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Chapter 52: operations about Charleston, 1865.--fall of Charleston, Savannah, etc.

  • Formation of the naval brigade.
  • -- operations of Generals Sherman and Foster in the vicinity of Savannah. -- expedition up Broad River and Boyd's Creek. -- Savannah invested. -- evacuation of Savannah and its defences by the Confederates. -- the naval vessels again in Charleston harbor. -- movements of Army around Charleston. -- naval pickets captured. -- Landing of naval forces at Bull's Bay. -- gun-boats and batteries open a terrific fire on Fort Moultrie and works on Sullivan's Island. -- Charleston evacuated. -- Isolation of the Confederacy. -- naval officers commended. -- Confederate vessels captured. -- ingenious methods used by Confederates to prevent Union vessels from penetrating the inner harbor. -- plans of forts along the rivers. -- Georgetown, S. C., occupied. -- the flag-ship Harvest Moon sunk by torpedoes. -- Admiral Dahlgren relieved. -- complimentary letter from Secretary of the Navy, -- list of vessels and officers of South Atlantic Squadron, 1865.

In the latter part of November, 1864, Rear-Admiral Dahlgren received information that General Sherman had reached Milledgeville and was about to march upon Savannah. He accordingly entered into an arrangement with General Foster to co-operate with Sherman in case the latter might require assistance.

It was decided to form a naval brigade, to be furnished with two field-howitzer batteries of four guns each. All the forces that could be spared from the vessels on blockade were withdrawn, and the night of November 28th was appointed for proceeding up the Broad River and into Boyd's Creek, one of its branches, whence a short march only was necessary to reach the railroad connecting Savannah with Charleston. The vessels of the Navy selected for this service were the Pawnee, Commander Balch; Mingoe, Commander Creighton; Pontiac, Lieutenant-Commander Luce; Winona, Lieutenant-Commander Dana; Wissahickon, Lieutenant-Commander McGlensey; Sonoma, Lieutenant-Commander Scott; all carrying heavy guns. There were four half-companies of welldrilled seamen under Lieutenant James O'Kane; Lieutenant-Commander E. O. Mathews commanded the Navy artillery, and the marines from the different vessels were under the command of First-Lieutenant George G. Stoddard.

After a harassing progress of twenty miles through a thick fog, Admiral Dahlgren had the satisfaction of reaching the appointed landing with five of the six vessels with which he had started, for the Wissahickon had grounded near the entrance of the river and did not succeed in joining the other gun-boats. The troops were somewhat later in arriving, but finally the transports were seen coming up the river, and in half an hour afterwards two batteries of naval howitzers and nine companies of seamen and marines were landed under Commander Preble, and advanced in skirmishing order, to cover the landing of the troops, Admiral Dahlgren returning to his duty afloat.

After General Foster had landed all his soldiers, an advance was made towards the railroad above Grahamsville. The Confederates had assembled in considerable force, and did all they could to impede the march of the Union forces by a fire of musketry [759] and field-pieces, and at length the Federal forces came to a halt before a strong earthwork commanding the road, and flanked by a heavy growth of timber and other obstructions. The troops under General Hatch assaulted the works, but were repulsed with heavy loss, while the men from the fleet did their duty with boat-howitzers and musketry.

Skirmishing and reconnaissances went on for several days, the Federals slowly advancing towards their objective point, the railroad. This was a new experience for the seamen and marines, but their spirited conduct won for them the applause of the soldiers. On the 6th of December the Army and Navy forces proceeded up the Tulfiny River, and at about 8 A. M. landed on an island. The Confederates sent troops to meet them, and for a time it looked as if the Federals would get the worst of the encounter; but the naval contingent coming rapidly on the field, and opening a heavy fire with howitzers and musketry, the enemy finally gave way, retreating in good order. This skirmishing lasted all day through a heavy rain, the seamen and marines behaving like veteran soldiers in an experience entirely new to the greater portion of their number. The object of the expedition was effected in spite of all opposition, and on the 12th of December Rear-Admiral Dahlgren opened communication with General Sherman, who was then near Savannah.

The news of Sherman's arrival in the vicinity of Savannah gave great satisfaction to the people of the North, who had begun to feel uneasy in regard to him, owing to the exaggerated reports from Confederate sources. Prompt steps were taken to place vessels-of-war at every point on the coast where the General was likely to appear, and on the 18th of December Sherman in person presented himself on board Admiral Dahlgren's flag-ship, and was warmly greeted by officers and men, who held this gallant commander in the highest respect. Arrangements were made by General Sherman with Admiral Dahlgren, that, while the former should invest Savannah on the land side, the latter should hold every avenue by water; and when it was considered that the investment was complete. Sherman summoned General Hardee, the Confederate commander, to surrender, which request being declined Sherman prepared to attack the enemy's works. The Federal army was gradually drawing down to the Savannah River, and, in order to cut off the escape of the Confederates, it was concluded to reinforce the troops under General Foster on Broad River, and make a demonstration in the direction of the railroad, while that on Beaulieu would be limited to the naval cannonade, which was begun and continued by Lieutenant-Commander Scott in the Sonoma, assisted by the schooner Griffith, Acting-Master James Ogilvie.

In order to complete the arrangements for cutting off the escape of the enemy and to insure the co-operation of all the Federal forces in the vicinity, General Sherman visited Hilton Head in company with Rear-Admiral Dahlgren, to communicate with General Foster, and make the latter acquainted with his plans; but on his return he was overtaken by a tug, with the following telegram:

To General Sherman:

General Howard reports one of General Legget's brigades near Savannah, and no enemy. Prisoners say the city is abandoned and enemy gone to Hardeesville.

From Station, near Headquarters.

On receipt of this dispatch General Sherman hastened to his headquarters, and the Admiral to the division of vessels lying in front of Beaulieu, when the facts of the case became apparent. Lieutenant-Commander Scott, of the Sonoma, was in possession of Forts Beaulieu and Rose Dew, and all the other fortifications had been evacuated, leaving Sherman master of Savannah and its defences.

Although, no doubt, the Army would have captured Savannah unaided, yet the Navy was of great assistance in blocking up the rivers and preventing the Confederates from sending reinforcements to General Hardee. The Navy visited many points inaccessible to the Army, and secured a large quantity of guns, ammunition and stores which the Confederates had not time to destroy. General Hardee's boast, that he held two lines of intrenchments and was in communication with superior authority, did not prevent him from beating a speedy retreat as soon as Sherman's advance-guard hove in sight of his outposts.

In all these affairs the brigade from the fleet, composed of seamen and marines, remained with General Foster's command, and the officers and men were transferred to their respective vessels only when Savannah and all the points around it were garrisoned by Sherman's troops.

As it was General Sherman's intention to move northward as soon as he had secured Savannah against any attempts on the part of the Confederates to repossess it, he requested such co-operation on the part of the Navy as could be extended; and while his army was apparently advancing on Charleston, Rear-Admiral Dahlgren determined on making further attacks on the works within the harbor of that place, which with the assistance of the army he had some hope of reducing. Sherman, however, did not favor this plan, being satisfied that [760] Charleston would necessarily fall, owing to his own interior movements.

Admiral Dahlgren now collected all his vessels near Charleston, ready to co-operate with Sherman as he approached, and to keep the rivers clear of torpedoes and light batteries, so that the Federal transports could reach certain points and supply the wants of the Union army.

In order to deceive the Confederates with regard to the point for which he was aiming in his march to the northward, General Sherman requested that the Navy would make such demonstrations as would draw the attentions of the Confederates from his operations. The gun-boat Dai Ching and a tug were placed in the Ossabaw River, the Sonoma was sent out to the North Edisto and the Pawnee to the Ashepoo River, with orders to drive off the enemy's troops and knock down his batteries wherever they could be reached. The Tuscarora, Mingoe, State of Georgia and Nipsic were stationed at Georgetown, S. C., to prevent the enemy from erecting batteries at that point, and the Pontiac was in the Savannah, advancing with General Sherman's extreme left. Nearly all the Monitors of the squadron were collected at Charleston.

On the 24th of January, 1865, General Sherman marched on Pocotaligo and the Coosawatchee, and the next day made a demonstration on Salkahatchee, while the gun-boats went up the Edisto and Stono Rivers to ascertain whether the enemy intended to hold Charleston or retreat to Columbia. It would require General Slocum at least five days to get his troops clear of the swamps near Savannah, and in the meantime General Howard was, apparently, moving directly on Charleston, although with no intention of going beyond Salkahatchee.

The enemy had still a considerable force near Savannah, and his cavalry, under General Wheeler, was exceedingly active in watching the movements of the Federal army and picking up stragglers. The Pontiac, Lieutenant-Commander Luce, was left with Slocum's command, and on the 24th anchored off Merrill's Landing or the Three Sisters, forty miles above Savannah, to cover the crossing of the river by a portion of the 20th Corps. Lieutenant-Commander Luce threw out pickets to see that the enemy did not bring guns to bear on the Pontiac from the high bluffs, which could not be reached by the ship's battery. This party had been warned against scouting too far from the ship, but in spite of this they were captured by a squad of Confederate cavalry.

On the evening of the 27th the scouts of General Davis' column reached the point where the Pontiac was lying at anchor; and, soon after, the remainder of the 14th Corps appeared, after a most arduous march over corduroy roads which had to be constructed in advance of the forces. Here the soldiers took some needed rest, with the knowledge that they were not likely to be disturbed while the Pontiac lay in their vicinity, although there were reported to be two Confederate gun-boats about eighty miles up the river.

Meanwhile the Pawnee and Sonoma were making their way up the North Edisto, in company with transports conveying troops under the command of General Potter, which troops were landed at a place called White Point. Some few of the enemy were seen and shelled by the gun-boats, but the Confederates were not in force, and their guns had mostly disappeared from the river banks.

