Cruise And Captures Of The Alabama Part 1

Cruise and Captures of the Alabama.

by Albert M. Goodrich.

PREFACE.

The publication of the naval records of the Rebellion, both Union and Confederate, makes it possible to take a comprehensive view of the career of the famous cruiser. In addition to these, Captain Semmes kept a diary, which after the close of the war he expanded into a very full memoir.

Various officers of the vessel also kept diaries, and wrote accounts of their adventures, The long report of the Geneva Tribunal of Arbitration, and various consular reports contain a great deal of information in regard to the Alabama's inception and operations. All this voluminous material has been gone over with care in the preparation of this volume, and the facts are set forth in a trustworthy, and it is hoped also, in a readable form.

CRUISE AND CAPTURES OF THE ALABAMA.

CHAPTER I.

ENGLAND AND THE BLOCKADE.

In the decade preceding the Civil War in America the carrying trade of the United States had grown into a vast industry. The hardy seamen of New England had flung out the stars and stripes to every breeze, and cast anchor in the most remote regions where a paying cargo might be found. Up to October, 1862, they hardly felt that they had more at stake in the war of the Rebellion than any other loyal citizens. But in that month the news swept along the seaboard that the Alabama lay within a few days' sail of their harbors, dealing out swift vengeance upon all Northern vessels which came in her way.

Whether or not the decline of American shipping is princ.i.p.ally due to unwise legislation, certain it is that its downfall dates from the appearance in the mid-Atlantic of this awful scourge of the seas. Northern newspapers called the craft a pirate, and no other word seemed to the New England sea captains adequate to describe the ruthless destroyer. Although regularly commissioned by the Confederate government, she never entered a Confederate port from the time she left the stocks until she tried conclusions with the Kearsarge off the coast of France; and this, together with the further fact that her crew was chiefly of European origin--largely English--was used as an argument that she could not be considered as a legitimate vessel of war. None of the great nations of the world adopted this view, however, and she was everywhere accorded the same treatment that was extended to war vessels of the United States.

Early in 1861 there sprang up in England a thriving trade in arms and munitions of war. While the cotton spinners of Lancashire were suffering from the loss of their usual supply of raw material, owing to the blockade of the ports of the Confederacy, the merchants of Liverpool were turning their attention to supplying the belligerants with the equipment necessary for the continuance of the conflict. Sales were made directly or indirectly to the Federal government, but the higher prices offered in the South tempted many to engage in the more hazardous traffic with the government at Richmond.

As the blockade gradually became more efficient, insurance companies refused longer to take the risk of loss on Southern commerce. But it still went on. The owners of a blockade runner were certain of enormous profits if they could succeed in getting through the lines, but, if captured, both vessel and cargo were confiscated by the Federal prize courts. The sleepy little village of Na.s.sau in the Bahama islands awoke to find itself a great commercial emporium, and immense quant.i.ties of goods were soon collected there, awaiting transshipment within the Confederate lines.

According to the law of nations, vessels of neutral countries were not subject to seizure, unless actually attempting to run the blockade.

Consequently, ocean steamers could land their cargoes at the English port of Na.s.sau without danger, while smaller vessels, having less draught than the Federal war ships, could make the short run to the coast with better chances of escape. Liverpool was the princ.i.p.al European depot for this traffic, as Na.s.sau was its princ.i.p.al depot on this side of the Atlantic.

In the spring of 1862 Confederate agents in England were still talking about the "paper blockade," but English merchants whose goods were piled up at Na.s.sau found the blockade much more real than it had been represented to be. Their anxiety was somewhat lessened by the circulation of rumors that the blockade was shortly to be raised. Confederate vessels of war were to make an opening in the encircling fleets, and the blockade was to become so lax that it would no longer be recognized by European governments. Eventually these prophecies became tangible enough to connect themselves with a certain mysterious vessel which was at that very time lying in the Mersey awaiting her masts and rigging.

Charles Francis Adams was the United States minister to England, residing at London. The suspected character of the vessel was communicated to him by Thomas H. Dudley, the United States consul at Liverpool, and a strict watch was kept upon her.

