uss frolick

Anyone getting the new Bluejacket Kit of the USS Kearsarge might want to consider building her lesser known older sister ship instead. More heavily armed than the Kearsarge, in October 1864, she mounted one 100-pounder rifle, six 9-inch Dahlgren smooth-bores and two 30-pounder Rifles. The First Battle of Fort Fisher: "Detailed report of Commander Ammen, U. 5. Navy, commanding U. S. 5. Mohican. U. S. S. MOHICAN, Off Beaufort, N. C., December 31, 1864. ADMIRAL: I have the honor to acknowledge the receipt of your General Order No. 75, directing comman ding officers to make their report in relation to our attacks on Fort Fisher and the adjacent earth- works, and also a copy of a communication to you from Major-General Benj. F. Butler, and in regard to some points touched upon you request an opinion. At about 11:30 a. in. of the 24th, the fleet got underway and stood in, in line of battle, toward Fort Fisher, bearing about W. S. W. and some 6 or 7 miles distant. The Mohican was kept closely in position assigned, following the leading vessel, the frigate Minnesota, and fol- lowed by the frigate Colorado, and she successively by the other ves- sels forming the main line. At about 1 p. in. the Minnesota sheered in out of line and took up her position at anchor, opening at once on Fort Fisher, some 2,100 yards distant. As per plan of battle, the Mohican was sheered in ahead Page 310 310 NORTH ATLANTIC BLOCKADING SQUADRON. of her, fired slowly on the fort, to get a range, and aiichored, then opened briskly with the whole battery. The fort had opened on the Minnesota and on the Mohican previous to our anchoring. The Colorado sheered in ahead of us, letting go kedge astern, and then anchored and opened fiercely on the fort. The vessels forming the line then successively, with more or less success, took np their positions and opened. The ironclads, led by the New Ironsides, had anchored, a few minutes preceding the Minnesota, some 500 or 600 yards to the northward and westward, and were slowly getting their range when we anchored, and the outer line of ves~els moved into position after the maui line had anchored, and opened on the Mound and several detached ease- mated guns. The fire from the fort became weak as the vessels anchored and opened fire. It was soon apparent that they could not work their bar- bette guns without great loss of life, and the guns crews no doubt retreated under shelter with a few exceptions where high travel ses and favorable angles gave them great protection. Different casemated guns, particularly those mounted in detached mounds and toward the Mound, continued to fire slowly and evidently with not much effect, nor would the position of the guns served favor an effective fire. The whole body of Fort Fisher was filled with bursting shells, and only at long intervals, if at all, was a gun fired from the main work. In the meantime, owing to the wind and the set of the tide, I found that the use of the propeller and the helm would no longer enable me to bring the broadside to bear, and was obliged to weigh anchor and maneuver under steam, holding our position as nearly as possible, and avoiding interfering with the firing of the other vessels. After exhaust- ing all the filled IX-inch shells on board ready for use, the Mohican was withdrawn from the line at about 4:10 p. in., making signal to you of the cause, and we commenced filling shells without delay. After sunset the fleet withdrew and the Mohi can ran into line and anchored. At about 9 a. m. of the 25th the signal was made to get underway and form line of battle. The Mohican took her position and the fleet stood in to the attack. When nearly under fire I was directed verbally from you not to take position until further orders. The Minnesota, the leading vessel of the main line, proceeded in and anchored, got underway, and, after various attempts, obtained a well- chosen position, the main line awaiting her movements. The ironclads having preceded [us], during this time were in position, firing slowly and receiving a part of the fire of Fort Fisher. After the position of the Minnesota was satisfactory I received orders from you, about noon, to take position close astern of the New Iron- sides, which I did without delay, firing slowly until a good range was obtained, then opened briskly on the fort. Iwas enabled to see, through the absence of smoke, that our fire was very effective, delivered at a short 10-second range. One of the rebels guns was seen to be dis- mounted by our fire. Half an hour after we had anchored the Colorado passed ahead of the Minnesota and into position, anchoring and delivering a very effective fire. The whole line soon took position and opened very heavily and evidently with great effect, driving the rebels from their guns, with a few exceptions, as those in casemates amid other places sheltered and distant. The position of the Mohican enabled me to see well, as I was first at anchor within half a ships length of the New Ironsides, ans Page 311 finding that anchoring impeded an effective use of the battery, I weighed, and in delivering fire drifted 100 or 200 yards nearer the fort. At 2:05 p. m. the suppiy of the 10 second fuzes and the rifle ammu- nition was exhausted, and the Mohican was withdrawn from action for the purpose of obtaining more, speaking the Malvern for the purpose and obtaining none. Not being directed to go under fire again, we remained spectators near the Minnesota~ until about 4 p. in., when I received orders to aid in debarking troops, and proceeded to execute, but instead of debarking aided in bringing off the soldiers that had already reached the shore. It has not been my lot to witness any operation comparable in force or in effect to the bombardment of Fort Fisher by the fleet, and I feel satisfied that any attempt to keep out of their bombproofs or to work their guns would have been attended with great loss of life to the rebels, and would have proven a fruitless attempt. On the first day we delivered 217 IX-inch shells, 59 100-pounder rifle, and 89 30-pounder rifle shells. On the second day we delivered 103 IX-inch shells, 20 100-pounder rifle, and 25 30-pounder rifle shells, making a total of 513. Our firing was effective as well as rapid, and I have to express my high appreciation of the ability and zeal of Lieutenant J. D. Marvin, the executive officer of this vessel, and of Acting Master William Bur- ditt, whose long and varied professional experience proved useful. Acting Boatswain Josiah B. Aiken, owing to a deficiency of officers, had charge of the 100-pounder rifle and served it admirably. I have to express my satisfaction at the excellent behavior of the officers and crew, and do not doubt that when the occasion arrives when they should do so they will stand to their guns as long as enough men remain to serve them. In relation to the effect of the fire of the fleet on the fort, I beg leave to express my congratulations, as I did verbally on meeting you after the actions. It did not require a visit to the fort to see that enormous traverses were nearly leveled, as at the S. E. angle. The stockade or abattis must have been much shattered, and the debris from the par- apets must have filled in the ditch greatly. I feel satisfied that every- thing was effected that can be by powerful batteries against a sand- work, and that we could and can keep the enemy in their bombproofs pending an advance of troops to the foot of the parapet. The official letter of General Butler referred to, [which] states that General Weitzel advanced his skirmish line within 50 yards of the fort, while the garrison was kept in their bombproofs by the fire of the navy, and so closely that three or four mcii of the picket line ventured upon the parapet and through the sally-port of the work, is, I think, entirely confirmatory as to the effectiveness of our fire. He adds: This was done while the shells of the navy were falling about the heads of the (laring men who entered the work, but appears to forget that at any given signal from an assaulting column, that this fire would cease and the enemy be found not defending the parapet but safely stowed away in bombproofs. I do not know what more could be asked of naval guns than to afford a safe approach to the foot of the parapet with no lines of the enemy drawn up to receive our forces. Beyond that, I suppose everything would depend upon the relative forces of the combatants and the vigor of the assault, and although the work might not, in a military sense, be much injured, I would think the likelihood of carrying the work would Page 312 be greatly increased by such disposition without loss of life of the respective forces. I have the honor to be, very respectfully, your obedient servant, DANIEL AMMEN, Commander. Rear-Admiral D. P. PORTER, Commanding North Atlantic Squadron.