Thus, while Sherman was advancing through the enemy's country, everything was done by the Navy that could disconcert the Confederates and prevent them from annoying the Union army. At this time, owing to heavy rains, the freshets had swept away most of the bridges along the line of Sherman's march, and the movements of the gun-boats were in every respect desirable to cover the advance of the army. Almost every stream where a gunboat could float was guarded by the Navy; their good services enabled General Sherman to reach midway on the South Carolina road by the 7th of February without molestation. The fate of Charleston was now sealed, and the only thing left the garrison to avoid capture was to evacuate the place.

On the 11th of February a movement was made by the army contingent under General Potter, and a considerable naval force under Rear-Admiral Dahlgren, consisting of the Shenandoah, Juniata, Canandaigua, State of Georgia, Pawnee. Sonoma, Ottawa, Winona, Wando, Geranium and Iris, with launches in which to land troops at Bull's Bay. Great difficulty was experienced in finding a channel into the harbor, but a, landing was finally effected; after which, the Pawnee and Winona was sent to South Edisto River to assist General Hatch, who was moving on Wellstown with his division.

On the 17th a movement was made from Stono River on the Confederates, while the iron-clads Lehigh, the Wissahickon and a mortar schooner were sent up the Stono to press the right flank of the enemy, while the gun-boat McDonough was sent with a mortar schooner up the Filly branch to bear on his left flank. General Schimmelfennig, in command of the troops before Charleston, moved on the enemy's [761] front from Cole's Island. Admiral Dahlgren also sent orders to Lieutenant Hayward, commanding the battery of 11-inch guns on Cummings' Point, to open on Sullivan's Island and fire continuously through the night. The contiguous batteries were also put in operation by General Schimmelfennig, and the advance Monitors were ordered to open fire on Fort Moultrie. The cannonading during the night was sharp and continuous; the Confederates replied with a few guns from Fort Moultrie, but as the night wore on their fire entirely ceased. In fact, the main body of the enemy's troops had evacuated Sullivan's Island at about 8 P. M., leaving about one hundred and fifty men to keep up a fire and delay the knowledge of the evacuation.

On the morning of the 18th the anticipations of the Union forces that the Confederates were retreating from Charleston were confirmed. Acting-Master Gifford entered the harbor in a tug, and at Mount Pleasant met the Mayor of the city, who tendered the submission of the civil authorities to the Federal Government, and requested protection for the citizens and their property.

Rear-Admiral Dahlgren was up the Stono River when he received a message that there were indications that the Confederates were retreating from Charleston, and he immediately proceeded in his flagship to the city which for four years had resisted the continued attacks of the Army and Navy, for the reason that its strength had been underrated by the Federal Government and a sufficient force had not been sent against it. The place only fell because of the advance of General Sherman, and the fear of the garrison that they would be cut off and captured. The powerful defences on Sullivan's Island, the shapeless but still formidable ruins of Sumter, the numerous great earth-works clustered around Fort Johnson, Castle Pinckney and the heavy water batteries that lined the wharves, looked grim and terrible, though deserted. They were a monument to the zeal, ability and gallantry of those who had to the last defied the power of the Federal forces.

Charleston, the city that struck the keynote of the rebellion, now lay helpless in the power of the Federal Government; its citizens, worn out and impoverished by the long war which they had themselves inaugurated, now seemed willing to return to the shelter of the flag, since it was evident that the secession cause could not prevail. The officers of the fleet walked through the streets of the city whose outworks had so long defied them. All the houses were closed, and few of the citizens appeared. But for the presence of the negroes, it might have passed for a city stricken with the pestilence.

Notwithstanding the great outcry that had been made by some of the Confederate officers against General Gillmore's barbarity in firing front the Swamp Angel into the town, the place gave little indication of having suffered from an enemy's guns.

Here and there the ground was plowed up by a rifle-shell, or the front of a house was scarred by the fragments; but it is pleasant to be informed that the women and children received no injury.

The fall of Charleston was of course an important event at any time, since it was the Mecca of the Confederacy, on which the eyes of every Southern enthusiast were fixed. The courage and determination of its garrison inspired those who were inclined to waver in their allegiance to the Confederacy, and, while Charleston held out the cause could not be considered altogether desperate. The heroic example set by the besieged was telegraphed daily all over the South, and the name Charleston was a watchword everywhere. Even the most radical and uncompromising Unionists could not help admiring the courage and devotion shown by the defenders of Charleston, and the city escaped any injury from the Union forces, except such as naturally follows the occupation by troops of a place lately in hostility, where vacant houses are taken possession of and their contents not too scrupulously respected.

There was considerable disappointment expressed in the South because Charleston was so suddenly abandoned on the approach of General Sherman's army; but the Confederates in the city did not know what Sherman's intentions might be, and they very naturally thought it best to evacuate the place before the Union General should envelope them and compel their surrender. But General Sherman was anxious to join General Grant before Richmond as soon as possible and get out of the lowlands of the coast, where his soldiers were worn out with building corduroy roads through swamps, bridging the countless streams, and living in a malarious country.

The capture of Fort Fisher and other defences of Wilmington had doubtless a considerable effect on the fall of Charleston; for, now that the stronghold on Cape Fear River was taken, a small garrison could hold it, and the Union forces employed in the reduction of those works could, if necessary, march on Charleston.

Whatever claims may have been advanced that the final result was brought about by the movements of the Navy in co-operation with the Army under General Foster, we can only say that the attempt to invest Charleston by Bull's Bay and the [762] Stono River was bravely undertaken, although it would have probably experienced a severe repulse but for the position held by Sherman at Columbia.

The fall of Charleston was in every aspect a great success for the Union cause. Although it had long been nearly impossible for a blockade-runner to land her cargo inside the harbor, yet, even with the close watch constantly maintained, cotton could be sent out. When the city was taken this traffic was at an end, and the credit of the Confederate States in England sank to a low ebb. Henceforth the Confederate armies would be obliged to depend on the scanty supplies obtained at home, and their surrender was now considered only a matter of time.

Owing to the fall of Charleston, the Navy Department was enabled to greatly deplete the naval forces hitherto employed in that vicinity, and, although the saving thus effected was but a trifle compared with the large sums expended upon the army, yet it was a change in the right direction, as the country was beginning to feel uneasy at the vast sums daily paid from the treasury to maintain the military and naval forces.

The Confederacy was now isolated from the outer world by way of the sea, and there could no longer be a pretext for the interference of foreign powers, the trouble being at this time purely domestic. Now, also, was ended that fiction of belligerent rights which excluded United States vessels-of-war from the customary hospitalities of foreign ports. What was left of our mercantile marine could pursue its avocations without fear of molestation by Confederate cruisers, which so lately roamed the ocean at their will.

Much credit is due to the commanding naval officers at Bull's Bay for the management of their vessels, and tie energy with which they responded to the Confederate batteries which were striving to prevent a landing of the troops. So effective was the fire of the gun-boats that the Confederates were soon driven away and the vessels suffered little damage.

The officers particularly commended by Rear-Admiral Dahlgren were: Captain D. B. Ridgely, Commander F. Stanly, Commander G. B. Balch, Lieutenant-Commander T. S. Fillebrown, Lieutenant-Commander A. A. Semmes, Lieutenant-Commander A. W. Johnson, Lieutenant-Commander S. B. Luce, Acting-Master W. H. Mallard and Acting-Master G. W. Parker

At the fall of Charleston the following Confederate vessels fell into the hands of the Navy: Iron-clad ram Columbia, steamer-transport Lady Davis, a cigarshaped steamer 160 feet long, two side-wheeled steamers and three torpedo-boats.

As everything relating to the defence of Charleston has a historic interest, we insert the report of Rear-Admiral Dahlgren in regard to the instructions issued by the Confederates to prevent the Union vessels from penetrating the inner harbor. At the present day these arrangements seem rather primitive, but they exhibit skill and ingenuity on the part of the Confederate engineers, and they completely answered their intended purpose, by preventing the Union vessels from proceeding to Charleston:

* * * * * * *

The only passage from the outer roads into the harbor of Charleston is less than a mile at its narrowest part, between Sullivan's Island and the shoals on which Fort Sumter is built. Across this lay the first series of obstructions. When first resorted to, these were of different kinds — of rope, or of heavy masses of timber, floating bars of railroad iron.

It is difficult to ascertain with exactness at what time each of these were adopted. Common report was never precise, and in that respect was probably a fair exponent of the common information at the time.

The statements of the persons who knew anything of the matter, and were acceptable, differ as to which of these were used first.

According to Mr. Smith, who had been actually employed on this work, the rope obstructions were first put down in 1861, formed into one continuous line, and floated across the channel from Sumter to Battery Bee. But this was so frequently displaced by the current that it was cut into lengths, which, with the addition of others, were anchored at one end in two lines, and rode to the tide.

It is probable that the casks seen on the 7th April were the turpentine barrels of this obstruction; and, moreover, a plan of the entrance, signed by Major Echols, engineer, shows the double line of rope obstructions.

In the summer of 1863 the boom of railroadiron was placed, consisting of several timbers banded into a mass and floating the railroad bars. And this account is so far confirmed that in December, 1863, a quantity of boom answering to this description was washed away by the winter gales and came down the channel. Some of it was hauled up on the beach of Morris Island. I saw this work in progress one day, and was told that as many as thirty-three of the bars had been secured.

I have been at a loss to understand the exact manner in which these bars were connected to the timbers. The accounts given do not accord, and some separation had generally been effected before any of them were seen by us.

They may have .been encased in the timbers, or suspended from them, as described by Mr. Smith; but in any case they would have been difficult to remove under the heavy fire of the rebel works.

It is probable, from the several statements, that whenever the use of the boom obstructions across the entrance between Sumter and Moultrie may have begun, the parts were not renewed as they disappeared, but were replaced from time to time by those of rope, until at last the winter freshets of 1863 and 1864 carried away the whole structure.

The obstructions which were actually found in position between Sumter and Moultrie, after we entered, were of rope only.

