The Gulf and Inland Waters Part 1

The Gulf and Inland Waters.

by A. T. Mahan.

PREFACE.

The narrative in these pages follows chiefly the official reports, and it is believed will not be found to conflict seriously with them.

Official reports, however, are liable to errors of statement and especially to the omission of facts, well known to the writer but not always to the reader, the want of which is seriously felt when the attempt is made not only to tell the gross results but to detail the steps that led to them. Such omissions, which are specially frequent in the earlier reports of the Civil War, the author has tried to supply by questions put, princ.i.p.ally by letter, to surviving witnesses. A few have neglected to answer, and on those points he has been obliged, with some embarra.s.sment, to depend on his own judgment upon the circ.u.mstances of the case; but by far the greater part of the officers addressed, both Union and Confederate, have replied very freely. The number of his correspondents has been too numerous to admit of his thanking them by name, but he begs here to renew to them all the acknowledgments which have already been made to each in person.

A.T.M.

JUNE, 1883.

CHAPTER I.

PRELIMINARY.

The naval operations described in the following pages extended, on the seaboard, over the Gulf of Mexico from Key West to the mouth of the Rio Grande; and inland over the course of the Mississippi, and its affluents, from Cairo, at the southern extremity of the State of Illinois, to the mouths of the river.

Key West is one of the low coral islands, or keys, which stretch out, in a southwesterly direction, into the Gulf from the southern extremity of the Florida peninsula. It has a good harbor, and was used during, as since, the war as a naval station. From Key West to the mouth of the Rio Grande, the river forming the boundary between Mexico and the State of Texas, the distance in a straight line is about eight hundred and forty miles. The line joining the two points departs but little from an east and west direction, the mouth of the river, in 25 26' N., being eighty-three miles north of the island; but the sh.o.r.e line is over sixteen hundred miles, measuring from the southern extremity of Florida. Beginning at that point, the west side of the peninsula runs north-northwest till it reaches the 30th degree of lat.i.tude; turning then, the coast follows that parallel approximately till it reaches the delta of the Mississippi. That delta, situated about midway between the east and west ends of the line, projects southward into the Gulf of Mexico as far as parallel 29 N., terminating in a long, narrow arm, through which the river enters the Gulf by three princ.i.p.al branches, or pa.s.ses. From the delta the sh.o.r.e sweeps gently round, inclining first a little to the north of west, until near the boundary between the States of Louisiana and Texas; then it curves to the southwest until a point is reached about one hundred miles north of the mouth of the Rio Grande, whence it turns abruptly south. Five States, Florida, Alabama, Mississippi, Louisiana, and Texas, in the order named, touch the waters bounded by this long, irregular line; but the sh.o.r.e of two of them, Alabama and Mississippi, taken together, extends over little more than one hundred miles. All five joined at an early date in the secession movement.

The character of the coast, from one end to the other, varies but slightly in appearance. It is everywhere low, and either sandy or marshy. An occasional bluff of moderate height is to be seen. A large proportion of the line is skirted by low sandy islands, sometimes joined by narrow necks to the mainland, forming inland sounds of considerable extent, access to which is generally impracticable for vessels of much draft of water. They, however, as well as numerous bays and the mouths of many small rivers, can be entered by light vessels acquainted with the ground; and during the war small steamers and schooners frequently escaped through them, carrying cargoes of cotton, then of great value. There is but little rise and fall of the tide in the Gulf, from one to two feet, but the height of the water is much affected by the direction of the wind.

The princ.i.p.al ports on or near the Gulf are New Orleans in Louisiana, Mobile in Alabama, and Galveston in Texas. Tallaha.s.see and Apalachicola, in Florida, also carried on a brisk trade in cotton at the time of the secession. By far the best harbor is Pensacola Bay, in Florida, near the Alabama line. The town was not at that time a place of much commerce, on account of defective communication with the interior; but the depth of water, twenty-two feet, that could be carried over the bar, and the secure s.p.a.cious anchorage within made it of great value as a naval station. It had been so used prior to the war, and, although falling at first into the hands of the Confederates, was shortly regained by the Union forces, to whom, from its nearness to Mobile and the pa.s.ses of the Mississippi, as well as from its intrinsic advantages, it was of great importance throughout the contest.