I found this on the Civil War Talk discussion board, by a Mike d. " FROM MEMPHIS. Particulars of the Disaster to tbe Acacia. [Correspondence of the Missouri Democrat.] , Memphis. August 2'Jd. — From persona who came up this, morning on the steamboat Con- ' way, we have some particulars of the disaster ; to the steamboat Acacia. The Acacia left this place about eight o'clock on Wednesday evening, bound for Helena, having on board between seventy and eighty passengers, being convalescent soldiers and officers returning to army at Helena, sutlers, cotton buyers, and rive or six ladies, the wives of officers, going to meet their husbands at Helena. The night, though not cloudy, was what the pilots call a "gray night," or "hazy about the horizon" so that all landmarks were blurred and indistinct, and from this cause the Acacia may have got out of the channel. About half past one o'clock in the morning, when she had reached the foot of "Grand Cut Off," a little over sixty miles below this place, and was running over a bur, she struck a log which lay on the bottom, tearing a hole in the bottom of the boat of the width of one or two planks, and almost the entire length of the boat. She immediately began to fill rapidly, and the pilot, seeiugthat sb'e was about to sink, stopped the engines and signaled the engineer to back her, so as to keep her from goiug over the reef and sinking in deep water. Every one who is at all acquainted with the formation of sand bars in rivers, knows that the reef, or the high ridge of the bar, always runs at a right angle to the current, the lower, or down stream side, of the reef, is almost perpendicular and stands like a wall along the upper side of the channel, which zigzags from one shore to the other, and a few yards below this reef is always the deepest water in the river, while above the reef the water is shallow but very gradually deepens for miles as you go up stream. The Acacia struck so near the edge of the reef that the reversing of the engines would not check her headway before|she was carried over the reef, where in about five minutes her hull tilled and she capsized, and lay for a few minutes with the cabin nearly submerged. While this was taking place the dim scene was rendered more horrible, by the indistinct cries of the wretched souls who bad been unable to escape from the cabin, and who were being drowned as the cabin slowly settled deeper and deeper. The heated boilers too, broke loose, and went settling down, sending up a cloud of steam through the floating masses of wreck. In a few minutes the cabin with the " texas" and pilot house began to break loose from the hull and soon separated from it entirely. The hull turned bottom side up and floated down a few miles where it lodged in a shallow place, in the channel. The cabin, which still floated on its side, rose a little higher out of the water as soon us it separated from the hull, and all the passengers who could reach it, seventeen or eighteen in all, clambered on top. With these it drifted off rapidly down stream. Dozens of others were drifting near it on smaller pieces of the wreck. After drifting several miles, the wreck of the cabin came so near the shore that it passed under a tree which leaned out and hung very lowover the water. About half a dozen of those who were on the wreck managed to catch the branches as they drifted under, and so clambered along the tree to the batik. The rest, however, drifted on down twenty miles below where the accident occurred, to opposite the mouth of St. Francis river. Here the floating wreck was burled by the rapid current against a huge snag, which completely demolished it, literally breaking cabin, texas and pilot house into kindling wood. It was now daylight. As the wreck of the cabin went to pieces, those who had been drifting on it saw many of the bodies of the unfortunates who had been drowned in the cabin thrown temporarily to the surface, among the debris of the wreck. About this time the steamboat Conway, from | Helena, came in sight, and began picking up those who were .still afloat. She also rescued half a dozen who had succeeded in getting to the bank. And soon after the dispatch lx>at W. H. 8., on her way to' Helena from this port, came in sight, she having also picked up a number from pieces of the wreck, which were scattered for many miles along the river. Thirty or forty of the passengers and crew of the Acacia came back to this place on the Conway, and quite a number, including all the officers and soldiers who had been on board, went down to Helena on the W. H. B. Out of the one hundred and fifteen or one hundred and twenty who were on board the Acacia, it is supposed that fully forty were drowned. Among the lost were four ladies and three children; they were in their staterooms asleep when the accident occurred, and were unable to get out of the cabin ; only two ladies are known to have been saved. The reason assigned for 60 few escaping from the cabin is, that the boat instantly careened over so much that it was impossible for any one to walk the floor. When the wreck of the cabin, after drifting so far, struck the snag that tore it to pieces, a negro who was on the wreck, was somehow left clinging to the snag, which projected above the water several feet, and to which the swift current gave a sawing motion, and one instant he was plunged down into the water, and the next raised again several feet above the surface. In this uncomfortable fix he clung several hours, until rescued by the Conway. The Acacia "had about seventy-five tons of freight on board, mostly sutlers' stores, all of which was lost. A large amount of money was ulso lost, by cotton buyers and others ; one man lost eight thousand dollars is gold, and another two thousand. A number of the survivors got off to shore near the residence cf Sirs. Dr. Kent, who showed them every assistance in her power. At one place when the Conway landed to rescue some of the survivors, the officers of the boat were told that a band of guerrillas were then looking at them with glasses from the opposite shore. All the survivors mention the name of Thomas Baldwin, the engineer of the Acacia, with commendation, for having stood at his post endeavoring to back the engines until the water rendered it impossible. The Evening Bulletin says of the unfortunate boat : " The Acacia wag the old W. IT. Langlev, which used to run to White river and other side streams, and for some time run with the Kate Frisbee in Ciiptuin Shirley's Memphis aud Vicksburg packet line. The boat was old and unfit for service. She was owned by Captain Price. " The only names we have been able to obtain are the following, which were signed to a series of resolutions which they passed, eulogizing the humanity of the officers of the Conwa\, and expressing gratitude for their generous efforts to save their lives, and kindness after they were taken on board. The names ore: "John Brown, Jbo. Carson, Charles Ross. Jno. Siven, John G. Uuer, Berom Leore, N. Lewe, E. Ringler, W. S Wood, T. Heidelberger, .1. R. Smith, Eighth Indiana; Robert A. Brown, Eighth Indiana; Isaac A. Sharp, Eighth Indiana; Letman A. White, Eighth Indiana; William Streaemeicr, John Burgess, W. U. Ashwell. I certify that the above is correct. E. Ringlek, Assistant Surgeon, Fifty-eighth Regiment, Ohio Volunteers.'' The only nanio I have been able to learn of any one certainly lost is that of Mrs. Scliuman, the wife ofj^Uiiptain in the army at Helena. The wife^Tso, of a Colonel at Helena, whose name Ijould not learn, was lost. Wit for Cabbages. — A contributor to the Farmer and Gardener remarks upon this subject" Another version: "Charleston Mercury, September 3, 1862 Terrible Steamboat Disaster on the Mississippi Memphis papers contain the particulars of a serious disaster on the Mississippi, which occurred at Grand Cut Off, sixty miles below the city, on Thursday last. The stern wheel steamer Accasia, on her way down to Helena, with a passenger and crew list of over one hundred and fifty, struck a snag, about 2 o'clock, a. m., and was so badly damaged as to sink almost immediately. The water rushed into the hold with extreme rapidity, and in five minutes of the time of striking, the boat keeled over and completely capsized. The "skylight" parted from the rest, and with the "texas" or pilot house and the staterooms, connected with it, floated. The hull completely capsized, and in doing so, glided from the shoal where the accident took place, and sunk in the deep water. So rapid did all this take place, the shock -- the rush of the waters into the hull below -- the rolling of the rolling overboard of the chimneys above -- the riving of parting timbers, as the hurricane deck separated from the cabin, and this at a time when nearly every tenant of the ill-fated boat was in deep sleep, that there was no opportunity for one to help another. Those who were on the hurricane deck heard agonizing cries, heart-rending exclamations, and vain calls for help from those below. Then they and the rest were all struggling in the waves that surged wildly round the spot where the capsized boat was swallowed up. Of the passengers, it is estimated that at least one-half, seventy-five persons, perished. One white woman and a colored chamber maid were saved, five ladies were carried down when the boiler deck broke from the hull and the hurricane from that. None of the survivors saw anything of the ladies. They probably, in their wild fright, made some attempt at dress, and those few moments were fatal. The captain, clerk, and crew, with the exception of some of the deck hands and the negro cook, got safely to land. There was on board eight thousand dollars in gold, besides the freight, valued at two thousand dollars."

I found both of these brief, yet sad recollections of the deaths of two young American naval officers in the book "Surgeon of the Seas: The Adventurous life of Surgeon General Jonathan M. Foltz in the Days of Wooden Ships." by Charles S. Foltz. After an Argentine Schooner of War had seized a neutral American merchant ship in November, 1844, a nearby American squadron consisting of the USS Bainbridge and the USS Congress arrived on the scene, quickly freed her, and captured the entire Buenos Aires squadron, all in front of the approving eyes of "warships of many European nations." Commodore Voorhees then released the Argentine naval ships with a warning not to mess with US ships. Doctor Foltz observed: "Captain Newman, of the Bainbridge, committed suicide under the following circumstances. After leaving Rio, ... he was coming up the harbor, just as day was dawning, under American colors and a night pennant. A Buenos Ayrean schooner fired at him, fired a second, and a third time, when Captain Newman ordered his main-topsail thrown to the mast. So soon as this was made known to Captain Voorhees of the Congress, he suspended Captain Newman and rebuked him severely, ordering him to hold himself in readiness for court martial. Captain Newman acknowledged his guilt and unmanly conduct, became conscious of his disgrace, and on the ninth instant, threw himself overboard from the brig. He was found with his pockets filled with lead and [he] was buried on shore." In December, 1862, the replacement captain of the USS Vincennes, the same sloop of war which behaved so poorly at the Battle of Head of Passes [see my earlier post on the Preble] against the Ram CSS Manassas, also met a tragic end . "... a few days before, Captain Marcy of the Vincennes, a son of Governor Marcy, the late Secretary of War, had been killed by the recoil of a boat howitzer which broke from its fastenings ... he was beloved and respected by all who knew him, and he leaves a wife and three children."

By the way, Welcome!