The entire line is reported to have been made up of a number of separate parts, each of which consisted of a stout shroud-laid rope, floated at intervals by buoys of pine logs, and anchored by a heavy grapnel. From this floating rope hung down at intervals six parts of a lighter rope. The exact [763] dimensions are variously given, as well as the numbers of floats and hangers.

The pine buoys, which were used as samples, were thirty-nine (39) inches long and fifteen (15) inches in diameter, with a stout iron staple near each end, through which passed the part of rope that was to be floated.

It was said to have been the design to place these parts or sections in two lines, about sixty (60) or one hundred (100) feet apart, with similar intervals. But it may be easily conceived that the intention could not be carried out with exactness in the first place, and that subsequently, in replacing sections that were lost or not visible, the plan would be still further confused, partly by the impossibility of knowing with certainty at night where the sections were missing, and partly because in doing so it seemed better to err in having too many than too few.

Hence the directions of the lines were not maintained with exactness, and the allotted number of sections was in excess of that contemplated. Nor was the exact position and number of those which were found in place noted as well as they should have been, for the reasons already stated; and when my attention was drawn to the subject, it was too late to remedy the omission. Drawings were, therefore, necessarily made from the several parts, but it is believed they afford a fair representation of the entire whole.

As different tugs and boats were employed at different times, there was some discrepancy in the returns sent me, which, as already stated, were not made as they should have been.

Mr. Gray gives the whole number as 226, which, at intervals of one hundred (100) feet, would be too many to be included in the distance of one mile; but it may be explained by the continued renewal of what was supposed to be lost, and which were not so really, though not distinctly visible.

The care and perseverance which the rebels gave to the maintenance of these rope obstructions is well shown by the report of Acting-Master Gifford (annexed); they watched them closely, and, whenever a section disappeared from sight, it was replaced.

Our boats were always observed, and driven off if possible, and it was necessary, besides, to work with great caution, as they were near powerful batteries, and liable at any moment to a destructive fire of grape.

The purpose of the boom obstructions was evidently to bar the passage of a vessel entirely, while that of the rope obstructions was to entangle the screw and prevent further progress, or even detain the vessel under fire of the batteries, for the grapnel which anchored the rope would also serve as a drag on the steamer, and it would be almost impossible to cut it loose when under fire.

That the rope obstructions were in use before I took command, and afterwards, is satisfactorily ascertained from other evidence than that of Mr. Gray.

A plan of the harbor of Charleston, signed by Major Echols,1 and dated April, 1863, exhibits two lines of obstructions, designated as rope obstructions, the general direction being from Sumter to a point midway between Fort Moultrie and Battery Bee. The delineation shows a number of dotted lines, resembling the section of rope just described: the dots indicate only four buoys. They correspond closely with the description given by Commodore Rogers of what he saw from the Weehawken during the attack of 7th of April.

In his official report he says:

We approached very close to the obstructions extending from Fort Sumter to Fort Moultrie--as near, indeed, as I could get without running upon them. They were marked by rows of casks very near together. To the eye they appeared almost to touch one another, and there was more than one line of them.

To me they appeared thus:

Obstructions near Fort Moultrie.

When we landed on Sullivan's Island (February, 1865), several telegrams came into my possession. One of them, dated Sumter, April 8, 1863, runs thus:

Blue and red Coston lights indicate the enemy's boats trying to cut the net; the batteries will open with grape.

Colonel Freemantle, of the Cold stream Guards, in the published account of his visit to Charleston, June, 1863, says:

There are excellent arrangements of — and other contrivances to foul the screw of a vessel between Sumter and Moultrie.

As soon as the picket and scout boats of the fleet were able to approach the entrance, the presence of the obstructions was verified; but in the obscurity of the night it was difficult to ascertain precisely what they were, particularly as the rebels were then in strong force at the locality, and very little time was permitted for examination.

General Gillmore's impressions at the time may be gathered from the following portion of his telegram to me August 4:

My scout has just reported that the line of floating buoys reaching from Sumter to Moultrie has disappeared since yesterday. These buoys are supposed to have torpedoes attached to them, etc.

This disappearance was probably a mistake, owing to the difficulty of discerning with certainty objects so small at such a distance, for no report was made by the Navy pickets, and soon after Ensign Porter, who was specially charged with the duty, reported that “two steamers and three schooners were at anchor in the centre of the channel, apparently at work on the obstructions, or else sinking others,” etc. Ensign Porter, who was very active and daring, assured me that chains formed some part of the obstructions, as he had been close enough to the buoys to feel them.

The buoys themselves were visible to the eye from the picket Monitors which were stationed in the advance. Their reports, being verbal at first, cannot now be quoted; but subsequently I directed them to be made in writing.

Captain J. L. Davis, commanding the Montauk, reports 25th September:

“At low water to-day, a rip was discovered extending from Fort Sumter in a line to the western end of the buoys, stretching from near Moultrie in a westerly direction across the channel. At first I thought it was the meeting of the tides, but as it did not alter position I came to the conclusion some hidden obstructions might be there.”

September 26th, the Catskill reports a steamer plying between Sumter and Moultrie on the previous night, supported by two iron-clads. On the 27th, the Nahant reports that the obstruction buoys were counted by several officers, and the average number was about eighty (80). “The buoys do not seem to be in a continuous line, but as if they were in groups of five or six. There seems to be another short line of larger buoys beyond the first, which I judge to be a separate obstruction across Hog Island Channel.” Which description is remarkably in accord with all the facts since ascertained

In October (21st), 1863, a part of the rope obstructions floated out of the harbor, and was discovered off Beach Inlet by the Sonoma, which towed them [764] inside the bar. The floating away of these sections — owing to various causes, sometimes to their removal by our scouts — explains the variations in the numbers of the buoys counted at different times from the Monitors; and their renewal by the rebels whenever they did disappear is fully established by the nightly experience of Acting-Master Gifford, who rarely failed to be at his post as a scout. His report, which is annexed, is of interest, as it exhibits the results of much arduous service and close observation.

The accounts of deserters and refugees confirmed in a general way the existence and locality of the obstructions; but their opportunities for observation were seldom as good as our own, for none but those engaged in the work were allowed opportunities of knowing more than could be seen from a short distance, and the rebels were singularly fortunate in the precautions to keep their own counsel as to the nature of the submerged defences.

The general existence of obstructions at an early date was set forth in a circular order of General Ripley (December 26, 1862, regarding the defence to be made against our attack.

In speaking of these impediments it says: “The obstructions will also be designated, and under no circumstances will the enemy be permitted to reconnoitre them.”

Besides the obstructions at the entrance, the middle channel was closed by a double row of piles extending some distance across the harbor, which were distinctly visible when the first operations were initiated against Charleston.

In the Hog Island Channel was also a set of boom obstructions, found in April last by the Clover while engaged in clearing away the frame torpedoes placed there.

The massive and complicated character of these gave much trouble in their removal. They consisted of a stout chain ( 3/4 --inch iron) that had been floated by blocks of timber secured to it at short intervals.

These blocks were made of four-squared logs. fifteen (15) feet long and one (1) foot square, kept together by an iron band at each end.

Railroad iron linked together, and suspended from squared timber,was associated with the chainboom. This boom had been stretched across a neck in the Hog Island Channel when there was least water, and the passage so narrow that the shoals on each hand were bare at low water, and hardly five hundred (500) feet apart, besides being directly under fire from Battery Bee at 1,100 yards, and of Mount Pleasant battery at 1,000 yards. At this time they had been so much worn-eaten that they sank, but the depth at low tide would still have rendered them troublesome to all but light-draught vessels.2

In this way the main entrance was obstructed between Sumter and Moultrie, and two of the channels leading from it were barred by piles and booms, leaving open only the main channel to the south, which was left to the control of the heavy batteries that lined it.

These obstructions were defended by torpedoes, and by a series of batteries, iron-clads and torpedo-boats.

After obtaining possession of the harbor, the examination which was made disclosed the use of three kinds of torpedoes. The floating torpedo was made of a small barrel, capable of containing seventy (70) pounds of powder, generally mounting two fuzes on the bilge, anchored so as to come in contact with the bottom of vessels By means of a small weight these fuzes were kept uppermost.

These torpedoes were well known in the squadron, having been picked up and encountered at various times in the St. John's and Stono, exploding occasionally with full effect. They were liable to be lost by getting adrift; or, if not tight, might be spoiled by water; but the rebels kept a vigilant eye on them, examining them at times and replacing them. There was a regular establishment here for their fabrication, under the charge of Mr. Gray, who held the position of captain.

A part of the correspondence of this branch is now in my hands, from which it appears that there were thirty-five (35) to forty (40) hands employed, and that Mr. Gray distributed the barrel torpedoes along the coast from Georgetown to St. John's; he also transmitted a variety of material even as far as Mobile, and his connection was direct with several commanding officers.

Woods and Thompson were employed in the department to “build the torpedoes,” as they express it.

It appears that no great number of these was kept placed permanently in Charleston harbor, because they were dangerous to vessels moving about on the ordinary communications by water, and accidents had occurred. They could readily be put down in a very short time on the appearance of a move on our part.

In the middle of January, for instance, when this was suspected, an order was given to put down several lines of them. Woods and Thompson placed sixteen (16) of them in the vicinity of the rope obstructions, between Sumter and Moultrie, and seven (7) at the entrance of the Hog Island Channel. Others were directed to be laid down from Fort Johnson to Castle Pinckney, which seems to have been deferred until the attack began.

One of those near the obstructions was encountered by the Monitor Patapsco, on the night of the 15th of January, when, in the expectation of co-operating with General Sherman, I had ordered a vigorous effort to be made to remove the rope obstructions, and the picket Monitors covered the boats so engaged.

It seems that the work of placing these torpedoes had been completed that very night, and the Patapsco went down, with two-thirds of her crew, almost immediately on being struck, being at the time about six hundred (600) yards from Sumter.

