Part 7
On one occasion in the _Kate_ Lockwood had run inside the line of blockaders at the Main Bar some distance up the beach, and suddenly took the ground while jammed between an anchored man-of-war and the breakers. The blockader did not see him, although so near that no one on board the _Kate_ was permitted to speak above a whisper. The tide was near the last of the ebb and there were only a few hours of darkness in which to work. George C. McDougal, chief engineer and Captain Lockwood's brother-in-law, always ready for an emergency, had promptly loaded the safety valve down with a bag of iron castings to prevent any noise from escaping steam, and when it became absolutely necessary the steam was blown off very gently under the water. The boats were lowered noiselessly and several passengers and a lot of valuables landed in the surf on the lee side of the vessel, with orders to proceed to Fort Caswell in the distance. At first it seemed impossible to save the ship, as any noise from her paddles would inevitably have led to her destruction by the blockaders, which were seen plainly only a cable's length from the _Kate's_ perilous position. Lockwood held a consultation with his trusted engineer, and decided to open the gangway and quietly slide overboard a lot of lead wire in heavy coils, which was part of the inward cargo, and which was intended to be cut into bullets by the Confederate Government. This served to lighten the ship and also as an effectual bulkhead which prevented the vessel from working higher up on the beach when the tide turned, and the discharge went on for some time without apparent effect; but the rising tide soon after began to bump the bilges of the vessel against the sand bank inside. Lockwood proposed an attempt to back clear or to beach her at once, but the "Boss," as McDougal was called, calmly showed him that unless they were sure of floating clear on the first attempt they would never be permitted to make a second trial, as the paddles would surely betray them to the fleet. Another fifteen minutes that seemed an hour of suspense, and the captain again urged immediate action, but the imperturbable engineer said: "Wait a little longer, Oakie; she is rising every minute; let us be sure of getting off before we make the effort." Meantime the bumping increased, and at last, with everything in readiness and a full head of steam, the engines were reversed full speed, and the _Kate_, quickly afloat and responding to the wheel, gallantly passed the blockading fleet in the gray dawn and shortly afterwards anchored under the guns of Fort Caswell. She had hardly swung to the anchor before she was seen by the disappointed blockaders, who sent shell after shell flying after her, bursting in such uncomfortable proximity, that the _Kate_ was moved up to Mrs. Stuart's wharf at Smithville, where the shell and solid shot still followed her, many passing in a line more than a thousand yards beyond the wharf. With the aid of a good glass a man could be seen in the foretop of the Federal flagship with a flag in his hand, which he waved to right or left as he saw the effect of the firing; this enabled the gunners to better their aim until the shells struck just astern of the _Kate_ or passed in a line ahead of the vessel. On a closer approach of the fleet they were driven off by Fort Caswell's heaviest guns. The _Kate_ and her crew were in great peril on this occasion, owing to the fact that there were a thousand barrels of gunpowder on board for the Confederacy, making the risk from the shells extremely dangerous. Mr. McDougal said to me on this occasion that when the Yankees began shelling them at Fort Caswell a detachment of soldiers was being embarked for Wilmington on the Confederate transport _James T. Petteway_, and that when the first shell struck the beach near the _Petteway_, the whole company broke ranks and ran like rabbits to the fort again.
Some time ago the _Wilmington Daily Review_ published an account of the recovery of a large lot of wire from the bottom of the sea near Fort Caswell. This was doubtless part of the _Kate's_ cargo thrown overboard as described.
The Second "Kate."
The second _Kate_ was a new iron steamer, double-screw propeller, 344 tons, English built, commanded by Captain Stubbs. She had made a successful run into Charleston with a valuable cargo, and was also successful in running out again with 700 bales of cotton, which she landed in Nassau.
She had loaded a second inward cargo at Nassau and sailed for Charleston, but, failing to elude the blockaders, she ran for Wilmington and on July 12, 1863, at 4.55 o'clock a.m., was making for New Inlet close ahead when she was intercepted by the Federal blockader _Penobscot_, which opened a heavy fire on her and drove her ashore on the south end of Smith's Island, where her wrecked hull still remains. The Federals attempted to haul the _Kate_ off into deep water, but were prevented by the Confederates on shore, who drove them away. With the exception of two of her crew who remained and were captured, the officers and men of the _Kate_ escaped to the shore.
