Circa1865

Fighting for the “Juster Cause”

The following details the first encounter of the revolutionary CSS Virginia with the USS Monitor after the former had sunk the USS Cumberland and severely damaged the USS Congress the previous day. The Virginia was commanded by Commodore Franklin Buchanan, with Lt. Catesby Jones assuming command after Buchanan was injured. Also aboard was the indefatigable Lt. John Taylor Wood.

“When Jones saw that the Virginia’s guns only dented the Monitor’s turret, he ordered his gun commanders to concentrate their fire on her pilothouse. The vessels wore around until the Virginia’s stern was only ten yards from the Monitor’s pilothouse. Wood quickly barked out the necessary orders to his stern gun crew. A lightning flash erupted from the muzzle of the powerful Brooke rifle and a heavy shell seared the air to strike against the front of the Monitor’s pilothouse, directly in the observation slit. The explosion cracked the iron and partially lifted the top. The blow partly stunned the commander and filled his eyes with powder, temporarily blinding him while ordering his ship to disengage the Virginia. The Monitor retired briefly but resumed firing again.

Wood now had an idea that foreshadowed his special place in the war. As a last hope to defeat the Monitor, he called for volunteers to form a boarding party which he intended to lead to the enemy deck. The response was enthusiastic, and Wood organized the group into special forces, each with a specific task. Some collected sledgehammers and spikes to wedge the Monitor’s turret. Others were ready to fling oakum-ball grenades down the pipes and cover all openings with canvas to cut off visibility and air. A few men carried pistols, boarding pikes and cutlasses in the event of hand-to-hand combat. The Confederates intended to win this battle with brains, seamanship, heroism and the “juster cause.”

When all was ready, the Virginia made a run for the Monitor. The boarding party watched from all ports, each man “burning for the signal to swarm around the foe.” The blood was “fairly tumbling through our veins” recalled one crewmember as the hoarse bark of the boatswain called “boarders away.” At that moment, however, the Monitor frustrated the scheme by standing away and steaming to shallow water.

Wood was disappointed, and with good reason, since the would-be-boarders might well have succeeded [in capturing the Monitor].”

(John Taylor Wood: Sea Ghost of the Confederacy. Royce Gordon Shingleton. UGA Press, 1979, pp. 35-36)

Major Caleb Huse, a native of Massachusetts married to a lady born in New York, and friend of Stephen R. Mallory, was sent to England by President Jefferson Davis to be chief purchasing agent for the Confederate army. Captain James Bulloch credited Huse’s weapon and munitions acquisition efforts with enabling the South to check McClellan’s advance on Richmond in 1862. He named a swift, British-built blockade runner, “Harriet Pinckney” to honor his wife. Captain Robert B. Pegram (below) commanded the CSS Nashville which had just docked at Southampton, England. William Lowndes Yancey headed the South’s diplomatic mission to England and France early in the war.

A Madcap Scheme at Sea

“My object in calling on Captain Pegram was not one of courtesy alone. A most outrageous proposal had been made to me, involving the capture of a British ship bound from Hamburg to New York, loaded with a hundred thousand Austrian rifles [for the US government]. The proposal, in brief, was:

That I should deposit 10,000 [pounds] in the Bank of England subject to the draft of one of two persons. In the event of success of the scheme, one was to draw out the money; in the case of failure, the other.

The plan was to capture a British ship, then loaded with arms at Hamburg for New York. It had been proposed to me that with a tug, having a gun on board, I should intercept the ship, fire [the] gun, and demand her surrender. The captain would have orders to comply with my demand, and I was to direct him to sail for Charleston.

The scheme was not impossible for anyone holding a privateer’s commission, and I applied to Mr. Yancey for a letter of marque. On hearing my story, Mr. Yancey said he had such commissions, but that they were contrary to the spirit of the age, and he had determined not to give any of them out. However, in this instance, he would issue one if I wanted it.