Immediately after entering the harbor of Charleston, vigorous efforts were made to remove these floating torpedoes; but, although some of the very men who had put them down were employed, with the aid of steam tugs and boats, and all the ordinary appliances, to recover them, dragging and sweeping the water for many days, only four (4) could be found of the sixteen (16).

The Bibb came in contact with and exploded one on the 17th of March, and the Massachusetts grazed one on the 19th, so that the balance remain undiscovered.

A set of the same kind, placed across the mouth of the Wando, were recovered and destroyed. Acting-Master Gifford found as many as sixty-one (61) at different points of the shore, about the harbor, ready for service, or nearly so, and at hand to be put down if needed.

At Causten s Bluff, in St. Augustine Creek (one of the approaches to Savannah), were found a number lying on a wharf all ready for immediate use. They were conveniently handled, and could be laid down rapidly and easily. Woods and Thompson say that with one boat they placed them at the rate of four in an hour.

This kind of torpedo was the most convenient of all, and the most dangerous, though, being liable to shift with the current, they were apt to trouble those who used them. One rebel steamboat (Marion) had been blown up in the Ashley River some time ago by one of them; and, in June, 1864, [765] another rebel steamer, plying from Sumter up the harbor, was struck by one and beached on the shoal near Johnson, to prevent sinking in deep water, supposed at the time to have been run ashore accidentally.

It is probable that the Tecumseh was sunk at Mobile, in Admiral Farragut's attack, by one of this kind; also the Milwaukee. the Osage, the Rudolph, and a tin-clad (48, in the recent captures of the forts.

My own flag-ship, the Harvest Moon, was destroyed by the same device, in Georgetown, and three army transports in the St. John's--Maple Leaf, Harriet Weed, and another.

Mr. Gray states they were placed in such numbers about the main entrance and channel, about the time of our operations against Morris Island, that it would have been impossible for any vessel to escape that entered.

There were also permanent torpedoes. One species of these consisted of a frame of three or four heavy timbers, parallel to each other and a few feet apart, tied together by cross-timbers; at the head of each timber was a cast-iron torpedo with a fuze.3

The frame was placed obliquely, and held by weights, so as to present its torpedoes to the bottom of a vessel approaching. Series of them were placed in particular parts of the channel.

Four frames, mounting fifteen (15) torpedoes, were found at the entrance of Ashley River; they had been there some time, and yet were in such good condition that one exploded when towed away carelessly, and though a dozen feet from the tug the explosion hurt and knocked overboard several men.

Frames were also found in the narrow pass of the Hog Island Channel, just as it branches from the main channel near Battery Bee, and close to the boom obstructions already described; and another set in the neck of the middle channel near Castle Pinckney.

There is said to be another set in the shoal connecting the middle and the north channel, not removed at this date.

One of these frames was found lying in a dock of the Cooper River, with the torpedoes mounted ready for use.

In many cases the frames had been much wormeaten, so that in attempting to remove them the timber broke and fell to the bottom.

On the wharf near it and the adjoining buildings, which had been used as a factory for the torpedoes until our shells rendered it dangerous, were thirty (30) cast-iron torpedoes for framing.

This kind of torpedo was used in the Ogeechee and Savannah Rivers, where they were distinctly visible at very low water; and probably it was one of this kind that struck the Montauk in February, 1863, when attacking Fort McAllister.

As torpedo frames could not be fixed in very deep water, another kind was used for the purpose. This was a large sheet-iron boiler, capable of containing 1,000 to 3,000 pounds of powder, to be exploded by a galvanic battery connected by an insulated wire.

Three of these were located in the main channel between Battery Bee and Fort Johnson; the wire rope of each was led to Sullivan's Island, and all were found in good condition.

Persevering efforts were made by the squadron divers to follow the wires from the shore to the torpedoes, but they had become so overlaid by deposits of sand as to resist all attempts to release them, and were broken several times in the proceeding. A large quantity of the wire rope was taken up.4 Some of the range-poles having been removed, it was found impossible to determine with precision the exact locality where the divers could reach them without following the wires.

A torpedo boiler ready to receive powder was found on the wharf, where the cast-iron torpedoes for the frames already mentioned were discovered, together with a large quantity of the wire rope.

This was made in the best manner, probably in England. The copper wire was insulated by a tube of India-rubber, protected by a wrapper of hemp, and over that closely laid wire.

In this connection I may also mention the torpedoes designed for the rains and torpedo-boats, samples of which were recovered by divers from the bed of the river, where they had been thrown.

There were two sizes, both being elongated copper cylinders with hemispherical ends, and diameters of ten (10) inches, but one was thirty-two inches long, the others twenty-four inches.

At the outer end were screw-sockets for eight fuzes, so as to present points of explosion in every direction. The torpedo for the bow of a ram was of copper, barrel-shaped, and tapering to a point at the outer end. It had sockets for seven fuzes on the upper bilge and end. Its contents of powder was about one hundred and thirty-four pounds.

The three torpedo-boats in service had been sunk in the Cooper River, off the city wharves. Two have been raised, and one put in good order so as to steam about the harbor; in length about sixty-four (64) feet, and five and one-half (5 1/2 ) feet in diameter, capable of steaming about five (5) knots. There were six others that were under repairs, or being completed, of which two are now ready for service. Just above those that had been sunk were the three iron-clads, Chicora, Palmetto, and Charleston, all of which had been fired and blown up on the day we entered. The Chicora alone is visible in any part, and that only a few inches of the casemate at low water.

Up a small creek was found a fourth iron-clad, the “ Columbia,” of the same size as the Charleston, but plated with six (6) inches of iron; a new well-built vessel, just ready for service

It seems that about a month before the entrance of the Union forces (January 12), the vessel had been docked in the creek above the city, and in getting her out of the dock she grounded. The rebels seem to have begun to extricate the vessel, but had not sufficient time before they abandoned Charleston. Why she was not destroyed is difficult to conceive, as they sank the three that were in service, and burned two new iron-clads that were not completed. This vessel was fully ready for service, even guns mounted, which, it was said, were taken out after grounding, and a portion of the plating had been removed as a preparation for lightening and floating the vessel, under the belief that they could be saved. I gave the necessary directions, and on the 26th had the satisfaction of seeing her floated, which was effected by the exertions of several officers--Lieutenant-Commander Matthews, Fleet Engineer Danby, Chief Engineer Kierstead--by Master Carpenter Davis, by Lieutenant Churchill, and the divers. This vessel has an extreme length of two hundred and sixteen (216) feet; beam, fifty-one and one-third (51 1/2 ) feet; is plated with six (6) inches of iron; carries six (6) guns of the heaviest calibre, has two engines; high pressure, ample accommodations on berth-deck for cabin, ward-room and men, with good quarters in the casemates. Her leakage is very small, indicating no great injury from the grounding. Her steam-power was in good order, only requiring the stack-pipe and smoke-box to be replaced, and some of the interior pipe that had been cut. The Columbia left on the 23d of May, in tow of the Vanderbilt, and was commanded by Lieutenant Hayward. [766]

Defences of Charleston harbor. Fortifications on James Island.


Defences of Charleston S. C. Fortifications of Sullivan's Island.


I propose to place four of my own new 10-inch guns in the casemate; one at each corner. They weigh about 16,000 pounds, and will throw a solid shot, with forty pounds of powder, which has pierced four and a half inches of good iron at two hundred yards. If the two other guns are needed they may be of 9-inch.

Annexed are eighteen sketches illustrating the various devices which are referred to in the foregoing, as well as the defences of the harbor:

1. General plan of the harbor, showing the positions of the batteries, obstructions of booms, ropes and piles, torpedoes, barrel, frame and boiler, sites where lie the wrecks of the Monitors Weehawken and Patapsco, steamship Housatonic, rebel steamer Etiwan, etc.

This has been prepared with great care by Captain Boutelle, from drawings on the spot, of the batteries, determination of the locality of the obstructions, etc., from observations, or from the statements of those who removed them. It is a valuable and highly executed specimen of coast survey work, which is highly creditable.

2. Fortifications on James Island.

3. Fortifications on Sullivan's Island.

4. Defences of Charleston Harbor.

These three maps were also executed by Captain Boutelle, of the coast survey.

5, 6 and 7. Rope obstructions between Sumter and Moultrie, their anchors and floats.

8. Portion of boom obstructions in Hog Island Channel.

9. Barrel torpedo.

10. Torpedo frame found in Ashley River, Hog Island and middle channel.

11. Its torpedo.

12. Torpedo frame and its torpedo, used in the Ogeechee near Fort McAllister, and in the Savannah River near the city.

13. Torpedo from bow of rebel ram.

14 and 15. Torpedoes of the Davids or torpedo-boats.

16. Specimen of the David or torpedo-boat, found in Charleston.

17 and 18. Sketch of rebel ram Columbia, captured with Charleston.

12, 16, 17 and 18 are by Second-Assistant-Engineer Smith. All the rest were made under the supervision of Captain Boutelle, of the coast survey, and with great care, from actual samples.

The foregoing conveys the best information that I could collect by the means at my disposal in regard to the submerged impediments of the harbor; and their efficiency, when kept in good order, is not to be judged from the condition in which we found those which were composed more or less of heavy timber. The daily care and renovation that they received from the rebels had ceased for two and even three months before we handled them The boom obstructions and frames in Hog Island Channel were reached only two to two and a half months after the city was abandoned, and the frames in the middle channel had been left unnoticed for three months. It may be conceived that daily care was indispensable to their preservation, and this they did not receive after the rebels evacuated Charleston.

Annexed will be found the statements of various persons in regard to what they know of the various kinds of obstructions, etc , used to defend the harbor of Charleston, and also extracts from a journal found at the headquarters of the torpedo department in Charleston.