There was a book called "HMS Victory, Restoration and Repair", I think, by a guy named Bugler or Buglar, that had a full set of twenty-six official 1/4" scale plans from the 1970s. That book is kinda rare though. They were the official plans of the ship as restored. They are a two volume set. There are two on E-bay right now: $349 and $583, both Buy-It Now. Expensive, but the NMM will charge you nearly $90 for just one oversized sheet.

She was unusually graceful for an English ship. Very French looking, and she has a complete set of carvings. Pretty. Strange that they would only arm her with six-pounders, as ships of her size and her number of main deck ports normally carried nines. Perhaps she was too lightly framed? In his index for his Naval History of Great Britain, contemporary Historian William James notes that there was a Termagant (20) still in fleet service during the Napoleonic Wars.

I've found that apple-wood's outer sap-wood is lighter than the heart wood, and 15 years on, it hasn't darkened at all. Loquat is a perfect wood for ship modelling. It has the color of apple sap-wood, the grain of pear, and it bends easily without steaming. (Rant: I find it annoying that many fast food outlets use the marketing term "apple-wood" to describe bacon.)

Anyway, that's about all I can find in the published official records concerning the actions of the lovely USS Jamestown during the Civil War. My hope is that these documents might inspire someone here to build a model of her. Her detailed plans drawn by Howard Chapelle are available from the Smithsonian for $10. Remember, there's more to the US Navy's history than just the Constitution, Congress, Constellation, Confederacy, or any other frigate with the "Con" prefix!

Commander Goldsborough that the findings too harsh, and left a letter stating his opinion: "Report of Flag-Officer Goldsborough, U. S. Navy, making comments upon the opinion of the court of enquiry in the case cf Commander Green, U. S. Navy. U. S. FLAGSHIP MINNESOTA, Nofoll, Ia., July 14, 1862. SIn: The opinion of the court of enquiry in the case of Commander Charles Green, of the Jamestown, a COPY of which was recently for- warded me by the Department, accompanied by remarks from the honorable Secretary, contains some statements so unfounded in fact and so calculated to injure others entirely innocent of wrong in the premises, that I deem it incumbent upon inc to submit to you the fol- lowing comments with regard to theni and the papers herewith tramis- mnitted. It is very clear to my mind that the evidence adduced, instead of being full and complete in relation to the affair involved, was but of a very meager character, although it may have beemi the best, in absence of important witnesses, that could have been obtained; and that upon this the opinion is predicated. It is stated that The court is impressed with the fact given in evidence that the ~konesIown was ordered to sea in great haste l)y the commanding officer of the blockading squadron from Hampton Roads, through the urgency of the Navy department, without having completed her repairs in being unfinished with the full complement of boats and anchors. As this stands, and with the opinion separated from the proceedings, one would naturally infer that I am the officer alluded to, and the omission therefore to name who, in the minds of the court, that coin- inanding officer was, is calculated to implicate me. The truth is, at the time in view I was and had been for several weeks in the sounds of North Carolina. I had nothing whatever to do with the preparation of the Jamestown for service, nor did I order her to sea. Again, in alluding to the Jamestown and three steamers as being the vessels detailed to guard the entrances to Cape Fear River, it is stated: There were no directions given to the commanders of these vessels how to act, or to what their attention was to be called, and they were permitted to leave their stations for supplies without being relieved by others. So far from there being the slightest truth in this conclusion about directions to commanding officers, I doubt whether in the whole his- tory of blockades such minute instructions ever were given to cruisers as those furnished to all the vessels of the North Atlantic Blockading Squadron engaged the blockading service; and iii support of this asser- tion, and as a matter of justice to mnyself I ask that the accompanying papers may be carefully examined. They are just such as were given to the vessels alluded to in the opinion, and as have been given to every vessel of this squadron sent on blockading service since a very short time after I tirst took conmmand in it. If they contain no direc- tions to commanders how to act or to what their attention is to be Page 275 NORTH ATLANTIC BLOCKADING SQUADRON. 275 called, then I am incapable of issuing any that will, lint upon this point the Department will judge for itself and decide upon the conse- quence due to the courts retlections. It is not a little remarkable that as tar back as last December the president of the court, Captain Wilkes, obtained from me a printed copy of all these papers, except, of course, those headed extracts, etc.; and, unless I am greatly mistaken, Captain Riuggold, another member of the court, must also have been simila rlv provided with them. And it is further stated that The court would also notice the willful neglect and deviation of Acting Master Warren, in command of the Victoria, from his orders, in giving chase to a schooner, thus failing to join the Jamestown in the shortest possible time. Upon this, very naturally, the Department has felt itself called upon to dismiss Acting Master Warren from his command; but it now turns out, from the proceedings of another court of enquiry, which were for- warded by me yesterday to the Department, that Acting Master War- i-eu was ordered by his superior officer, Lieutenant Comntuanding Braine, to do the very thing which has brought upon him the courts censure, and resulted in his displacement. So much for relying implicitly upon mere expert testimony. I find that I omitted to notice in the proper place the remark of the court about the vessels being permitted to leave their stations for sup- plies without being relieved by others. No vessel of this squadron has been allowed to leave her blockading station except in a case of abso line necessity. Every available one had to be kept constantly on blockading service, and thus an arrangement of relief vessels was practicable. I am, very respectfully, your obedient servant, L. M. GOLDSBOROUGH, Flag- Officer, (Comdg. North Atlantic Blockading Sqaadron. lion. GIDEON WELLES, Secretary of the Navy, Washington, D.C.

The official findings of the court martial are as follows: "272 NORTH ATLANTIC BLOCKADING SQUADRON. Letter from the Secretary of the Navy to Flag-Officer Goldsborough, U. S. Navy, transmitting copy of the opinion of the court of enquiry. NAVY DEPARTMENT, July 8, 1862. SIR: I transmit herewith a copy of the court of enquiry which was recently convened at Philadelphia for the purpose of inves- tigating the causes of the escape of the rebel steamer Nashville from capture while aground near New Inlet Nort April last. ,North Carolina, on the 24th of The court, it appears, are of opinion that The discretion of the senior officer, Commander Glisson, of the Mount Vernon, in leaving the station when he did, without being relieved, was not well exercised, and in a great measure tended toward the escape of the Nashville. As the Department can not give the detailed and specific instructions which might remedy a want of judgment or discretion in subordinate officers of a squadron, it must rely upon the vigilance of the flag-officer for such supervision as will prevent a repetition of occurrences so little creditable to the service as the escape of the Nashville. I am, respectfully, your obedient servant, GIDEON WELLES. L. M. GOLDSBOROUGII, Commanding, etc., Norfidk, Va. [Enclosure.] Opinion of the court. The opinion of the court relative to the facts and incidents which have come before them in their investigation of the failure to capture the rebel steamer (supposed to be the Nashville) whilst aground on the New Inlet Bar by the U. S. Ship Jamestown, commanded by Commander Charles Green, is as follows: The court is impressed with the fact given in evidence that the James- town was ordered to sea in great haste by the commanding officer of the blockading squadron from Hampton Roads, through the urgency of the Navy Department, without having completed her repairs, in being unsupplied with the full complement of boats and anchors. In the opinion of the court, the condition of the ship tended very much to impair the efficiency of the Jamestown and to lessen the confidence of the commander and officers in her ability to perform the service of the blockade; written evidence is produced that Commander Charles Green remonstrated against going to sea thus unprepared, but obeyed his orders. The court is of opinion that the part of the coast of North Carolina abont Cape Fear is one of the most exposed during the winter and spring months, rendering very difficnlt and at times almost impossible for a sailing vessel to maintain position, and frequently very dangerous, especially with a defective outfit. It is doubtful, in the mind of the court, whether the force, consisting of the Jamestown and three steamers, was competent to guard the two entrances to the Cape Fear River and maintain a strict blockade, the first being a sailing vessel and the last, steamers defective in their machinery. There were no directions given to the commanders of these vessels how to act or to what their attention was to be called, and they were permitted to leave their stations for supplies without being relieved by others Page 273 NORTH ATLANTIC BLOCKADING SQUADRON. 273 In the opinion of the court, the discretion of the senior officer, Com- mander Glisson, of the Mount lemon, in leaving the station when he did, without being relieved, was not well exercised, and in a great measure tended toward the escape of the Nashville, as the guarding of the New Inlet was left thereby entirely to the Jamestown, a sailing vessel, with an armament inadequate, as has been proved, deficient in an anchor and a first cutter, while the old channel was left to be guarded by ... steamers. It is the opinion of the court that Commander Green, on discovering lights while at anchor to the northward of the bar, acted on the even- ing of the 23rd of April with cautious prudence ... slipping his cable and getting underway, aiid they are satisfied that lie used all (liligence to keel) his ship as clear the entrance during the night as the weather permitted. From the evening of the 28d to the afternoon of the 25th it is shown that the state of the weather was such as to preclude his maintaining a position under sail to intercept vessels bound in or out. Had Commander Glisson left one of the three steamers in his company, this could have been effected, as appears to the court was his duty to have ordered. The court thinks that Commander Green should have guided his movements by the time of high water an(l have sighted the bar at that time, when vessels bound out or in would have, in all prob- ability, made the attempt to run the blockade. The court was sur- prised to find that no attention had been paid to this event, and that no attention appears to have been given to the tides. There is little doubt, from the information derived from the witnesses and the documents submitted to the court, that the Nashville passed in on the morning of the 24th and grounded on the bar at that time, where she lay some thirty-six hours, till the morning tide of the 26th April. The court is of opinion that after the discovery of the rebel steamer aground on the afternoon of the 25th Commander Green had not the force to attack her or effect her capture, by reason of the inade- quate armament of the Jamestown, in having no guns of long range, or with boats at night, being deficient in a first cutter. Finding him- self so situated, he consulted his officers, wno coincided in his opinion, when he made dilligent exertions to procure the aid of the steamers to effect the capture or destruction of the rebel steamner. At the same time, it is in evidence that those two steamers, the Monticello and Vic- toria (the Mount lemon having left her station the day before without a relief) were some distance off, and the Monticello defective in her machinery, from which cause his [?] were retarded and frus- trated by the delay which ensued. The court would also notice the willful neglect and deviation of Acting Master Warren, in command of the Victoria, from his orders, in giving chase to a schooner, thus failing to join the Jamestown in the shortest possible tune. It is extremely doubttul whether the Jamestown and the two steamers were of sufficient force to have made any successful attempt to capture the rebel steamer after she had got off and within the par, or have effected her destruction, although the Victoria was of light draft of water, protected, as the rebel steanmer was, by the forts and the armed tugs that had come to her assistamice. If it had been possible, it was not deemed advisable to attempt it. The high character of Commander Green for energy amid attention to his duties, which the officers of time Jamestown have borne testimony to, has satisfied the court that Commamider Green, under the circamstamices, 274 NORTH ATLANTIC BLOCKADING SQUADRON. and with desire to perform his duty, and that the escape of the Nash- ville is in the manner to be imputed to the neglect of Commander Charles Green, commanding the Jamestown at the time and place of said escape. ChARLES WILKES, Captain, and President of the Court. WILLIAM lB. WHITMAN, Judge Advocate.

