The American Annual Cyclopaedia and Register of Important Events of the Year, 1861-1865, vols. 1-5. New York: Appleton & Co., 1868.

Confederate Navy, 1862

NAVY, CONFEDERATE. 1862 The passage of secession ordinances by the several States united under the title of Confederate States, was immediately followed by the resignation of nearly all the officers of the United States Navy, who were residents of any one of those States. These resignations were made with the intention of seeking service under the new Government about to be organized. Their applications met with a ready response from the Confederate Government. A Navy Department was at once organized, and these officers were appointed with a rank similar to that which they had previously held. The grades of rank were afterward altered as follows: admiral, flag officer, captains, commanders, lieutenant commanding, first and second lieutenants, lieutenants for the war, masters, passed midshipmen, midshipmen, &c. The officers were assigned to the port of the Confederate States to perform such duties as might offer in connection with the small steamboats at those places. The operations at sea, under the authority of the Confederate Government, are hereto annexed.

The operations of the Confederate privateer Sumter were closed in the year 1861 by the refuge of the vessel in Gibraltar, where, being unable to procure coal, she remained watched by the Federal ship Tuscarora. The Sumter was finally sold, and the Federal steamer left Gibraltar, January 18th, for the Spanish waters of Algesiras. The efforts of the Confederates were then turned to the formation of an extensive navy by purchasing vessels in England. It very soon became apparent that a number were in process of construction at the shipyards near Liverpool, and the attention of the British Government was called to the fact, which became the basis of diplomatic correspondence. Early in April, the American minister, Mr. Adams, addressed Earl Russell relative to the Oreto, then in a forward state, and by general report destined for the Confederate service. For particulars respecting her construction and departure from England, (See DIPLOMATIC CORRESPONDANCE.) On her arrival at Nassau, she was immediately seized by the captain of her Majesty's steamer Greyhound, but almost as quickly released. Shortly after she was seized again, but, after some difficulty, released again. The authorities appeared to have great doubts as to whether she was or was not intended for the Confederate service. On ono occasion, when the British gunboat Bulldog went to seize her, she was discharging shell. The Oreto, on the 4th of September, suddenly appeared off Mobile harbor, which was blockaded by a steamer under Commander George Henry Preble, whose instructions were emphatic against giving offence to foreign nations while enforcing the blockade. The Oreto approached flying the English flag and pennants. Commander Preble hesitated to fire lest the stranger should really prove an English man-of-war. The few moments' time lost in the hesitation sufficed for the Oreto to pass out of range and gain her object, getting safely into Mobile bay with her freight. For this want of success. Commander Preble was summarily dismissed from the service without a hearing.

Page 600 On the 27th of December, the Oreto again left Mobile bay, fully armed for a cruise, under the command of John Newland Maffit, who was born in Ireland, and when quite young was brought to this country by his father, a celebrated preacher of the same name was appointed to the United States navy from the State of New York. He originally entered the naval service in the year 1832, and became a citizen of Georgia.

