Chapter 15

THE BLOCKADE-RUNNERS. -- NASSAU AND WILMINGTON. -- WORK OF THE CRUISERS.

While it is undeniably true that the naval battles of the civil war were in many cases unimportant as compared with the gigantic operations of the mighty armies in Virginia and Tennessee, yet there was one service performed by the navy, alone and unaided, which probably, more than any thing else, led to the final subjugation of the South. This was the blockade.

To fully appreciate what a terrible weapon the blockade is when energetically pursued, one need only look at the condition of the South during the latter years of the war. Medicines were almost unattainable for love or money. Salt was more carefully hoarded than silver. Woollen goods for clothing were not to be had. Nothing that could not be produced by the people of the revolted States could be obtained at their markets. Their whole territory was in a state of siege, surrounded by a barrier only a little less unrelenting than the iron circle the Germans drew around besieged Paris.

Almost the first war measure of Abraham Lincoln was to declare the ports of the Confederacy in a state of blockade. At first this seemed a rash proclamation, and one which could not be sustained by the force at the command of the Federals. It is a rule of warfare, that "blockades, to be binding, must be effective;" that is, it is not lawful for a nation with a small fleet to declare an enemy's coast in a state of blockade, and then capture such trading-vessels as may happen to run in the way of its cruisers. The nation must have a large enough fleet to station vessels before each of the principal harbors of the enemy, and to maintain a constant and vigilant patrol up and down his coast. If this cannot be done, the blockade is called a "paper blockade," and merchantmen are justified in attempting to evade it. An instance of a "paper blockade" occurred during the early months of the civil war, which will illustrate this point. Wilmington, N.C., was throughout the war one of the favorite ports for blockade-runners. From its situation, the many entrances to its harbor, and other natural advantages, it was the most difficult of all the Southern ports to keep guarded. With the rest of the Confederate ports, Wilmington was declared blockaded; but it was long after, before a suitable blockading-fleet was stationed there. In July, 1861, the British brig "Herald" left Wilmington without molestation. When two days out, she ran across a United States man-of-war, that promptly captured her. The courts, however, decided that a port so little guarded as Wilmington was at that time could not be legally called blockaded, and the brig was therefore released.

But it did not take many months for the energetic men of the Navy Department to get together such a fleet of boats of all kinds as to enable them to effectually seal all the ports of the Confederacy. A blockading vessel need not be of great strength or powerful armament. All that is necessary is that she should be swift, and carry a gun heavy enough to overawe any merchantman that might attempt to run the blockade. And as such vessels were easy to improvise out of tug-boats, ferry-boats, yachts, and other small craft, it came about that by the last of 1861, the people of the seaport towns of the South, looking seaward from their deserted wharves, could see two or three Federal cruisers lying anchored off the outer bar, just out of reach of the guns of shore-batteries. It was a service of no little danger for the blue-jackets. The enemy were ever on the alert to break the blockade by destroying the ships with torpedoes. Iron-clad rams were built on the banks of the rivers, and sent down to sink and destroy the vessels whose watchfulness meant starvation to the Confederacy. The "Albemarle" and the "Merrimac" were notable instances of this course of attack. But the greatest danger which the sailors had to encounter was the peril of being wrecked by the furious storms which continually ravage the Atlantic coast. The sailor loves the open sea in a blow; but until the civil war, no captain had ever dared to lie tugging at his cables within a mile or two of a lee shore, with a stiff north-easter lashing the sea into fury. In the blockading service of our great naval war, the war of 1812, the method in vogue was to keep a few vessels cruising up and down the coast; and, when it came on to blow, these ships would put out into the open sea and scud for some other point. But in '61 we had hundreds of vessels stationed along the enemy's coast; and where a ship was stationed, there she stayed, to meet the fury of the wind and waves by putting out more anchors, and riding out at her cables storms that would have blown the blockader of 1812 hundreds of miles from her post.

In the earlier years of the war the blockade-runners were nearly all sailing-vessels, schooners, and brigs, that were easily captured. But when the supplies of the South became exhausted, and the merchants of England began building ships especially for this purpose, the duty of the blockading squadron became exciting and often very profitable. The business assumed such proportions that half the shipyards in England were engaged in turning out fast steamers to engage in it. At first it was the custom to send goods in regular ocean-steamers from England to the blockaded port; but this was soon abandoned, as the risk of capture on the long run across the Atlantic was too great. Not until the plan was adopted of shipping the goods to some neutral port along our coast, and there transferring the cargo to some small, swift vessel, and making the run into the Confederate port in a few hours, did the business of blockade-running become very extensive. Goods shipped for a neutral point were in no danger of being captured by our cruisers, and therefore the danger of the long trans-Atlantic passage was done away with.

Of these neutral points which served as way-stations for the blockade-runners, there were four on or near our coast,--the Bermuda Islands, which lie about seven hundred miles east of Charleston; Nassau, which is off the coast of Florida, and a little more than five hundred miles southeast of Charleston; Havana; and the little Mexican town of Matamoras on the Rio Grande, opposite Brownsville, Texas. The Bermudas were to some extent used, but their distance from the coast made them inconvenient as compared with Nassau or Matamoras. Their chief trade was with Wilmington, which became a favorite port during the latter years of the war. Havana was popular for a time, and at first sight would appear to be admirably placed for a blockade-runners' rendezvous. But, though the coast of Florida was but one hundred miles distant, it was surrounded by dangerous reefs, its harbors were bad and far apart, and there were no railroads in the southern part of the State to transport the contraband goods after they were landed. Besides, Key West, the naval station of the Union forces in the South, was unpleasantly near, and the gulf blockade was maintained with more rigor than that on the Atlantic coast. Matamoras was peculiarly well situated for a blockade-running point. It is on the Mexican side of the Rio Grande River, about forty miles above its mouth. Goods once landed could be shipped in barges and lighters across the river in absolute safety, since heavy batteries prevented the cruisers of the gulf-squadron from entering the river. As a result of this trade, Matamoras became a thriving place. Hundreds of vessels lay in its harbor, where now it is unusual to see five at a time. For four years its streets were crowded with heavy freight vans, while stores and hotels reaped a rich harvest from the sailors of the vessels engaged in the contraband traffic. Now it is as quiet and sleepy a little town as can be found in all the drowsy land of Mexico.