The "Night Hawk."
It is not surprising that the Federal blockading fleet so often failed to refloat blockade runners after they were stranded on the beach, because the runners always timed their attempt to pass the fleet at high tide, the depth of water on the bar being only 10 to 12 feet and the channel beset with shoals and obstructions, so that before the Federals could prepare for hauling off these vessels and thereby secure for themselves large sums of prize money, the tide would have fallen, leaving the stranded ships more firmly embedded in the sand, and when in daylight another high tide would come the Federals had to deal with the Confederate guns, which kept them at a distance. There were, however, several instances which I recall of the rescue of stranded ships by the Confederates, notably that of the _Kate_ and of the _Night Hawk_. The latter was a most spectacular, exciting affair, which I will relate in Mr. Thomas Taylor's words:
"It was on my second trip to Bermuda that one of the finest boats we ever possessed, called the _Night Hawk_, came out, and I concluded to run in with her. She was a new side-wheel steamer of some 600 tons gross, rigged as a fore-and-aft schooner, with two funnels, 220 feet long, 21-1/2 feet beam, and 11 feet in depth; a capital boat for the work, fast, strong, of light draught, and a splendid sea boat--a great merit in a blockade runner, which sometimes has to be forced in all weathers. The _Night Hawk's_ career was a very eventful one, and she passed an unusually lively night off Fort Fisher on her first attempt.
"Soon after getting under way our troubles began. We ran ashore outside Hamilton, one of the harbors of Bermuda, and hung on a coral reef for a couple of hours. There loomed before us the dismal prospect of delay for repairs, or, still worse, the chance of springing a leak and experiencing such difficulties and dangers as we had undergone on the _Will-o'-the-Wisp_, but fortunately we came off without damage and were able to proceed on our voyage.
"Another anxiety now engrossed my mind: the captain was an entirely new hand, and nearly all the crew were green at the work; moreover, the Wilmington pilot was quite unknown to me, and I could see from the outset that he was very nervous and badly wanting in confidence. What would I not have given for our trusty pilot Tom Burriss! However, we had to make the best of it, as, owing to the demand, the supply of competent pilots was not nearly sufficient, and toward the close of the blockade the so-called pilots were no more than boatmen or men who had been trading in and out of Wilmington or Charleston in coasters.
"Notwithstanding my fears, all went well on the way across, and the _Night Hawk_ proved to be everything that could be desired in speed and seaworthiness. We had sighted unusually few craft, and nothing eventful occurred until the third night. Soon after midnight we found ourselves uncomfortably near a large vessel. It was evident that we had been seen, as we heard them beating to quarters and were hailed. We promptly sheered off and went full speed ahead, greeted by a broadside which went across our stern. When we arrived within striking distance of Wilmington Bar, the pilot was anxious to go in by Smith's Inlet, but as he acknowledged that he knew very little about it, I concluded it was better to keep to the New Inlet passage, where, at all events, we should have the advantage of our good friend Lamb to protect us; and I felt that as I myself knew the place so well, this was the safest course to pursue. We were comparatively well through the fleet, although heavily fired at, and arrived near to the bar, passing close by two Northern launches which were lying almost upon it. Unfortunately, it was dead low water, and although I pressed the pilot to give our boat a turn around, keeping under way, and to wait awhile until the tide made, he was so demoralized by the firing we had gone through and the nearness of the launches, which were constantly throwing up rockets, that he insisted upon putting her at the bar, and, as I feared, we grounded on it forward and with the strong flood tide quickly broached to, broadside on to the northern breakers. We kept our engines going for some time, but to no purpose, as we found we were only being forced by the tide more on to the breakers. Therefore we stopped, and all at once found our friends, the two launches, close aboard; they had discovered we were ashore, and had made up their minds to attack us.