After the sale of the Sumter her captain, Semmes, was active in England in building a now vessel, and it was soon ascertained that one was in a forward state for the Confederate service. Complaint was made to the British Government of infringement of the neutrality laws, and means were taken to prevent the departure of the vessel as she approached completion. The orders came, however, too late. Meantime a barque had loaded in London with arms, and sailed from 'the Thames. The United States ship Tuscarora was at the same time watching for the Alabama to make her appearance, but she avoided her by taking the North Channel out. After a short run she arrived at the Western Islands, giving an excuse to the authorities for making harbor there. Soon after the barque arrived, alleging stress of weather. The Alabama at once hauled alongside of the barque, and cranes were rigged by the order of the Alabama's captain. "When in readiness he began to transfer the cargo, and this infringement of quarantine rules excited the ire of the Portuguese authorities, but it was alleged that the bark was sinking and it was necessary to save the cargo. On the following day, when the transfer was nearly completed, the British screw steamer Bahama arrived, bringing Captain Semmes and other late officers of the Sumter, the remainder of the armament, and 20 more of the crew. This arrival exhausted the patience of the authorities, and all three vessels were ordered to leave at once. The Bahama handed over to the Alabama what was destined for her and left immediately, followed by the "290" towing the bark. They went a few leagues to Angra bay and remained 24 hours, when they were again ordered to leave, which they did, all being now in readiness. The bark left for Cardiff to load coal for the Alabama. Captain Semmes then took command, mustered the crew, read his commission as post captain in the Confederate navy. It was a document duly attested at Richmond, and bore the signature of "Jefferson Davis, President, Confederate States of America." He then opened and read his sealed orders from the President, directing him to assume command of the Confederate sloop-of-war Alabama, hitherto known as the 290, in which (having been duly commissioned) he was to hoist the Confederate ensign and pennant, and "sink, burn, and destroy everything which flew the ensign of the so-called United States of America." Captain Semmes then ordered the first lieutenant to fire a gun, and run up the Confederate flag and pennant. The gun was fired by the second lieutenant (Armstrong, a relation of the famous inventor), and ere its smoke had cleared away, the stars and bars of the Confederacy were floating on the breeze, and the ceremony was complete; Captain Semmes declared the vessel, henceforth to be known as the Alabama, to have been duly commissioned. The next step was formally to engage the crew to serve and fight under the Southern flag, which having been done, the men were addressed by their captain, who informed them that if any of the crew were dissatisfied they could leave in the Bahama about to take her departure for England. The offer was declined, the two vessels parted company, the Bahama for England and the Alabama in chase of a whaler. The operations of the vessel were very active. The following is a list of vessels captured and destroyed by her:

September 6. Ship Ocmulgee ……..Edgartown,……….. Burned. 

7, Schooner Starlight ………………Boston,…………….Burned

9, Bark Alert 

9, Schooner Weather Grange ……..Provincetown,………Burned

9, Bark Ocean Rover ……………..Mattapoisett,………..Burned

13, Ship Benjamin Tucker……….. New Bedford,………Burned

      Bark Osceola …………………………………………Burned

14 Bark Virginia, Tilton..................New Bedford………...Burned

     Ship Elisha Dunbar, Gifford…..New Bedford………….Burned  

     Brig Alabama ………………….Sippican,……………..Burned

     Schooner Courser ……………Provincetown,………….Burned

October  8, Ship Brilliant, Hagar.... New York,…………….Burned

      8, Ship Emily Barnham, Simms ……………………….Released.

     10, Ship Tonawanda ………….Philadelphia, ………….Bonded.

     15, Ship Lamplighter………… New York, …………….Burned.

     15, Ship Manchester………….New York……………….Burned

     15, Brig Dunkirk……………..New York………………..Burned

     23, Ship Lafayette, Small…….New York………………..Burned

     23, Schooner Ocean Cruiser…New York……………….Burned

     26, Schooner Crenshaw………New York……………….Burned

     28, Bark Laurietta, Wells  ……Boston,

     29, Brig Baron do Castine, Saunders ……………………Bonded

November 2, Schooner Alice

     8, Ship I. B. Wales ………….Boston, …………………..Burned.

     18, Steamer Ariel New York, ……………………………Bonded.

           Ship Levi Starbuck

     30, Bark Parker Cook, Fulton.. Boston, …........................Burned.

December 5, Schooner Union …Baltimore, ……………….Bonded.

Ship Lafayette had a cargo consisting of 19,869 bushels of wheat, 47,663 bushels of corn, and 16.8500 lbs. of lard.

Bark Lamplighter bad a cargo of 800 hhda. of tobacco.

Bark Laurietta bad a cargo of 1,434 bbls. of flour, 225 kegs of nails, 998 bbls. of flour, 205 boxes of herring, and 7,200 staves.

Schooner Crenshaw had a cargo of 1,298 bbls. of flour and 9,272 bushels of wheat.

Ship Manchester had on board 45,141 bushels of wheat and 14,666 bushels of corn.

Brig Dunkirk bad a cargo of 2,967 bbls. of flour and 6,000 staves.

Ship Tonawanda, her cargo being insured In England, was released on giving a bond for $80,000. She had a cargo of 4S.700 bushels of wheat. 40 bbls. of flour, 86 hhda of bark, 172 cases of wine, 125 bales of hemp, and 50 bales of hops and rags.

