uss frolick

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.

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.

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.

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.

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.

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.

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."

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.

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.

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."

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.

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.

With his foolish alterations to the John Adams, I cannot help but wonder yet again how bainbridge was as successful as he was. He was reportedly a good seaman and navigator, but was tyrannical to his crew(slashing a man who dared speak to him first with a sabre) lost several warships to the enemy on fairly foreseeable errors of judgement, botched the building or repair of several warships badly (JA and 74 gun independence)-and enabled the early death of Stephen Decatur by urging the duel to continue as Decatur and Barron began to make amends. He just doesn't seem of the same calibre of leader and captain as Decatur, Hull, Stewart, Rodgers etc.
 
By my recollection Eckford was just told to design a corvette-had he been told the intended armament was 24pdrs I'm sure he could've come up with something better than what was chosen. (Which ended up being problematic until finally enlarged into the new cyane and levant design) Really they should've tried for 18-22x18pdrs, rather than trying to jump all the way to long 24s on a corvette. Perhaps they should've come up with refined versions of the corvette JA and A, and a new design to similar dimensions to trial against eachother for the larger 1820s corvette

Hi Richard, definitely grab this stuff and try it.  You have to air dry it first.  Label the ends with 'Peach' and the date it was cut. Get some parafin and dip the ends of the logs, then put the logs in a dry warm place for a couple of years.  Generally figure about one year per inch.  (One log was too big so I cut in in half lengthwise then dipped the ends.)  I did this for my dogwood and am very happy with the results.   
 
I have NOT used peach but do use pear, apple and cherry, all very good woods for building model ships, toys and anything else that needs a hard wood for strength and durability.    
 
I also use flowering dogwood, Costella, box wood, basswood, soft maple, redheart, yellowheart, pauduk, clear pine and poplar.  I seldom use open p;ore woods because those pores make the model lumber look like the toredo got into them. 
 
Keep building and above all, have fun.                        Duff in Middletown, CT

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.
 

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.

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.

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.

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

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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

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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

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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.