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Browsing named entities in James Russell Soley, Professor U. S. Navy, Confederate Military History, a library of Confederate States Military History: Volume 7.1, The blockade and the cruisers (ed. Clement Anselm Evans).

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Japan (Japan) (search for this): chapter 3
al commercial ports, supplemented by a force of vessels cruising up and down the coast. The number of points to be covered would thus be reduced to four or five on the Atlantic and as many more on the Gulf. Had this expectation been realized, the blockade would have been by no means the stupendous undertaking that it seemed to observers abroad. Acting upon such a belief, the Government entered upon its task with confidence and proceeded with despatch. The Niagara, which had returned from Japan on April 24, was sent to cruise off Charleston. The Brooklyn and Powhatan moved westward along the Gulf. Before the 1st of May, seven steamers of considerable size had been chartered in New York and Philadelphia. One of these, the Keystone State, chartered by Lieutenant Woodhull, and intended especially for use at Norfolk, was at her station in Hampton Roads in forty-eight hours after Woodhull had received his orders in Washington to secure a vessel. The screw-steamer South Carolina, of
Paris, Ky. (Kentucky, United States) (search for this): chapter 3
nts with the enemy's ships-of-war, counted for almost nothing as an effectual barrier to commerce along 3,000 miles of coast. To undertake such a task, and to proclaim the undertaking to the world, in all its magnitude, at a time when the Navy Department had only three steam-vessels at its immediate disposal in home ports, was an enterprise of the greatest boldness and hardihood. For the days of paper blockades were over; and, though the United States were not a party to the Declaration of Paris, its rule in regard to blockade was only the formal expression of a law universally recognized. Blockades, to be binding, must be effective—that is to say, maintained by a force sufficient really to prevent access to the coast of the enemy; or, according to the general interpretation given to the treaty, sufficient to create an evident danger in entering or leaving the port. In this sense, the Government understood its responsibilities and prepared to meet them. It was natural, in view
Havana, N. Y. (New York, United States) (search for this): chapter 3
repots for covering the illegal traffic. There were four principal points which served as intermediaries for the neutral trade with the South; Bermuda, Nassau, Havana, and Matamoras. Of these Nassau was the most prominent. Situated on the island of New Providence in the Bahamas, it is only about one hundred and eighty miles ihich was six hundred and seventy-four miles distant, and which was the favorite port of the blockade-runners, especially in the last year of the war. In the Gulf, Havana had a similar importance. The run to the coast of Florida was only a little over one hundred miles. But Key West was inconveniently near, the Gulf blockade was severtheless it is stated by Admiral Bailey, on the authority of intercepted correspondence of the enemy, that between April 1 and July 6, 1863, fifty vessels left Havana to run the blockade. The situation of Matamoras was somewhat peculiar. It was the only town of any importance on the single foreign frontier of the Confederac
Matamoras (Pennsylvania, United States) (search for this): chapter 3
rmediaries for the neutral trade with the South; Bermuda, Nassau, Havana, and Matamoras. Of these Nassau was the most prominent. Situated on the island of New Provy 6, 1863, fifty vessels left Havana to run the blockade. The situation of Matamoras was somewhat peculiar. It was the only town of any importance on the single ontraband trade. The Rio Grande could not be blockaded. Cargoes shipped for Matamoras were transferred to lighters at the mouth of the river. On their arrival at Matamoras they were readily transported to the insurgent territory. Accordingly, in 1862, the place became the seat of a flourishing trade. The sudden growth of that the cargoes were really destined for the enemy. Several vessels bound for Matamoras were captured and sent in, but in most of the cases the prize court decreed rtured near St. Thomas under suspicious circumstances, and whose papers Showed Matamoras as her destination, only the contraband part of the cargo was condemned. W
Hampton Roads (Virginia, United States) (search for this): chapter 3
ok his station off the Mississippi, he merely informed the officer commanding the forts that New Orleans was blockaded. Pendergrast, the commanding officer at Hampton Roads, issued a formal document on April 30, calling attention to the President's proclamation in relation to Virginia and North Carolina, and giving notice that he ed by the same defects as the proclamation. The actual blockade and the notice of it must always be commensurate. At this time, there were several vessels in Hampton Roads, but absolutely no force on the coast of North Carolina; and the declaration was open to the charge of stating what was not an existing fact. The importance York and Philadelphia. One of these, the Keystone State, chartered by Lieutenant Woodhull, and intended especially for use at Norfolk, was at her station in Hampton Roads in forty-eight hours after Woodhull had received his orders in Washington to secure a vessel. The screw-steamer South Carolina, of eleven hundred and sixty-fi