The course of the Alabama was to destroy, since under the regulations of foreign powers she had no means of landing and condemning her prizes. Her case is certainly a very peculiar one. She has neither register nor record, no regular ship's papers nor evidence of transfer, and no vessel captured by her has ever been sent into any port for adjudication and condemnation. All forms of law which civilization has introduced to protect and guard private Page 601 rights, and all those regulations of public justice which distinguish and discriminate the legalized naval vessel from the pirate, are disregarded and violated by this famous rover, which, though built in and sailing from England, has no acknowledged flag or recognized nationality, nor any accessible port to which to send any ship she may seize, nor any legal tribunal to adjudge her captures. She was built and fitted out in British ports in alleged violation of British law and of the royal proclamation of neutrality, and her crew is composed almost exclusively of British subjects, or persons who, pursuing a lawful voyage, would be entitled to ship and receive protection as British seamen. Most of the crew sailed from Liverpool to join her, and others volunteered from captured vessels, as in the case of the crew of the ship Brilliant. The prize money or half the value of the vessels and cargoes destroyed was, it was stated, regularly paid in money to the crew, who were thus large gainers, and their prosperity tempted the men of captured vessels, from which also supplies were procured. Among the first of the captured were the Virginia and the Elisha Dunbar. The statements of the captains of those vessels indicate the course pursued by the "Confederate commander.

Captain Tilton, of the Virginia, says that he was overhauled by the Alabama on the morning of the 17th of September, in lat. 39° 10', and long. 34° 20'. The enemy showed British colors, but when a quarter of a mile from the Virginia set Confederate colors, and sent an armed boat's crew on board. Captain Tilton was informed that he was a prize to the Alabama, and was ordered to take his papers and go on board that steamer. The Confederates then stripped the ship of all the valuable articles on board, and at 4 p. it. set fire to the vessel. Captain Tilton adds:

I went on the quarter deck with my son, when they ordered me into the lee waist, with my crew, and all of us put in irons, with the exception of two boys, cook and steward. I asked if I was to be put in irons? The reply was that his purser was put in irons and his head snared by us, and that he was going to retaliate. We were put in the lee waist, with an old soil over us and a few planks to lie upon.

The steamer was cruising to the west, and the next day they took the Elisha Dunbar, her crew receiving the same treatment as ourselves. The steamer's guns being kept run out the side ports could not be shut, and when the sea was a little rough or the vessel rolled, the water was continually coming in on both sides and washing across the deck where we were, so that our feet and clothing were wet all the time, either from the water below or the rain above.

We were obliged to sleep in the place where we were, and often waked up in the night nearly under water. Our fare consisted of beef and pork, rice, beans, tea and coffee, and bread. Only one of our irons was allowed to be taken off at a time, and we had to wash in salt water. We were kept on deck all the time, night and day, and a guard placed over us.

The steamer continued to cruise to the northwest, and on the 3d of October fell in with the ships Brilliant and Emily Farnham—the former of which they burnt, and her crew, with ourselves, were transferred to the latter ship, after signing a parole. On the 6th instant was taken on board the brig Golden-Lead, of Thomaston, Captain Smith, from Jersey and New York; was treated with great kindness.

Captain Gifford, of the Elisha Dunbar, stated as follows:

