscured. At about 9 A.M. a cloud bank in the north began to rise, and by 11.30 we had a densely overcast sky, with heavy rain-squalls. I was running for Cape Catoche, and was greatly disappointed at not getting a meridian altitude, especially after the promise of the morning. At about 11.30 made the land–two islands, as described by the man at the masthead. At 4 P.M. sounded in twenty-eight fathoms. Weather threatening a gale. At six, double-reefed the topsails, and sounded in twenty-five fathoms. I shall endeavour to feel my way around the Cape, and gradually bear up for the westward. The bank is apparently clean and safe, but still groping one’s way in the dark in strange waters is a somewhat nervous operation.
_Sunday, December 21st_.–We doubled Cape Catoche very successfully last night, hauling around it gradually in from twenty-five to thirty fathoms, and ran along in the latter depth all night, course W. and W. by S., sounding every hour. The wind blew half a gale, and the weather looked threatening. This morning the wind hauled more to the eastward, and moderated somewhat. The sky still looks wintry, and the sun sheds a lurid light through a semi-transparent stratum of dull grey clouds. At 11 A.M. mustered the crews and at meridian passed a large steamer (hull down) steering to the eastward, probably a French ship of war from Vera Cruz.
_Monday, December 22nd._–Ran on during the night in a very regular line of soundings of twenty fathoms, on a W.S.W. course. At 9 P.M., having run within about twenty miles of the Areas, anchored for the night in twenty fathoms.
_Tuesday, December 23rd._–At 9 A.M. called all hands up anchor; and at ten we were under way, steering W.S.W.; at meridian observed six miles to the northward of the Areas, and altered course to S.W. At 1.30 P.M. made the Areas half a point on the starboard-bow, distant about twelve miles; and at sunset came to anchor in eleven fathoms of water, with the south Area bearing N.W. by N. In the course of the afternoon our coal-ship, which I had ordered to rendezvous here, hove in sight, and joined us at the anchorage a few minutes after we came to.
_Wednesday, December 24th._–In the forenoon went out of the harbour, and examined the entrances and anchorage. The dangers are all visible, and it is only necessary to give a berth to the reefs that make off from the points. There is an inner reef making off to the westward from the northern island; but it, like the other, is visible, and there is no danger whatever in approaching it. The Areas are three low keys, lying in a triangle; the northern key being the largest. We found a hut on this latter key, a boat hauled up on the island, a net inside the hut, a boiler or two for trying out oil, and other evidences of the inhabitancy of fishermen or turtlers; but this not being the season for these pursuits, everything had apparently been abandoned for some time. Numerous birds of the gull species were the only living things found in the island, and of these there were varieties of old birds and their fledglings, and some of the former were still laying and sitting. They seemed to have no fear of our men, and suffered themselves to be caught by the hand, and knocked on the head with sticks. The vegetation found was on the larger island, and on that it consisted of a dense carpeting of sea-kale–not a shrub of any kind. In the transparent waters on the inner reef, a great variety of the living coral was found in all its beauty, imitating the growth of the forest on a small scale. At P.M. we got under way, and stood in and anchored under the south side of the larger island in nine fathoms, and moored ship with an open hawse to the north.
We entered by the S.E. passage between the south and the north islands. The barque followed us, coming in by the S.W. passage between the south and the west islands, and anchored a little to the S.E. of us. Our anchorage is open to the S.E., but at this season it does not blow from that quarter, and probably would not bring in much sea if it did. We feel very comfortable to-night in snug berth.
_Thursday, December 25th_.–Christmas-day!–the second Christmas since we left our homes in the Sumter. Last year we were buffeting the storms of the North Atlantic, near the Azores; now we are snugly anchored, in the Arcas: and how many eventful periods have passed in the interval! Our poor people have been terribly pressed in this wicked and ruthless war, and they have borne privations and sufferings which nothing but an intense patriotism could have sustained. They will live in history as a people worthy to be free; and future generations will be astonished at the folly and fanaticism, wickedness and want of principle, developed by this war among the Puritan population of the North. And in this class may nine-tenths of the native population of the Northern States be placed, to such an extent has the “Plymouth Rock” leaven “leavened the whole lump.” A people so devoid of Christian charity, and wanting in so many of the essentials of honesty, cannot but be abandoned to their own folly by a just and benevolent God.
Our crew is keeping Christmas by a run on shore, which they all seem to enjoy exceedingly. It is, indeed, very grateful to the senses to ramble about over even so confined a space as the Arcas, after tossing about at sea in a continued state of excitement for months. Yesterday was the first time I touched the shore since I left Liverpool on the 18th August last, and I was only one week in Liverpool after a voyage of three weeks from the Bahamas; so that I have in fact been but one week on shore in five months. My thoughts naturally turn on this quiet Christmas-day, in this lonely island, to my dear family. I can only hope, and trust them to the protection of a merciful Providence. The only sign of a holiday on board to-night is the usual “splicing of the main-brace”–_Anglice_, giving Jack an extra allowance of grog.
