uss frolick

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.

John Adams Chronology: 1799: Frigate with twenty-four long twelve pounders on the gun deck and two twelves, bow chasers, and six 24-pound carronades on her spar deck. She retained this form when she fought with Commodore Morris Squadron, bombarding Tripoli, firing at gunboats, and engaging and destroying the 26-gun Lateen rigged Frigate Meshuda fighting alongside the USS Enterprize. She did a lot of fighting during this service. She had a bust figurehead carved by William Rush of Philadelphia. She was the first US Navy ship to carry carronades. 1804: converted to a store ship when she joined Preble's squadron off Tripoli. Gun deck full of cargo with eight long six-pounders on her quarterdeck and six long twelve pounders in the Waste of her spar deck! This would have required her having been converted to a mini-double-banked frigate! The rest of her guns were in the hold, but her carriages were scattered among other ships. 1807-09: Converted to a 24-gun flush decked corvette carrying twenty-two 42-pounder carronades and two long twelve pounders. No poop deck. Fox wrote in a letter stating that he intended to replace the bust with a scrolled fiddle head. The watercolor appears to show this. At some unknown point in her history, she received a bust head of John Adams again. Her replacement ship had one. 1811-12: Reverted back to a frigate in j.a.c.k.a.s.s frigate form in Boston, carrying thirty lighter carronades and two chase guns. No forcastle! 1813-14 Converted back to a corvette of 22 guns: armament varied in port, but they settled on 42-pounder carronades again by her 1814 sailing. Differed from 1809 version by having a 17-foot long quarterdeck (poop) cabin with a flush roof. This appears the ship shown in the watercolor. Note the sailor dudes on it. Retained this form until her breaking up and replacement in 1829.

I continue ... The John Adams became whole again in early 1813. It is possible that the JA never had a full forecastle deck installed in 1812, just a short platform called a "topgallant forecastle deck" for conning, as well as the armed quarterdeck, since that is the definition of a j.a.c.k.a.s.s. frigate: a frigate with no forcestle. A confidential letter written by the new Secretary of the Navy William Jones, to Master Commandant William Crane, dated April 16, 1813: " ... You will proceed immediately to Baltimore and take command of the United States Ship John Adams, destined by the President, for a special and confidential service and in order to render her fit for service it will be necessary to cut down her topsides and reconvert her into an efficient corvette, as she was previous to her last repair and outfit at Boston. About 16 or 17 feet of the after part of the quarterdeck and the topgallant forecastle will be retained, but without armament, or any thing above other ... other [than] the crane irons and ridge ropes. Her armament will be twenty heavy 12-pounders and four long 18-pounders." Keep the cranes, Crane! The confidential mission was to have been a raiding mission around Cape Horn on to the Oregon/Canadian coast to destroy the British settlements, and to protect the American presence in the northwest. Long guns would be needed to bombard any land settlements, if they chose not to go quietly. Politically connected millionaire John Astor was to accompany the expedition, since he had financed the American settlements already there. And so the ship was fitted out in the best possible fashion, and she was ordered to carry only the highest quality stores. The plan was cancelled when Crane and the ships' entire crew was instead sent on emergency status to Lake Ontario. Crane had practical problems with the desired armament: "The long 18-pounders in the yard are so badly made that they will not stand the proof. One burst on Lake Ontario and one burst yesterday. The 12-pounders are short, heavy, clumsy pieces, not of which will clear the stern ports." Fox was known to have decreased the rake of the JA's stern when she was razeed in 1807-9, but she might have still retained an excess stern rake, so much so that the guns couldn't reach all the way out. Crane wanted 32-pounder carronades, but they could only have been transported from the foundries in Maryland and Philadelphia by sea, and the British blockade was too tight. Crane was unable to enlist a full crew in New York either, in another letter to the SecNav dated May 4, 1813.: "I discover a very strong prejudice in the seamen against the John Adams." Since the ship had been repaired and fitted for the tastes of Mr. Astor, it was decided to send her off on a diplomatic voyage. The retention of a long piece of the quarterdeck was probably to house Astor and his staff. On February 5, the JA sailed under Master Commandant Samuel Angus to England carrying "Peace Commissioners" Henry Clay and Jonathan Russell, to try and negotiate the end to the war. On the way back, the JA was to bring her namesake's son, Diplomat John Quincy Adams, home. John Quincey Adams noted in his memoirs on June 13, 1814: "She (the John Adams) carries twenty-two guns, but is now only half-armed, having but twelve forty-two pound carronades." Presumably the rest of her guns were moved into the hold. Apparently, Commander Angus suffered several "temporary attacks of insanity" after picking up Adams off the Texel, and even tried to pick a fight with two small British brigs of war on August 25, 1814, even though the JA was flying the flag of truce. The commander of one of them, the 10-gun HMS Helicon (only 18-pounder carronades), noted that the John Adams was a razeed frigate, she had all her guns mounted, and was painted all black. Her consort was the 16-gun ex-French HMS Achates (24-pounders). That would have been an interesting battle! CORRECTION, CORRECTION! HMS Helicon's consort was HMS Scylla, 18 guns, with 32-pounder carronades, a Cruiser Class Brig, not HMS Achates.

