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J. Newland Maffitt (search for this): chapter 59
was not particularly fortunate, for in the course of ten days Captain Maffitt only succeeded in destroying three small vessels. He then putce did not seriously influence the British authorities at Nassau. Maffitt had entered a bona fide Confederate port, and now that he was agaihward of Bahia, in Brazil. In the vicinity of Fernando Noronha, Maffitt picked up a vessel called the Lapwing, loaded with coal, and, by cy the brig Clarence was captured off the coast of Brazil, armed by Maffitt with some light guns, and placed in command of Lieutenant Charles with orders to burn, sink and destroy; although it was doubtful if Maffitt's authority to commission vessels would have been recognized in caSeveral gun-boats were cruising up and down the coast in search ot Maffitt, who was reported off Nova Scotia; but their commanders do not seee sailed for Brest, where she was docked and thoroughly repaired. Maffitt was relieved by Captain Joseph N. Barney, who was in turn succeede
Raphael Semmes (search for this): chapter 59
usual time allowed these vessels; although Captain Semmes had been allowed to do pretty much as he past scene in the terrible drama inaugurated by Semmes and finished by Waddell. The story of the Coning vessels of war, so the plan inaugurated by Semmes has made an entire change in the class of vesst likely to forget the lesson taught us by Captain Semmes, with his carefully-considered plan of opeife on board the Confederate cruisers, for Captain Semmes' voluminous narrative of the Sumter and Althe glamour attending the remarkable cruise of Semmes, Waddell, in the Shenandoah, has almost been lost sight of. Captain Semmes lost no opportunity of advertising himself through the vessels he bonded States Government could get a vessel there. Semmes frequented some of the best-known ports, where having its effect there, but not exactly what Semmes wanted. Semmes pursued this course. without Semmes pursued this course. without attempt at concealment, until his vessel was sunk by the Kearsarge. Waddell, in the Shenandoah, p
Charles M. Morris (search for this): chapter 59
nd thence sailed for Brest, where she was docked and thoroughly repaired. Maffitt was relieved by Captain Joseph N. Barney, who was in turn succeeded by Captain Charles M. Morris. The Florida remained nearly six months at Brest, sailed from that port in February, 1864, and, after cruising for three months against American commerce, put in again at Bermuda, where Captain Morris was allowed to take in coal and provisions. The Captain announced his intention of proceeding to Mobile. but, instead of doing so, made a cruise of three months on the coast of the United States against Federal merchant vessels, proceeding thence to Teneriffe, and on the 5th of Oc in a volley of small arms and discharging two broadside guns at the Confederate ship, the latter surrendered. Sixty-nine officers and men were captured, but Captain Morris and many of his officers and crew were on shore. The Florida was then towed out to sea, the Brazilian man-of-war offering no opposition, except that an offic
James J. Waddell (search for this): chapter 59
ster, who had a power of sale from her owner, to Commander James J. Waddell, of the Confederate Navy, who put her in commissg fleet. In violation of the Foreign Enlistment Act, Commander Waddell was here permitted to ship forty-three men as an addips, whose crews were subjected to very inhuman treatment. Waddell continued his operations for over two months after hostili struggle for independence was practically at an end. When Waddell was assured that the Confederate Government had ceased to n the terrible drama inaugurated by Semmes and finished by Waddell. The story of the Confederate cruisers carries with it a In the glamour attending the remarkable cruise of Semmes, Waddell, in the Shenandoah, has almost been lost sight of. Captainoncealment, until his vessel was sunk by the Kearsarge. Waddell, in the Shenandoah, pursued an entirely different course. mission about one-half as long a time as the Alabama. Commander Waddell kept his movements concealed, and left no trace behin
England (search for this): chapter 59
gh foreign vessels, or otherwise. His object was to show the people of Europe the dreadful havoc the Confederates were making on American commerce; and, although by this course he ran the risk of being followed and overtaken by the Federal cruisers, yet he was so adroit in his proceedings that he always managed to leave a cruising-ground before the United States Government could get a vessel there. Semmes frequented some of the best-known ports, where there was constant communication with England, so that the Britons were constantly informed of the effect of their policy in allowing Confederate cruisers to be fitted out in their harbors. At the same time this news was transmitted by British packets to the United States, having its effect there, but not exactly what Semmes wanted. Semmes pursued this course. without attempt at concealment, until his vessel was sunk by the Kearsarge. Waddell, in the Shenandoah, pursued an entirely different course. He followed the line of the w