_Friday, December 26th._–* * * Weather fine, but the barometer has gone down the tenth of an inch to day, and is now (7 P.M.) 29.96. I shall begin to look for a norther in about twenty-four hours. We commenced caulking our leaky decks to-day, and despatched the launch to assist in ballasting the barque. I strolled on the islands to-day, and amused myself searching for shells along the beach. There are some very pretty diminutive shells to be found, similar to those on the Florida coast; but none of a larger size than the common “conch,” of which there are a few. We have made free with the turtle nets of the fishermen found in the huts, and have set them. As yet, we have only caught two or three small turtle. I landed on the south island to-day, where they are getting off ballast. This islet is occupied exclusively by the black man-of-war bird; whilst the north islet seems to be divided between the white gannet (with the lower edges of its wings black) and the black warrior; the colonies being quite distinct. The birds are still laying and incubating.
_Saturday, December 27th_.–The barometer has risen again, and the weather still continues fine. Ballasting the barque, and overhauling and setting up our topmast and lower rigging, and caulking decks. Took a stroll in the north island towards sunset. It is dull recreation after the novelty has worn off, with the somewhat tough walking through the sand, and the smell and filth of the clouds of gannet.
_Sunday, December 28th_.–Weather cloudy, with the wind from the N.E. At 8.30 descried a schooner from aloft in the N.W., the first sail we have seen, and quite an unexpected sight at this season of the year. After we had armed and manned the cutter, to board the sail when it should heave in sight from the deck, it was ascertained that the look out had been deceived, and that the supposed sail was probably a cloud in the horizon, it having suddenly disappeared.
At 11 A.M. mustered the crew and inspected the ship. A quiet Sabbath. Strolled on the island towards sunset, with the gannets for companions, the surf for music, and the heavy sand for a promenade. The weather cleared at nightfall, with the breeze fresh from the N.N.E. Some of the men are getting tired of their hard service; the chief boatswain’s-mate having applied to return to England in the barque. Refused him permission, of course. Constant cruising, vigilance against being surprised by the enemy, salt provisions, and a deprivation of the pleasures of port, so dear to the heart of a seaman, are probably what most of them did not expect. A tight rein and plenty of work will cure the evil.
_Monday, December 29th_.–Weather clear and fine. At daylight hauled the barque alongside, and commenced coaling. Another seaman got drunk to-day, and seized his bag to go on board the barque to return to England. Confined him in double irons. Many of my fellows no doubt thought they were shipping in a sort of privateer, where they would have a jolly good time and plenty of license. They have been wofully disappointed, for I have jerked them down with a strong hand, and now have a well-disciplined ship of war, punishment _invariably_ follows immediately on the heels of the offence. It has taken me three or four months to accomplish this, but when it is considered that my little kingdom consisted of one hundred and ten of the most reckless from the groggeries of Liverpool, this is not much.
_Tuesday, December 30th_.–The weather still continues remarkably fine, with a moderate breeze from the E.S.E. We finished coaling to-day, and hauled the barque off in the afternoon. Getting ready generally for our dash at the enemy’s coasts; or rather, at the enemy on our own coasts, of which he is in possession. A brig hove in sight to-day to the S. and E., approaching the islands on the starboard tack, until she became visible from the bridge, and then tacking–probably a Frenchman, making way from Vera Cruz to the eastward on the banks. Took my usual afternoon stroll on shore. About nightfall, the sky assumes a peculiarly lurid aspect, becoming dark overhead, whilst the western horizon is lighted up with the rays of the setting sun, although there is not a cloud visible. One witnessing such a scene elsewhere would fancy himself on the eve of a storm; I attribute it to the reflection from the green waters of the bank. We have cleared away all the old eggs from the gannets’ nests, and these prolific layers are now supplying us with fresh. Of fish we can catch none, except by trolling. We have no better success with our turtle nets.
_Wednesday, December 31st_.–The weather has been good all day, though we have had a heavy surf on all the reefs, indicating that there is a gale somewhere in our vicinity–probably a norther, along the Mexican coast to the west of us. The wind is at N.N.E. and moderate, and the barometer has been rising all day, though it has not been a tenth below 30.21; it is now (4 P.M.) 30.15, so we shall probably not feel the gale here.
_Thursday, January 1st_.–The first day of the new year. What will it bring forth? The Almighty for a wise purpose hides future events from the eyes of mortals, and all we can do is to perform well our parts, and trust the rest to His guidance. Success, as a general rule, attends him who is vigilant and active. It is useful to look back on the first day of the new year and see how we have spent the past; what errors we have committed, and of what faults we have been guilty, that we may in the future avoid the one and reform the other.