Back to the USS John Adams: In 1812, after the JA have been converted to a fine fast and powerful flush decked corvette, William Banibridge ordered her upper works put back on so that he could have another frigate in the stable. The only benefit was the addition of eight 18-pouinder carronades to the new quarterdeck. She was so unstable that her 42-pounder main deck guns had to be swapped out for 32-pounders, and her two chase guns were reduced to nine-pounder and were placed on the lower deck since the new mini-forecastle couldn't take the weight. These changes caused indignation amongst the officer corps, who new well the old ship. Master Commandant Charles Ludlow took the j.a.c.k.a.s.s frigate on her maiden voyage on September 7, 1812, and wrote to the Secretary of the Navy Paul Hamilton: "I had a very good opportunity to try the sailing of the ship, and conceive it my duty to report the same. She cannot pass for more than a tolerable sailing merchant ship, and so crank that a ship of 20 guns ought to take her, in what would generally be called a topgallant breeze for ships of war." This means that her main deck gun ports were under water! Captain Ludlow continued: "When I took command of this ship from Captain (Joseph) Tarbell he insured me that it was his intention to apply to the department for orders to rejoin the ship again and wished me not to make any alterations. I have not made any of any consequence, but if Captain Tarbell is not to have her ... (which I will give up with much pleasure) I shall be under the necessity of applying for a survey of the ship, and trust can make it appear, that as a corvette, she will answer as a vessel of war, but at the present, she is unworthy of the name AMERICAN SHIP OF WAR, and I shall very reluctantly hazard the reputation of her officers and that of the service; in her present state; she will be considered by the public; and particularly with any vessel she may have to contend with, as a 32-gun frigate, when she mounts 32 guns." Captain Ludlow was of a great and influential naval family, he having a brother then serving as purser on the Constitution, and another brother Augustus Ludlow, destined to be the gallant, slain first lieutenant of the USS Chesapeake, of who the latter of which, many towns in the US would be named. (Ludlow, Vermont, for example.) Yet, he felt inclined to add: "With due deference I have made the above report, and hope I have not exceeded the bounds of rectitude." The report worked, and the JA sat out most of the war stripped of her guns in New York until the summer of 1814, intended as a 'harbor ship' for the defense of the port. But she would get her salvation ...

Hey Mark, those same old ladies would also say that "Charleston is where the Ashley and Cooper Rivers meet to form the Atlantic."

They are not upper deck windows. They are partial windows in the stern of the quarter galleries at the gun-deck level, but only on the upper half of the back of the galleries. You'll see what I'm talking about ...