There is no greater diversity in these accounts than might be expected from the nature of the devices and the circumstances under which the different parties obtained information of them. Quite sufficient is certain to show that these several contrivances of obstruction and torpedoes would have been as troublesome as it was expected they would be, in connection with the heavy batteries that lined the harbor, and the rebel iron-clads.

I have the honor to be, very respectfully, your obedient servant,

J. A. Dahlgren, Rear-Admiral, Commanding South Atlantic Blockading Squadron. Hon. Gideon Welles, Secretary of the Navy.

The best illustration that can be given of the strength of Charleston is this notice of the obstructions added to an account of its fortifications. The strong positions in which the latter were placed, and the skill displayed in their construction, show what obstacles had to be overcome by the Federal Army and Navy. Anew era in military engineering had commenced on the outbreak of the civil war; and although the Confederates made use of the forts within their territory constructed of masonry, these were either strengthened by sand-bags or supported by earth-works of the most formidable description. Most of these fortifications were ultimately mounted with foreign guns of the largest size and most approved pattern; and, while we render due credit to those who overcame such gigantic obstacles, we should not fail to acknowledge the ability and energy of those who created them.

The old-fashioned system of forts was necessarily ignored by the Confederates from the first. It was impossible to build fortifications of masonry in time to meet the crisis which followed the attack on Sumter, and in the sand of the Southern coast nature had supplied an excellent material for rapidly building, at smaller expense, the military works required. We were taught by the civil war that, instead of expending millions of dollars on fortifications of masonry, we could secure the same or better results at comparatively little expense of time or labor, and have our money to spend on guns and torpedoes. The best way to understand these matters is to examine the plans of fortifications built along the Southern coast. Nothing was ever before constructed of sand-bags so formidable as Fort Fisher and the other defences of Cape Fear River, and the works at Charleston and Savannah. They were masterpieces of military engineering.

In order to show the difficulties to be encountered at Charleston, we append the general plan of the Confederate works.

When the Union forces took possession of Charleston, they were rather surprised to find but one hundred and forty-nine heavy guns in all the forts. This, however, was quite sufficient to secure the place against a naval attack, while the army-contingent was never sufficient by many thousand men to make much impression on [769] the land defences. At the same time the troops were useful in co-operating with the Navy to annoy the garrison. The duty of the army was harassing beyond description, and the privations of the soldiers were many. The enemy generally outnumbered the attacking force two to one, so that if Charleston could be called “in a state of siege” it was a most incomplete investment.

As for naval success in an attack on Charleston, it was out of the question. The force supplied the naval commanders-in-chief was so small, and the obstructions, torpedoes and forts so numerous, that it would have been little less than a miracle for a hostile fleet to reach the city. Had there been any doubt on this subject, it would be removed by the evidence given after the fall of Charleston by persons who had charge of the obstructions. That every effort was made to overcome the difficulties of the situation by Rear-Admiral Dahlgren and his gallant officers and men is certain. They were always ready for any adventure, no matter how hazardous. Many acts of gallantry were performed by the Army and Navy; but, take it altogether, the siege of Charleston was in the highest degree harassing and unsatisfactory to both the Army and Navy of the Union.

General Hardee evacuated Charleston to enable him to get in the advance of General Sherman and reach Raleigh and join his forces to those of General Beauregard, and with the garrison at Augusta, who were aiming to reach the same point. This left the coast of South Carolina comparatively free of Confederate troops; yet there were still points that required attention. Fortifications along the rivers had to be destroyed. In the panic at the movements of Sherman's army most of these places had been hurriedly evacuated without injuring them, and the enemy might again occupy them.

On the 25th of February, 1865, Georgetown, S. C., was occupied by the naval forces, in view of the movements of General Sherman, who might desire to be placed in communication with it before entering North Carolina. There were at this point well-constructed works, mounting sixteen guns, two of them 10-inch columbiads. but no resistance was made, the garrison having departed.

Acting-Ensign A. K. Noyes, commanding U. S. S. Catalpa, was sent to the city of Georgetown to hoist the Union flag, the municipal authorities having offered submission, and some of the seamen climbed the dome of the town hall and ran up the Stars and Stripes. As soon as the flag was raised, a party of Confederate horseman made a dash into the town; but as soon as the alarm was given the seamen from the Mingoe and Catalpa were landed and drove off the enemy.

Gun-boats were sent as far as they could go — about forty miles--up the Cooper River, to co-operate with an army force under General Schimmelfennig, to break up any parties of Confederate troops that might still linger in the vicinity; but it was found that the enemy's forces had all crossed the Santee, burning the bridges behind them. These movements of the gun-boats involved great care to avoid the sunken torpedoes known to exist in all the rivers.

Even the Harvest Moon, the flag ship of Admiral Dahlgren, did not escape unscathed. While proceeding down to a point two or three miles below Georgetown, this vessel, with the Admiral on board, was blown up by coming in contact with a torpedo. The shock was tremendous, the vessel shivered in every timber, bulkheads were driven in, and it seemed as if the boilers had burst and the magazine exploded. Before any one could fairly realize the situation, the Harvest Moon had sunk to the bottom. Had the torpedo struck the vessel a little further forward or aft there would have been great loss of life, but, as it was, only one life was lost. These infernal machines were met with when least expected, and with the greatest care in dragging for them were often overlooked.

By the end of March, 1865, the coast of South Carolina and Georgia may be said to have been free from Confederate raiders, and the inhabitants were rather glad to see the boat expedition sent out by Admiral Dahlgren. These were a check upon the parties of deserters from General Johnston's army who were trying to reach their homes, and were rendered indifferent, by poverty and suffering, on whom they subsisted. The condition of affairs all along the coast was deplorable, owing to the disasters of the civil war, and the strong hand of power was necessary to put an end to it.

By the last of May there was nothing left for Rear-Admiral Dahlgren to accomplish, and he was quite ready to be relieved from a command that had brought upon him so much labor and care, without his having accomplished what the Navy Department desired, the capture of Charleston by the fleet, a thing which under the circumstances was almost, if not quite, impossible. On the 23d of June, 1865, the Admiral was relieved from his command, and received the following complimentary letter from the Secretary of the Navy:

Navy Department, June 23, 1865.
Sir — Your dispatch of the 21st instant, reporting your arrival in Washington in pursuance of the authority of the Department, has been received. [770]

On the receipt hereof, you will haul down your flag and regard yourself as detached from the command of the South Atlantic Squadron, which you have conducted with ability and energy for two years.

The Department takes the occasion to express to you its approbation of your services, and of the services of those who have been associated with you in efficient blockade of the coast and harbors at a central and important position of the Union, and in the work of repossessing the forts and of restoring the authority of the Government in the insurgent States.


South Atlantic Squadron, January 1, 1865.

Rear-Admiral J. A. Dahlgren, Commanding.


Lieutenant-Commander Joseph M. Bradford, Fleet-Captain; Lieutenant-Commander E. O. Mathews, Flag-Lieutenant-Commander; Lieutenant Alfred T. Mahan, Ordnance-Officer; Lieutenant James O'kane, Flag-Lieutenant; Ensign Ernest J. Dichman, Aide; Fleet-Engineer, Robert Danby; Fleet-Paymaster, James H. Watmough; Fleet-Surgeon, William Johnson; Acting-Volunteer-Lieutenant And Pilot, Wm. Haffards; Acting-Ensign, Walter Cooper; Acting-Ensign And Signal-Officer, Geo. H. Rexford.


Captain, Gustavus H. Scott; Commander, N. B. Harrison; Lieutenants, S. B. Gillett and Walter Abbott; Acting-Masters, Calvin C. Childs, J. L. Gifford and R. G. Lelar; Acting-Ensigns, T. E. Harvey and Andrew Willard; Acting-Master's Mates, S. S. Willard and James Wilbar; Surgeon, C. H. Burbank; Assistant Paymaster, W. H. Anderson; Engineers: Chief, G. B. N. Tower; Second Assistant, J. J. Barry; Acting-Second-Assistants, Wm. McGrath and J. W. Mellor; Acting-Third-Assistants, W. M. Smith and H. B. Goodwin; Boatswain, Charles Fisher; Gunner, E. J. Beecham.

Store-ship New Hampshire.

Commander, William Reynolds; Acting-Masters, H. W. Hand, R. B. Hines, J. C. Cox and W. A. Morgan; Acting-Ensigns, C. S. Lawrence, Woodward Carter and Frank Jordan; Chaplain, John Blake; Surgeon, H. C. Nelson; Acting-Assistant Paymaster, Levi S. Bingham; First-Lieutenant of Marines, G. G. Stoddard; Acting-Master's Mates, A. B. Flynn, H. A. Rogers and Harry Lucus; Third-Assistant Engineer, William Charlton; Acting-Boatswain, Edward Hughes; Acting-Gunner, Geo. W. Allen.


Commander, James C. Williamson; Acting-Volunteer-Lieutenant, Wm. H. Latham; Acting-Master, Wm. Lallman; Acting-Ensigns, C. V. Kelley, S. A. Gove, E. W. Watson and John Denson; Acting-Master's Mate, Wm. Merrill; Acting-Assistant Paymaster, O. B. Seagrave; Acting-Assistant Surgeon, W. J. Burge; Engineers: Second-Assistant, I. R. McNary; Acting-Second-Assistant, Campbell McEwen; Acting-Third-Assistants, Lory Bennett, Theodore Scudder and H. A. Chase; Acting-Gunner, J. H. Pennington.

St. Louis--Third-rate.

Commander, Geo. H. Preble; Lieutenant, Wm. F. Stewart; Acting-Master, S. W. Hadley; Acting-Ensigns, Hazard Marsh, Henry Pease, Jr., S. S. Minor and Fred. Wood; Acting-Master's Mate, F. L. Bryan; Passed Assistant Surgeon, J. H. Macomber; Paymaster, J. S. Post; Acting-Boatswain, George Brown; Gunner, G. P. Cushman; Sailmaker, I. E. Crowell.

James Adger--Third-rate.