Although the wind blew pretty fresh during the past night, we did not feel the gale in any force; and to-day it has moderated, and the weather become fine again. Still caulking and painting. The former seems to be an interminable job with our small gang of caulkers. In the afternoon a brig approached the island, near enough to be seen, hull up, from the deck. She was beating up the bank to the eastward probably from Vera Cruz.
_Friday, January 2nd_.–The wind has been fresh all day from the eastward, bringing in some sea, and as we have been riding across the tide, the ship has had some motion. Caulking and painting, tarring down and squaring ratlines, &c. Commenced condensing water to supply the barque for her return voyage to England. I must get to sea on Tuesday, though I fear we shall not have finished caulking; but Banks’ expedition must be assembling off Galveston, and time is of importance to us if we would strike a blow at it before it is all landed. My men will rebel a little yet. I was obliged to-day to trice one of them up for a little insolent behaviour.
_Saturday, January 3d_.–A gale opened after all from the S.E., which I had hoped to escape, so rare is it to have blows from this quarter at this season of the year. We have veered to forty-five fathoms on each chain, and are in six fathoms water astern (there being nine where the anchors are), and are tailing directly on the surf, with a few hundred feet only between us and it, which of course makes me feel a little solicitude. We are open to the S.E. winds, though these blow over the bank from landwards. Still the water is deep and the land distant, and a considerable sea comes in. I have ordered the fires to be lighted under another boiler to guard against accidents. The Arcas are a dirty little anchorage for large ships, being but an open roadstead, affording good shelter only from the north. There is a very small basin between the two reefs, running off from the northern island, fit for very small vessels, where they could be made secure against northerly and southerly winds; but everywhere they would be exposed more or less to wind from the westward.
_Sunday, January 4th_.–Weather clear, with the wind fresh from the S.E., dying away in the afternoon. Having determined to get to sea this evening, we commenced getting our coal-bags on board from the barque, omitting the usual Sunday muster. Busy with the seamen, as usual on such occasions, sending home their allotments, &c. The weather begins to portend a norther, so I have directed the engineer to hold on with his steam for the present.
_Monday, January 5th_.–It did not blow last night as I expected. This morning the wind has gone round again. I cannot wait longer for the norther,[10] so I must get under way. At 11 A.M. got under way, and stood out from the anchorage under steam. Let the steam go down, hoisted the propeller, and put the ship under sail.
[Footnote 10: One of the officers of the Alabama enters in his journal that on this day, in anticipation of news being received of Lincoln’s proclamation, a tombstone, consisting of a board about four feet in length and two in breadth, was sent on shore and placed in the most prominent position the largest island afforded. Inscribed on the tombstone, in black letters on a white ground, was the following:–“In memory of Abraham Lincoln, President of the late United States, who died of nigger on the brain, 1st January, 1863.”–“No. 290.” Upon a piece of paper, protected from the weather, was written in Spanish–“Will the finder kindly favour me by forwarding this tablet to the United States Consul, at the first point he touches at?” This affair originated with, and was executed by, the steerage officers.]
CHAPTER XXIII.
_Another mission–General Banks’ expedition–To Galveston–Sunday the 11th of January–A small mistake–Preparing for action –The Hatteras–A fight in the dark–Sharp and decisive–Surrender –Rescue of the crew–Sunk!–Casualties–Out of the hornet’s nest._
Contrary to her usual aspirations, the principal wish of the Alabama, as she started on this fresh cruise, was to reach her destination without having seen a single vessel. She was now in fact on a service of a kind altogether different from that which had yet occupied her. In his address to the crew, upon taking command off Terceira, Captain Semmes had promised that the first moment they were in a condition of training and discipline, to enable them to encounter the enemy, they should have an opportunity of doing so. That time had come, and laying aside for a short period her more especial _role_ of annihilating as rapidly as possible the enemy’s commerce, the Alabama set steadily out in search of a fight.
The grand expedition of General Banks, which had been the subject of so much speculation in the United States, and of which their newspapers had long before duly informed the Confederate cruiser, seemed to offer the most favourable opportunity possible for such an enterprise. The expedition would, of course, be accompanied by one or more armed vessels, but the principal portion of it would be composed of troop-ships, crowded with the enemy’s soldiers; and should the Alabama but prove victorious in the fight, these transports would be a prize of more practical importance than all the grain and all the oil ever carried in a merchantman’s hold.
It was a daring adventure certainly. To steer, with a solitary light-armed sloop, close upon a coast, blockaded from north to south, by hundreds of armed vessels, in deliberate quest of a squadron, not improbably four or five times stronger than herself, was an act of almost reckless hardihood, fully in keeping with the rest of the Alabama’s career. The event indeed proved the full danger of the adventure; whilst, at the same time, nothing could have more clearly showed how utterly groundless were the dastardly imputations upon the courage and prowess of her crew, poured out daily from the foul-mouthed organs of the Northern press. There could be no question of the fighting qualities, or disposition, of the Confederate cruiser, after such a test as this.