The CSS Nashville was a notoriously successful steam blockade runner during the first months of the civil war, and the northern press held her up as proof of the navy's ineptness at blockading. The truth was that the navy just didn't have enough steamers. So when the USS Jamestown failed to capture the grounded CSS Nashville in highly adverse circumstances one night, poor Captain Green had to formally account for is actions. I've always liked the USS Jamestown because her draught is beautiful, and because her first deployment overseas was in 1847 when she (and the new Macedonian) sailed to Ireland loaded with food for the famine relief. *** Note: I've done my best to clean up the scanning errors on the original text, but some are so screwy that I can't make heads or tails of the words! *** NORTH ATLANTIC BLOCKADING SQUADRON. ~65 Report of Commander Green, U. S. Navy, commanding U. S. ship Jamestown. "May 24, 1862. Sir, 1 have the honor to acknowledge the receipt of your letter of the 24th instant, euquiring into the circumstances of the running of the blockade at Wilmington by the NashriUe and of her exit loaded with cotton. In reply 1 respectfully state the facts relating thereto, so far as I am informed, and which were immediately placed on record for transmission to the flag-officer. Oii the 24th ultimo the Jamestown was obliged to haul oft from New Inlet on account of a strong breeze froni the northward and eastward. On the 25th, whilst on our retnrn, we fell in with the Mount Vernon and communicated with her. As we came in sight of time light-house, late in the afternoon, six steamers were discovered near the batteries bear- lug the rebel flag, and apparently awaiting our approach. I did not suspect that the larger steamer was the Nashville, but supposed their intention was to endeavor to dispute the blockade, knowing probably that the Jamestown was the only vessel on that side of the shoal, with a view to cover the exit of other vessels loaded and waiting iiiside to make good their escape. I was not able to fetcli far enough to windward to reach the steamers on that tack, but stood in toward them until within 3 miles, when, not wishing to place the ship so near the land as ~vonld 1)revellt maneuver- lug, I wore ship in the hope of drawing them away from the land and from under the protection of the batteries. We now discovered that the largest steamer was aground, and as the wind was getting light (about a 3-knot breeze), and it would be impossible to reach them before Hi ght, I called for the opinion of the three senior sea officers as to the best mode of procedure for attacking the enemy. Time opinion was unanimous that the most certain way of insuring success would be to euI(leavort() ol)tain the assistance of our steamers on the other side of the shoal. I accordingly stood on to the shoal into 8 fathoms of water and threw up several rockets and fired a gun to attract attention, but without effect. The wind had become very light amid I concluded to sent a boat across time shoal. She was sent imin charge of Acting Master I Midshipmanl Bache, who volunteered, as did also Acting Master Ehlery. In the morning, 26th, tIme Monticello came around and took us in tow, and we stood in prepared to attack steamers and battemies. The wind at this time sprung up from time northward and eastward, and imicreased so that when within about 8 miles of time bar the sea and wind had risen so much that it was evident the Monticello could not manage the ship when brought into action head to wind and sea. I was therefore compelled very reluctantly to cast ofL I directed Lieu- tenant Commanding Braine to go in tIme Monticello and reconnoiter amid endeavor to destroy the large steamer which was side-wheel and of American build. Captain Braine S00~ returned and reported that time steamer had got inside and beyond the range of his guns. At this time the Victoria, steamer, arrived, amid I ordered her in to keep as close a blockade as could be, and the Monticello to returmi to her position on the other side. I was compelled to carry sail to clear time shoal, and the wind and current prevented my returim until time 1st. On meeting the Victoria, which vessel was then in p)lain sight of the light-house at Federal Poimit, Acting Master Warren, in command, informed me of the plan pursued by him in blockading, which was to take the bearings of a knowim irnint and keep just in sight during the day, and when night set in to run in by compass close to the emmtranc Page 266 266 NORTH ATLANTIC 1~BLOCKADING SQUADRON. and anchor, not showing any light. I had not heard of the reported escape of the Aashcdlc at the time, nor do I think she could have got out at New Inlet with a cargo, as at high tide there is but it feet on the bar, and I have heard that was the draft of the steamer when light. I have the honor to be, sir, very respectfully, your obedient servant, CHARLES GREEN, Commander. hon. GIDEON WELLES, Secretary of the Nary, Washington, D. C.: "Commodore GoldsborouThese deserters informed me that the steamer Nashville, now called the William L. Bragg, and sailing under English colors, ran in at New Inlet on the 26th of April. Whilst doing so, she struck on the bar and lay there twenty-eight hours, during which time a portion of her cargo was taken out by live tugs which went to her assistance. They state that while she lay on the bar the US Sloop of war Jamestown came to within about 3 or 4 miles of her and then stood offshore. The Nashville is reported by them to be injured, having her port wheelhouse stove in, and that she was towed to Wilmington." Green was in big trouble! The commander of the Steamer USS Monticello gave his report of the incident: "Report of Lieutenant Braine, U. S. Navy, commanding U. S. S. Monticello. U. S. S. MONTICELLO, Beau fort, N. C., June 15, 18(12. Sin: In reply to your letters of Julie 10 and 11, instant, in which you require a full report of all the facts within my knowledge concerning the late entrance of the Nashville into the port of Wilmington and her subsequent escape from that port; also in detail an account of my action in the matter, I beg leave to state that on Saturday, April 26, 1862, the Monticello being at anchor off the western entrance Cape Fear River, it 3: 30 a. in. we discovered a boat to the southward of Smiths Island pulling up to the northward and westward along the line of Fryitig Pan Shoals. We immediately got underway. The boat proved to be a cutter in charge of Acting Master Bache, from the U. S. sloop of war Jamestown. He brought news of a rebel steamer being ashore on the bar at New Inlet entrance, near Federal Point light-house, with orders from Commander Green, of the Jamestown, for the Monticello and steamer Twtoria to proceed around the shoals. I directed the U. S. S. Victoria to follow us, taking in tow the cutter belonging to the Jamestown, and at 7 a. m. stood to the southward to clear the end of Frying Pan Shoals. At 10: 30 a. m. made a sail to the eastward across the shoals, which proved to be the Jamestown; stood across the shoal, and at it: 20 a. m. telegraphed the following to the Jamestown: Shall I tow you? The Jamestown signalized: Communicate, I wish to. 1 ran close to her and was ordered on board by Commander Green. lie directed me to take him in tow. At 12 meridian took the Jamestown in tow and stood for New Inlet. At 2: 30 p. in. the weather became squally and thick; wind increased from the northward and eastward; we were ordered to cast off the hawser. We now stood in at full speed to New Inlet, and at 3: 30 p. in. we were near the bar when we discovered a large side- wheel steamer showing English colors lying in Cape Fear River, appar- ently discharging cargo into tugboats alongside of her. I stood in as close to her as the water would permit. She was beyond the reach of our guns. At 4 p. m. stood out to the southward and eastward; at 4: 30 discovered the Victoria and Jamestown and stood for them, making the following telegraphic signals: The strange steamboat is inside, safe, discharging cargo; she is American built. I then received orders from Commander Green to proceed around Frying Pan Shoals to our former station; the Victoria was ordered iiito New Inlet. I immediately stoo(l to the southward and around the shoal and om instant, at 9. 13 a. in., anchored on our i the morning of the 27th station oft the western bar, Cape Fear River. The evening of the 27th instant two deserters froni the Confederate Army stationed at Fort Caswell came oft to the ship in a small boat; their names were Henry Garwood (private) and George Henry (private). My letter to you, May 3 (1862), gave you all the infor- mation I received from them. In that I stated the Nash cille struck on the bar at New Inlet whilst trying to get in and lay there twenty-eight hours, during which time a portion of her cargo was takemi out by tugs. These deserters were sent to Beaufort, N. C., to be forwarded to you so that they might give you personally all the information they possessed. I remained at my station on the blockade until May 18, when I was ordered by Commander Glisson to Beaufort, N. C., for provisions and coal. At the expiration of forty-eight hours after may arrival there I left Beaufort, N. C., and at 11: 30 p. in., on the night of the 21st of May, I took up niy station on the blockade oft New Inlet. As regards the escape of the steamer Nashville, I have no personal knowledge of it. I was told l)y some officers that the contrabands which caine off from New Inlet to the U. S. S. Chippewa said that the Nasliiille ran out of New Inlet entrance to Cape Fear River on the miight of the 29th April, 1862. This, sir, is all the information I possess relative to the entrance and egress of the steamer Nashrille. I am, very resI)ectfully, your obedient servant, D. L. BRAINE, Lieutenant, Commanding U. S. S. Monticello. Flag-Officer I~. M. GOLDSBOROUGH The USS Victoria was also present, and her commander gave his account: Report of Acting Master Warren, U. S. Navy, commanding U. S. S. Victoria. U.S. S. VICTORIA, Off Wilminqton Bar, June 15, 1862. Sin: Your orders nmm(ler date of the 10th instant, directing me to send a full report of all the facts within my knowledge concerning the late entrance of the Nashville into Wilmington and her subsequent escape from that port, has been received this day, and in reply I beg leave to say that on the 26th of April, last, whilst lying off Fort Cas- well, I received orders from Captain Braiiie, of time U. S. S. Monticello, to accompany him around to New Inlet, the other side pf Cape Fear, to assist him to destroy a large steamer said to be ashore there. We immediately started around Frying Pan Shoals. Off the somithermi end of the shoals I was sent to board a vessel some way off; which separated my vessel from the Monticello. On my way around I spoke the U. S. sloop of war Jamestown working offshore, the wind blowing strong frommi the northeast, amid she had lost one anchor. I spoke the Monticello, who stated that the steamer above alluded to had floated oft amid gone into the river. I was then ordered by Captain Green to go to the Federal [?] channel and stay there for tIme present. TIme [?} returmied to Fort Caswell to guard that channel. It being at that time too dark to approach the channel, I kept underway all imight. 0mm the 27th, at daylight, I stood in, and at 8 oclock a. in. anchored in 9 fathoms of water. At 11:30 Igot underway and stoo(l in nearer the channel. Seelming a steamer aground in the river, I stoo(l iii as near as I dared to, and made the steamer imiside to be the Nashville (as I sup-) posed). I iminediafely sent a rifled 30-pounder shell at her, but she was too far distamit for me to reach her. At 3 p. m. the steamer floated and went up the river. I kept umiderway till 6 oclock, sounding and taking bearings. At 6 p. m. I anchored off the channel as imear as I could judge. I have heard many stories about the Nashville, but this is all I know about her. All of which is most respectfully submitted. Your obedient servant, J. I). WARREN, Acting Master, Commanding U. S. S. Victoria. Flag-Officer L. M. GOLDSBOROUGH Commanding North Atlantic Blockading Squadron Captain Green had to relinquish his command and travel to Philadelphia to stand court martial. He would be aquited.