The aim of the National Government in connection with this large expanse of water and its communications was two-fold. First, it was intended to enter the Mississippi River from the sea, and working up its stream in connection with the land forces, to take possession of the well-known positions that gave command of the navigation.

Simultaneously with this movement from below, a similar movement downward, with the like object, was to be undertaken in the upper waters. If successful, as they proved to be, the result of these attacks would be to sever the States in rebellion on the east side of the river from those on the west, which, though not the most populous, contributed largely in men, and yet more abundantly in food, to the support of the Confederacy.

The second object of the Government was to enforce a strict blockade over the entire coast, from the Rio Grande to Florida. There were not in the Confederate harbors powerful fleets, or even single vessels of war, which it was necessary to lock up in their own waters. One or two _quasi_ men-of-war escaped from them, to run short and, in the main, harmless careers; but the cruise that inflicted the greatest damage on the commerce of the Union was made by a vessel that never entered a Southern port. The blockade was not defensive, but offensive; its purpose was to close every inlet by which the products of the South could find their way to the markets of the world, and to shut out the material, not only of war, but essential to the peaceful life of a people, which the Southern States were ill-qualified by their previous pursuits to produce. Such a blockade could be made technically effectual by ships cruising or anch.o.r.ed outside; but there was a great gain in actual efficiency when the vessels could be placed within the harbors. The latter plan was therefore followed wherever possible and safe; and the larger fortified places were reduced and occupied as rapidly as possible consistent with the attainment of the prime object--the control of the Mississippi Valley.

Before the war the Atlantic and Gulf waters of the United States, with those of the West Indies, Mexico, and Central America, were the cruising ground of one division of vessels, known as the Home Squadron. At the beginning of hostilities this squadron was under the command of Flag-Officer G.J. Pendergrast, who rendered essential and active service during the exciting and confused events which immediately followed the bombardment of Fort Sumter. The command was too extensive to be administered by any one man, when it became from end to end the scene of active war, so it was soon divided into three parts. The West India Squadron, having in its charge United States interests in Mexico and Central America as well as in the islands, remained under the care of Flag-Officer Pendergrast. Flag-Officer Stringham a.s.sumed command of the Atlantic Squadron, extending as far south as Cape Florida; and the Gulf, from Cape Florida to the Rio Grande, was a.s.signed to Flag-Officer William Mervine, who reached his station on the 8th of June, 1861. On the 4th of July the squadron consisted of twenty-one vessels, carrying two hundred and eighty-two guns, and manned by three thousand five hundred men.

Flag-Officer Mervine was relieved in the latter part of September. The blockade was maintained as well as the number and character of the vessels permitted, but no fighting of any consequence took place. A dashing cutting-out expedition from the flag-ship Colorado, under Lieutenant J.H. Russell, a.s.sisted by Lieutenants Sproston and Blake, with subordinate officers and seamen, amounting in all to four boats and one hundred men, seized and destroyed an armed schooner lying alongside the wharf of the Pensacola Navy Yard, under the protection of a battery. The service was gallantly carried out; the schooner's crew, after a desperate resistance, were driven on sh.o.r.e, whence, with the guard, they resumed their fire on the a.s.sailants. The affair cost the flag-ship three men killed and nine wounded.