Any avowed agent of the United States government had great difficulty in acquiring information of a compromising character. Public opinion in England among the wealthy and influential was strongly in favor of the South. For this there were two reasons--one political, the other commercial. People of rank and those of considerable worldly possessions saw with growing apprehension the rising tide of democracy, not only in England but throughout the world. The feeling of disdain with which the idle rich had so long looked upon those who were "in trade" was beginning to lose its sting, and something like an answering scorn of those who never contributed anything toward the struggle for human subsistence began to be felt. The existence side by side of vast wealth and degrading poverty were more often referred to, and the innate perfection of inst.i.tutions h.o.a.ry with antiquity was more often called in question. The dread of an uprising of the "lower cla.s.ses," peaceful or otherwise, was strong. The success of Napoleon III. in overturning the second republic of France was greeted with delight and construed to mean the triumph of the privileged cla.s.ses.

And at last had come that long-deferred failure of republican inst.i.tutions, which aristocracy and aristocracy's ancestors had been so confidently predicting--the breaking up of the American republic. The refusal of President Lincoln and the people of the North to acquiesce in the dismemberment of the Union was received at first with surprise and then with indignation. British commerce was seriously interfered with by the blockade. Spindles were idle all through the manufacturing districts in the west of England. And all because a blind and headstrong people persisted in an utterly hopeless war of conquest.

Abhorrence of chattel slavery was well nigh universal among the English people of all cla.s.ses. Indeed, the existence of that inst.i.tution in America was one of the princ.i.p.al indictments which aristocracy had been fond of bringing against her. The a.s.sertion that the North was waging a war for the extinguishment of slavery was laughed to scorn. Aristocracy pointed to the a.s.sertion of Lincoln in his inaugural address, that he had no intention or lawful right to interfere with slavery where it already existed and to similar statements of Republican leaders. The general opinion among the well-to-do cla.s.ses was that the war was being fought on the part of the North for territory--for empire--or from motives of pride.

On the other hand, the mechanics and artizans were inclined to believe that the war was really a war against slavery, and that in the cause of the North was somehow bound up the cause of the poor and downtrodden generally. So it came about that a.s.sociations of working men pa.s.sed resolutions of sympathy with President Lincoln, and the craftsmen of Lancashire, who were the princ.i.p.al sufferers from the cotton famine, kept as their representative in parliament the free trade champion, Richard Cobden, an outspoken friend of the North.

CHAPTER II.

ESCAPE OF THE "290."

In March, 1862, a steamer just in from an ocean voyage ran up the Mersey, and as she pa.s.sed the suspected craft the flag of the latter was dipped to her. The new comer was the Annie Childs, and she had run the blockade. But there was more important freight on board than the cargo of cotton which she brought. Consul Dudley gained an interview with some of her crew, and learned that it was understood at Wilmington, South Carolina, whence they had come, that a number of war vessels for the use of the South were building in England, and that several officers for the Oreto, the name by which the suspected vessel was now known, had been pa.s.sengers in the Annie Childs. These officers had come on board at Smithville, some twenty miles down the river from Wilmington. On the steamer they had talked of their future positions on the Oreto, of which Captain Bulloch was to have the command.

The information thus obtained was hastily transmitted to Mr. Adams, but on the same day, March 22, 1862, the Oreto sailed, bound, so her clearance papers certified, for Palermo _and Jamaica_. She was next heard from at Na.s.sau, where she had been seized by the British authorities, but she was subsequently released. She afterward ran into the port of Mobile and reappeared as the Confederate war ship Florida.

The complications arising in the case of this vessel warned the Confederate agents to be more guarded in their operations. The British Foreign Enlistment Act provided a penalty of fine and imprisonment and forfeiture of ship and cargo for any person who should "equip, furnish, fit out or arm" any vessel to be employed by any persons or real or a.s.sumed government against any other government at peace with Great Britain. This prohibition was generally understood not to extend to the construction of the vessel, no matter for what purpose she might be intended; and the existing state of public opinion was such that it required strong evidence to induce officials to act in a given case and a very well fortified cause of action to induce a jury to convict an owner of breaking the law.

Scarcely was the Oreto beyond English jurisdiction before Mr. Dudley's attention was occupied with another and more formidable vessel, which was suspected of being intended for the use of the Confederate government. She had been launched from the yard of Laird Brothers at Birkenhead, near Liverpool. The vessel had not yet even received a name, and was still known by her yard number, 290.

