« PreviousContinue »
R. C. Robinson, William Robins, Douglas Rider, Samuel N. Roberts, dead; Philip Sale, at Soldiers' Home; John Smith, dead; Joshua Styles, Giles Tignor, dead; Harvey Terry, John Tuck, James T. Tuck, dead; Roy Temple, George T. Tibbs, Robert Tibbs, dead; William C. Tuck, dead; Edward J. Tuck, S. C. Trimen, Henry Tate, H. M. Turner, dead; J. M. Virlanda, dead; H. W. Vias, dead; William Warfield, dead; John P. Woody, dead; E. S. Woody, dead; James White, W. S. Whitlock, killed at Seven Pines; G. H. Wiltshire, dead; James G. White, and Thomas C. Jones.
Summary-Dead, 37; killed at Seven Pines, 8; at Sharpsburg, 2; at Gettysburg, 2; total 48. Died in prison, 2; killed at Salesford, 1; killed at Bloody Angle, 3; total 6. Total dead, &c., 54. Living, 53. Grand total, 107.
[From the Richmond Dispatch, August 2, 1896.] RUNNING OF THE BLOCKADE.
Interesting Narrative of Mr. James Sprunt.
VANCE KEPT NORTH CAROLINA SOLDIERS WELL PROVIDED.
A Sketch of Captain Maffitt.
The following is contributed to the Charlotte (N. C.) Observer by James Sprunt:
There exist no records from which computation might be made of the amount and value of goods, arms, supplies and stores brought into the Confederate States during the four years of blockade-running. But the Hon. Zebulon B. Vance, who was Governor of North Carolina during a large part of the war, has put on record the share, in part, of our State in blockade-running, from which a general idea of the amount of values may be obtained. In an address before the Association of the Maryland Line, delivered in Baltimore February 23, 1885, he said: "By the general industry and thrift of our people, and by the use of a number of blockade-running steamers, carrying out cotton and bringing in supplies from Europe, I had collected and distributed, from time to time, as near as can be gathered from
the records of the Quartermaster's Department, the following store: Large quantities of machinery supplies; 60,000 pairs of hand cards; 10,000 grain scythes; 200 barrels of bluestone for wheat-growers; leather and shoes to 250,000 pairs; 50,000 blankets; gray-wolled cloth for at least 250,000 suits of uniforms; 12,000 overcoats, readymade; 2,000 best Enfield rifles, with 100 rounds of fixed ammunition; 100,000 pounds of bacon; 500 sacks of coffee for hospital use; $50,000 worth of medicines at gold prices; large quantities of lubricating oils, besides minor supplies of various kinds for charitable institutions of the State. Not only was the supply of shoes, blankets, and clothing more than sufficient for the supply of the North Carolina troops, but large quantities were turned over to the Confederate Government for the troops of other States. In the winter succeeding the battle of Chickamauga I sent to General Longstreet's Corps 14,000 suits of clothing complete. At the surrender of General Johnston the State had on hand, ready-made and in cloth, 92,000 suits of uniforms, with great stores of blankets, leather, etc. To make good the warrant on which these purchases had been made abroad, the State purchased and had on hand in trust for the holders, 11,000 bales of cotton and 100,000 barrels of rosin. The cotton was partly destroyed before the war closed, and the remainder, amounting to several thousand bales, was captured, after peace was declared, by certain officers of the Federal army.
President Davis in a message to Congress, said that the number of vessels arriving at only two ports-Charleston and Wilmington— from November 1st to December 6, 1864, had been forty-three, and that only a very small portion of those outward bound had been captured; that out of 11,796 bales of cotton shipped since July 1, 1864, but 1,272 bales had been lost. And the special report of the Secretary of the Treasury in relation to the same matter, stated that there had been imported at the ports of Wilmington and Charleston since October 26, 1864, 3,632,000 pounds of meat, 1,507,000 pounds of lead, 1,933,000 pounds of saltpetre, 546,000 pairs of shoes, 316,000 pairs of blankets, 520,000 pounds of coffee, 69,000 rifles, 97 packages of revolvers, 2,639, packages of medicines, 43 cannon, with a very large quantity of other articles. In addition to these articles. many valuable stores and supplies had been brought in by way of the northern lines, by way of Florida, and through the port of Galveston, and through Mexico across the Rio Grande. From March 1, 1864, to January 1, 1865, the value of the shipments of cotton on Confederate Government account was shown by the Secretary's
report, to have been $5,296,000 in specie, of which $1,500,000 had been shipped out between July 1st and December 1, 1864.
A list of vessels which were running the blockade from Nassau and other ports in the period intervening between November, 1861, and March, 1864, showed that eighty-four steamers were engaged; of these, thirty-seven were captured by the enemy, twelve were totally lost, eleven were lost and the cargoes partially saved, and one foundered at sea. They made 363 trips to Nassau, and sixtyfive to other ports. Among the highest number of runs made were those of the R. E. Lee, which ran twenty-one times; the Fanny, which ran eighteen times; the Margaret and Jessie, which performed the same feat. Out of 425 runs from Nassau alone (including schooners) only sixty-two, about one in seven, were unsuccessful. As freights were enormous, ranging from $300 to $1,000 per ton, some idea may be formed of the profit of a business in which a party could afford to lose a vessel after two successful trips. In ten months of 1863, from January to October, ninety vessels ran into Wilmington. During August, one ran in every other day. On the 11th of July, four, and five on the 19th of October.
