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Browsing named entities in a specific section of 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). Search the whole document.

Found 246 total hits in 52 results.

1 2 3 4 5 6
April 30th (search for this): chapter 3
oints, one after another, by which the blockade at those points was separately established. Notices, of a more or less informal character, were given in some cases by the commanding officer of the blockading force; but no general practice was observed. When Captain Poor, in the Brooklyn, took 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 had a sufficient force there for the purpose of carrying out the proclamation. He added that vessels coming from a distance, and ignorant of the proclamation, would be warned off. But Pendergrast's announcement, though intended as a notification, was marked by the same defects as the proclamation. The actual blockade and the notice of it must always be commensurate. At
July (search for this): chapter 3
ned by the adoption of the rules of blockade. A government has the right to close its own ports, and to impose heavy penalties upon all who attempt to enter; but it cannot by virtue of any such measure search and seize foreign vessels on the high seas, even though bound for the embargoed port. To do this it must establish a blockade. In other words, it must wage war, and the two parties in the contest must become belligerents. Although it may have been the intention of the Executive in July to regard the blockade as a domestic embargo, it soon gave up the idea in practice. Neutral vessels were searched and captured at sea. Prizes were sent in for adjudication, and condemned for breach of blockade and for carrying contraband, in pursuance of the laws of the United States and the Law of Nations in such case provided, and not in pursuance of any law imposing civil forfeitures or penalties for violation of a domestic embargo. The forms of examination and procedure were those of be
June 4th (search for this): chapter 3
long 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 eleven hundred and sixty-five tons, purchased in Boston on May 3, arrived off Pensacola on June 4; and the Massachusetts, a similar vessel in all respects, and bought at the same time, was equally prompt in reaching Key West. Notwithstanding these efforts, the blockade can hardly be said to have been in existence until six weeks after it was declared, and then only at the principal points. When the Niagara arrived off Charleston on the 11th of May, she remained only four days; and except for the fact that the Harriet Lane was off the bar on the 19th, there was no blockade whatever at
May (search for this): chapter 3
notwithstanding. The time when warning should cease does not appear to have been fixed; and in one instance at least, on the coast of Texas, it was given as late as July, 1862. The fact of warning was commonly endorsed on the neutral's register. In some cases the warnings had the same fault as Pendergrast's proclamation, in being a little too comprehensive, and including ports where an adequate force had not yet been stationed. The boarding officers of the Niagara, when off Charleston, in May, warned vessels off the whole Southern coast, as being in a state of blockade, though no ship-of-war had as yet appeared off Savannah; and the Government paid a round sum to their owners in damages for the loss of a market, which was caused by the official warning. The concession of warning to neutrals at the port, if it had continued through the war, would have rendered the blockade to a great extent inoperative. Vessels would have been able to approach the coast without risk of capture
1861 AD (search for this): chapter 3
esident's two proclamations did not therefore constitute actual notice, because at the date of their issue there was not even a pretence that the blockade existed. Nor do they appear to have been so intended. The idea was rather to publish a manifesto declaring in a general way the intentions of the Government, and then to carry them out as promptly as circumstances would permit. The blockade therefore began as a blockade de facto, not as a blockade by notification. During the summer of 1861 vessels were stationed at different points, one after another, by which the blockade at those points was separately established. Notices, of a more or less informal character, were given in some cases by the commanding officer of the blockading force; but no general practice was observed. When Captain Poor, in the Brooklyn, took his station off the Mississippi, he merely informed the officer commanding the forts that New Orleans was blockaded. Pendergrast, the commanding officer at Hampton
April 1st, 1863 AD (search for this): chapter 3
e 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 strict, and after New Orleans was captured, the trade offered no such inducements as that on, the Atlantic coast. Nevertheless 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 Confederacy. Situated opposite the Texan town of Brownsville, on the Rio Grande, about forty miles from its mouth, and in neutral territory, it offered peculiar advantages for contraband trade. The Rio Grande could not be blockaded. Cargoes shipped for Matamoras were transferred to lighters at
1862 AD (search for this): chapter 3
traband 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 the city was a notorious fact, as was also the cause that led to it. Yet the Government was unable to put a stop to the traffic, unless evidence could be brought to show thatn. These points then became the headquarters of the different squadrons–ports for rendezvous, refitment, and supply, for the repairs and coal that were forever drawing away the blockaders from their stations at critical moments. By the spring of 1862 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 w
January (search for this): chapter 3
this fact, and suggested that a new blockade required a new notification, with the usual allowance of time for the departure of vessels; but the State Department did not regard the blockade as having been interrupted. Savannah was blockaded on the 28th of May. In the Gulf, Mobile and New Orleans received notice on the 26th from the Powhatan and the Brooklyn; and a month later the South Carolina was at Galveston. At the principal points, therefore, there was no blockade at all during the first month, and after that time the chain of investment was far from being complete. Indeed it could hardly be called a chain at all, when so many links were wanting. Even Wilmington, which later became the most important point on the coast in the operations of the blockade-runners, was still open, and the intermediate points were not under any effective observation. As liability for breach of blockade begins with the mere act of sailing for the blockaded port, the distance of this port from
May 1st (search for this): chapter 3
uld 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 eleven hundred and sixty-five tons, purchased in Boston on May 3, arrived off Pensacola on June 4; and the Massachusetts, a si
May 3rd (search for this): chapter 3
yn 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 eleven hundred and sixty-five tons, purchased in Boston on May 3, arrived off Pensacola on June 4; and the Massachusetts, a similar vessel in all respects, and bought at the same time, was equally prompt in reaching Key West. Notwithstanding these efforts, the blockade can hardly be said to have been in existence until six weeks after it was declared, and then only at the principal points. When the Niagara arrived off Charleston on the 11th of May, she remained only four days; and except for the fact that the Harriet Lane was off the bar on the 19th,
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