Under Mervine's successor, Flag-Officer W.W. McKean, more of interest occurred. The first collision was unfortunate, and, to some extent, humiliating to the service. A squadron consisting of the steam-sloop Richmond, sailing-sloops Vincennes and Preble, and the small side-wheel steamer Water Witch had entered the Mississippi early in the month of October, and were at anchor at the head of the pa.s.ses. At 3.30 A.M., October 12th, a Confederate ram made its appearance close aboard the Richmond, which, at the time, had a coal schooner alongside. The ram charged the Richmond, forcing a small hole in her side about two feet below the water-line, and tearing the schooner adrift. She dropped astern, lay quietly for a few moments off the port-quarter of the Richmond, and then steamed slowly up the river, receiving broadsides from the Richmond and Preble, and throwing up a rocket. In a few moments three dim lights were seen up the river near the eastern sh.o.r.e. They were shortly made out to be fire-rafts. The squadron slipped their chains, the three larger vessels, by direction of the senior officer, retreating down the Southwest Pa.s.s to the sea; but in the attempt to cross, the Richmond and Vincennes grounded on the bar. The fire-rafts drifted harmlessly on to the western bank of the river, and then burned out. When day broke, the enemy's fleet, finding the head of the pa.s.ses abandoned, followed down the river, and with rifled guns kept up a steady but not very accurate long-range fire upon the stranded ships, not venturing within reach of the Richmond's heavy broadside. About 10 A.M., apparently satisfied with the day's work, they returned up river, and the ships shortly after got afloat and crossed the bar.

The ram which caused this commotion and hasty retreat was a small vessel of three hundred and eighty-four tons, originally a Boston tug-boat called the Enoch Train, which had been sent to New Orleans to help in improving the channel of the Mississippi. When the war broke out she was taken by private parties and turned into a ram on speculation. An arched roof of 5-inch timber was thrown over her deck, and this covered with a layer of old-fashioned railroad iron, from three-fourths to one inch thick, laid lengthways. At the time of this attack she had a cast-iron prow under water, and carried a IX-inch gun, pointing straight ahead through a slot in the roof forward; but as this for some reason could not be used, it was lashed in its place.

Her dimensions were: length 128 feet, beam 26 feet, depth 12 feet.

She had twin screws, and at this time one engine was running at high pressure and the other at low, both being in bad order, so that she could only steam six knots; but carrying the current with her she struck the Richmond with a speed of from nine to ten. Although afterward bought by the Confederate Government, she at this time still belonged to private parties; but as her captain, pilot, and most of the other officers refused to go in her, Lieutenant A.F. Warley, of the Confederate Navy, was ordered to the command by Commodore Hollins.

In the collision her prow was wrenched off, her smoke-stack carried away and the condenser of the low-pressure engine gave out, which accounts for her "remaining under the Richmond's quarter," "dropping astern," and "lying quietly abeam of the Preble, apparently hesitating whether to come at her or not." As soon as possible she limped off under her remaining engine.

Although it was known to the officers of the Union fleet that the enemy had a ram up the river, it does not appear that any preparation for defence had been made, or plan of action adopted. Even the commonplace precaution of sending out a picket-boat had not been taken. The attack, therefore, was a surprise, not only in the ordinary sense of the word, but, so far as appears, in finding the officer in command without any formed ideas as to what he would do if she came down. "The whole affair came upon me so suddenly that no time was left for reflection, but called for immediate action." These are his own words. The natural outcome of not having his resources in hand was a hasty retreat before an enemy whose force he now exaggerated and with whom he was not prepared to deal; a move which brought intense mortification to himself and in a measure to the service.

It is a relief to say that the Water Witch, a small vessel of under four hundred tons, with three light guns, commanded by Lieutenant Francis Winslow, held her ground, steaming up beyond the fire-rafts until daylight showed her the larger vessels in retreat.

During the night of November 7th the U.S. frigate Santee, blockading off Galveston, sent into the harbor two boats, under the command of Lieutenant James E. Jouett, with the object of destroying the man-of-war steamer General Rusk. The armed schooner Royal Yacht guarding the channel was pa.s.sed unseen, but the boats shortly after took the ground and were discovered. Thinking it imprudent to attack the steamer without the advantage of a surprise, Lieutenant Jouett turned upon the schooner, which was carried after a sharp conflict.