Oh No! One more! Capture of the British brig Intended. Report of Commander Green, U. S. Navy, commanding U. S. ship Jamestown. U. S. SLOOP OF WAR JAMESTOWN, Off Wilmington, N. C., May 1, 1862. SIR: The British brig Intended was fallei in with this morning about 29 miles to the eastward of Federal Point light. She was steering about N. by E. and did not haul on a wind until she found it was impos- sible to get ahead of this ship. Her papers are in several respects incomplete. I have therefore sent her to Philadelphia for adjudication, nuder charge of Acting Master G. H. Avery, with Midshipman (I. A. (Drall and eight men. There is a passenger on board the brig, but the captain can give no account of him, and has no passenger list. Her cargo is 1,000 bags of salt, some coffee, medicines, acids, etc. Her bills of lading are incomplete, and she has no letter of instructions. I have the honor to be, respectfully, your obedient servammt, CHAS. GREEN, Commander. Flag-Officer L. M. GOLDSBOROUGII, Commanding. North Atlantic Blockading Squadron, Hampton Roads. The Intended is on the list of vessels expected to run the blockade Page 297 NORTH ATLANTIC BLOCKADING SQUADRON. ~97 Additional report of Commander Green, U. S. Navy, commanding U. S. ship Jamestown. U. S. SLOOP OF WAR JAMESTOWN, Off New Inlet, North Carolina, May 2, 1862. SIR: The former report of the capture of the brig Intended being brief and incomplete for want of time, the following is presented as more fully explaining the circumstances: On the morning of the 1st instant we discovered a brig standing across our bows, steering about north, with all sail set, the wind being about southeast. This course would take her about to Stump Inlet, one of the finest on this part of the coast. We made sail, and when he found that we would cut him off he hauled on the wind. We fired a gun, and after seeing that we still gained on him he shortened sail. When we came up to him we found his name to be the Intended, of London, which being on our list made us the more suspicious. When the boarding officer got on board and asked to see his papers, he first said, Am I not out of your jurisdiction and then produced some papers, after secreting some in his bosom, and said that was all he had. Among them was only part of the invoice, and he did not produce the remainder, but said he had no more, so that either lie kept back part of his papers or he was not pro- vided with tllem all. He had no letter of instructions and no letter to his consignee, and he declined to inform us what the articles were which were not on his manifest. He had, moreover, a passenger, of whom he could give no account except that he was an American, bound from Europe to Baltinmore, who had gone to Nassau instead of coming direct to New York. This led me to suspect that he might be either a pilot who had gone out for the purpose of bringing in vessels, or the owner of the cargo, as he seemed to take a great interest in it. The boarding officer brought the master on board this ship, where all his answers were contradictory and evasive. He said he had had no sights for three or four days, and the boarding officer had seeii his sights for that day worked up on his slate. He had no log book. As soon as he came on board, he asked if there were other vessels blockading here, and while here he asked rwo or three persons the same questions. His cargo was salt, coffee, tea, castor oil, and other oils, medicines, acids, etc. These were on his manifest. What lie had besides I am not aware. He said his longitude was 770 08 or 05, and the boarding officer had seen it worked up on his slate 770 29. When asked if he was steering the proper course for Baltimore, he replied that lie was, and on being asked where he was, said lie did not know; he had been knocking about here for two or three days, and yet lie said he had not got a cast of the lead, though she was in 15 fathoms of water. This ~ passenger, after the prize crew were put on board, drew up a protest and got the captain to sign it and sent it on board. it is herewith enclosed. I have the honor to be very respectfully, your obedient servant, CHAN. GREEN, Commander. Hon. GIDEON WELLES, Secretary of the Navy, Washington, D. C. [Enclosure.] AT SEA, ON BOARD BRITISH BRIG INTENDED, OF LONDON, Thirty miles from land, May 1, 1SG2. I do hereby protest against my illegal removal from on board my vessel as above named by americanl crew and officers from the U. S Page 298 298 NORTH ATLANTIC BLOCKADING SQUADRON. ship Jamestown, Captain Green, on a legitimate voyage from Nassau, New Providence, to the city of Baltimore, U. S. A., and I further pro- test against the removal of my crew, all British subjects, and further declare I am now and started on a voyage as above mentioned, and I do solemnly protest against such treatment. JAMES GRIFFITHS, Master.