John Laird (search for this): chapter 59
r. Adams, the American minister, lost no opportunity of calling attention to the numerous violations of the Foreign Enlistment Act which were taking place. In consequence of the determined stand taken by Mr. Adams, several iron-clads building by Laird & Co. were seized. The Alexandria was released in England, but was subsequently libelled at Nassau, where the courts, having learned something from the case of the Florida, detained her until the end of the war. Notwithstanding all the watchfams, had begun seriously to reflect on the probable consequences of further trespassing on the patience of the United States Government, as it was evident the collapse of the Confederacy was now not far off. In writing of the probability that Laird's rams would be permitted to get to sea, Mr. Adams remarks: In the notes which I had the honor to address to your Lordship on the 11th of July and the 14th of August, I believe I stated the importance attached by my Government to the decision
James R. Soley (search for this): chapter 59
hese vessels as legitimate cruisers. To show the very dubious character of some of the Confederate cruisers, we will mention that it was not uncommon for them to run the blockade under the British flag, with British papers, taking in cargoes of goods and carrying out cotton, and then to figure for a time as vessels-of-war, varying their character to suit circumstances. Of course, such proceedings cannot be justified by any of the usages of war. We will quote a few cases mentioned by Professor Soley, who has taken great pains to ascertain the facts, and the reader will be struck with the absurdity of claiming for vessels so irregularly fitted out the character of properly constituted ships-of-war. We cannot call them pirates or privateers, but we do say that the Confederate cruisers were not regular ships-of-war, and were acting in violation of the laws of Great Britain as well as those of the United States. The Japan, or Georgia, left the Clyde registered in the name of a Brit
James Russell Soley (search for this): chapter 59
corded the Confederates by Great Britain was the Queen's proclamation of neutrality, forbidding either belligerent from taking prizes into British ports. It is difficult to understand how a nation can concede belligerent rights to another and recognize the seizure of neutral property — as did England and other powers-and yet maintain no official relations with her. The clearest and most convincing statement of this question is embraced in a work on The blockade and the cruisers, by Professor James R. Soley, U. S. N. A vast amount of indulgence was shown the Confederate cruisers in every stage of their proceedings, and it is not unlikely, if a similar state of affairs should ever again occur, that neutrals will find it necessary to draw the lines closer than heretofore, in order not to be liable to penalties which are apt to follow so liberal a course as was pursued towards the Confederates, during the American civil war, by certain European governments. So many arguments have been
A. V. Fraser (search for this): chapter 59
or of Bermuda was duly apprised of the character of the Chameleon, he expressed himself as satisfied that she had been sufficiently whitewashed to be admitted as a merchant vessel. The cargo was sold, a supply of stores laid in, and the vessel returned to the Confederacy, only to find that Wilmington was in Federal hands. Wilkinson then tried to get into Charleston; but, failing in his attempt, he proceeded to Nassau, landed his cargo, and the vessel was taken to Liverpool and delivered to Fraser, Trenholm & Co., the Confederate agents; but as the British authorities had now become very particular in regard to the proceedings of these nondescript vessels, the Chameleon was seized and ultimately surrendered to the United States Government. It is only within a late period that we have ascertained anything of the inner life on board the Confederate cruisers, for Captain Semmes' voluminous narrative of the Sumter and Alabama does not by any means supply this want. The gallant captain
John L. Worden (search for this): chapter 59
Lisbon, was sent to Boston and condemned by the Admiralty Court, her alleged owner never receiving a penny of the £ 15,000 he had paid into the Confederate treasury as the price of the vessel. The fate of the Nashville has already been mentioned. In January and February, 1863, several attempts were made to destroy her as she lay above Fort McAllister, on the Great Ogeechee River. On the 27th of February, 1863, she was set on fire and blown up by shells from the Monitor Montauk, Commander John L. Worden. The Shenandoah, originally called the Sea King, was the last and the most dangerous of all the Confederate cruisers. She was a full-rigged ship of about eight hundred tons, with so-called auxiliary steam power, and very fast under either sail or steam, capable of making three hundred and twenty miles in twenty-four hours under favorable circumstances, which exceeded the speed of any vessel in the U. S. Navy. On the 8th of October, 1864, the Sea King cleared from London for B
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