I believe my land-service commission would protect me, but I asked for the letter- of-marque as an additional safeguard. Captain Pegram, after considering the matter in conference with his executive, Lieutenant Fauntleroy (formerly of the US Navy), determined not to make the attempt, and the matter was dropped. Perhaps it is well that . . . Captain Pegram declined to act; for I had the money ready to deposit, and what seems now to me a madcap scheme might have been attempted.”

(The Supplies for the Confederate Army, Caleb Huse, Ninety-Nine Cent Publishing, original published 1904, pp. 35-36)

It is said that one of the most distinguishing achievements of the American Confederacy was the ingenuity of Southern authorities and businessmen meeting the challenge of a naval blockade of its coasts. They answered the challenge with swift, light draft blockade runners fueled with quick-burning Welsh coal while utilizing two Southern-friendly islands, Bermuda and the Bahamas, for supply transshipments.

Gen. U.S. Grant, III, stated in 1961 that “if the Cambridge Modern History is correct in its allegation that between October 26, 1864 and January 1865 it was still possible for 8,632,000 lbs. of meat, 1,507,000 lbs. of lead, 1,933,000 lbs. of saltpeter, 546,000 pairs of shoes, 316,000 blankets, half a million pounds of coffee, 69,000 rifles and 43 cannons to run the blockade into the port of Wilmington alone, while cotton sufficient to pay for these purchases was exported, it is evident that the blockade runners made an important contribution to the Confederacy’s ability to carry on.” (New York History Quarterly, Vol. XLII, No. 1, January 1961, pp. 49-50).

Helot Rhett Butlers

“There were, of course, precedents for blockade evasion in the history of warfare. One striking parallel to the Southern problem occurred in 425 B.C., during the Peloponnesian War. The Athenians had succeeded in trapping a portion of the Spartan land forces on the island of Sphacteria, off the coast of Pylos, and thus, by maintaining a blockade, learned what the federal navy and government would in time come to understand: a blockade immobilized, perhaps, some of the enemy’s forces, restricted his strategy, and imposed attrition, but it did not of itself bring him to capitulation.

Thucydides records that much time was consumed in the blockade of the island because the Spartans had not stood idly by while the cream of their land forces was being starved to death.

“The fact was,” he wrote, “that the Lacedaemonians had made the advertisement for volunteers to carry into the island ground corn, wine, cheese, and any other food useful in a siege; high prices being offered, and freedom promised to any of the Helots who should succeed in doing so . . . In short, both sides tried every possible contrivance, the one to throw in provisions, the other to prevent their introduction.”

Thucydides reasoned well in considering the material inducement offered the Helots to undertake running the blockade. Those men of the Confederacy who were interested in bringing in supplies from abroad, and who were not involved in the trade officially, had rich material benefits in mind.”

(Ploughshares into Swords: Josiah Gorgas and Confederate Ordnance, Frank E. Vandiver, Texas A&M Press, 1994, excerpt pg. 85)

The American Confederacy’s leadership exploited Northern war-weariness in 1864 by sending agents and money to Canada to open a northern front, increased its destruction of New England’s merchant fleet, and work toward Lincoln’s political defeat in November 1864.

Confederate commerce raiders effectively destroyed the North’s merchant shipping as it caught, burned or sunk hundreds of vessels, made future merchant voyages uninsurable, and forced the North to transfer goods to foreign ships for safety. The CSS Shenandoah of Captain James Waddell targeted New England’s whalers, capturing or sinking 38 vessels in one year.

It is noteworthy that Confederate overseas agent James Dunwoody Bulloch’s half-sister Martha was the mother of Theodore Roosevelt and grandmother of Eleanor Roosevelt.

Turning New England’s Mind to Thoughts of Peace

“Ironically, however, the very success of the Florida, the Alabama and other Confederate cruisers had added one more dilemma to those confronting Bulloch: toward what end would any new raiders be directed?