For five days the Alabama kept steadily on her course for Galveston, where she expected to find the fleet of which she was in search. At length, on Sunday, the 11th January–her “lucky day”–the moment so anxiously looked for came.
* * * * *
Our position at noon–writes Captain Semmes–put us just within thirty miles of Galveston, and I stood on, intending either just to sight the shipping at a great distance, without being seen myself, or else to anchor just out of sight until the moon should rise the following night, which would be about half-past eleven, and then run in, and attack, as I hoped, “Banks’ expedition.” Owing, however, to a little carelessness in the look-out at “masthead,” we were permitted to approach the ships anchored off the bar in such plain sight, before they were announced, that we were discovered, although we tacked immediately and stood off, in the hopes of eluding the vigilance of the enemy.
There were three ships found lying off the bar–one heavily-sparred ship, which our look-out took for a sail frigate, but which afterwards proved to be the Brooklyn steamer, our old friend that chased us in the Sumter, and two steamers supposed to be propellers. Very soon one of the steamers was seen to be getting up steam, and in about an hour and a half afterwards she was reported to be under weigh, standing out for us.
I lowered the propeller, and directed steam to be got in readiness, and awaited the approach of the stranger, who overhauled us very slowly, and seemed to reconnoitre us, as he came along, with great caution.
All this time we were standing on under topsails away from the bar, and the stranger was approaching us stern on. I gave my ship a little motion with the engine occasionally, both to draw the enemy–for I, of course, supposed him to be such–away from his consorts, so that in case of a conflict the latter might not hear our guns, and to prolong the time until dark to enable me to take in my topsails, and close with him in so short a time that the movement should not be noticed by him until too late to escape, which I feared he might attempt, if he saw me turn upon him with the intention of pursuing him.
Accordingly, soon after dark–the enemy in the meantime having approached us so near as not to endanger our losing sight of him–I clewed up, and furled the topsails, beat to quarters, and doubled suddenly upon the stranger. He came in quite boldly, and when within hailing distance of us, hailed us, and inquired–
“What ship is that?”
“Her Majesty’s ship Petrel. What ship’s that?”
To this inquiry there was no reply, and although we repeated it several times there was no rejoinder.
During the colloquy, I endeavoured to place myself in a raking position astern of him, which he as carefully avoided by keeping his broadside to me. From this manoeuvre I knew him pretty certainly to be an enemy, and having approached to within about two hundred yards, I directed my First Lieutenant to repeat the question. “What ship’s that?” was accordingly again shouted, and this time there was a reply.
We distinctly heard that he was an United States something or other, but the name we could not make out. I then directed the First Lieutenant to tell him that this was the Confederate States steamer Alabama, and to open fire on him immediately, which we did from our starboard battery. He returned our fire in a minute or two, and the action was thus commenced.
We continued to run side by side at a distance ranging from two to five hundred yards, both of us keeping up a rapid fire of both artillery and rifles, when, after the lapse of thirteen minutes, the enemy fired two guns from his off, or starboard side, and showed a light above his deck in token of his being whipped.
At once we ceased firing, and approaching him still nearer, asked him if he surrendered and needed assistance. To both of these questions he replied in the affirmative, and we immediately despatched our quarter boats to him; these, with his own four boats, were busily employed in transporting the crew on board, which had only been accomplished when the ship went down.[11]
[Footnote 11: United States Consulate, Kingston,
Jamaica, Jan., 21, 1868.
SIR,–It is my painful duty to inform the Department of the destruction of the United States steamer Hatteras, recently under my command, by the rebel steamer Alabama, on the night of the 11th instant, off the coast of Texas. The circumstances of the disaster are as follows:–
Upon the afternoon of the 11th inst., at 2.30 P.M., while at anchor in company with the fleet under Commodore Bell, off Galveston, Texas, I was ordered by signal from the United States flag-ship Brooklyn to chase a sail to the southward and eastward. I got under weigh immediately, and steamed with all speed in the direction indicated. After some time, the strange sail could be seen from the Hatteras, and was ascertained to be a steamer, which fact I communicated to the flag-ship by signal. I continued the chase, and rapidly gained upon the suspicious vessel. Knowing the slow rate of speed of the Hatteras, I at once suspected that deception was being practised, and hence ordered the ship to be cleared for action, with everything in readiness for a determined attack and a vigorous defence.
When within about four miles of the vessel, I observed that she had ceased to steam, and was lying broadside and awaiting us. It was nearly seven o’clock, and quite dark; but notwithstanding the obscurity of the night, I felt assured, from the general character of the vessel and her manoeuvres, that I should soon encounter the rebel steamer Alabama. Being able to work but four guns on the side of the Hatteras–two short 32 pounders, one 30 pounder rifled Parrot gun, and one 20 pounder rifled gun,–I concluded to close with her that my guns might be effective, if necessary.