On the morning of the 18th Sept, in lat. 89° 50', long. 85° 20', with the wind from the southwest and the bark heading southeast, saw a steamer on our port quarter standing to the northwest. Soon after found she bad altered her course and was steering for the bark. We soon made all sail to get out of her reach, and were going ten knots at the time; but the steamer gaining on us under canvas alone, soon came up with us and fired a gun under our stern, with the St. George's cross flying at the time. Our colors were set, when she displayed the Confederate flag; being near us, we have to, and a boat with armed officers and crew came alongside, and upon coming on board, stated to mo that my vessel was a prize to the Confederate steamer Alabama, Captain Semmes. I was then ordered on board the steamer with my papers, and the crew to follow me, with a bag of clothing each. On getting aboard, the captain claimed me as a prize, and said my vessel would be burnt. Not having any clothes with me, he allowed me to return for a small trunk of clothes—the officer on board asked me what 1 was coming back for, and tried to prevent me from coming on board. I told him I came after a few clothes, which I took and returned to the steamer. It blowing very hard at the time and very squally, nothing but the chronometer, sextant, charts, &c, were taken, when the vessel was set fire to and burnt; there were 65 barrels sperm oil on deck, taken on the passage, which were consumed. We were all put in irons, and received the same treatment that Captain Tilton's officers and crew did, who had been taken the day before. While on board we understood that the steamer would cruise off the Grand Banks for a few weeks to destroy the large American ships to and from the Channel ports. They had knowledge of two ships being loaded with arms for the United States, and were in hopes to capture them. They were particularly anxious to fall in with the clipper ship Dreadnought, and destroy her, as she was celebrated for speed; and they were confident of their ability to capture or run away from any vessel in the United States. The steamer being in the track of outward and homeward bound vessels, and more or less being in sight every day, she will make great havoc among them.

                                              DAVID R. GIFFORD,

                                  Late Master of Bark Elisha Dunbar.

The Brilliant was built in Boston in 1861, was 839 tons, and was valued at $80,000. The Confederate commander, in reply to the captain of the Virginia, on protesting against his detention, stated: "You Northerners are destroying our property, and New Bedford people are having their war meetings, offering $200 bounty for volunteers, and send out their stone fleets to block up our harbors, and I am going to retaliate!" The officers were in some cases ironed in accordance with this view of retaliation. The number of prisoners had now increased to 68, and these were placed on board the Emily Farnham, which was captured on the same day as the Brilliant, and released because the ship's papers showed the cargo to be on English account. The large number of prisoners exceeded the accommodations of the vessel, and eight of the number were put on board the brig Golden Lead. The Alabama landed 170 prisoners at the Island of Flores. Her action in relation to British ownership seemed to be a little eccentric. When the ship Page 602 Lafayette was captured, Captain Small produced his British consular certificate and remarked he supposed that would be sufficient protection. Captain Semmes replied, " The New York people are getting very smart, but it won't save you; it's all a hatched up mess." He then gave orders to burn the ship. It was the case that the property of a largo circle of merchants known to Captain Semmes was respected much more scrupulously than that of strangers. It is obvious that, as 290 merchants were subscribers to build the Alabama, any of their names upon a manifest would be a safe passport.

When the news of these depredations reached New York great excitement was created. The insurance companies advanced the war risks. British consular certificates were in demand, and freights were placed in British bottoms rather than American. The New York Chamber of Commerce held a meeting in relation to the matter, on the 21st day of October, and a series of resolutions were adopted.

Captain C. H. Marshall submitted the following letter from the Secretary of the Navy:

                NAVY DEPARTMENT, WASHINGTON, ___1862.

SIR: I received your letter of the 14th instant, also your letter of yesterday, referring to it, inquiring, as the chairman of a special committee of the Chamber of Commerce, what measures have been taken to capture the rebel pirate Alabama, and also whether the Government will grant commissions to private vessels, if fitted out under promise of reward by citizens, for that purpose. An earlier reply to the inquiry of the committee has been unavoidably delayed. The department has several vessels in search of the Alabama, in addition to the flying squadron of Acting Bear Admiral "Wilkes in the West Indies, and other ships of war on the European coast. Additional force will be despatched in this service as early as practicable. There is no authority for granting commissions to private vessels to search for the Alabama or other piratical vessels or privateers. I am, respectfully, your obedient servant,

                     GIDEON WELLES, Secretary of the Navy.

         C. H. MARSHALL, ESQ., Chairman.

The events also produced some excitement in England. The vessels destroyed and threatened were those sailing under the Federal flag. But vessels so sailing have hitherto carried more property of British owners than of any others. And as Captain Semmes burns vessels and cargoes without distinction, and the cargo is commonly much more valuable than the vessel, the English, as a neutral nation, have hitherto been, probably, the chief sufferers. Time, of course, soon changed this aspect of the case. Vessels under the Federal flag became by so much less eligible for safe conveyance; and, though a corresponding premium of insurance will always cover the war risk, it in tins case so enhanced the ordinary charges as to put Federal vessels to a very serious disadvantage in the market of freight; thus affording some compensation to English interests.