Earlier cruisers, after all, had succeeded beyond the Confederates’ wildest expectations. Writing to [Secretary of the Navy Stephen] Mallory the previous February [1864], Bulloch had reported, “There really seems nothing for our ships to do now upon the open sea.”

Even in the Pacific, passing mariners noticed a conspicuous absence of US ships. As one correspondent wrote, “The master of a French ship reported not one [Northern] ship at the Guano Islands off Peru, where in 1863, seventy or eighty had waited impatiently for their profitable cargoes.”

By early spring, however, Mallory had a new target in mind. That March, in a letter to Bulloch, he proposed redeploying existing commerce raiders and acquiring new ones for a concerted assault on New England’s globally-dispersed fishing and whaling fleet. The Alabama, the Florida, and other raiders had already made sporadic attacks on New England’s whaling vessels operating off the Azores and other Atlantic islands; likewise, there had been raids on fishing schooners off the New England coast.

What Mallory now envisioned was something on a grander scale. By driving up operating costs and insurance rates for New England’s fishing and whaling industries, he believed, the Confederate Navy would render the region a powerful lobby in Washington devoted to ending the war.

As he put it, “The simultaneous appearance of efficient cruisers on the New England coast and fishing banks, in the West Indies and South Atlantic, in the Pacific among the whalemen, and in the East Indies, would have a decided tendency to turn the trading mind of New England to thoughts of peace.”

(Sea of Gray: The Around-the-World Odyssey of the Confederate Raider Shenandoah, Tom Chaffin, Hill & Wang, 2006, excerpts pp. 24-25)

Lammot Du Pont, member of the Du Pont powder business family and company agent (Captain Samuel Francis Du Pont was commandant of the Philadelphia Navy Yard), hurried to England in late 1861 with instructions from the United States government to purchase a year’s supply of saltpeter, or approximately three million pounds.

It was during his third day at sea that the British mail packet “Trent” was stopped and searched by the USS San Jacinto as it sailed through the Bahama Channel. Southern envoys James M. Mason and John Slidell, on their way to England, were forcibly removed over the protests of the British officers, and imprisoned at Fort Warren in Boston Harbor.

Bernhard Thuersam, www.Circa1865.org

Lincoln’s Diplomatic Dilemma

“The magnitude of Du Pont’s purchases had not escaped official attention. On November 27 a certain J. MacKenzie wrote Lord John Russell, Foreign Secretary . . . “It is more than a year’s supply for that Government even in time of War . . . and [looks] as if the Federal Government, having decided on a rupture with this country, was desirous of first laying in a supply of saltpeter.”

In a memorandum to the members of the cabinet on November 30, Prime Minister Lord Palmerston proposed that at that day’s session they consider the proposal of Lord Russell to ban the exportation of arms, gunpowder and saltpeter. This was his comment on Anglo-American relations:

“. . . Every day brings us fresh evidence of settled determination of the Washington government to heap indignities and affronts upon us, to drive us to the wall taking their chance as to such a course leading to a war . . . This being the state of things, it being at least possible, if not probable, that we may in a short period of time find ourselves in hostilities with the Northern States, [and] would it not be weakness & folly in the extreme to allow them in the interval to draw from our storehouses and manufacturers those means and implements of war which they are now scantily supplied with, and which when obtained by them, would probably be turned against ourselves.

If our men are shot down by rifles made by us, and with gunpowder supplied by us, should we not as a Government be laughed to scorn as unfit to conduct the affairs of the country.”

Even if no rupture took place, Palmerston pointed out, it was to the British interest to shorten the war by withholding vital supplies in order that shipments of Southern cotton and normal trade relations could be resumed as soon as possible.

A furor of anti-American sentiment swept the British press when news of the Trent episode reached England. Believing that the embargo would not soon be lifted, Du Pont prepared to return home for further instructions. English arsenals and shipyards, he noted, were working night and day; troops were being readied for Canada; and Lord Lyons, British Minister in Washington, had been instructed to close the embassy and return home if England’s demands . . . were not satisfied.