"At once all was in confusion; the pilot and signalman rushed to the dinghy, lowered it, and made good their escape; the captain lost his head and disappeared; and the crews of the launches, after firing several volleys, one of which slightly wounded me, rowed in to board us on each sponson. Just at this moment I suddenly recollected that our private dispatches, which ought to have been thrown overboard, were still in the starboard lifeboat. I rushed to it, but found the lanyard to which the sinking weight was attached was foul of one of the thwarts; I tugged and tugged, but to no purpose, so I sung out for a knife, which was handed to me by a fireman, and I cut the line and pitched the bag overboard as the Northerners jumped on board. Eighteen months afterwards that fireman accosted me in the Liverpool streets, saying, 'Mr. Taylor, do you remember my lending you a knife?' 'Of course I do,' I replied, giving him a tip at which he was mightily pleased. Poor fellow! he had been thirteen months in a Northern prison.
"When the Northerners jumped on board they were terribly excited. I don't know whether they expected resistance or not, but they acted more like maniacs than sane men, firing their revolvers and cutting right and left with their cutlasses. I stood in front of the men on the poop and said that we surrendered, but all the reply I received from the lieutenant commanding was, 'Oh, you surrender, do you?' accompanied by a string of the choicest Yankee oaths and sundry reflections upon my parentage; whereupon he fired his revolver twice point blank at me not two yards distant; it was a miracle he did not kill me, as I heard the bullets whiz past my head. This roused my wrath, and I expostulated in the strongest terms upon his firing on unarmed men; he then cooled down, giving me into charge of two of his men, one of whom speedily possessed himself of my binocular. Fortunately, as I had no guard to my watch, they didn't discover it, and I have it still.
"Finding they could not get the ship off, and afraid, I presume, of Lamb and his men coming to our rescue, the Federate commenced putting the captain (who had been discovered behind a boat!) and the crew into the boats; they then set the ship on fire fore and aft, and she soon began to blaze merrily. At this moment one of our firemen, an Irishman, sang out, 'Begorra, we shall all be in the air in a minute; the ship is full of gunpowder!' No sooner did the Northern sailors hear this than a panic seized them, and they rushed to their boats, threatening to leave their officers behind if they did not come along. The men who were holding me dropped me like a hot potato, and to my great delight jumped into their boat, and away they rowed as fast as they could, taking all our crew, with the exception of the second officer, one of the engineers, four seamen, and myself, as prisoners.
"We chuckled at our lucky escape, but we were not out of the woods yet, as we had only a boat half stove in in which to reach the shore through some three hundred yards of surf, and we were afraid at any moment that our enemies, finding there was no powder on board, might return. We made a feeble effort to put the fire out, but it had gained too much headway, and although I offered the men with me £50 apiece to stand by me and persevere, they were too demoralized and began to lower the shattered boat, swearing they would leave me behind if I didn't come with them. There was nothing for it but to go, yet the passage through the boiling surf seemed more dangerous to my mind than remaining on the burning ship. The blockaders immediately opened fire when they knew their own men had left the _Night Hawk_ and that she was burning; and Lamb's great shells hurtling over our heads, and those from the blockading fleet bursting all around us, formed a weird picture. In spite of the hail of shot and shell and the dangers of the boiling surf, we reached the shore in safety, wet through, and glad I was, in my state of exhaustion from loss of blood and fatigue, to be welcomed by Lamb's orderly officer.
"The poor _Night Hawk_ was now a sheet of flame, and I thought it was all up with her; and indeed it would have been had it not been for Lamb, who, calling for volunteers from his garrison, sent off two or three boat loads of men to her, and when I came down to the beach, after having my wound dressed and a short rest, I was delighted to find the fire had visibly decreased. I went on board, and after some hours of hard work the fire was extinguished. But what a wreck she was!
"Luckily, with the rising tide she had bumped over the bank, and was now lying on the main beach much more accessible and sheltered. Still it seemed an almost hopeless task to save her; but we were not going to be beaten without a try, so, having ascertained how she lay and the condition she was in, I resolved to have an attempt made to get her dry, and telegraphed to Wilmington for assistance.