Commander, T. H. Patterson; Lieutenant, Gilbert C. Wiltse; Acting-Master, A. F. Holmes; Acting-Ensigns, G. E. Halloway, O. C. Snow and Chas. Danenhower; Acting-Master's Mates, L. W. Smith, Robert Steel and J. W. Thode; Acting-Assistant Surgeon, W. W. Myers; Acting-Assistant Paymaster, Wilbur Ives; Engineers: Acting-Chief, E. A. Whipple; Acting-Second-Assistants, G. W. Scobey and J. B. Place; Acting-Third-Assistants, P. J. Holmes, Timothy Woodruff, Richard Morgan and John Roach; Acting-Gunner, Joseph Venable.


Commander, George B. Balch; Lieutenant, Wm. Whitehead; Acting-Masters, J. C. Champion, Thos. Moore and E. A. Magone; Ensign, Henry Glass; Acting-Master's Mates, C. H. Poor, Jr., T. L. Fisher and Jacob Kemp; Assistant Surgeon, S. F. Shaw; Assistant Paymaster, C. S. Perley; Engineers: Chief, B. E. Chassaing; Second-Assistants, W. J. Clark, Jr., Arthur Price and J. G. Brosnahan; Third-Assistant, Robert Crawford; Boatswain, James Brown; Gunner, James Hays.


Commander, Egbert Thompson; Acting-Master, Wm. E. Thomas; Acting-Ensigns, Geo. F. Howes and Charles Penfield; Acting-Master's Mate, N. Goldsmith: Acting Assistant-Surgeon, T. S. Keith; Acting-Assistant Paymaster, J. T. Lee; Engineers: Second-Assistants, J. B. Carpenter, d. F. Meyer, Jr., W. H. Kelly and W. L. Bailey.


Commander, J. B. Creighton; Acting-Masters, J. W. Cangdon and J. C. Wentworth; Acting-Ensigns, Samuel Merchant, S. R. Carlton, R. F. Dodge and J. A. Phipps; Acting-Assistant Paymaster, C. A. Cabel; Acting Assistant Surgeon, G. H. Napheys; Engineers: First-Assistant, E. A. C. DuPlain; Acting-Second-Assistant, James Mitchell, W. F. Worrell and Levi Smetzen; Acting-Third-Assistants, Wm. Emmarick and G. G. Blake; Acting-Gunner, Andrew Harmand.


Lieutenant-Commander, Edward Barrett; Lieutenant, Chas. W. Tracy; Acting-Masters, J. C. Hamlin and Wm. Reed; Acting-Ensigns, J. D. Barclay, E. B. Cox and Charles Clauson; Assistant Surgeon, John W. Coles; Assistant-Paymaster, H. P. Tuttle; Engineers; Acting-First-Assistant, J. F. Butler; Acting-Second-Assistants, J. G. Dennett and Jonas T. Booth; Third-Assistant, Wm. M. Barr; Acting-Third-Assistant, H. M. Test.


Lieutenant-Commander, S. P. Quackenbush; Lieutenant, Wm. T. Sampson ; Acting-Master, John [771] White; Acting-Ensigns, J. S. Johnson, A. B. Bashford and J. C. Brown; Assistant-Surgeon, S. H. Peltz ; Acting-Assistant Paymaster, W. S. Creevey; Engineers: First-Assistant, Reynolds Driver; Acting-Second-Assistant, G. L. Palmer; Third-Assistants, D. C. Davis, G. F. Sweet and J. J. Ryan; Pilot, G. Pinckney.


Lieutenant-Commander, S. B. Luce; Acting-Master, Geo. F. Winslow; Acting-Ensigns, Thomas Stevens, E. M. Clark, T. E. Lawton and James E. Carr; Acting-Master's Mates, W. H. Fitzgerald and E. L. Kemp; Acting-Assistant Paymaster, H. S. Skelding; Acting-Assistant Surgeon, J. W. Sherfy; Engineers: Second-Assistants, Francis Cronin, Cipriano Andrade and H. F. Bradford; Third-Assistants, C. F. Uber and J. G. Littig; Acting-Gunner, Chas. F. Adams.


Lieutenant-Commander, Alex. A. Semmes; Lieutenant, John H. Reed; Acting-Masters, W. N. Price and John H. Bolles; Acting-Ensigns, D. W. Hodson, J. H. Cromwell and Rich. Lanphier; Assistant-Surgeon, David V. Whitney; Acting-Assistant Paymaster, W. F. A. Torbert; Engineers: First-Assistant, W. W. Hopper; Second-Assistant, O. B. Mills; Acting-Second-Assistants, Henry Wanklin and J. H. Vaile; Acting-Third--Assistant, H. C. Wilkins.


Lieutenant-Commander, Jonathan Young; Acting-Master, S. A. Waterbury ; Acting-Ensigns, C. A. Pike, R. P. Leary and G. A. Johnston; Assistant-Surgeon, W. J. Simon; Acting-Assistant Paymaster, D. Corning; Engineers: Acting-First-Assistant, W. S. Hazzard; Acting-Second-Assistant, W. J. Barrington; Third-Assistant, J. A. Kaiser; Acting-Third-Assistants, W. E. Coster and C. H. Hunt.


Lieutenant-Commander, Wm. K. Mayo; Lieutenant, Henry F. PicKing; ActingMaster, Wm. Shackford; Acting-Ensigns, C. J. Rogers, A. B. Prince, E. H. Frisbie and W. C. Mendell; Assistant Surgeon, S. G. Webber; Acting-Assistant Paymaster, Wm. H. Palmer; Engineers: Acting First Assistants, John H. Foster and T. B. Grene; Second-Assistant, L. T. Stafford; Third-Assistant, J. L. Hannum; Acting-Third-Assistant, Morris McCarty.


Lieutenant-Commander, T. Scott Fillebrown; Lieutenant, H. L. Johnson; Acting-Masters, A. A. Owens and Charles Cook; Acting-Ensigns, L. A. Waterman, Richard Hepburn and Sylvester Eldridge; Assistant Surgeon, Wm. P. Baird; Acting-Assistant Paymaster, F. A. Wheeler; Engineers: First-Assistant, James Sheridan; Second-Assistants, F. H. Fletcher, Webster Lane and Joseph Hooper; Acting-Third-Assistant, G. S. Odell.


Lieutenant-Commander, E. E. Stone; Lieutenant, E. F. Brower; Acting-Master, W. W. Crowningshields; Acting-Ensigns, G. W. Bourne, W. T. Mitchell and E. Gabrielson; Acting-Assistant Surgeon, G. B. Todd; Acting-Assistant Paymaster, C. A. Robbins; Engineers: Second-Assistants, A. Adamson and J. W. Hollihan; Acting-Second-Assistants, Simeon Rockburn and Charles Amberg; Acting-Third-Assistants, J. F. Walton and Richard Bell.


Lieutenant-Commander, Robert F. R. Lewis; Lieutenant, J. F. McGlensey; Acting-Master, J. M. Forsyth; Acting-Ensigns, G. T. Chapman, Frank Kemble, G. P. Tyler and J. W. Burr; Assistant Surgeon, E. M. Corson; Acting-Assistant Paymaster, G. Walter Allen; Engineers: Acting-First-Assistant, D. F. Gerrish; Second-Assistant, C. F. Hollingsworth; Acting-Second-Assistant, F. C. Russell; Third-Assistant, H. H. Kimball; Acting-Third-Assistant, J. F. Kingsley.


Lieutenant-Commander, A. W. Johnson; Acting-Ensigns, H. B. Francis, H. F. Dorton and Alonzo Elwell; Acting-Master's Mates, D. J. King and Joseph Gregory, Jr.; Acting-Assistant Surgeon, S. C. Johnson; Acting-Assistant Paymaster, Chas. Dutcher: Engineers: Acting-First-Assistant, John Fallon; Third-Assistant, C. W. Kenyon; Acting-Third-Assistants, C. E. Jevins and James F. Miller.


Lieutenant-Commander, R. W. Scott; Acting-Master, H. M. Merrill; Acting-Ensigns, S. H. Pallock, Geo. Couch, S. G. Bryer and M. J. Daly; Acting-Master's Mate, D. W. Spinney; Acting-Assistant Surgeon, David Fairdrey, Acting-Assistant Paymaster, Wm. Sellew; Engineers: Acting-Second-Assistant, A. B. Cullins; Acting-Third-Assistants, Rufus Barton, R. G. Lewis, George Paul and John O'Keefe; Gunner, J. M. Hogg.


Lieutenant--Commander, Edmund W. Henry; Acting-Masters, George P. Lee, J. E. Stickney and H. A. Green; Acting-Ensign, Geo. E. Thomas; Acting-Master's Mates, W. S. Howland and J. C. Butler; Acting-Assistant Surgeon, W. J. Gilfillan; Acting-Assistant Paymaster, H. T. Mansfield; Engineers: First-Assistant, S. L. P. Ayres; Second-Assistant, E. W. Koehl; Third-Assistant, C. R. Roelker; Acting-Third-Assistant, Wm. J. Dougherty.


Lieutenant-Commander, James Stillwell; Acting-Master, Wm. H. Winslow; Acting-Assistant Surgeon, L. H. Willard; Acting-Assistant Paymaster, G. W. Huntington; Acting-Ensigns, Benj. Mitchell, C. H. Choate, W. H. McCormick and W. N. Smith; Engineers: Second-Assistants, Geo. H. White and R. B. Hine; Acting-Second Assistant, Wm. Ross; Acting-Third-Assistant, C. G. Mead.


Lieutenant-Commander, Wm. H. Dana; Acting-Masters, E. H. Sheffield and Wm. McKendry; Acting-Ensigns, Walter Sargent and J. Severns; Acting-Master's Mate, Alfred Staigg; Acting-Assistant-Surgeon, Charles Little; Acting-Assistant Paymaster, T. H. Dickson; Engineers : Second-Assistant, Alfred Hendrick; Acting-Second-Assistant, J. B. A. Allen, Jr.; Third-Assistant, R. L. Wamaling; Acting-Third-Assistant, C. W. Plaisted.