With the termination of blockade running, the commercial importance of Matamoras, Nassau, Bermuda, and other West India ports departed. On March 11, 1865, there were lying in Nassau thirtyfive British blockade-runners which were valued at $15,000,000 in greenbacks, and there were none to do them reverence. Their occupation was gone; their profits at an end, and some other service must be sought to give them employment.
A description of Nassau at the time of which I write will be both interesting and instructive. It was a busy place during the war, the chief depot of supplies for the Confederacy, and the port to which most of the cotton was shipped. Its proximity to the ports of Charleston and Wilmington gave it superior advantages, whilst it was easily accessible to the swift, light-draft blockade-runners, all of which carried Bahama bank pilots, who knew every channel. The United States cruisers having no bank pilots, and drawing more water, were compelled to keep the open sea. Occasionally one of the latter would heave to outside the harbor, and send in a boat to communicate with the American Consul, but their usual cruisingground was off Abaco light. Nassau is situate upon the island of
New Providence, one of the Bahamas, and it is the chief town and capital of the group. All of the islands are surrounded by coralreefs and shoals, through which are channels, more or less intricate. The distance from Charleston to Nassau is about 500 miles, and from Wilmington about 550. Practically they were equi-distant; for blockade-runners bound for either port, in order to evade the cruisers lying in wait off Abaco, were compelled to give that headland a wide berth by keeping well to the eastward. The wharves of Nassau were piled high with cotton during the war, and huge warehouses were stored full of supplies for the Confederacy. At times the harbor was crowded with lead-colored, short-masted, rakish-looking steamers; the streets alive with the bustle and activity of the day, swarmed with drunken revellers at night. Almost every nationality on earth was represented there, the higher wages ashore and afloat tempting adventurers of the baser sort, and the prospect of enormous profits offering equally strong inducements to capitalists of a speculative turn. Monthly wages of a sailor on board a blockade-runner was $100 in gold, and $50 a bounty at the end of a successful trip; and this, under favorable circumstances, would be accomplished in seven days.
A GOOD RECORD.
The captains and pilots sometimes received as much as $5,000, perquisites. On board the government steamers the crew, which was shipped abroad, and under the articles regulating the "merchant marine" received the same wages as were paid on board the other blockade-runners, but the captains and subordinate officers of the government steamers who belonged to the Confederate States Navy, and the pilots who were detailed from the army for this service received their pay in gold. There is a singular fact connected with the blockade-running vessels which speaks well for the Confederate States naval officers. Though many commanded a large number of these vessels, yet down to August 16, 1864, and perhaps later, only one blockade-running vessel was lost.
The Cape. Fear pilots have long maintained a standard of excellence in their proffession most creditable to them as a class, and as individuals. The story of their wonderful skill and bravery in the time of the Federal blockade has never been written, for the survivors are modest men, and time has obliterated from their memories many incidents of this extraordinary epoch. Amidst impenetrable darkness, without lightship or beacon, the narrow and closely watched
inlet was felt for with a deep-sea lead as a blind man feels his way along a familiar path, and even when the enemy's fire was raking the wheel-house, the faithful pilot, with steady hand, and iron nerve, safely steered the little fugitive of the sea to her desired haven. It might be said of him, as of the Nantucket skipper, that he could get his bearings on the darkest night by a taste of the lead.
Let us recall the names of some of the noted blockade-runners and their pilots, so well known in Smithville about thirty years ago.
A HERO INDEED.
Steamer Cornubia, afterwards called the Lady Davis, C. C. Morse; steamer Giraffe, afterwards known as the R. E. Lee, Archibald Guthrie; steamer Fannie, Henry Howard; steamer Hansa, J. N. Burruss; steamer City of Petersburg, Joseph Bensel; steamer Old Dominion, Richard Dosher; steamer Alice, Joseph Springs; steamer Margaret and Jessie, Charles W. Craig; steamer Hebe, George W. Burruss; steamer Advance, C. C. Morse; steamer Pet, T. W. Craig; steamer Atalanta, Thomas M. Thompson, steamer Eugenia, T. W. Newton; steamer Ella and Annie, J. M. Adkins; steamer Banshee, Thomas Burruss; steamer Venus, R. Sellers; steamer Don, William St. George; steamer, Lynx, J. W. Craig; steamer Let Her Be, T. J. Burruss; steamer Little Hattie, R. S. Grissom; steamer Lilian, Thomas Grissom; steamer North Heath, Julius Dosher; steamer Let Her Rip, E. T. Burruss; steamer Beauregard, J. W. Potter; steamer Owl, T. B. Garrason, steamer Agnes Fry, Thomas Dyer; steamer Kate, C. C. Morse; steamer Sirene; John Hill; steamer Calypso, C. G. Smith; steamer Ella, John Savage; steamer Condor, Thomas Brinkman; steamer Cognetta, E. T. Daniels; steamer Mary Celeste, J. W. Anderson. Many other steamers might be named, among them the Brittanica, Emma, Dee, Antonica, Victory, Granite City, Stonewall Jackson, Flora, Havelock, Hero, Eagle, Duoro, Thistle, Scotia, Gertrude, Charleston, Colonel Lamb, Dolphin, and Dream, whose pilots' names may or may not be among those already recalled. These are noted here from memory, for there is no record extant. All of these men were exposed to constant danger, and one of them, J. W. Anderson, of the Mary Celeste, died a hero's death. Shortly after leaving the port of Nassau on his last voyage, he was stricken down by yellow-fever. The captain at once proposed to put the ship about and return to the Bahamas, but his brave pilot said: “No; you may proceed; I will do my best to get you into port, even if it