The loss of the a.s.sailants was two killed and seven wounded. The schooner was burnt.

On November 22d and 23d Flag-Officer McKean, with the Niagara and Richmond, made an attack upon Fort McRea on the western side of the entrance to Pensacola Bay; Fort Pickens, on the east side, which remained in the power of the United States, directing its guns upon the fort and the Navy Yard, the latter being out of reach of the ships. The fire of McRea was silenced the first day; but on the second a northwest wind had so lowered the water that the ships could not get near enough to reach the fort. The affair was entirely indecisive, being necessarily conducted at very long range.

From this time on, until the arrival of Flag-Officer David G.

Farragut, a guerilla warfare was maintained along the coast, having always the object of making the blockade more effective and the conditions of the war more onerous to the Southern people. Though each little expedition contributed to this end, singly they offer nothing that it is necessary to chronicle here. When Farragut came the squadron was divided. St. Andrew's Bay, sixty miles east of Pensacola, was left in the East Gulf Squadron; all west of that point was Farragut's command, under the name of the Western Gulf Blockading Squadron. Stirring and important events were now at hand, before relating which the course of the war on the Upper Mississippi demands attention.

[Ill.u.s.tration: MISSISSIPPI VALLEY--CAIRO TO MEMPHIS.]

CHAPTER II.

FROM CAIRO TO VICKSBURG.

At the 37th parallel of north lat.i.tude the Ohio, which drains the northeast portion of the Valley of the Mississippi, enters that river.

At the point of junction three powerful States meet. Illinois, here bounded on either side by the great river and its tributary, lies on the north; on the east it is separated by the Ohio from Kentucky, on the west by the Mississippi from Missouri. Of the three Illinois was devoted to the cause of the Union, but the allegiance of the two others, both slave-holding, was very doubtful at the time of the outbreak of hostilities.

The general course of the Mississippi here being south, while that of the Ohio is southwest, the southern part of Illinois projects like a wedge between the two other States. At the extreme point of the wedge, where the rivers meet, is a low point of land, subject, in its unprotected state, to frequent overflows by the rising of the waters.

On this point, protected by dikes or levees, is built the town of Cairo, which from its position became, during the war, the naval a.r.s.enal and depot of the Union flotilla operating in the Mississippi Valley.

From Cairo to the mouths of the Mississippi is a distance of ten hundred and ninety-seven miles by the stream. So devious, however, is the course of the latter that the two points are only four hundred and eighty miles apart in a due north and south line; for the river, after having inclined to the westward till it has increased its longitude by some two degrees and a half, again bends to the east, reaching the Gulf on the meridian of Cairo. Throughout this long distance the character of the river-bed is practically unchanged. The stream flows through an alluvial region, beginning a few miles above Cairo, which is naturally subject to overflow during floods; but the surrounding country is protected against such calamities by raised embankments, or dikes, known throughout that region as levees.

The river and its tributaries are subject to very great variations of height, which are often sudden and unexpected, but when observed through a series of years present a certain regularity. They depend upon the rains and the melting of the snows in their basins. The greatest average height is attained in the late winter and early spring months; another rise takes place in the early summer; the months of August, September, and October give the lowest water, the rise following them being due to the autumnal rains. It will be seen at times that these rises and falls, especially when sudden, had their bearing upon the operations of both army and navy.

At a few points of the banks high land is encountered. On the right, or western, bank there is but one such, at Helena, in the State of Arkansas, between three and four hundred miles below Cairo. On the left bank such points are more numerous. The first is at Columbus, twenty-one miles down the stream; then follow the bluffs at Hickman, in Kentucky; a low ridge (which also extends to the right bank) below New Madrid, rising from one to fifteen feet above overflow; the four Chickasaw bluffs in Tennessee, on the southernmost of which is the city of Memphis; and finally a rapid succession of similar bluffs extending for two hundred and fifty miles, at short intervals, from Vicksburg, in Mississippi, about six hundred miles below Cairo, to Baton Rouge, in Louisiana. Of these last Vicksburg, Grand Gulf, and Port Hudson became the scenes of important events of the war.

