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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).

Found 4,000 total hits in 1,141 results.

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Wilkinson (search for this): chapter 1
the War, the peculiar difficulties before it, and the way in which the difficulties were met. In this connection it has been necessary to touch incidentally upon matters that are the subject of animated controversy in the Navy at the present moment. Such a reference to actual questions cannot be avoided, if the lessons of the War are to be fairly and fearlessly regarded. For statements of fact, reliance has been chiefly placed upon the written accounts, official or unofficial, of those who took part in the events recorded. In describing the operations of the blockade-runners, the narratives of Maffitt, Roberts, and Wilkinson have been largely used. Finally, the writer must acknowledge his obligations to many kind friends, both in and out of the service, who have aided him with valuable advice and suggestions. In marking the channels in all the maps in this volume the twelvefoot curve has been followed. The dotted surface therefore represents a depth of twelve feet or less.
Maffitt (search for this): chapter 1
the War, the peculiar difficulties before it, and the way in which the difficulties were met. In this connection it has been necessary to touch incidentally upon matters that are the subject of animated controversy in the Navy at the present moment. Such a reference to actual questions cannot be avoided, if the lessons of the War are to be fairly and fearlessly regarded. For statements of fact, reliance has been chiefly placed upon the written accounts, official or unofficial, of those who took part in the events recorded. In describing the operations of the blockade-runners, the narratives of Maffitt, Roberts, and Wilkinson have been largely used. Finally, the writer must acknowledge his obligations to many kind friends, both in and out of the service, who have aided him with valuable advice and suggestions. In marking the channels in all the maps in this volume the twelvefoot curve has been followed. The dotted surface therefore represents a depth of twelve feet or less.
A. Roberts (search for this): chapter 1
the War, the peculiar difficulties before it, and the way in which the difficulties were met. In this connection it has been necessary to touch incidentally upon matters that are the subject of animated controversy in the Navy at the present moment. Such a reference to actual questions cannot be avoided, if the lessons of the War are to be fairly and fearlessly regarded. For statements of fact, reliance has been chiefly placed upon the written accounts, official or unofficial, of those who took part in the events recorded. In describing the operations of the blockade-runners, the narratives of Maffitt, Roberts, and Wilkinson have been largely used. Finally, the writer must acknowledge his obligations to many kind friends, both in and out of the service, who have aided him with valuable advice and suggestions. In marking the channels in all the maps in this volume the twelvefoot curve has been followed. The dotted surface therefore represents a depth of twelve feet or less.
1860 AD (search for this): chapter 2
the motive power of ships, so radical that all the constructions of an earlier date were completely superseded. In 1840 the navy was stronger for its day than in 1860; because in 1840 all its ships were ships of the period, while in 1860 only half the fleet could be so regarded. The distance in time that separated the second Ma1860 only half the fleet could be so regarded. The distance in time that separated the second Macedonian from the Powhatan was not much greater than that between the Powhatan and the Hartford; yet in the first case the change was a revolution, while in the second it was only a development. A captain that fought the Invincible Armada would have been more at home in the typical war-ship of 1840, than the average captain of 1d to a treacherous sympathy with the insurgents. It was only a part of the general policy of inaction, deliberately adopted by the Government during the winter of 1860–‘61, which forbade any measures pointing even remotely to coercion. The most ordinary preparations were neglected; and if the crippling of the fleet had been inte
1850 AD (search for this): chapter 2
portance of steam as a motive power had become established, the early side-wheelers were built,—first the Mississippi and Missouri, and later the Powhatan, Susquehanna, and Saranac. The Powhatan and Susquehanna, at the time they were launched, in 1850, were the most efficient naval vessels afloat. Next came the six screw-frigates, which were built in 1855, and were regarded all the world over as the model men-of-war of the period. Of these the largest was the Niagara. The other five, the Roan the matter of ordnance, as in ships, the navy had been making active progress. In the old sailing vessels, the 32 pounder, which was simply a development of the 18s and 24s of 1812, and the Viii-inch shell-gun were still the usual guns. Since 1850, the powerful Dahlgren smooth-bore shell-guns had been introduced, and the new steam-frigates and sloops were armed with them. The Ix-inch guns of this description were mounted in broadside, and the Xi-inch (with a few X-inch) on pivots. The pow