On June 29th, 1862, Mr. Adams called the attention of Lord John Russell, who was at the head of the British department of foreign affairs, to the suspicious character of the "290," and an investigation was ordered. The report of the custom house officers, made July 1, was to the effect that the "290" was still lying at Birkenhead, that she had on board several canisters of powder, but as yet neither guns nor carriages, and added that there was no attempt to disguise the fact that she was intended for a ship of war, and built for a foreign government, but that Laird Brothers did "not appear disposed to reply to any questions respecting the destination of the vessel after she leaves Liverpool." Having agreed to keep watch of the vessel, British officialdom concluded that it had done its entire duty in the premises, and the matter was dropped. Meanwhile Mr.

Adams, who had all along been expecting exactly this result, had been in telegraphic communication with Cadiz, Spain, where the United States steamer Tuscarora had touched, and that war ship was now on her way to Southampton.

[Ill.u.s.tration: RAPHAEL SEMMES, COMMANDER OF THE ALABAMA.]

Mr. Adams had also caused a number of affidavits to be prepared, embodying as much evidence as to the character of the "290" as could be obtained.

The affidavit of William Pa.s.smore was to the effect that he was a seaman and had served on board the English ship Terrible during the Crimean war.

Hearing that hands were wanted for a fighting-vessel at Birkenhead, he applied to Captain Butcher for a berth in her.

"Captain Butcher asked me," the affidavit continued, "if I knew where the vessel was going, in reply to which I told him I did not rightly understand about it. He then told me the vessel was going out to the government of the Confederate States of America. I asked him if there would be any fighting, to which he replied, yes, they were going to fight for the Southern government. I told him I had been used to fighting-vessels and showed him my papers."

Captain Butcher then engaged him as an able seaman at 4 10s. per month, and it was arranged that he should go on board the following Monday, which he did, and worked there several weeks. During that time Captain Butcher and Captain Bulloch, both having the reputation of being Confederate agents, were on board almost every day.

This affidavit with five others was laid before the customs officers, but the evidence was adjudged to be insufficient to warrant the detention of the vessel. Determined not to neglect any possible chance of stopping the "290" from getting to sea, the energetic United States minister placed copies of the affidavits before an eminent English lawyer, Mr. R. P.

Collier, who arrived at a very different conclusion in regard to them. He said:

"It appears difficult to make out a stronger case of infringement of the foreign enlistment act, which, if not enforced on this occasion, is little better than a dead letter."

Armed with this opinion, Mr. Adams lost no time in laying it before Lord Russell, together with the affidavits upon which it was based. His success was an agreeable surprise. An official opinion was at last obtained to the effect that the "290" might lawfully be detained, and an order was issued in accordance therewith.

The Confederate agents were well aware of the efforts of Mr. Adams and his a.s.sistants, and suspected the nature of the errand of the Tuscarora.

Friends of the builders and others were invited to partic.i.p.ate in a trial trip of "No. 290" on July 29th. Her armament was not yet on board. The still unfinished deck was decorated with flags, and occupied by a gay party of pleasure seekers, including a number of ladies, and several British custom house officials. The vessel dropped down the Mersey, and the revellers partook of luncheon in the cabin. Then a tug steamed alongside, and the surprised guests were requested to step on board.

Bunting and luncheon were hastily hustled out of the way, and holiday ease instantly gave way to the work of getting to sea. Anchor was dropped in Moelfre Bay on the coast of Wales, and preparations for a voyage were rapidly pushed forward. A tug brought out about twenty-five more men, and the crew signed shipping articles for Na.s.sau.

At two o'clock on the morning of July 31st "No. 290" turned her prow toward the Irish sea. On the same morning came the British officials with the order for her detention. Information of the proposed seizure had leaked out through the medium of Confederate spies, and the bird had flown.

Meanwhile the Federal agents had discovered the location of "No. 290" at Moelfre Bay, and the Tuscarora proceeded to Queenstown and thence up St.

George's Channel in quest of her. Mr. Adams telegraphed Captain Craven:

At latest yesterday she was off Point Lynas; you must catch her if you can, and, if necessary, follow her across the Atlantic.

But the fleeing steamer pa.s.sed through the North Channel, around the north coast of Ireland and vanished in the broad ocean. The Tuscarora at once abandoned the chase.