Hilton Head (South Carolina, United States) (search for this): chapter 3
62 all the squadrons were well provided in this respect, though some of the centres of occupation were occasionally recovered by the enemy. Especially on the coast of Texas, blockade and occupation alternated at the different Passes throughout the war, partly in consequence of the want of troops to hold the occupied points. Curiously enough, too, these centres of occupation became in a small way centres of blockade-running—Nassaus and Bermudas on a diminutive scale. Norfolk, Beaufort in North Carolina, Hilton Head with its sutler's shops, Pensacola, and New Orleans each carried on a trade, prosperous as far as it went, with the surrounding coast. At New Orleans, the blockade of Lake Ponchartrain was kept up long after the city was taken, not to prevent access to the port, but to capture the illicit traders that cleared from it; and Farragut was obliged to remonstrate sharply with the Collector for the readiness with which papers covering the trade were issued by the custom-house
May (search for this): chapter 4
sight of the fleet. Humiliating as the incident was, it was not of sufficient importance to change Goldsborough's plan, supposing that his plan was right. In the occurrences of this day, the Department commended Goldsborough's action, and it left to his discretion the conduct of subsequent operations. Matters remained in this position for nearly a month, the squadron having been increased during this time by the addition of the new ironclad Galena, the Vanderbilt, and other vessels. In May it became apparent to the Confederates that the progress of military operations would compel the abandonment of Norfolk, and consultations were held by the military and naval authorities as to the disposition of the Merrimac. Early on the morning of May 8, the United States steamers Galena, Aroostook, and Port Royal were sent up the James River. The Merrimac was at Norfolk, and a demonstration was made by the rest of the squadron against the battery at Sewall's Point. Presently the Merrima
February (search for this): chapter 4
h the Southern cause. Late in March, the Cumberland, the flagship of the Home Squadron, came in from the Gulf and was sent to Norfolk. She had a crew of 300 men, and a heavy battery, and the towns on both sides of the river were at her mercy, if she chose to attack them. As a sailing sloop-of-war, she could not be of material assistance in bringing off the threatened vessels; but she held the key to the position. The State convention of Virginia had been in session since the middle of February, but nothing had yet been done which indicated its final action. The secret session, at which the ultimate question was to be decided, began on the 16th of April. Up to the critical moment the idea had prevailed in Washington that any action tending to show a want of confidence in public sentiment in Virginia would crystallize the opposition to the Union, and drive the State into secession. This idea had found expression in the instructions issued to the Commandant of the Yard, Commodor
March (search for this): chapter 4
community outside was unfriendly, and the employees were only waiting for the action of the State to range themselves against the Government. The majority of the officers were Southern men, and were in sympathy with the Southern cause. Late in March, the Cumberland, the flagship of the Home Squadron, came in from the Gulf and was sent to Norfolk. She had a crew of 300 men, and a heavy battery, and the towns on both sides of the river were at her mercy, if she chose to attack them. As a saihis testimony before the Select Committee, says that the sail ing-vessels were left in Hampton Roads at the request of the military authorities Commander William Smith, who had commanded the Congress for six months, had been detached early in March. He turned over the command to his executive, Lieutenant Joseph B. Smith, but remained on board while waiting for his steamer, and during the engagement of the 8th he served as a volunteer. Radford, the commander of the Cumberland, was attendi
August 3rd (search for this): chapter 4
inners. The secret of their success lay in promptness of preparation. On the 10th of June Brooke was ordered at Richmond to prepare the designs and specifications of an ironclad vessel, and on the 23d an engineer and a constructor were associated with him in the work. The board reported without delay, and work on the Merrimac was begun at once. On the other hand, nothing was done at Washington until the meeting of Congress. The extra session began July 5, and the appropriation was made August 3. The ironclad board was convened on the 8th of the same month. Its report was made September 16; and the contract for the Monitor was not completed until October 4. To this delay may be directly traced the action of the 8th of March, and the destruction of the Congress and the Cumberland. The hull of the Monitor was built at the Continental Iron Works, at Greenpoint, Brooklyn, from Ericsson's plans and under his supervision. The vessel was begun in the latter part of October. The me
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