An attempt was made to obtain redress from the Confederate Government for British losses in the manner indicated in the following correspondence:

              To his Excellency the British Minister, Washington;

                                            PHILADELPHIA, November 7  1862.

EXCELLENCY: As a British subject and a shipment of merchandise upon the ship Tonawanda, lately overhauled by the Confederate war steamer Alabama, I beg most respectfully to call your attention to this: matter.

The Tonawanda, as you are no doubt aware, was released from capture, and allowed to proceed on her voyage under a bond of $60,000, as a ransom, and the sum will be rated upon ship and cargo by the average staters, on her arrival in Liverpool.

I respectfully suggest that your Excellency make application to the Government of the Confederate States that consent be given that all sums so rated upon property belonging bona fide to British subjects be remitted, and that the same shall be deducted from amount of said bond of $60,000, with similar proceedings in all such cases as may arise.

I have also merchandise on board the ship Lancaster, American, now in this port, and advertised to sail on Tuesday next. To my bills of lading, which the captain takes with him, I have attached the British consul's certificate that the property belongs to British subjects; but, as it is feared that this may not be sufficient to save from destruction, in the event of capture, I beg that your Excellency will be so good as to furnish me with a letter protesting, as the highest British authority in this country, against the destruction of British merchandise, to be used by the captain of the Lancaster, if necessary. Any cost attending such letter I will gratefully pay, and trust your Excellency will think that I only do right in seeking to protect my friends in England from loss, for whom I have shipped these goods, by appealing thus to our own Government.

It will mitigate the horrors of this war if your Excellency shall succeed in preventing the destruction of ships holding certificates of British property, and it will be but just that British merchants should be exempt from contributing to the ransom of ships and merchandise belonging to belligerents. I cannot but think that your Excellency's protest, which I ask for, will be respected on the seas, and also that the Confederate Government will readily grant the exemption desired.

Your immediate action in these matters will, I feel certain, be satisfactory to yourself, and will be hailed with much gratitude by British merchants everywhere, and meet with the approval of the home Government.

I have the honor to be your Excellency’s most obedient servant,

                                                                  W. H. TRENWITH.

                                                    WASHINGTON, November 8, 1863.

W. H. TRENWITH, ESQ., Philadelphia:

SIR: I have received your letter of the 7th instant, in which you suggest that I should make an application to the Government of the so-styled Confederate States with reference to the ransom of British property on board American vessels, in consequence of the recent proceedings of the war steamer Alabama; and that I should furnish you with a letter of protest, for the purpose of protecting some merchandise which you have shipped on board the American ship Lancaster.

While greatly regretting the risk to which British property is exposed by being shipped in belligerent vessels, it is not in my power to accede to cither of your suggestions.

You are aware that the so-styled Confederate States have not been recognized by her Majesty the Queen, and for that reason I shall not be justified in entering into communication with the Government of those States, except under special instructions from her Majesty's Government. Neither do I feel at liberty to supply you antecedently with the protest which you desire, having no authority to issue such a document, and seeing no reason to believe that it would insure a more effective protection to your goods upon the high seas Page 603 than the consular certificate, with which you seem to have supplied yourself.

         I am, Sir, your obedient servant,                W. STUART.

On the 18th of November the Alabama fell in with the steamship Ariel, on her way from New York to Aspinwall. The steamer was bonded and allowed to proceed with her passengers; but the alarm occasioned by her seizure prevented her from bringing back her usual freight of gold. A United States gunboat was sent to bring it. In the mean time, however, it arrived by the next boat of the company. A number of armed vessels were sent out to cruise in the track of the Alabama, without much success. The Vanderbilt sailed from New York for Fayal, December 11. Two other steamers left New York, one from Boston, one from Philadelphia, and one from Portsmouth, N. H. None of these were, however, of sufficient speed. The U. S. frigate Sabine, Com. Cadwalader Ringgold, left Now London, November 8, in search of the Alabama. Arrived at the Azores November 28. Sailed thence December 2, and arrived at Cape de Verde December 23, and left there January 2. Absent 100 days, cruising 93 days, and sailed 10,000 miles in vain.