The British scrapped the USS President mainly because on that cold, January night in 1815 when she slipped out of New York, the local Pilot put her aground on a bar off Sandy Hook, where she beat for hours in a gale and broke her back. The hogging of her keel so badly affected her sailing that the British frigate squadron was able to catch her, even though she threw most of her provisions, anchors and fresh water over the side. They took her lines off in England and built an exact replica out of English Oak. It was so close a copy that many on both sides of the Atlantic for decades thought that she was the real ship. The best ship building oak was English Oak. The best timber available in the US was southern Live Oak. I think the Constitution's frames came from Amelia Island or somewhere off Georgia. Northern white oak just did not last very long, no matter how gifted and careful the shipbuilders were. All US Navy ships had been specified to be built exclusively out of Southern Live Oak, unless there was a wartime emergency. Most of the surviving War-of-1812 built ships had to be rebuilt or completely replaced by the 1820s. The only exception that I can think of was the 1830's-era Frigate USS Hudson, built in New York out of local northern timbers. She had been intended for Greek Revolutionaries, but when the latter failed to pay the builders, she was politically fobbed off on the unhappy US Navy. She was condemned as completely rotten after only one three year commission to Brazil and broken up.

Frolick: "My darling, is it possible for my precious wife to be too beautiful?" Mrs Frolick, applying lipstick : "Yes. You still have to clean out the garage."

No just the smaller "subscription" warships, i.e. built by merchants of wealthy seaports and sold to the navy: Essex, Philadelphia, Boston, New York, Adams, John Adams. All the six big navy ships were built of live oak.

The John Adams was very useful to the early navy as a flush corvette. So much so, that the specifications for the ten 1816 "Gradual Increase" sloops - the Boston/Concord Class - were to the dimensions of the old John Adams. But she was too small to carry long 24-pounders, even if only medium 24-pounder columbiads. Of all the subscription frigates, only the John Adams was built out of Southern Live Oak, (by accident of geography, as she was built in Charleston) and so she outlived all the others. The old Frigates Boston and New York, built of inferior north-eastern white oak, were found too rotten by 1808 to be worth repairing, but the JA lasted until 1829 with almost constant service.

But by January, 1862, she needed a refit. Afterwards she would head off to the East Indies: U. S. SLOOP OF WAR JAMESTOWN, Hampton Roads, January 5, 1862. SIR: I have respectfully to report that the supplies of water and other articles having become exhausted, I have, in obedience to your order, returned with the Jamestown to this place. I enclose requisitions for the articles needed to supply deficiencies in the ships stores and outfits, also request for survey on the condition of the rudder, upper half-ports, and stern. The ship has been considerably strained by carrying sail to gei~.off- shore ou several occasions, and in rough weather makes about 22 inches of water in twenty-four hours. Both our bower anchors have been lost, one while getting underway during the commencement of a southeast gale by the parting of a cable, the other by the breaking of the shackle while lying at anchor during a souwester off Wilmington. The latter was recovered after the gale by sweeping for it. I am, very respectfully, your obedient servant, CHARLES GREEN, Commander. Flag-Officer L. M. GOLDSBOROUGH, Comdg. North Atlantic Blockading Squadron, Hampton Roads. Her final orders: OPERATIONS OF THE CRUISERSUNION. 475 Order from Secretary of the ~Yavy to Captain Green, U. S. Navy, com- manding U. S. S. Jamestown, to proceed to the East Indies for the pro- tection of American commerce. NAVY DEPARTMENT, September 11, 1862. "SIR: As soon as the U. S. sioop of war Jamestown, under your com- mand, is in all respects prepared for a cruise, you will proceed with her to the East Indies via the Cape of Good Hope. On your way out you will touch at Rio de Janeiro and Montevideo. At the latter place the U. S. S. Pulaski will most probably be found. The Department designs to dispose of this steamer either at public or private sale, as may be most advantageous, unless upon an examination and survey of her by a board of competent officers you shall be of opinion that she is in a condition, or can be made so economically, for efficient service on the coast of Brazil. If you deem it advisable to sell her, you will direct her officers with such of her crew as enlisted in the United States to return home by the first suitable conveyance. The remaining part of the crew can be paid off and discharged. Your special object in the East Indies will be the protection of American commerce in those waters from piratical cruisers or rebel pri- vateers, and for the better accomplishment of this object the Depart- ment will not restrict your cruising ground to any definite limits bat leave the matter to your discretion. You will remain in the East Indies and on the coast of China until receiving further orders from the Department. 1 transmit herewith for your guidance a copy of instructions to our cruisers, issued by the Department on the 18th ultimo. You will keep the Department advised of your movements. Any communications that it may have for you will be directed to Macao. I am, respectfully, your obedient servant, GIDEON WELLES," [secretary of the Navy.] Captain CHARLES GREEN, U. S. Navy, Commanding U. S. Sloop of War Jamestown, Philadelphia.

Yet another: Report of Commander Green, U. S. Navy, commanding U. S. ship James- town, of the capture by that vessel of the sloop Havelock. U. S. SLOOP OF WAR JAMESTOWN, Lat. , Long. , December 15, 1861. SIR: On the 12th instant Commander Glisson, in the Mount Vernon, arrived off Cape Fear, and communicated with me and at the same time with the bark Amanda. After directing the Amanda to proceed to New Inlet, to ascertain what vessel was blockading that entrance, he ran in to anchor near the bar on the west side of the shoals. I stood out with this ship toward the end of the shoal. A heavy gale came on, compelling me to heave the ship to. She drifted during the gale, which lasted two days and a half, to the southward and west- ward off Cape Itomain. This morning, while standing on our course toward Cape Fear, overhauled and captured the sloop Havelock, with a British register. The vessel was formerly the Noank, built in Connec- ticut. She shipped her crew on the 6th of October in Charleston, S. C., and ran the blockade without any clearance. She is now cleared from Matauzas for Philadelphia. The master remarked that he was starving Page 477 NORTH ATLANTIC BLOCKADING SQUADRON. 477 and had to do something for a living. She has a cargo of cigars and coffee, but had no manifest filled. When asked for it, he replied that it was not necessary to fill it until within 3 leagues of the land. The Amanda is almost out of water and must be supplied to enable her to go north. This ships allowance will be reduced so far as to com- pel me to start on my return to Hampton Roads by the 25th, unless the Mount Vernon can give the supply, in which case I can remain a few days longer. I have the honor to be, very respectfully, your obedient servant, CHARLES GREEN, Commander. Flag-Officer L. N. 0-OLDSBOROUGH, Comdg. North Atlantic Blockading Squadron, Hampton Roads. A clearance was afterwards found stowed away, signed by the col. lector and naval officer. It is a regular Confederate States paper. C. GREEN. "She had a roving commission, full of adventure!" Wrote the editors of 'The Photographic History of the Civil War: Volume III, The Navies," about the USS Jamestown.

And another: Report of Commander Green, U. S. Navy, commanding U. S. ship James- town, of the capture and destruction by that vessel of the schooner Colonel Long. U. S. SLOOP OF WAR JAMESTOWN, At Sea, September 4, 1861. SIR: I overhauled the rebel schooner Colonel Long, of 14 tons burden, belonging to Charleston, S. C., this day, and after taking her cargo out, scuttled her Page 167 ATLANTIC BLOCKADING SQUADRON. 167 The circumstances of this case are as follows: On the 7th of August, ultimo, the same schooner was boarded, and, on the plausible and piti- able story of the master, I let him go. He then said he had no papers except a fishing license; that he was from Savannah, and had run away with his vessel with three or four men who left Savannah to avoid being forced to serve in the rebel Army; that he was going to Key West to fish for the Havana market. One of his men wanted to ship on board this ship, and, being one man short, I caused him to take the oath and shipped him. He is a very good man; has a family in Mystic, Conn. An examination of the schooner showed her to be a regular fishing smack of 14 tons, with little of anything on board; and the whole appearance indicated poverty. I was even moved to give the man a piece of pork. This day, being a little to the southward of Savannah, I fell in with the same schooner. On boarding her I ascertained that he had not been to Key West, but had been to Miami, near Cape Florida. The vessel had on board a quantity of limes, part of a barrel of whisky, a few bags of arrowroot, and a bag of sponges. The crew consisted of the master and 7 men, 2 of whom left Charleston in the vessel, 3 had shipped, 1 had entered for a passage, being a castaway English seaman, belonging to the English ship , from Jamaica to Liverpool, but wrecked on a key on the coast, this man being the sole survivor. The master of the schooner still said he had no papers, but acknowl- edged that he was bound for Savannah; others said to Charleston. The fact of his having no papers, and with so large a crew, led to the surmise that he had got these men for the use of privateers at Savan- nah, etc. I determined, therefore, to destroy her, as she was outlawed and not of value enough to ran the risk of a prize crew at this season of the year. After the order had been given to destroy her, one of her crew came and informed me that her papers were concealed under the ceiling of the cabin, and there they were found. They consist of a Confederate coasting license for one year and a clearance from Charleston, with receipts for bills of outfits, and one for a Confederate States flag, which was found and is in my possession. No log and no shipping articles were found. I have the honor to be, respectfully, your obedient servant, ChARLES GREEN, Commander. Flag-Officer S. H. STRINGHAM, Comdg. Atlantic Blockading Squadron, Hampton Roads, Virginia.