And if war came, France would be England’s ally, for Napoleon III was very hostile to the North. Russia was the only major power friendly to the United States, Du Pont believed.

If Mason and Slidell were not released and proper apologies not made to England, the Union would stand alone against two great powers of Europe, and the Confederacy would gain them as outright allies or as friendly neutrals. Such a powerful alignment of strength against the North could not be allowed to materialize.”

(“The Devil to Pay!”: Saltpeter and the Trent Affair, Harold Hancock & Norman Wilkinson, Civil War History, Volume X, No. 1, March 1964, University of Iowa, excerpts, pp. 22-27)

There is a particular irony in a famed Confederate sea captain, who, in the immediate prewar times, was celebrated as a liberator of Africans taken from their home aboard New England slave ships, captained by New Englanders. In late 1865, John Newland Maffitt’s daughter Florie married Wilmingtonian and Lieutenant Joshua Grainger Wright of the First North Carolina Infantry, a veteran of Boonsboro, Sharpsburg, Fredericksburg and Chancellorsville before being seriously wounded. Wright was a postwar member of the United Confederate Veterans as well as the historic Cape Fear Club; he was buried on the last day of the nineteenth century, with Colonels John Lucas Cantwell and John Douglas Taylor among his pallbearers.

Lt. Joshua Grainger Wright was also one of the University of North Carolina’s “Class of ’61,” and who are honored by the “Silent Sam” monument on the Chapel Hill campus for their patriotism and service to the Old North State.

Bernhard Thuersam, www.Circa1865.com

A Legendary American Sea Captain

“In 1858, Maffitt took command of the [USS] Dolphin and received orders from President [James] Buchanan to capture slave ships in the Bahama Channel, the Straits of Florida, the northwest coast of Cuba, and the Gulf of Mexico.

During his command of the Dolphin and, later, the Crusader, Captain Maffitt captured four slave ships. From one ship alone, he freed 500 naked blacks and treated in such a way that he won praise in the islands and in the States.

“The courtesy and commiseration of Captain Maffitt and the officers of the Crusader toward the captured Africans were a theme of particular commendation at Key West and Havana. In the course of this [antislavery] crusade, he had captured more slave ships and set free more enslaved Africans than any other officer of the United States Navy, or of any Navy.”

In 1861, after resigning from the United States Navy, he joined the Confederate forces as a lieutenant. His initial duty was as Engineering Officer to General Robert E. Lee [and by] 1862, Maffitt was running the blockade. He pierced the blockade many times with ships like the Florida, the Owl, the Lillian and the Florie, which was named for his “beautiful daughter,” Florence Maffitt.

Captain Maffitt . . . was promoted to Commander on April 29, 1863 “for gallant and meritorious conduct in running the blockade in and out of Mobile against an overwhelming force of the enemy and under his fire, and since in actively cruising against and destroying the enemy’s commerce.”

On the night Fort Fisher fell [January 15, 1865], Captain Maffitt was close to shore when fireworks began to go off all around him. Maffitt, seeing that the parties were aboard Union ships, quickly began to steal back unnoticed through the celebrating blockade; out to sea and then to the islands.”

(The Wrights of Wilmington, Susan Taylor Block, Wilmington Printing Company, 1992, excerpts pp. 96-100)

The port city of Wilmington, North Carolina, was the most successful and lasting entry for blockade-running during the war, not falling until mid-January 1865. Though Governor Zeb Vance had created State-owned runners to bring in military supplies, the Richmond government forced private runners into limiting luxury items and carrying government cotton and goods – thus reducing their profits. The “Captain Roberts” mentioned below was in fact Augustus Charles Hobart Hampden, a British sailor of fortune who wrote “Never Caught” in 1867, a personal account of his 27 trips through the Northern blockade. The home he rented is passed on the “Confederate Wilmington” walking tour, see: www.cfhi.net.