It is easy to see that each of these rare and isolated points afforded a position by the fortification of which the pa.s.sage of an enemy could be disputed, and the control of the stream maintained, as long as it remained in the hands of the defenders. They were all, except Columbus and Hickman, in territory which, by the act of secession, had become hostile to the Government of the United States; and they all, not excepting even the two last-named, were seized and fortified by the Confederates. It was against this chain of defences that the Union forces were sent forth from either end of the line; and fighting their way, step by step, and post by post, those from the north and those from the south met at length around the defences of Vicksburg. From the time of that meeting the narratives blend until the fall of the fortress; but, prior to that time, it is necessary to tell the story of each separately. The northern expeditions were the first in the field, and to them this chapter is devoted.

The importance of controlling the Mississippi was felt from the first by the United States Government. This importance was not only strategic; it was impossible that the already powerful and fast-growing Northwestern States should see without grave dissatisfaction the outlet of their great highway pa.s.s into the hands of a foreign power. Even before the war the necessity to those States of controlling the river was an argument against the possibility of disunion, at least on a line crossing it. From the military point of view, however, not only did the Mississippi divide the Confederacy, but the numerous streams directly or indirectly tributary to it, piercing the country in every direction, afforded a ready means of transport for troops and their supplies in a country of great extent, but otherwise ill-provided with means of carriage. From this consideration it was but a step to see the necessity of an inland navy for operating on and keeping open those waters.

The necessity being recognized, the construction of the required fleet was at the first entrusted to the War Department, the naval officers a.s.signed for that duty reporting to the military officer commanding in the West. The fleet, or flotilla, while under this arrangement, really const.i.tuted a division of the army, and its commanding officer was liable to interference, not only at the hands of the commander-in-chief, but of subordinate officers of higher rank than himself.

On May 16, 1861, Commander John Rodgers was directed to report to the War Department for this service. Under his direction there were purchased in Cincinnati three river-steamers, the Tyler, Lexington, and Conestoga. These were altered into gunboats by raising around them perpendicular oak bulwarks, five inches thick and proof against musketry, which were pierced for ports, but bore no iron plating. The boilers were dropped into the hold, and steam-pipes lowered as much as possible. The Tyler mounted six 64-pounders in broadside, and one 32-pounder stern gun; the Lexington, four 64s and two 32s; the Conestoga, two broadside 32s and one light stern gun. After being altered, these vessels were taken down to Cairo, where they arrived August 12th, having been much delayed by the low state of the river; one of them being dragged by the united power of the three over a bar on which was one foot less water than her draught.

On the 7th of August, a contract was made by the War Department with James B. Eads, of St. Louis, by which he undertook to complete seven gunboats, and deliver them at Cairo on the 10th day of October of the same year. These vessels were one hundred and seventy-five feet long and fifty feet beam. The propelling power was one large paddle-wheel, which was placed in an opening prepared for it, midway of the breadth of the vessel and a little forward of the stern, in such wise as to be materially protected by the sides and casemate. This opening, which was eighteen feet wide, extended forward sixty feet from the stern, dividing the after-body into two parts, which were connected abaft the wheel by planking thrown from one side to the other. This after-part was called the fantail. The casemate extended from the curve of the bow to that of the stern, and was carried across the deck both forward and aft, thus forming a square box, whose sides sloped in and up at an angle of forty-five degrees, containing the battery, the machinery, and the paddle-wheel. The casemate was pierced for thirteen guns, three in the forward end ranging directly ahead, four on each broadside, and two stern guns.