"Our agent sent me down about three hundred negroes to assist in bailing and pumping, and I set them to work at once. As good luck would have it, my finest steamer, _Banshee No. 2_, which had just been sent out, ran in the next night. She was a great improvement on the first _Banshee_, having a sea speed of 15-1/2 knots, which was considered very fast in those days; her length was 252 feet, beam 31 feet, depth 11 feet, her registered tonnage 439 tons, and her crew consisted of fifty-three in all. I at once requisitioned her for aid in the shape of engineers and men, so that now I had everything I could want in the way of hands. Our great difficulty was that the _Night Hawk's_ anchors would not hold for us to get a fair haul at her.
"But here again I was to be in luck. For the very next night the _Condor_, commanded by poor Hewett, in attempting to run in stuck fast upon the bank over which we had bumped, not one hundred yards to windward of us, and broke in two. It is an ill wind that blows nobody good, and Hewett's mischance proved the saving of our ship. Now we had a hold for our chain cables by making them fast to the wreck, and were able gradually to haul her off by them a little during each tide, until on the seventh day we had her afloat in a gut between the bank and the shore, and at high water we steamed under our own steam gaily up the river to Wilmington.
"Considering the appliances we had and the circumstances under which we were working, the saving of that steamer was certainly a wonderful performance, as we were under fire almost the whole time. The Northerners, irritated, no doubt, by their failure to destroy the ship, used to shell us by day and send in boats by night; Lamb, however, put a stop to the latter annoyance by lending us a couple of companies to defend us, and one night, when our enemies rowed close up with the intention of boarding us, they were glad to sheer off with the loss of a lieutenant and several men. In spite of all the shot and shell by day and the repeated attacks by night, we triumphed in the end, and, after having the _Night Hawk_ repaired at a huge cost and getting together a crew, I gave May, a friend of mine, command of her, and he ran her out successfully with a valuable cargo, which made her pay, notwithstanding all her bad luck and the amount spent upon her. Poor May! he was afterwards governor of Perth gaol, and is dead now--a high-toned, sensitive gentleman, mightily proud of his ship, lame duck as she was.
"When she was burning, our utmost efforts were of course directed toward keeping her engine room and boilers amidships intact, and confining the flames to both ends; in this we were successful, mainly owing to the fact of her having thwartship bunkers; but as regards the rest of the steamer she was a complete wreck; her sides were all corrugated with the heat, and her stern so twisted that her starboard quarter was some two feet higher than her port quarter, and not a particle of wood work was left unconsumed. Owing to the limited resources of Wilmington as regards repairs, I found it impossible to have this put right, so her sides were left as they were, and the new deck put on the slope I have described, and caulked with cotton, as no oakum was procurable. When completed she certainly was a queer looking craft, but as tight as a bottle and as seaworthy as ever, although I doubt if any Lloyd's surveyor would have passed her. But as a matter of fact she came across the Atlantic, deeply immersed with her coal supply, through some very bad weather, without damage, and was sold for a mere song, to be repaired and made into a passenger boat for service on the East Coast, where she ran for many years with success.
"It had been a hard week for me, as I had no clothes except what I had on when we were boarded, my servant very cleverly, as he imagined, having thrown my portmanteau into the man-of-war's boat when he thought I was going to be captured, and all I had in the world was the old serge suit in which I stood. Being without a change and wet through every day and night for six days consecutively, it is little wonder that I caught fever and ague, of which I nearly died in Richmond, and which distressing complaint stuck to me for more than eighteen months. I shall never forget, on going to a store in Wilmington for a new rig-out (which by the by cost $1,200), the look of horror on the storekeeper's face when I told him the coat I had purchased would do if he cut a foot off it; he thought it such a waste of expensive material."
The Three-Funnel Boats.