I came within easy speaking range–about seventy-five yards–and upon asking “What steamer is that?” received the answer, “Her Britannic Majesty’s ship Petrel.” I replied that I would send a boat aboard, and immediately gave the order. In the meantime the vessels were changing positions, the stranger endeavouring to gain a desirable position for a raking fire. Almost simultaneously with the piping away of the boat the strange craft again replied, “We are the Confederate steamer Alabama,” which was accompanied with a broadside. I at the same moment returned the fire. Being well aware of the many vulnerable points of the Hatteras, I hoped, by closing with the Alabama, to be able to board her, and thus rid the seas of the piratical craft. I steamed directly for the Alabama, but she was enabled by her great speed and the foulness of the bottom of the Hatteras, and consequently her diminished speed, to thwart my attempt when I had gained a distance of but thirty yards from her. At this range musket and pistol shots were exchanged. The firing continued with great vigour on both sides. At length a shell entered amidships in the hold, setting fire to it, and at the same instant –as I can hardly divide the time–a shell passed through the sick bay, exploding in an adjoining compartment, also producing fire. Another entered the cylinder, filling the engine-room and deck with steam, and depriving me of my power to manoeuvre the vessel, or to work the pumps, upon which the reduction of the fire depended.
With the vessel on fire in two places, and beyond human power, a hopeless wreck upon the waters, with her walking-beam shot away, and her engine rendered useless, I still maintained an active five, with the double hope of disabling the Alabama and attracting the attention of the fleet off Galveston, which was only twenty-eight miles distant.
It was soon reported to me that the shells had entered the Hatteras at the water-line, tearing off entire sheets of iron, and that the water was rushing in, utterly defying every attempt to remedy the evil, and that she was rapidly sinking. Learning the melancholy truth, and observing that the Alabama was on my port bow, entirely beyond the range of my guns, doubtless preparing for a raking fire of the deck, I felt I had no light to sacrifice uselessly, and without any desirable result, the lives of all under my command.
To prevent the blowing up of the Hatteras from the fire, which was making much progress, I ordered the magazine to be flooded, and afterwards a lee gun was fired. The Alabama then asked if assistance was desired, to which an affirmative answer was given.
The Hatteras was then going down, and in order to save the lives of my officers and men, I caused the armament on the port side to be thrown overboard. Had I not done so, I am confident the vessel would have gone down with many brave hearts and valuable lives. After considerable delay, caused by the report that a steamer was seen coming from Galveston, the Alabama sent us assistance; and I have the pleasure of informing the Department that every living being was conveyed safely from the Hatteras to the Alabama.
Two minutes after leaving the Hatteras, she went down, bow first, with her pennant at the masthead, with all her muskets and stores of every description, the enemy not being able, owing to her rapid sinking, to obtain a single weapon.
The battery upon the Alabama brought into action against the Hatteras numbered nine guns, consisting of six long 32 pounders, one 100 pounder, one 68 pounder, and one 24 pounder rifled gun. The great superiority of the Alabama, with her powerful battery, and her machinery under the water-line, must be at once recognized by the Department, who are familiar with the construction of the Hatteras, and her total unfitness for a conflict with a regular built vessel of war.
The distance between the Hatteras and the Alabama during the action varied from twenty-five to one hundred yards. Nearly fifty shots were fired from the Hatteras, and I presume a greater number from the Alabama.
I desire to refer to the efficient and active manner in which Acting-master Porter, executive officer, performed his duty. The conduct of the Assistant-surgeon, Edward S. Matthews, both during the action and afterwards, in attending to the wounded, demands my unqualified commendation. I would also bring to the favourable notice of the Department Acting-master’s mate McGrath, temporarily performing duty as gunner. Owing to the darkness of the night and the peculiar construction of the Hatteras, I am only able to refer to the conduct of those officers who came under my especial attention; but from the character of the contest, and the amount of damage done to the Alabama, I have personally no reason to believe that any officer failed in his duty.
To the men of the Hatteras I cannot give too much praise. Their enthusiasm and bravery were of the highest order.
I enclose the report of Assistant-surgeon E.S. Matthews, by which you will observe that five men were wounded and two killed. The missing, it is hoped, reached the fleet at Galveston.
I shall communicate to the Department, in a separate report, the movements of myself and my command from the time of our transfer to the Alabama until the departure of the earliest mail from this place to the United States.
I am, very respectfully, your obedient servant,
H.C. BLAKE,
Lieutenant Commanding.
Hon. Gideon Welles, Secretary of the Navy, Washington.
For a further account of this action from the journal of one of the junior officers, see Appendix.]
The prize proved to be the United States gunboat Hatteras, Lieut.-Commanding H.C. Blake, which officer came on board after his crew had been transported, and delivered up his sword. I said to him:–
“I am glad to see you on board the Alabama, and we will endeavour to make your time as comfortable as possible.”