Dai Ching--Fourth-rate.

Lieutenant-Commander, J. C. Chaplin; Acting-Masters, J. W. Crosby and Geo. Howorth; Acting-Ensign, Walter Walton; Acting-Assistant Surgeon, J. R. Richardson; Acting--Assistant Paymaster, Edw. Sherwin; Engineers: Acting First-Assistant, G. R. Bennett; Acting-Third-Assistants, D. Castana, J. R. Fulcher and Montgomery West.

Commodore McDonough Fourth-rate.

Lieutenant-Commander, Alex. F. Crossman; Acting-Masters, Wm. Knapp and John Myers; Acting-Ensigns, N. W. White and George Glass; Acting-Master's Mates, Samuel Flaxington and L. F. Strant; Acting-Assistant Paymaster, R. Freeman; Acting-Assistant Surgeon, D. J. Harris; Engineers: Acting-Second-Assistants, Sylvanus Warren, S. S. Hettrick and Nelson Ross.

Naval battery.

Lieutenant, Geo. W. Hayward; Acting-Ensign, J. A. Edgron; Acting-Assistant Surgeon, B. F. Brown; Acting-Master's Mate, Chas. Everdeen; Acting-Gunner, Thos. Holland.



Acting-Volunteer Lieutenant, Edgar Brodhead; Acting-Masters, B. S. Melville and C. H. Baldwin; Acting-Ensigns, Edw. Rogers and G. O. Fabeus; Acting-Master's Mates, C. H. Chase and W. A Stannard; Acting-Assistant Surgeon, Winthrop Butler; Acting-Assistant Paymaster, Louis A. Yorke; Boatswain, Philip J. Miller; Gunner, Stephen Young; Carpenter, O. H. Gerry; Saillaker, J. C. Bradford.

John Adams--Third-rate.

Acting-Volunteer-Lieutenant, Alvin Phinny; Actting-Masters, C. C. Ricker, T. C. Chapin and Henry Vaughan; Acting-Ensigns, H. D. Burolett, T. S. Avery, A. A. Franzen, P. W. Fragen, G. S. Johnson and Frank Fisher; Acting-Master's Mates, W. M. Gregg, S. E. Adamson, John Ostega, Nathan Brown and Oliver O'Brien; Acting-Assistant-Surgeon, N. M. Randlett; Acting-Assistant Paymaster, Arch'd McVey; Gunner, J. M. Ballard; Acting-Gunner, A. C. Holmes; Carpenter, J. G. Thomas.


Acting-Volunteer-Lieutenant, Edward Cavendy; Acting-Master, Gilbert Richmond; Acting Ensigns, J. W. Griffiths, J. T. Carver, J. S. Thomles and J. M. Hudson; Acting-Master's Mate, J. F. Peterson; Acting-Assistant Surgeon, P. H. Pursell; Acting-Assistant Paymaster, F. V. D. Horton; Engineers: Acting-First-Assistant, John Harris; Acting-Second-Assistant, C. B. Curtes; Acting-Third-Assistants, A. F. Bullard and Edw. Humstone.

South Carolina--Third-rate.

Acting-Volunteer-Lieutenant, Wm. W. Kennison; Acting-Master, Wm. Bailey; Acting-Ensigns, John Gunn, E. M. Dimon, C. G. Boyer and Ansel S. Hitch; Acting-Assistant Surgeon, H. C. Vaughan; Acting-Assistant Paymaster, S. W. Tanner; Engineers: Acting-First-Assistant, J. T. Hathaway; Acting-Second-Assistants, J. H. Rowe and Henry Gormley; Acting-Third-Assistants, S. C. Lane and John Agnew.


Acting-Volunteer-Lieutenant, R. P. Swann; Acting-Masters, H. G. McKennee and R. C. McKenzie; Acting-Ensigns, Wm. S. McNeilly and L. B. Brigham; Acting-Assistant Surgeon, T. W. Meckly; Acting-Assistant Paymaster, A. M. Stewart; Engineers: Acting-Second-Assistant, M. C. Heath ; Acting-Third-Assistants, James Mollineaux, Wm. Leonard and W. H. H. Hawes.

Hope--Fourth rate.

Acting-Volunteer-Lieutenant, Wm. L. Churchill; Acting-Ensign, Andy Hartshorn; Acting-Master's Mates, Wm. E. Sauld and J. S. Leon.


Acting-Volunteer-Lieutenant, Geo. E. Welch; Acting-Masters, H. S. Blanchard, J. W. Tuck. A. S. Gardner and S. W. Rhoades; Acting-Ensign, R. Wt. Parker; Engineers: Acting-Second-Assistants, E. H. Keith and John Lardner; Acting-Third-Assistant, Jesse Wright; Gunner, Wm. Bartlett; Carpenter, Samuel N. Whitehouse.


Acting-Volunteer-Lieutenant, C. J. Van Alstine; Acting-Master, J. M. Butler; Acting-Ensigns, C. B. Pray, J. C. Staples and Wm. Jenny; Acting-Master's Mate, Edward W. Mosier; Acting-Assistant Surgeon, Robert Stone; Acting-Assistant Paymaster, C. M. Burnes; Engineers: Acting-Second-Assistant, John Hawkins; Acting-Third-Assistants, Anthony Gale, J. W. Elliott and W. W. Smith.

Memphis--Third rate

Acting-Masters, R. O. Patterson and J. B. Childs; Acting-Ensigns, S. W. Cowing, B. D. Reed and G. C. Chamberlain; Acting-Master's Mate, John W. Moore; Acting-Assistant Surgeon, W. H. Bates; Acting Assistant Paymaster, Wm. E. Foster; Engineers: Acting-Second-Assistants, C. H. McCarty and Peter Anderson; Third-Assistant, S. C. McLanahan; Acting-Third-Assistant, Wm. Adams.

Mary Sanford--Third-rate.

Acting-Master, Z. Kempton; Acting-Ensigns, John Ross, J. F. Otis, G. W. Pease and Wm. Caldwell, Jr.; Acting-Master's Mate, N. F. Rich; Acting-Assistant Paymaster, Geo. E. Bissell; Engineers: Acting-Second-Assistant, Chas. O. Davis; Acting-Third-Assistant, A. N. Odell, Thos. Stimson and James Hare.


Acting-Master, Benj. Dyer; Acting-Ensigns, A. E. Barnett, R. E. Anson and A. D. Anderson; Acting-Assistant Surgeon, W. W. Howard; Acting-Assistant Paymaster, Ichabod Norton; Engineers: Acting-Second-Assistant, Cornelius Dandreau; Acting-Third-Assistants, Paul Dandreau, T. J. Hamilton, Wm. Smith and G. W. Hughes.


Acting-Master, Fred. W. Strong; Acting-Ensign, Joseph Frost; Acting-Master s Mates, F. C. Simond and Robert N. Turner; Engineers: Acting-Second-Assistant, Chas. Gewans; Acting-Third-Assistants, W. W. Fish, F. L. Strong and J. Priest.


Acting-Master, S. N. Freeman; Acting-Ensigns, R. R. Donnell and Fred. Elliott; Acting-Master's Mates, Edw. H. Sheer, T. H. McDonald and C. S. Bridges; Acting-Assistant Surgeon, Benj. Marshall; Acting-Assistant Paymaster, T. A. Emerson.

Harvest Moon--Fourth-rate.

Acting-Master, John K. Crosby; Acting-Ensigns, W. H. Bullis, D. P. McKevan, A. N. Bates and L. A. Cornthwait; Acting-Assistant Surgeon, A. Sumner Dean; Acting-Assistant Paymaster, L. E. Rice; Engineers: Acting-Second-Assistant, J. A. Miller and G. A. Geer; Acting-Third-Assistants, Henry Fisher and F. W. Racoe.


Acting-Master, Geo. H. Avery; Acting-Ensigns, Geo. B. Bailey, Geo. Edwards, E. R. Davison, John B. Starr and C. D. Duncan; Assistant-Surgeon, J. H. Culver; Assistant Paymaster, H. L. Wait; Engineers : Acting-First-Assistant, Robert Mulready; Acting-Third-Assistants, C. T. Wamaling and John Ryan.


Acting-Master, F. M. Montell; Acting-Ensigns, A. Cartes, Frank Watson, W. H. Millett and G. T. Joslin; Acting-Assistant Paymaster, H. E. Rand; Engineers: Acting-Second-Assistant, Edwin Vaughn; Acting-Third-Assistants, S. M. Van Clief, E. W. Cross and L. McNeil.


Acting-Master, Fred'k T. King; Acting-Ensigns, E. K. Smith, M. A. Nickerson, Lewis Jennings and Alex. Cormack; Acting-Master's Mate, W. C. N. Sanford ; Acting-Assistant Surgeon, P. C. Whidden Acting-Assistant Paymaster, W. L. G. Thayer; Engineers: Second-Assistant, J. P. Kelly; Acting-Second-Assistant, J. J. Sullivan; Acting-Third-Assistants, Wm. Norie, T. T. Sanborn and G. W. Wakefield.


Acting-Master, Charles W. Lee; Acting-Ensigns, E. R. Warren and T. R. Dayton; Acting-Master's Mates, F. L. Wheeler and Thos. Nickerson; Acting-Assistant Paymaster, Charles Loucks; Engineers: Acting-First-Assistant, William Johnston; Acting-Third-Assistants, B. F. Napheys, David McDonald and T. T. Risbell.



Acting-Master, Enos O. Adams; Acting-Ensign, Wm. R. Cox; Acting-Master s Mates, Washington Van Wyck, James O'Donnell and A. D. Damon; Engineers: Acting-Second-Assistant, C. R. Jones; Acting-Third-Assistants, Samuel Fowler and H. W. Force.