Charlie, I might have an answer for you. If anyone has both a copy of 'The Naval War of 1812', Chatham Pictorial History, Vol. 6, Naval Institute Press ANA a functioning scanner, I beg you look at page 49, bottom, at an engraving entitled "United States and Macedonian Frigates passing Hurl Gate", New York, by P. H. Hansel, Philadelphia, 1817. I believe it to be the most accurate depiction of the United States's stern. My reasoning is thus: 1. The sterns of both ships are shown in great detail, and the styles are clearly different from one another, in both the style of the scroll work to the number of windows. Artists of the period who fudged the details, usually fudged both ships identically. We already know that the Macedonian had the stern of the Lively Class frigates, two other drawings of which survive. The Macedonian is propperly depicted there with six windows across her stern, and the same style of carvings. 2. The United States is shown with seven windows across her stern, plus a pair of what I can only describe as half windows in the back of her quarter galleries. While this might be dismissed as whimsey, remember that the US had a double-decked stern and galleries at one time. So these half lights might be a remnant her her early configuration. The 1820's Charles Ware spar deck plan shows here with quarterdeck roundhouses, another remnant which no other American frigate carried. Seven windows means eight counter timbers, which the Essex was rebuilt with, and which at least one of the 36 gun ships might have been built with since a unidentified gun deck framing plan with eight counter timbers survives in the Fox papers. Congress? Philadelphia? The Guerriere class stern requires eight counter timbers too. 3. For a while, the United States and the Macedonian found themselves blockaded in the Thames River, and they were hauled up river as for as they could be, and anchored with guns run out the stern ports for protection against British boat attacks. They hung boarding nettings and ran a cable acroos the river, and rowed a constant guard down stream. They became quite the tourist attraction, but nobody got too close, and so they were viewed only stern on. (Source: "The William Skiddy Journal", 1813-15, an unpublished private journal written by one of the USS Hornet's midshipmen. ) I believe that Mr. Hansel got to see them at that time, made his preliminary sketch, complete with two guns run out of the U.S's quarterdeck stern chase ports. His depictions of the ship's broadside are sketchy, because he could not have seen them on the Thames. He partially hides them with smoke for saluting guns, (a common artistic ploy) and he even erroneously places guns in the Macedonian's planked-up waist, a feature she never had. 4. A contemporary pencil sketch of the battle, drawn soon afterwards by one of the US's crewmen, shows seven windows as well. The original was held by the Naval Academy museum, (and may or may not still be there), but was photographed and published in John Spears's "The History of Our Navy", a lively, yet slightly racist Victorian book that is otherwise best avoided.

Please note above the watercolor of the stern of the Constitution with six windows! The artist was W. A. K. Martin, and although it is hard to see here, it is dated 1837. (See M.V. Brewington "Shipcarvers of North America")

There is a contemporary watercolor painting entitled "American Corvette" by William John Huggins. She is a flush decked corvette with a long rail-less poop and topgallant forcastle deck with 12 guns a side, exclusive of the broadside ports. I am 99% sure that it is of the John Adams, and I date the painting to her diplomatic mission of 1809-10. You can see it on the NMM site. If anyone can figure out how to repost it here, it would be informative ...

Let's let Captain Robert not-so-Handy of the Vincennes chime in: " GULF BLOCKADING SQUADRON. 709 Report of Commander Handy, ~. S. Navy, Commanding U. S. ship Vincennes. U. S. SHIP VINCENNES, Off sSomtA West Pass, ifississippi River, October 14, 1861. SIR: I have to report my safe arrival at this place, having left the Head of the Passes on the 12th instant in company with the Richmond and Preble. On my route down it was my misfortune (as anticipated) to ground some distance from the bar, going head on. The three ves- sels were pursued by rebel armed steamers, who, after awhile, com- menced a brisk firing. The Vincennes not being able, from her situ- ation,to bring her broadside guns to bear on the enemy, I took down all the cabin bulkheads and caused two of the 8-inch shell guns to be run out of the stern ports; continued a sharp flung with them until the signal, No. 1 (as understood on board this ship), was displayed from the Richmond. I continued my firing, however, for some time afterwards. I then directed the officers and crew to repair to the Richmond and Water Witch.. Previously to leaving this ship I caused a slow match to be placed in the magazine, which fortunately did not cause an explosion. I then reported myself to Captain Pope. Ascertaining from him that there was a misunderstanding about the signal, I repaired with the officers and crew on board the Richmond to the Viveewnes, obtaining his permission to throw overboard the fourteen 32-pounders, round shot, and any articles that might have a tendency to lighten the ship, as I was more than anxious to save her from the grasp of the rebels, feeling that the vessel was of more value to the Government than the guns. Although the ship was lightened by the operation, still it was not sufficient to float her, but the day fol- lowing I was relieved from my embarrassing situation by the steamers ASOTht/t (Jarokna and life Ole/lan. I trust, sir, that my conduct will meet with your entire approbation, governed as I was from a strict sense of duty. I am, sir, respectfully, your obedient servant, ROBERT HANDY, Commander. Flag-Officer MCKEAN, IT. S. Navy.