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was commonly employed under these circumstances.
In running from Wilmington to Nassau, on one occasion, he found himself hard pressed by a sloop-of-war.
His coal was bad, but by using cotton saturated with turpentine, he succeeded in keeping ahead.
The case had lasted all day, and at sunset the sloop was within four miles, and still gaining.
The engineer was then directed to make a black smoke, and a lookout was stationed with a glass, to give notice as soon as he lost sight of the pursuer in the deepening twilight.
The moment the word came, orders were given to close the dampers, and the volumes of smoke ceased to pour out; the helm was put hard-a-starboard, changing the course eight points; and the blockade-runner disappeared in the darkness, while the cruiser continued her course in pursuit of a shadow.
Having passed the outside blockade successfully, and arrived in the neighborhood of his destination, the blockade-runner would either he off at a distance, or run in close to the land to the northward or southward of the port, and wait for the darkness.
Sometimes vessels would remain in this way unobserved for a whole day. If they found the place too hot and the cruisers too active, one of the inlets at a little distance from the port of destination would give the needful shelter.
Masonboro Inlet, to the north of Wilmington, was a favorite resort for this purpose.
At night the steamers would come out of hiding and make a dash for the entrance.
The difficulty of running the blockade was increased by the absence of lights on the coast.
In approaching or skirting the shore, the salt-works in operation at various points served as a partial substitute.
Temporary lights were used at some of the ports to aid the blockade-runners.
At Charleston, there was a light on Fort Sumter.
At Wilmington, in the first year, the Frying Pan light-ship was taken inside
Atlanta, Ga. 1899.
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