The Hatteras had the following armament, viz.:–32 pounders of 27 cwt., 4; 30 pounders, rifled, 2; 20 pounders, rifled, 1; 12 pounders, howitzer, 1: total, 8.
The armament of the Alabama was:–32 pounders of 52 cwt., 6; 100 pounders, rifled, 1; 24 pounders, rifled, 1; 8-inch shell gun, 1: total, 9.
A great disparity in weight of metal in our power; but we equalized this to a considerable extent by the fair fight which we showed the enemy in approaching him so very close as to render his small guns almost as efficient as larger ones.
The tonnage of the Hatteras was eleven hundred tons; material, iron, with watertight compartments; age, eighteen months. Her crew numbered a hundred and eight men, and eighteen officers; our own numbering a hundred and eleven men, and twenty-six officers.
The casualties on both sides were slight. On board the enemy two were missing (firemen), supposed to have been killed in the fire-room, and three wounded, one of them severely, and two slightly. On board ourselves, only two slightly wounded.
After the action had been over an hour or more, and whilst I was steaming off on my course, it was reported to me that a boat of the enemy, containing an acting master and five men, which had been lowered before we opened fire upon him, to board “Her Majesty’s steamer Petrel,” had escaped. As the sea was smooth and the wind blowing gently towards the shore, distant only about nineteen miles, this boat probably reached the shore in safety in five or six hours. The night was clear and starlit, and it would have no difficulty in shaping its course. But for these circumstances, I should have turned back to look for it, hopeless as this task must have proved in the dark. The weather continued moderate all night, and the wind to blow on shore.
It was ascertained that Galveston had been retaken by us, and that the Brooklyn and four of the enemy’s steam-sloops were off the port, awaiting a reinforcement of three other ships from New Orleans to cannonade the place. So there was no “Banks’ expedition,” with its transports, heavily laden with troops, &c., to be attacked, and but for the bad look-out of our man at the masthead, we should have got instead into a hornet’s nest.
CHAPTER XXIV.
_Crowded with prisoners–Chasing a friend–At Jamaica–Enthusiastic reception–Rest on shore–Speech making–Up anchor!–A prize–Case of the Golden Rule–Reinstating the discipline–Capture of the Chastelain–San Domingo–The Palmetto–Men of the day in the United States._
The Alabama’s little fighting holiday was over, and she returned to her appointed task of annoying the enemy’s commerce. Her course lay towards Jamaica, the captain being anxious to relieve himself as soon as possible of the nest of prisoners that crowded his decks, and were necessarily the occasion of considerable inconvenience to both men and officers. The latter especially were most uncomfortably crowded, the captain setting the example of self-sacrifice, by giving up his state-room for the benefit of Lieutenant Blake, Commander of the sunken Hatteras.
It may be supposed that, under these circumstances, the Alabama was not very anxious to increase the number of her involuntary passengers. Still duty was duty, and when, on the day following the engagement, a sail was reported from aloft, chase was at once given, and expectation again on tiptoe at the thought of a prize. No prize, however, was to be taken that day. At about half-past two, the Alabama came within signal-distance of the chase, and was already busy exchanging the usual information, when the “stranger” barque was discovered to be no other than their old friend and faithful tender the Agrippina; and the Alabama continued her course, not a little amused at her own blunder in thus chasing her most particular friend.
Another week passed by with no event of interest, the Alabama working her way towards Jamaica, through a succession of more or less heavy gales, which, in the crowded state of the ship, were anything but comfortable. On the 20th January, she sighted land a little before daybreak, passing Portland at about 3 P.M., and arriving off the lighthouse on Plum Point at half-past four. Here French colours were displayed in case of accident, and a gun fired for a pilot. At about halt-past six, that important individual made his appearance, and in about three-quarters of an hour more the Alabama was safely at anchor in Port Royal harbour.
* * * * *
_Wednesday, January 21st_.–Found here several English men-of-war–the Jason, the Challenger, the Greyhound, &c., the Commanders of all of which called on us. I saw the Commodore (Dunlop) this morning, and requested of the Governor through him permission to land my prisoners, &c., which was readily granted. Made arrangements for coaling and provisioning the ship, and for repairing damages; and in the afternoon ran up to Kingston, and thence proceeded to the mountains with Mr. Fyfe.
_Thursday, January 22nd_.–Had a delightful ride over a fine, natural McAdamized road, for about ten miles, and thence by horse and bridle-path through the most picturesque of mountainous regions, with its lovely valleys, abrupt precipices, streams of water, luxuriant foliage, &c., to Flamstead, the residence of the Rev. Mr. Fyfe, who soon returned from town and received me most hospitably.[12] Spent a delightful, quiet day, riding to Flamstead, and walking in the afternoon along the winding mountain paths. Jamaica–that is, the south side–is a wilderness, and the town of Kingston a ruin. The negro population idle, thriftless, and greatly subject to diseases of an inflammatory kind. No morals–gross superstition, &c.