Bernhard Thuersam, www.Circa1865.com

“Rhett Butler” and the Other Runners Speak

“Shortly after the various features of the 1864 legislation were put into effect, Captain Roberts, one of the most successful blockade-runners, ceased all activities, saying:

“The game, indeed, was fast drawing to a close. Its decline was caused in the first instance by the impolitic behavior of the people at Wilmington, who, professedly acting under orders from the Confederate Government at Richmond, pressed the blockade-runners into their service to carry cotton on Government account in such an arbitrary manner, that the profit to their owners, who had been put to enormous expense and risk in sending vessels in, was so much reduced that the ventures hardly paid.”

Another of the most famous blockade-runners – often believed to have been the real-life model for Margaret Mitchell’s character of Rhett Butler . . . was Thomas Taylor, who made twenty-eight trips through the blockade. Unlike Captain Roberts, Taylor continued to run the blockade because he had negotiated a secret profit arrangement with the Confederate Commissary-General that compensated him for the 1864 legislation.

Late in the war, despite his best efforts to the contrary. Taylor accurately predicted the downfall of the Confederacy. Writing to his superiors on January 15, 1865 [the date of the Northern attack on Fort Fisher], he said, “I never saw things more gloomy, and I think spring will finish them unless they make a change for the better.”

As he had put it, had blockade-running been encouraged, “instead of having obstacles thrown in the way, I am convinced that the conditions of affairs would have been altered very materially, and perhaps would have led to the South obtaining what it had shed so much blood to gain, viz., its independence.”

It appears that the blockade-runners could adjust to the advances of the Union blockade, but not to the economic constraints of the Confederate legislation. As Captain Roberts explained, “the enterprise had lost much of its charm; for, unromantic as it may seem, much of the charm consisted in money-making.”

Economic motives, however much we support or reject them ethically, morally, or philosophically, appear to have determined the outcome for the lifeline of the Confederacy.”

(Tariffs, Blockades and Inflation, the Economics of the Civil War; Mark Thornton and Robert B. Ekelund, Jr., Scholarly Resources Books, 2004, excerpts, pp. 53-54)

Born in Glasgow, Scotland in 1846, well-known Wilmingtonian businessman, author and philanthropist James Sprunt was a young seventeen year-old who took to sea aboard blockade runners. A successful cotton merchant after the war, he also held the position of British vice consul German consul, Chairman of the Board of Commissioners of Navigation and Pilotage, and President of: the Seamen’s Friend Society, State Literary and Historical Association of North Carolina, North Carolina Folk Lore Society – and was a Trustee of the University of North Carolina. His most famous work is entitled “Chronicles of the Cape Fear, published in 1914.

When asked on one occasion what suggestion from his experience in life he would offer the young, he replied, “Unswerving integrity, sobriety, perseverance, out-of-door exercise, and faith in the goodness of God.”

Bernhard Thuersam, www.Circa1865.com

Young Purser Hoists the Rebel Colors

“He came to manhood in a troubled time. The War Between the States had begun. The Federal Government proclaimed a blockade of Southern ports. The natural advantages of Wilmington made it an ideal port for blockade runners, as there were two entrances to the river and as the slope of the beach for miles is very gradual to deep water. Therefore, a light draft steamer, hard pressed by the enemy, could run along the outer edge of the breakers without great risk of grounding, whereas the pursuer, being usually of deeper draft, was obliged to keep farther off shore.

In the third year of the War at age seventeen, he took passage on a blockade runner to Bermuda with the promise of a position on the North Heath, a vessel then building on the Clyde. When she arrived at Bermuda, Captain Burroughs, her commander, who had successfully run the blockade twelve times . . . [on the] Cornubia, appointed him purser of the North Heath.