As the expectation was to fight generally bows on, the forward end of the casemate carried iron armor two and a half inches thick, backed by twenty-four inches of oak. The rest of the casemate was not protected by armor, except abreast of the boilers and engines, where there were two and a half inches of iron, but without backing. The stern, therefore, was perfectly vulnerable, as were the sides forward and abaft the engines. The latter were high pressure, like those of all Western river-boats, and, though the boilers were dropped into the hold as far as possible, the light draught and easily pierced sides left the vessels exposed in action to the fearful chance of an exploded boiler. Over the casemate forward was a pilot-house of conical shape, built of heavy oak, and plated on the forward side with 2-inch iron, on the after with 1-inch. With guns, coal, and stores on board, the casemate deck came nearly down to the water, and the vessels drew from six to seven feet, the peculiar outline giving them no small resemblance to gigantic turtles wallowing slowly along in their native element. Below the water the form was that of a scow, the bottom being flat. Their burden was five hundred and twelve tons.

The armament was determined by the exigencies of the time, such guns as were available being picked up here and there and forwarded to Cairo. The army supplied thirty-five old 42-pounders, which were rifled, and so threw a 70-pound sh.e.l.l. These having lost the metal cut away for grooves, and not being banded, were called upon to endure the increased strain of firing rifled projectiles with actually less strength than had been allowed for the discharge of a round ball of about half the weight. Such make-shifts are characteristic of nations that do not prepare for war, and will doubtless occur again in the experience of our navy; fortunately, in this conflict, the enemy was as ill-provided as ourselves. Several of these guns burst; their crews could be seen eyeing them distrustfully at every fire, and when at last they were replaced by sounder weapons, many were not turned into store, but thrown, with a sigh of relief, into the waters of the Mississippi. The remainder of the armament was made up by the navy with old-fashioned 32-pound and VIII-inch smooth-bore guns, fairly serviceable and reliable weapons. Each of these seven gunboats, when thus ready for service, carried four of the above-described rifles, six 32-pounders of 43 cwt., and three VIII-inch sh.e.l.l-guns; total, thirteen.

The vessels, when received into service, were named after cities standing upon the banks of the rivers which they were to defend--Cairo, Carondelet, Cincinnati, Louisville, Mound City, Pittsburg, St. Louis. They, with the Benton, formed the backbone of the river fleet throughout the war. Other more pretentious, and apparently more formidable, vessels, were built; but from thorough bad workmanship, or appearing too late on the scene, they bore no proportionate share in the fighting. The eight may be fairly called the ships of the line of battle on the western waters.

The Benton was of the same general type as the others, but was purchased by, not built for, the Government. She was originally a snag-boat, and so constructed with special view to strength. Her size was 1,000 tons, double that of the seven; length, 202 feet; extreme breadth, 72 feet. The forward plating was 3 inches of iron, backed by 30 inches of oak; at the stern, and abreast the engines, there was 2-inch iron, backed by 12 inches of oak; the rest of the sides of the casemates was covered with 5/8-inch iron. With guns and stores on board, she drew nine feet. Her first armament was two IX-inch sh.e.l.l-guns, seven rifled 42s, and seven 32-pounders of 43 cwt.; total, sixteen guns. It will be seen, therefore, that she differed from the others simply in being larger and stronger; she was, indeed, the most powerful fighting-machine in the squadron, but her speed was only five knots an hour through the water, and her engines so little commensurate with her weight that Flag-Officer Foote hesitated long to receive her. The slowness was forgiven for her fitness for battle, and she went by the name of the old war-horse.

There was one other vessel of size equal to the Benton, which, being commanded by a son of Commodore Porter, of the war of 1812, got the name Ess.e.x. After bearing a creditable part in the battle of Fort Henry, she became separated by the batteries of Vicksburg from the upper squadron, and is less identified with its history. Her armament was three IX-inch, one X-inch, and one 32-pounder.