Ethan Allan--Fourth-rate.

Acting-Masters, J. A. Pennell, W. L. Kempton and Jos. McCart; Acting-Ensigns, J. H. Bunting and Wm. Mero; Acting-Master's Mate, Edwards Dexter; Acting-Assistant Surgeon, Isaiah Dowling; Acting-Assistant Paymaster, Wm. R. Woodward.


Acting-Master, William Watson; Acting-Ensigns, William Jennings and L. P. Delan; Acting-Master's Mate, A. K. Baylor; Acting-Assistant Paymaster, W. D. Walker.


Acting-Master, R. Price Walter; Acting Ensigns, H. G. Seaman and Geo. Dunlap; Acting-Master's Mate, George Newlin; Engineers: Acting-Second-Assistant, Samuel Swartwout; Acting-Third-Assistants, Robert B. Dick, H. S. Brown and L. B. Joyce.


Acting-Master, David P. Health; Acting-Ensign, Edward Ryan; Acting--Master's Mates, John McDonough and Wm. H. Morse.

Norwich--Fourth rate.

Acting-Master, W. H. DeWolf; Acting-Ensigns, J. H. Sinscatt, J. P. Chadwick and R. W. Laid; Acting-Master's Mates, Henry Sinclair and Wm. White; Acting-Assistant Surgeon, J. A. Petrie; Acting-Assistant Paymaster, C. F. Gardner; Engineers: Acting-Second-Assistant, P. B Robinson; Third-Assistant, L. H. Lamdim; Acting--Third-Assistants, H. J. Tarr and J. B. Johnston.


Acting-Masters, Lewis West and George F. Hollis; Acting-Ensigns, Christopher Flood, B. H. Chadwick and Charles Sawyer; Acting-Masters Mate, Wm. C. King; Acting-Assistant Surgeon, S. B. Kenney; Acting-Assistant Paymaster, T. N. Murray.


Acting-Master, E. S. Fusher; Acting-Ensigns, C. M. Shirving and Jacob Cochran; Acting-Assistant Surgeon, Israel Bashong; Acting-Assistant Paymaster, R W. Allen.


Acting-Master, Wm. H. Mallard; Acting-Ensign, John McGlathery; Acting-Master's Mate, N. B. Walker; Engineers: Acting-Third-Assistants, Wm. H. Capen, Thomas Forrest and John Tucker.


Acting-Master, Wm. Fales; Acting-Ensigns, E. W. Halcro, Charles Nellman and D. W. Andrews; Acting-Assistant Paymaster, Samuel A. Kay.


Acting-Master, Charles W. Rodgers; Acting-Master's Mates, J. B. Newcomb, J. G. Underhill and John Wolstenholme; Engineers: Acting-Second Assistant, A. N. Koones; Acting-Third-Assistants, H. E. Whitworth, W. B. Hall and C. M. Adams.

E. B. Hale--Fourth-rate.

Acting-Master, Charles F. Mitchell; Acting-Ensigns, Henry Stohl, G. A. Smith, J. N. Van Buskirk, Wm. L. Pary and Wm. Lamee; Acting-Assistant Paymaster, O. B. Gilman; Engineers: Acting-Second-Assistant, Frank Marsh; Acting-Third-Assistants, R. F. Bennett, W. C. Bond and Wm. Finnegan.

C. P. Williams--Fourth-rate.

Acting-Master, L. W. Parker; Acting-Ensign, J. W. North; Acting-Master's Mates, L. E. Daggett and W. J. Lane.

George Mangham--Fourth-rate

Acting-Master, John Collins, Jr.; Acting-Ensigns, J. E. Wallis and A. Tuttle; Acting-Assistant Paymaster, T. G. Holland.

Dan Smith--Fourth-rate.

Acting-Master, Barker Van Voorhis; Acting-Ensigns, A. H. L. Bowie and Robert Craig; Acting-Master's Mate, H. P. Diermanse.

George W. Rodgers--Fourth-rate.

Acting-Master, Loring G. Emerson; Acting-Ensign, J. H. Handy; Acting-Master's Mate, A. Trensdale.


Acting-Masters, Wm. Barrymore and J. E. Jones; Acting-Ensigns, H. F. Blake and A. S. Rounds; Acting-Master's Mates, Wm. J. McFadden and James Hawkins; Acting-Assistant Paymaster, Joseph Foster; Engineers: Acting-Second-Assistant, T. D. Crosby; Acting-Third-Assistants, J. K. Wright; A. V. Harvey, E. H. Haggens and Robert Henry.

T. A. Ward--Fourth-rate.

Acting-Master, Robert T. Wyatt; Acting-Ensign, W. C. Odroine; Acting-Master's Mates, M. M. Baker, Jr., and A. Olmstead.

Racer--Fourth rate.

Acting-Master, E. G. Martin; Acting-Ensigns, D. B. Corey and J. F. Kavanaugh; Acting-Master's Mate, James Williams; Acting-Assistant-Paymaster, Charles Smith.

John Griffith--Fourth-rate.

Acting-Master, James Ogilvie; Acting-Ensigns, Wm. Knight, W. G. Pitts and Thos. Perry.

Sarah Bruen--Fourth-rate.

Acting-Master, Wm. F. Redding; Acting-Ensigns, S. P. Edwards and J. Richardson; Acting-Master's Mate, Wm. H. Olmey.


Acting-Ensign, Wm. H. Anderson; Acting-Master's Mates, W. W. Brandt, Elisha Hubbard and Roger Conoly; Engineers: Acting-Second-Assistant, Richard Nash; Acting-Third-Assistants, Dennis Lyng and James Hankey.


Acting Ensign, George W. Williams; Acting-Master's Mates, W. F. Vincent, J. K. Gould and James Sullivan; Engineers: Acting-Third-Assistants, E. Babbit and John McKeezer.


Acting-Ensign, John V. Cook; Acting Master's Mates, I. D. Lovett and F. H. Newcomb; Engineers: Acting-Second Assistant, Geo. W. Howe : Acting-Third-Assistant, William J. Moore and J. T. Greenwood.


Acting-Ensign, David B. Howes; Acting-Master's Mates, Abraham Leach, F H. Munroe and Wm. F. Lard; Engineers: Acting-Third-Assistants, Benjamin Cobb, Jr., John Grimes and John Corson.

Sweet Brier--Fourth-rate.

Acting-Ensign, J. D. Dexter; Acting-Master's Mates, T. J. Dill. J. R. Grove and L. H. Brown; Engineers: Acting-Second-Assistants, M. V. B. Darling and T. J W. Cooper; Acting-Third-Assistant, J. W. Blake.


Acting-Ensign, Charles Greive; Acting-Master's Mates, J. A. Smith, C. E. Cool and Uriah Folger; [774] Engineers: Acting-Second-Assistants, Reuben McClenahan and Augustus Wendell; Acting-Third-Assistants, Edw. Bannaclough and W. J. Phillips.


Acting-Ensign, Napoleon Boughton; Acting-Master's Mates, S. W. Byran, H. B. Eaton and Wm. C. Parker; Engineers: Acting-Third Assistant, John D. Williams, Geo. W. Beard and Augustus Straub.

Carnation Fourth-rate.

Acting-Ensign, William Boyd; Acting-Master's Mates, J. D. Reed, Albion Burnham and A. H. Francis; Engineers: Acting-Third-Assistants, Wm. C. Boone and D. M. Spangler.


Acting-Ensigns, Sturgis Center, J. D. Kihlborn and J. P. Thompson; Acting-Master's Mate, Peter Moakley; Engineers: Acting-Second-Assistant, James Stevens; Acting-Third-Assistants, Denis Hayes and Walter S. Jarboe.


Acting-Ensign, Allen K. Noyes; Acting-Master's Mates, J. W. Mathews, A. S. Taffe and John McGee; Engineers: Acting-Second Assistant, Timothy McCarty; Acting-Third-Assistants, Nicholas Cassin and J. Nicholson.


Acting-Ensign, Frank S. Leech; Acting-Master's Mate, S. H. Bryant; Engineers; Acting-Third Assistants, W. W. Shane, W. F. Henderson and M. Griffiths.


Acting-Ensign, David Lee; Acting-Master's Mates, J. D. Wingale, Benjamin Russell and Wm. Earle; Engineers: Acting Second-Assistants, S. W. Widlam and C. J. Henry; Acting-Third-Assistants, Geo. E. Norris and H. B. Garabedian.


Acting-Ensign, Charles H. Hanson; Acting-Master's Mates, Thos. Newton and Henry Lynch; Engineers: Acting-Third-Assistants, Wm. H. Barclay and J. C. Batchelder.

Norfolk Packet--Fourth rate.

Acting-Ensigns, Geo. W. Wood and S. A. Dayton; Acting-Assistant Paymaster, Andrew Tower; Acting-Master's Mates, Charles Bedell and Allen Moore.


Acting-Ensigns, J. H. Bennett, N. C. Borden and Horace Dexter; Acting-Master's Mates, F. W. H. Harrington and C. A. Austen; Acting-Assistant Surgeon, George S. Fife; Acting-Assistant Paymaster C. H. Longstreet.

G. W. Blunt--Fourth-rate.

Acting-Ensign, G. G. Curtis; Acting-Master's Mates, W. R. Lyons.


Acting-Master's Mates, George W. Post and Wm. Woods; Engineers: Acting-Third-Assistants, Frederick Wagner and H. A. Brown.


Acting-Master's Mates, John O'Conner, W. A. Arkins and David Wilson; Engineers: Acting-Third-Assistants, W. J. Cannon and A. L. Grow.

1 Confederate Engineer.

2 And Captain Gray states that they were afloat up to the last that he saw of them, which was in August, 1864.

3 A model of this kind was made for me by William Flynn, a refugee, who had worked on them in Charleston.

4 Some of it was used subsequently by our own divers.

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