Jamestown grabs another blockade-runner! U. S. SLOOP OF WAR JAMESTOWN, Off St. Johns [Fla.], August 31, 1861. SIR: The supp]y steamer Connecticut reached this latitude to-day and delivered our rations of fresh beef and vegetables. Before speaking, but in sight of us, she fell in with an English schooner and examined her papers, wliich Captain Woodhull informe Page 153 ATLANTIC BLOCKADING SQUADRON. 153 me were somewbat suspicious, but that he had not done more than to endorse the existence of the blockade on her log. As soon as we had received our supplies from the Connecticut, I made sail for the schooner, she still standing inshore, although he said he was bound for St. John, New Brunswick. When he found that he was not likely to escape us, he tacked ship and stood across our bows. A gun from this ship brought him down to us. On being boarded, the following facts were reported by the board- ing officer, and on them, in connection with the fact that after being warned off by the Connecticut, he still pursued a course which would have taken him directly on to the blockaded coast of east Florida, [ concluded to detain him and send him to New York. Statement of boarding officer, Acting Master William Ellery. SIR: In obedience to your orders, I boarded the schooner Aigburtb. and on examin- ing her hold found her cargo to consist of molasses in casks and tierces. On exam- ining her papers I found, as I judge, an informality in them, and, coupled with this, her name had been recently painted and the former partially or nearly obliterated. The captain (Gates) made me the following statement: The schooners name was formerly the Charlotte Aan, of New Berne, N. C.; was sold to a Mr. Gravely, a resident of Charleston, S. C., and an English citizen. The papers shown were provisional register, crew list, bill of lading, etc., the two former purporting to be le~itiinate documents signed by Robert Bunch, esq., H. B. M.s consul at Charleston, under date of July 2 or 5, 1861. The schooner passed out July 28 through Hatteras Inlet; saw a large steamer either that or next day; was loaded with rice and bound for Matanzas; arrived there, dis- charged, loaded, and sailed August 25, ostensibly for St. John, New Brunswick. I saw nothing in any of his papers verifying the transfer of the vessel from the original to the present owner, which should have been mentioned on the provisional register. The captain had permission from his owners to stop at Nassau, New Providence, to procure a permanent register, which he did not do. When boarded she was very much out of her track if bound to the above port. I took the mate and two men on board this ship, leaving the captain and two men on board the schooner. Prize Master Chishoim was placed in charge of her with nine men. His instructions were to take her to New York, or, in case of necessity, Philadelphia, and report to the U. S. district attorney or commissioners, and leave a copy of his instructions with the clerk of the court. I have the honor to be, respectfully, your obedient servant, CHARLES GREEN, Commander. Flag-Officer SILAS II. STRINGHAM, Comdg. Atlantic Blockading Squadron, Hampton Roads, Virginia.

The USS Jamestown was one of six large sailing sloops of war from the 1840's mounting eighteen 32-pounders and four 8" shell guns. She had a complete unarmed spar deck protecting her batteries. Her draught shows her to have been rather ornately decorated for her times. She was as large as the 36-gun frigates of the War-of-1812 era. "Destruction of the bark Alvarado, off Pernandina, Ma., by the U. S. ship Jamestown, August 5, 1861. Report of Commander Green, U. S. Navy, commanding U. S. ship Jamestown. U. S. SLOOP OF WAR JAMESTOWN, Off Pernandina, August 6, 1861. SIR: I have to report the destruction by fire of the American bark Alrarado by the boats of this ship on the afternoon of the 5th instant. The bark was chased ashore by this ship and abandoned by her crew near the entrance of the St. Mary~s River. The boats were sent under command of Lieutenants Flusser and Phythian, with the marine officer, Mr. Houston, Assistant Surgeon Cleborne, Midshipman Tyson, Acting Master Chisholm, and Boatswain Long. The orders were to get her afloat, if possible; if not, to burn her. The latter alternative was forced upon them, as, while advancing toward the bark, a number of pieces of artillery (three or four) opene Page 57 ATLANTIC BLOCKADING SQUADRON. 57 a cross fire upon them, against which they steadily advanced, opposed also by wind and tide, for about half a mile, when the bark was reached and the United States ensign hoisted, without the loss of a man, although the enemys guns were within less than a mile, and two of them supposed to be rifled. The vessel proved to be the bark Alvarado, of Boston, C-. C. Whiting, master, bound from Cape Town to Boston, with a cargo of sheepskins, goatskins, and buckskins, hides, and about 70 tons of iron; also wool. She was a prize to the privateer Jefferson Davis, captured on the 20th of July, in latitude 25~ 04 N., longitude 500 W. Nothing was saved except the captains instruments and some letters, papers, journals, etc. I will send a more detailed account on the first opportunity. The want of a pilot was very sensibly felt. I have the honor to be, respectfully, your obedient servant, CHARLES GREEN, Commander. Flag-Officer SILAS II. STRINGHAM, Comdg. Atlantic Blockading ~Squadron, Hampton Roads, Virginia. Cargo of bark Alvarado. 454 bales of wool. 20 bales of buckskins. 58 bales of goatskins. 23~ hides. 290 bales of sheepskins. 70 tons of iron. The above list was copied from her log book. CHARLES GREEN, Commander. Additional report of Commander Green, U. S. Navy, commanding U. 8. ship Jamestown. U. S. SLOOP OF WAR JAMESTOWN, Off Fernandina, August 7, 1861. SIR: In compliance with your order of the 13th ultimo, I left the blockade of Savannah on the 3d and on Monday morning, the 5th, we were off this place. As we were running in for the light a strange sail was discovered inshore of us, standing along the land with a fair wind toward the entrance of the port. This ship was closehauled on the port tack, with all plain sail set, the wind light. As the vessels con- verged, the stranger being close to the entrance of the channel and this ship about 4 miles to the eastward, and a very little to leeward, he suddenly ran his vessel upon the southeast side of the shoal making out from the light-house point, lowered his boat, which was already hanging over the side, and abandoned her with all hands. Immedi- ately after she struck, people began to collect near by on the beach, to the number of perhaps 200, and soon after we saw them dragging down several pieces of artillery. At this time it became necessary for this ship to tack in order to get to the southward of the shoal. After get- tiiig to windward it was very doubtful if we could get the stranded vessel within range of our guns, as the soundings are not laid down inside of 7 fathoms, and having no pilot on board I did not feel justified in running the ship much inside of that depth, knowing that the water in some places in this vicinity shoals very suddenly. It was finally determined to take a position as near as the safety of the ship woul Page 58 58 ATLANTIC BLOCKADING SQUADRON. admit, come to anchor, and send the boats to get her off or destroy her. Had time allowed I could have sent a boat to take soundings, but the tide was flood, the weather squally, with showers of rain, and the chances were that if she were allowed to remain in her present position for the night she would be lightened of part of her cargo and floated around into the harbor by the people on shore, she being only about five-eighths of a mile from thence, and nearly 3 miles from this ship. We accordingly came to anchor and the boats were got out and placed under the command of Second Lieutenant Flusser in the launch, armed with the light 12-pounder howitzer. The other officers in the launch were Lieutenant Houston, of marines, Assistant Surgeon Cleborne, and Boatswain Long. The crew consisted of 17 men, armed with Sharps rifles, muskets, and revolvers; also 8 marines. The third lieutenant, Mr. Phythian, went in charge of the first cutter, with Acting Master Chisholm, 16 men, and 5 marines, armed in the same manner. The fourth cutter was placed in charge of Midshipman Tyson, with a crew of 12 men, armed with muskets and revolvers. The party was furnished with means for setting her on fire. Mr. Flussers orders were to go in and reconnoiter the vessel and if abandoned, or if but a small force was on board, to board her and if possible get her off, but otherwise to burn her, and not to run the risk of being overpowered by enemies from shore. The boats left the ship about 3 p. in.; the tide was strong flood (and the bark had already begun to move in her bed) and swept him up to the northward. When within half a mile of the wreck, the artillery, which had been placed so as to direct a cross fire, opened upon them, against which they steadily advanced for half an hour or more, opposed also by wind and tide, when they leaped aboard the prize and ran up the American ensign. At this time the firing ceased from the shore, the ammunition having apparently given out, and was not renewed until the boats left, when one or two shots were fired. The firing was thought to have been from rifled pieces and was good in range and line, but by skillful management and the mercy of Providence neither boats nor crews were injured. The boarding party had scarcely reached the bark before the smoke of a steamer was seen, and soon the steamer appeared coming out with the evident intention of cutting off the boats. I therefore made signal of recall, lifted our anchor, and ran in near enough to the entrance of the harbor to bring the steamer within range of our guns as she came out. The smoke soon told that the bark was on fire, the boats left her, and the steamer, after coming nearly within range, turned and went back. The bark was completely destroyed, as nothing but her sterupost was in sight the next morning. She proved to be the American bark Alva- rado, of Boston, from Cape Towmi to Boston. Her log~ book shows that she was captured in latitude 250 04 N., longitude 50~ W., by the priva- teer Jefferson Davis, and that her cargo consisted of wool, sheepskins, goatskins, buckskins, and hides, with about 70 tons of iron. A few articles only, belonging to the captain, were saved, together with some letters and papers, all of which, together with the log and private journal of the captains wife, from which most of the information regard. ing the capture, etc., is taken, are herewith forwarded. I have the honor to be, respectfully, your obedient servant, CHARLES GREEN, Commander. Flag-Officer SILAS H. STRINGRAM, Comdg. Atlantic Blockading Squadron, Efampton Roads, Virginia Page 59 ATLANTiC BLOCKADING SQUADRON. 59 Report of Captain Yuell, C. S. Army. FERNANDrNA, FLA., August [6], 1861. SIR: On yesterday morning the town was thrown into commotion by the report that two vessels were on the coast, one of which was fleeing to secure an entrance over our bar, the other in pursuit to effect a cap- ture. The whole of our people armed and proceeded to the beach, about 2 miles from town. A company from the post at Fort Clinch, with a 6-pounder, was also dispatched to the beach, which, in addition to another 6-pounder from town, made the whole of our defensive and offensive armament. When I arrived in view of the vessels, 1 found a bark stranded at 1~ miles from shore, with her sails set and abandoned by her crew, who had just landed, and in the offing was a large United States man-of-war, which I have since learned was the Vincennes [James- town]. The bark was one of the prizes of the Jeff. Davis, privateer, seek- ing a harbor, and which she very nearly effected. After much maneu- vering the man-of-war anchored, sent out her boats, which, finding it in vain to try to save the vessel, set fire to her, and she is burned to the waters edge. Our 6-pounders were unavailing, and I take occasion to say that we have not a military company at this post capable of service as artillerists. Few of our volunteers have ever seen any- thing larger than a musket before coming to this station. The enemy can at any moment land here and take possession without much hin- drance from our defensive works. We are entirely at his mercy. After setting fire to the vessel the man-of war left our shores and has not since been seen till late to-day. I learn she was seen this after- noon again in the offing. The name of the prize vessel is the Al-va- rado, owned in Boston, commanded by U. C. Whiting. She left Cape Town, Table Bay, in Africa, on Jane 3. Her cargo was wool, sheep and goat skins, old copper and iron, and some crude medicines, and was valued at $70,000. She was taken by the Jeff. Davis on July 21, in latitude 250 30 and longitude 610. Cargo owned by Isaac Taylor, of Boston, Mass. Captain Whiting and wife, with a negro steward, were on board of the prize sent home by Captain Coxetter, of the Jeff. Davis. Whiting and his wife have been landed on our shores with no other apparel than that they had on. I had them sent to a board- ing house, and shall communicate with the C. S. marshal, and put them under his charge. The ladies with great philanthropy have raised enough money to clothe their enemies. They will, therefore, be provided for. The l)rize crew are all safe, and were glad to escape in a boat from the stranded bark. I have the honor to be very respectfully, your obedient servant, E. YUELL, Captain and Acting Commissary of AS~ubsistence. Hon. SECRETARY OF WAR, Richmond, Va.