But shortly after sailing from St. George, Bermuda, bound for Wilmington, they ran into a hurricane and for two days and nights were in imminent danger of their lives. For an entire night she wallowed like a log in a trough of mountainous waves . . . the water had risen in her hold until every one of the fourteen furnaces was extinguished. Eventually the captain…got the ship under control and she was put about and headed back to Bermuda for repairs. A little later . . . he was appointed purser of the steamer Lilian [under Captain John Newland Maffitt], and on this vessel he passed through all the dangers and exciting experiences of a daring blockade runner.

[The USS Shenandoah] log of Saturday, July 30, 1864, off Cape Lookout says: “At 3:45PM sighted a steamer burning black smoke to the eastward; made all sail in chase. At 5:45PM he showed rebel colors . . . [and] began to fire at him with the 30 and 150 pounder rifle Parrott . . . at 8PM stopped firing, gave up the chase, stopped engines.”

Of this Dr. Sprunt wrote half a century afterwards: “. . . it was I who hoisted those “rebel” colors on that eventful day fifty-five years ago: and thereby hangs the tale.” Then follows the blood-stirring story of the Lilian, loaded to the hatch combings with gunpowder for Lee’s army; of her hundred-mile chase and bombardment by the Shenandoah, of the “fearful accuracy” of the cruiser’s gunnery . . . the young purser’s sensations as the hurtling shells passed only a few feet from his head . . . the bursting of one of her boilers, reducing her to a desperate condition, of her wonderful escape after nightfall . . . and on the following morning, though badly crippled, passed through the Federal fleet off Fort Fisher under furious fire from the whole squadron and steamed into Wilmington with her cargo of powder.”

On the third outward voyage the Lilian was chased and bombarded for five hours by five Federal cruisers, disabled by a shot below the water line and captured, and James Sprunt, sharing the fate of his associates, became a prisoner of war (August 24, 1864) and was confined for some time in a casemate of Fort Macon.

In company with Pilot “Jim Billy” Craig, afterwards well-known as the Reverend J.W. Craig, an honored minister of the Methodist Church, he escaped from prison and they made their way to Halifax, Nova Scotia. His last service afloat in the War was as purser of the Confederate steamer Susan Beirne, of which Eugene Maffitt [son of Captain John Newland Maffitt] was chief officer, and he continued on this blockade runner until the fall of Fort Fisher.”

(James Sprunt, A Tribute from the City of Wilmington, Edwards & Broughton, 1925, pp. 12-18)

Grant learned quickly who his masters were and who would ensure his government position and pension after the cheering stopped. A man most unsuited to the presidency, he was merely the front-man for corporate interests which rode his popularity into unchecked power. The Captain Winslow mentioned below, ironically was born in Wilmington, North Carolina and fought against his native State; his family ties with the old New England Winslow family caused him to join the revolutionaries of the North.

Bernhard Thuersam, www.circa1865.org

Heroes and Idols of the North

“General Grant, in spite of all that is said about his modesty, his integrity and his respect for civil authority, is already beginning to put on princely airs. For a long time he has been very firmly slamming his door in the face of Cabinet members who have tried to look too closely into the affairs of his army. Today he sent Mr. Lincoln a message expressing his satisfaction with his performance and conveying kind congratulations in the tone the Tsar of Russia might use when writing to his dear cousin the Emperor of Austria.

America is at present honoring one of those ephemeral heroes who change from week to week. Grant has a rival for the applause of the masses in the person of Captain [John A.] Winslow. This naval officer, who defeated the privateer Alabama, has been literally borne in triumph from one end of the United States to the other. Boston has just given him a splendid welcome, New York is clamoring for him and the national propensity for imitation—which reminds one of Panurge’s sheep — will surely bring him many more ovations. Prominent men like Mr. [Edward] Everett do not hesitate to harness themselves to his triumphal chariot.