In the latter part of the War between the States, the experience of the blockade runners evolved a superior type of construction for great speed, shallow depth of hold, and increased furnace draught, for which three funnels were provided. A very interesting and unusual sight were these three-funnel boats. I recall their names, _Falcon_, _Flamingo_, _Condor_, _Ptarmigan_, _Vulture_. Mr. Taylor in his book says that Admiral Hewett commanded the _Falcon_ on an ill-fated voyage, but I remember it was the _Condor_ and also that one of the passengers was the celebrated and unfortunate lady Mrs. "Greenhow" or "Greenough," who lost her life when the _Condor_ ran aground near the bar. The _Condor_ went to pieces when she was stranded, the crew escaping to the shore.
The "Pevensey."
The last stranded steamer on my list, the _Pevensey_, was probably named for the Earl of Wilmington, who was also Viscount Pevensey.
Her chief officer, who gave his name to his captors as Joseph Brown, was undoubtedly Joseph Brown Long, who ran the blockade many times in the _Cornubia_ as chief officer with Captain Burroughs, and as the right-hand man of Maj. Norman S. Walker, the Confederate agent at Bermuda. He was greatly esteemed by all Southerners. I recall his many kindnesses to me with gratefulness.
I quote in full the official reports of the stranding and destruction of the _Pevensey_.
_Destruction of the Blockade Runner "Pevensey," June 9, 1864._
(Report of Acting Volunteer Lieutenant Harris, U.S. Navy.)
"U.S.S. 'New Berne,' "_Hampton Roads, Va., June 16_.
"Sir: I have the honor to report the stranding, on the 9th instant, of the blockade runner _Pevensey_ (named _Penversey_ in the extracts April 16, 1864), under the following circumstances:
"3.30 a.m., steering N.E. by N., Beaufort 45 miles distant, made a steamer bearing N.E. by E., 4 miles distant, running slow and heading E.N.E.; she, being to the eastward, did not immediately discover this vessel. Hauled up E.N.E., when, gaining on her within 2-1/2 miles, she made all speed, steering E. Opened fire and stood E by N. The second shot carried away the forward davit of her quarter boat. She immediately changed her course, steered N., and struck the beach 9 miles west of Beaufort at 8.05 a.m. Her crew took to the boats at once, this vessel at the time being 1-1/2 miles distant. Ran into 3-1/2 fathoms, and when within 100 yards of the strand she blew up.
"Sent in three boats, boarded her, and found her engines and boilers completely blown out. Plugged up the pipes; anchored in 3 fathoms, and made arrangements to pull her off; 9 a.m., tug _Violet_ came down from Beaufort and anchored on the quarter; 9.30 a.m., Commander B.M. Dove arrived in the _Cherokee_, came on board and said he would take charge of the wreck, and the _New Berne_ would proceed to Beaufort, it being then high water, to save the tide in. Recalled boats and arrived at Beaufort at 11 a.m., anchoring outside too late for the tide.
"One prisoner was found on board the vessel, unharmed from the explosion, who proved himself to be an escaped prisoner from Johnson's Island, of Morgan's guerillas. One body was found upon the beach, and thirty-five prisoners were captured on shore by the cavalry, three of whom are supposed to be Confederate officers, one of them adjutant general to Magruder. She was loaded on Confederate account, cargo consisting of arms, blankets, shoes, cloth, clothing, lead, bacon, and numerous packages marked to individuals. She had been chased on the 7th instant by the _Quaker City_, and had thrown overboard, by log book, 30 tons lead and 20 tons bacon; was 543 tons, of English register; no manifest of cargo found. Gunner S.D. Hines has discovered seven Whitworth tompions tied together, bright, and in good condition, which suggests the possibility of that number of guns being under the musket boxes.
"The prisoners captured ashore were held in Fort Macon, and the one secured on board was transferred there by order of Commander Dove. I understood that after the army authorities had satisfied themselves with regard to the identity of the prisoners they were to be transferred to this [place] per _Keystone State_.
"I have learned since leaving Beaufort that the reputed mate is the real captain; that he is a Captain Long, the outdoor agent of Major Walker (the Confederate agent at Bermuda), a citizen of New York, and having formerly commanded a ship from there. The reputed captain (an Englishman) was merely the paper or clearing captain. Of these facts I have informed Captain Gansevoort.
"It will not now be possible to get the vessel off, but a large amount of the cargo can be saved, if properly guarded.