August (search for this): chapter 2
e, a vessel of the same size and general design, was built of iron. Finally the Mohongo class, also of iron, consisted of seven double-enders of still larger size, and carrying a heavier armament. The Ashuelot News of the loss of the Ashuelot is received as this volume is going to press. and Monocacy still represent this class in the service The fifth and last measure for the increase of the naval force was the construction of ironclads. Congress had passed, at the extra session in August, an appropriation of a million and a half dollars for armored vessels, to be built upon plans approved by a board of officers. The board was composed of three of the ablest captains in the service, Smith, Paulding, and Davis. Out of a large number of plans proposed, three were selected by the board and ordered by the Department. Upon these plans were built the New Ironsides, the Galena, and the Monitor. Most of the measures, as outlined above, refer to the first year of the war; but th
1859 AD (search for this): chapter 2
ew art to the officers that were called in 1861 into active service. The long period of profound peace that followed the wars of Napoleon had been broken only by the war with Mexico in 1846, the Crimean War in 1854, and the Franco-Austrian War in 1859. None of these was marked by naval operations on any important scale, and such operations as there were indicated but faintly the coming development. In the contest with Mexico, steamers were used in war for the first time; but the enemy was so ns in Europe and of the heavy cast-iron smooth-bores of Dahlgren in America. Both these improvements, however, were of recent date. The first successful employment of rifled cannon in actual war was made by the French in the Italian campaign of 1859; while the heavy Dahlgren guns had hardly been ten years in use, and were still undergoing development. In regard to the ram, though seemingly a paradox, it may be said that its employment in naval warfare was so ancient that in 1861 it was rea
July (search for this): chapter 2
verything afloat that could be made of service. Purchases were made directly by the Department, or by officers acting under its direction. By the 1st of July, twelve steamers had been bought, and nine were employed under charter. Subsequently it appeared that the business of purchasing, being a purely mercantile matter, might be suitably placed in the hands of a business man, who should act as the responsible agent of the Department in conducting the transactions. This plan was adopted in July. Each purchase was inspected by a board of officers, and in this way the Department was enabled to secure, as far as any such were to be found, suitable vessels at a suitable price. The board of inspection could not exact a very high degree of excellence or fitness, because everything afloat that could in any way be made to answer a purpose was pressed into the service. The vessels were of all sizes and descriptions, from screw-steamers and side-wheelers of two thousand tons to ferry-boat
1865 AD (search for this): chapter 2
ing, the number of men in the navy increased. To obtain them, it was necessary to hold out extraordinary inducements; and in the last months, bounties as high as one thousand dollars were offered and paid for a single seaman. When the war ended, there were 51,500 men in the service. Nothing shows more forcibly the dependence of the navy upon the merchant marine for recruiting its ranks in time of war than the enormous additions both of officers and seamen that took place between 1861 and 1865. It is from the merchant marine that such reinforcements must always be chiefly drawn. To fill the cadres of the army a well-trained and organized militia stands always ready, at least in many of the States; but no steps have ever been taken toward establishing a sea-militia, even since its importance has been demonstrated by the war. A trained reserve force is a greater necessity for the navy than for the army, not because the one service is more important than the other, but because its
1858 AD (search for this): chapter 2
zontal shell-firing, as invented by Paixhans, while the success of the French ironclads at Kinburn led the way to the practice of casing ships-of-war in armor. In 1858 experiments were made at Portsmouth with the Erebus and Meteor, two lightly-armored floating batteries; and these were followed, in France and in England, by the Gnoke, Colorado, Merrimac, Minnesota, and Wabash, were vessels of a little over three thousand tons, and they carried, for their day, a powerful battery. Again, in 1858, twelve screw-sloops of two classes were built, most of which were admirable vessels, though they were wanting, with a few exceptions, in the important quality of uild eight, assigning two to each navy yard. Four of these vessels, the Oneida. Kearsarge, Wachusett, and Tuscarora, were reproductions of three of the sloops of 1858, which made the work of construction quicker and easier, the designs being already prepared. In the latter part of 1861, eight additional sloops were built, of th
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