[Footnote 12: As soon as our arrival became known the most intense excitement prevailed. It is impossible to describe the hospitable welcome we received, every one placing their houses at our disposal. Up to 9 P.M. visitors were constantly received, all expressing a most hearty, encouraging sympathy for our cause, and speaking hopefully for our prospects. Still the same enthusiasm prevails: visitors of each sex and every class coming on board, officers and men going on shore, and receiving the most flattering attentions.]
_Friday, January 23rd_.–Rode over to, and spent a day and night at, Blocksburgh, visiting _en route_ the English-looking cottage of Captain Kent, now absent in England. Had some lady-visitors at Blocksburgh in the evening.
_Saturday, January 24th_.–Returned to town to-day by the way of Mr. Mais’ fairy little cottage, kept in the nicest of order, and in a perfect picture of a country. Upon my arrival in town I found that my friends had _kindly_ put a notice in the papers, informing the good people that I would be at the Exchange at noon, &c. &c. Was obliged to go, and made a speech to the people, which was well received. Returned on board in the evening.
_Sunday, January 25th_.–Workmen still engaged trying to get the ship ready for sea to-night. Returned my visits to the English Captains, all of whom I found very agreeable. Settling the ship’s bills, and getting the drunken portion of my crew on board by aid of the police. Three of them in broad daylight jumped into a shore boat and tried to escape; but we pursued and captured them. Work all done, and fires lighted at 5 P.M., and at half-past eight we steamed out of the harbour.
_Monday, January 26th_.–At 10.30 A.M. descried a sail, which we came up with at 1.20 P.M. She proved to be the Golden Rule, from New York for Aspinwall. Captured and burned her, there being no certificate on board of the neutrality of the cargo. This vessel had on board masts, spars, and a complete set of rigging, for the United States brig Bainbridge, lately obliged to cut away her masts in a gale at Aspinwall. Nine prisoners. At about 6 P.M., the prize being well on fire, steamed on our course.
* * * * *
CASE OF THE GOLDEN RULE.
No certificate of the neutral ownership of any portion of the cargo. The only bills of lading found on board are the following:–
Marcial and Co. to Gregorio Miro and Co., 2069.28 dollars; insured against war risk.
Keeler and Vonhiss to John Wilson, 724.20 dollars. Consigned to _order_, and for account and risk of “whom it may concern.”
Woolsey, consigned to _order_. Amount not stated, and no letter of advice.
Berner to Field. Amount not stated, and no letter of advice.
Herques and Maseras to Juan Melendez, 41.58 dollars.
F. Hernias to Gillas. Amount not stated, and no letter.
* * * * *
The Golden Rule furnished a supply of papers containing an abundance of welcome news. From them the Alabama learned of the safe escape of her sister cruiser, the Florida, from Mobile, as well as of the foundering of the United States gunboat Monitor in a gale, during her passage down the coast. The good news was also received of the entire failure of an attack on Vicksburg.
The time was now pretty much taken up in reinstating the discipline which had been somewhat shaken by the brief stay at Port Royal, and in awarding due punishment for the various offences there committed. On the whole, however, considering the hard service the men had undergone, and the length of the confinement they had sustained without a single “spell” on shore, the offences could not be considered very numerous. A few of the petty officers were disrated, and various minor penalties inflicted, and on the 31st of January the court-martial, which had been employed on this unpleasant but necessary service, terminated its sittings and was dissolved.
Meanwhile another prize had fallen into the Alabama’s hands, in the shape of the United States brig Chastelain, of Boston, from Martinique and Guadaloupe for Cienfuegos; and the following day, after duly committing her prize to the flames, the Alabama arrived at San Domingo, dropping anchor off the town at 6 P.M.
In the harbour were two other vessels: one a New York brig, under English colours. The anchor had not been long down when a visit was received from the Captain of the Port, who proved to be an old acquaintance of Captain Semmes, he having piloted the brig Porpoise about the island at the time when the latter officer was First Lieutenant of that vessel. He seemed much pleased to renew the acquaintance, and volunteered to take on shore, to the Governor, Captain Semmes’ request for permission to land his prisoners.
Soon he returned, bringing with him a commander of the Spanish navy with the required permission. The prisoners were accordingly sent on shore, from whence they shortly returned, somewhat crestfallen, with the intelligence that no one was allowed to land after dark. The Captain, however, being anxious to depart, application was made to the authorities, who courteously permitted the prisoners to be sent for the night to the government vessel, undertaking to send them on shore in the morning.
This matter was settled, the Alabama again stood out, having thus displayed for the first time, in San Domingo, the flag of the young republic.