Brother, that is one beautiful corvette!

The ship in the other book, The Search For Speed Under Sail, is the Bolivar, ex-Hercules, a navy corvette built in New York by Eckford for Greek Revolutionaries, but forfeited by them for lack of payment, and instead sold to the Colombian Navy. This may be the only surviving plan for a Colombian Navy ship. Colombia at this time possessed several frigates and even one ship of the line. There was a great naval battle that helped secure the country's independence. The Corvette Bolivar is unusual in that she had half the number of gun-ports that one might expect to see in a ship her size, (implying that they were big guns!) and because she is so very sharp that it would have been impossible to store much in the way of stores and water in her. But the Colombian Navy stuck to the coastline, because that's where the action was. Bolivar almost looks like a British Lake Ontario ship. She must have been very, very fast! Bolivar is a better candidate for reconstructing the USS Madison because of this. (I've recently been to Bogota twice, and after hitting every history museum, a can appreciate how truly wonderful Colombian history is.)

Here's a first hand account of the John Adams's encounter with Helicon and Scylla, from "Naval Adventures: Thirty Five Years of Service" , Volume 1, by William Bowers, London, 1833: "Not long after, in company with the Scylla, eighteen, about two hundred miles west of Scilly, we descried a large ship under heavy press of sail, steering about W by N, She was painted black, showed no guns or colours, other than a small white flag at the foremast,, which, with the manner which she shortened sail, and backed her maintop sail, keeping the fore sail and jib on her, after we had whipped a few shot across her bows, impressed us with being a merchantman. I proceeded to board her, and on pulling up in her wake, was struck with her breadth of beam, and warlike cut of her canvass. When close upon her quarter, I hailed her, and was given to understand she was the United States Ship John Adams, having on board the American Envoy from the Texel, bearing the proposals for peace, and with an Admiralty passport. The captain at the same time invited me on board, pledging his word of honour, that I should not be detained. On this I pulled up and mounted the side. To my astonishment, as I was about to step on deck, I found the whole crew at their guns prepared for action,the matches burning, and the men with the train tackles in hand prepared for running out the guns. This corresponded so little with the peaceful declaration I had just received, that, not choosing to risk my own honour and the fate of the two vessels, I instantly jumped into the boat and returned to report what I had seen. By this time the Scylla was on her weather quarter and her commander, a fine veteran of the old school, being senior officer, I reported to him what i had seen.. He replied, 'Bear a hand onboard your ship, tell W_____ to keep his jib boom on my tafferail, and we will soon see who he is.' few minutes later, both brigs ranged up on his weather beam, as close as we could without danger of falling on board, and with a voice roaring like an old lion, Darby then hailed ordering to send an officer with his passport. This being complied with, and all being found correct, I returned with the American first lieutenant, a fine young fellow,and was received very cerimoniously. On entering the cabin, I was introduced to the Envoy, Mr. Dallas, refreshment was offered and I am almost ashamed to say refused,however, a young man might be excused if. influenced by a national sentiment, and in a hurry of movement, he should overlook those nice shades of conduct, which should guide him according to time, place and circumstance ... The American Captain expressed himself hurt at the cavalier and impervious manner inwhich he was hailed by the English commodore, as he styled him. I assured him nothing offensive was intended, but it was his natural manner, being a plane rough seaman. This ship had been a frigate, now raz'ee, and mounting twenty forty-two pounders and two long twelves, with a crew of three hundred men." I don't consider Captain Samuel Angus to have done anything wrong, having cleared for action when two English sloops of war were bearing down on her, and firing shots across his bow! It was certainly not a bout of "temporary insanity" as John Quincy Adams termed it. Must have been more to that story. I also note that the John Adams's bulwarks must have been high indeed for her gun crews not to have been seen until she was boarded by an English officer! Obvioulsly, her half ports were in place. Nowhere can I find the name of the JA's first lieutenant who so impressed Lt. Bowers of HM Brig Helicon.

Donald Canney give evidence in "The Sailing Warships of the US Navy", in the form of letters exchanged between Commodore John Rogers and the Secretary of the Navy John Branch, that Naval Constructor Francis Grice had improved upon the new John Adams' hull lines. Branch wanted an explanation for all the anecdotal tales that he was hearing concerning the JA out-sailing her supposed sister-ships. When Branch appeared angry that any constructor would dare to alter the official navy plans, Rogers quickly changed his tune. He then suddenly claimed that the draught had been followed - but without stating which draught. Grice had submitted a slightly smaller design of his own, but it was not used. It showed much more dead-rise in the floors than the Boston. Grice had been a student of Henry Eckford, who had also submitted a beautiful design of his own, sporting sharp floor dead-rise, but that plan sadly also went unused. Eckford had tinkered with the official North Carolina, 74, plans on his own, and created the Ohio, 74, the best sailing battleship of the fleet. Eckford lost his job for doing it.