You would almost think that the fight between the Alabama and the Kearsarge was the most glorious feat of arms in this century. The hero, puffed up by his unexpected fame, goes from banquet to banquet telling the tale of his great deeds. If you believe all he says, you would think that all by himself on his little boat he held the envious powers of Europe at bay, paralyzed with terror, that he thumbed his nose at the French navy, slapped a British admiral in the face and defied Lord Russell by sailing right up the Thames — indeed, that he has made the name of America shine like a fiery sword in the eyes of a terrified Europe.

The American public soon gets enough of its idols. Clever men never let themselves be exploited in this way; they prefer to be the impresario who sponsors one of these seven-day wonders; in this way they avoid inflating for themselves the dangerous balloon of popularity that rises so high and so swiftly, but will just as suddenly let fall those it has lifted up.”

(A Frenchman in Lincoln’s America, Ernst D. de Hauranne, Donnelly & Sons, 1974, Volume II, pp. 92-94 )

As the victorious North blamed the British for their merchant marine woes done with the hand of Confederate raiders, it demanded payment as a settlement. The Northern negotiators were reminded that their New England ancestors were branded uncivilized pirates by England and guilty of the very acts they accused Southern patriots of.

Bernhard Thuersam, www.circa1865.org

Silencing Claims of Confederate Piracy:

“The diplomatic correspondence of the United States during the Civil War teems with denunciatory assaults upon the Confederate Government for attacking their commerce. The Alabama, Florida, etc., are invariably called “piratical cruiser,” and their commanders “pirates.” The destruction of American ships at sea was described by Mr. Seward, Mr. [Charles] Adams, and the Consuls, as being opposed to the sentiments of “civilized and commercial nations,” and “unauthorized acts of violence upon the ocean,” as the indulgence “of a purely partisan malice,” as “barbarous acts,” malicious and piratical,” etc.

The British public learned . . . that during the American War of Independence, and to a much greater extent during the war of 1812-15, the cruisers of the United States were repeatedly and specifically ordered to destroy British merchant ships at sea, and not attempt to bring them into port.

In face of these facts, which the over-astute diplomacy of Mr. Seward either suppressed or at least ignored, the European sentiment in respect to the action of the Confederate Government was gradually modified, until at last public opinion settled down to the very general belief that the United States had no sort of justification for their complaints and denunciations, and that, as between two belligerents, the Confederates were practicing a perfectly lawful and justifiable mode of harassing their enemy, and adding to the cost and burden of the war which was being waged against them, and the violent interference with their claim of self-government.

It is generally known that some months after the end of the war, the late Admiral [Raphael] Semmes…was arrested at his house in Mobile, and carried to Washington, under military guard. He was held in confinement for some time, and the purpose was to institute criminal proceedings against him [for piracy].

About that time, Mr. John A. Bolles, the Solicitor to the Navy Department of the United States, published an article in the Atlantic Monthly under the title “Why Semmes of the Alabama Was Not Tried.” Mr. Bolles cites Cooper’s “Naval history” to prove that during the “Revolutionary War” many British vessels were captured by Colonial cruisers and destroyed at sea.

Referring to the history and policy of the United States during the war with England, commonly called the “War of 1812,” he says: — “Not less than seventy-four British merchant-men were captured, and destroyed as soon as captured, under express instructions from the Navy Department, and in pursuance of a deliberate purpose and plan, without any attempt or intent to send or bring them in as prizes for adjudication.

The orders of the Department upon the subject are numerous, emphatic, and carefully prepared. They need to be studied and remembered, and they effectually silence all American right or disposition to complain of Semmes for having imitated our example in obedience to similar orders from the Secretary of the Confederate Navy. Such were the policy and the orders of President Madison and of the Secretary of the Navy in 1812, 1813, 1814; and such, beyond question, would be the plan and the instructions of any Administration under the circumstances.”

(The Secret Service of the Confederate States in Europe, 1861-65, James D. Bulloch, Sagamore Press, 1959, pp. 114-119)