The only excitement of the next few days was an alarm of fire, which, on the 2nd of February, occasioned for a short time very considerable anxiety. It came from the carelessness of the captain of the hold, who, in direct violation of the written rules of the ship, took a naked light into the spirit-room to pump off liquor by. The moment he commenced operations, the fumes of the spirit took fire, placing the ship for a few minutes in imminent peril. The danger, however, was brief, for the captain happened to be on deck at the time, and at once gave the order to beat to quarters; before it could be obeyed the fire was extinguished, and the ship’s company _quitte pour la peur_. Not so, however, the delinquent captain of the hold, who was at once sent to expiate his fault in the durance vile of a suit of double irons.
The 3rd February brought a small prize in the United States schooner Palmetto, from New York for St. John’s, Porto Rico, with a mixed cargo of provisions. She, too, laid claim to immunity on the ground of neutrality of cargo; but inquiry soon led to condemnation, and after taking from her a large quantity of biscuit, cheese, &c., the crew were removed on board the Alabama, and the schooner burned.
* * * * *
CASE OF THE PALMETTO.
The schooner was U.S., per register and flag. The cargo was shipped by Herques and Maseras, of New York, to Vincente Brothers, in San Juan, Porto Rico. There was no affidavit or certificate of neutral property on board, and the cargo would have been condemnable on this ground alone. It being in an enemy’s ship, it is presumed to be enemy’s property until the contrary be shown by proper evidence under oath. The Master, upon examination, testified that he had no knowledge of the ownership of the cargo; and this, though he was the agent and charterer of the ship, as well as Master. The correspondence found on board–that is to say, a letter from the shippers to the consignee–states that the cargo is shipped, two thirds on account of the consignee, and one third on account of the shippers–the parties being the joint owners of the _undivided_ cargo in these proportions. Therefore, whatever may be the general business-relations of the parties, they are, _quoad_ this shipment, partners; and the house in the enemy’s country having shipped the goods, the other partner’s share is condemnable, notwithstanding his residence in a neutral country. See 3rd Phillimore, 605; and the Vigilantia, 1 Rob., pp. 1-14, 19; the Susa, ib., p. 255.
* * * * *
Several days now passed without adventure of any kind, the monotony of alternate gales and calms being only varied by the receipt of a few old newspapers from the schooner Hero, of Yarmouth, N.S., giving news of the angry “resolutions” passed by the New York Chamber of Commerce with reference to the Alabama; and also–which was of considerably more importance–the information that the Vanderbilt and Sacramento were both to sail towards the end of January, in pursuit of the Confederate cruiser.
Sunday, the 15th February, dawned dark and gloomy, the wind blowing nearly a whole gale from the north, and the Alabama dashing along, with the wind well abeam, under reefed topsails.
This boisterous Sabbath, writes Captain Semmes, is the second anniversary of my resignation from the United States navy, and of course it has called up many reminiscences. I have more and more reason, as time rolls on, to be gratified at my prompt determination to quit the service of a corrupt and fanatical majority, which even then had overridden the constitution, and shown itself in so aggressive and unscrupulous a form as to give us just cause of alarm.
But what shall we say of its course since? If the historian perform his duty faithfully, posterity will be amazed at the wickedness and corruption of the Northern and Western peoples, and will wonder by what process such a depth of infamy was reached in so short a time.
The secret lies here. The politicians had become political stock-jobbers, and the seekers of wealth had become usurers and swindlers; and into these two classes may be divided nearly the whole Yankee population. Such is “Plymouth Rock” in our day, with its Beechers in the pulpit, and its Lincoln in the chair of Washington! With its Sumners and its Lovejoys in Congress, and its Simmonses _et id genus omne_ in the contract market!
CHAPTER XXV.
_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 in Captain Semmes’ journal:–
CASE OF THE OLIVE JANE.
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 to _order_; but there is no claim among the papers of French property, even in these latter shipments, and _non constat_ but 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.
* * * * *
CASE OF THE GOLDEN EAGLE.
Ship under United States colours and register. From San Francisco, _via_ Howland’s Island, for Cork, laden with guano by the American Guano Company. 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:–
CASE OF THE SHIP JOHN S. PARKS.
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 the _form_ of 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 effect _proprio 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 pieces en forme trouvees abord, peuvent encore avoir ete concertees en fraude, il a ete ordonne par arret de conseil du 26 Octobre, 1692, que les depositions contraires des gens de l’equipage pris, prevaudrojent a ces pieces.” 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 a _bona fide_ transaction, 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 and _war_ risk–the policy made payable to him (Davidson) in case of loss. Two questions arise upon that policy: 1st–why, if the property were _bona fide_ neutral (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.
CHAPTER XXVI.
_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:–
CASE OF THE CHARLES HILL.
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.
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CASE OF THE NORA.
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 an _ex parte_ affidavit. Vessel and cargo condemned.
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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:–
CAPTAIN F. PERCIVAL.
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:–
CASE OF THE LOUISA HATCH.
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 an _ex parte_ affidavit. Ship and cargo condemned. Probable value of cargo in Cardiff, 2500 dollars. Cost of coal in Brazil, 15 to 17 dollars per ton.
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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.”