The Alabama meantime, having captured the Ariel on the 18th, arrived on the 26th, two days before the Sabine reached the Azores, at Martinique, where she took in coal from a British bark. The United States steamer San Jacinto, at the same date, wa3 off St. Thomas watching for the Alabama, which on the 30th captured the Parker, Cook, off the Moro Passage. December 6 6he captured the Union off Cape Mais, and was off Havana December 81. Thus she does not appear to have left the American coast, while the Vanderbilt and other vessels sent in search were seeking her elsewhere. In some cases the Alabama released her prizes on a ransom bill being signed by the captain, and agreeing to pay a sum of money after the close of the war. By the general law of nations these bills or contracts are recognized as between belligerents, and a captain may by his contract bind his owners, the whole cargo as well as the ship. Those ransoms were forbidden by the English Government under George III, but have never been prohibited by the United States.

The theory of ransom is that it is a repurchase of the actual right of the captors at the time the bill or bond is given, be that what it may; or, more properly, it is a relinquishment of all the interest or benefit which the captors might acquire or consummate in the property by regular adjudication of a prize tribunal, whether it may be in the interest of the snip and cargo, or a lien on the same, or a mere title to expenses. These ransom bills are, by rules of international law, an exception to the general doctrine that no contract with an enemy is valid.

In the case of the ransom bill given by the Ariel, it seems not to be payable till six months after the recognition of the Southern Confederacy. If then, that contingency should happen, what court would have jurisdiction to enforce the agreement? Primarily, all questions of prize belong to the tribunals of the capturing power; and foreign tribunals will not interfere, unless where their territorial rights have been violated. Ransoms belong to the same jurisdiction, and may there be enforced or set aside, as the facts disclose a good or bad prize. It is, however, competent for the captors to change the forum in cases of ransom, and apply for redress in any country where the person of the owner of the Ariel may be found, or the ship itself.

Page 604 On the 11th of January, 1863, about 3 p. m., as the Federal squadron, consisting of the steamers Brooklyn, Hatteras, and five others, was cruising off Galveston, a vessel hove in sight at the southeast, which the Hatteras was ordered to proceed to and learn her character. As she came in sight she appeared to the officers of the Hatteras to be endeavoring to escape. Just after dark the officers of the Hatteras could perceive that she was bark rigged, and set a topgallant sail; and, as they approached, found her lying to, under steam. The crew of the Hatteras were at quarters, and Captain Blake hailed and asked what ship it was. The answer was, "Her Britannic Majesty's ship Spitfire." Captain Blake replied that he would send a boat aboard. The Alabama ranged a little ahead, her officer declaring that she was the Confederate steamer Alabama, and immediately opened fire on the Hatteras. It was returned by the Hatteras, and both started ahead under a full head of steam, exchanging broadsides as fast as they could load and fire.

The heavy guns of the Alabama soon disabled the Hatteras, so that it was impossible to keep her afloat. Two guns were fired to the leeward, the contest ceased, and the officers and crew of the Hatteras, which soon sunk, were taken to Kingston, Jamaica, and paroled.

The following were the principal officers of the Alabama: Captain, Raphael Semmes; First Lieutenant and Executive Officer, J. M. Kell; Second Lieutenant, R. T. Armstrong; Third Lieutenant, J. D. Wilson; Fourth Lieutenant, J. Low; Sailing Master, Arthur St. Clair; Surgeon, F. M. Gait; Assistant Surgeon, R. H. Lewellen; Lieutenant of Marines, B. K. Howell; Engineer, Michael Freeman; Paymaster, C. T. Young (since discharged); Midshipmen, Maffit (son of Captain Maffit, of the Oreto), St. Clair, Bullock, and Anderson.

The Alabama was supposed not to be the only vessel built in England for the Confederate service. (The American Annual Cyclopaedia and Register of Important Events of the Year 1861, vol. 1. New York: Appleton & Co., 1868, pp. 599-604.)


Source: The American Annual Cyclopaedia and Register of Important Events of the Year, 1861-1865, vols. 1-5. New York: Appleton & Co., 1868.