But the true paradise of the blockade-runners was Nassau, the chief port of the Bahama Islands, and a colony of Great Britain. Here all the conditions necessary to successfully evade the blockade were to be found. The flag that waved over the island was that of a nation powerful enough to protect its citizens, and to enforce the laws relative to neutrality. Furthermore, Great Britain was undoubtedly in sympathy with the Confederates; and so far from prohibiting the efforts of her citizens to keep up trade with the blockaded ports, she encouraged and aided them in every way in her power. And aside from her mere sympathy with the struggles of the young Confederacy, England had a most powerful incentive to break down the blockade. In Manchester the huge cotton-mills, employing thousands of hands, were shut down for lack of cotton, and the mill-hands were starving for lack of work; while shut up in the blockaded ports of the South were tons upon tons of the fleecy staple, that, once in England, would be worth its weight in gold. It was small wonder that the merchants of England set to work deliberately to fit out blockade-runners, that they might again get their mills running, and their people fed.

The years of the war were lively times for the little town of Nassau. Hardly had the proclamation of President Lincoln announcing the blockade of all Confederate ports been issued, when at a bound Nassau became prominent as the point of all most suitable for a blockade-runners' rendezvous. Its harbor and the surrounding waters were deep enough for merchant-vessels, but too shallow to allow much cruising about by warships of heavy armament. It was within a few hours' running of three Confederate ports, and it was protected by the flag of Great Britain. Early in the war the Confederates established a consulate in the little town, and the Stars and Stripes and the Stars and Bars waved within a few rods of each other. Then great shipping-houses of Liverpool sent over agents, and established branch houses. Great warehouses and wharves were built Soon great ocean ships and steamers began unloading their cargoes at these wharves. Then swift, rakish schooners began to drop into the harbor, and after discharging heavy loads of cotton would take on cargoes of English goods, and slip out at nightfall to begin the stealthy dash past the watching gunboats. As the war went on, and the profits of the trade increased with its dangers, a new style of craft began to appear in the little harbor. These were the Clyde built blockade-runners, on which the workmen of the Clyde shipyards had been laboring day and night to get them ready before the war should end. They were long, low, piratical looking craft, with two smoke-stacks raking aft, and with one or two masts for showing signals, for they never hoisted a sail. Two huge paddle-boxes towered above the deck amidships, the wheels being of enormous size. No structure of any kind encumbered the deck. Even the steersman stood unsheltered at a wheel in the bow. They were painted dark gray, and at night could slip unseen along the water within a stone's-throw of the most watchful lookout on a man-of-war. They burned great quantities of a kind of coal that gave out no smoke, and when steaming at night not a light was allowed on board. Many of these strange craft can be seen now along the levees at New Orleans, or at the wharves in Mobile, where they are used as excursion-steamers or for tug-boats. They were always the merest shells, fitted only for carrying freight, as not many passengers were to be found who desired to be taken into the Confederate territory. Occasionally, however, some soldier of fortune from abroad would drift from Nassau, and thence to the mainland, to join the armies of the Confederacy. The Confederate agents on the island were always on the lookout for such adventurers, and were ever ready to aid them. Sometimes, too, returning agents of the Confederacy from Europe would make the run through the blockading-fleet; so that the blockade-runners were seldom without two or three passengers, poor though their accommodations might be. For the voyage from Nassau to Wilmington, three hundred dollars passage money was charged, or more than fifty cents a mile. To guard against treachery, passage could only be obtained through the Confederate consul, who carefully investigated the proofs of each applicant's identity before issuing to him a ticket.

When the blockade-runner had taken her cargo and passengers aboard, and was prepared for her voyage, every one in the little town came down to the docks to see her start. It was a populace strongly Southern in feeling that filled the streets of Nassau, and nothing but good wishes were to be heard on every side. Perhaps from a house on the hillside, over which floated the Stars and Stripes, the United States consul might be watching through a spyglass the movements of the steamer, and wishing in his heart that she might fall in with some Yankee cruiser; but nevertheless, under his very eyes, the audacious racer slips out, and starts on her stealthy voyage. On leaving the harbor, a quick run of fifteen or twenty miles would be taken along the coast, to try the machinery. Great care would be taken to keep within British waters, lest some watchful gunboat should seize the prize thus early in her career. When every thing proved in good working trim, the little vessel's prow would be turned northward, and the perilous voyage begun. For the first day, little danger was to be expected, and the voyage was generally so timed that the outer line of blockaders would be reached just after nightfall. A soldier going to enlist in one of the Confederate cavalry regiments thus tells the story of his evasion of the blockade.

"After a favorable voyage we reached the desired point off Wilmington at the proper time. A brief stoppage was made, when soon the final preparations were completed for running the gauntlet of the Federal blockaders, who would become visible shortly, as we approached nearer shore. All the lights in the steamer were extinguished, and all passengers ordered below, only the officers and crew being permitted to remain on deck. The furnaces were replenished with carefully selected coal, which would give the greatest amount of heat and the least smoke. The last orders were given, and every man was at his appointed place. Presently the boilers hissed, and the paddle-wheels began to revolve faster and faster, as the fleet little steamer rose higher and higher in the water from the immense force of the rapid strokes; she actually felt like a horse gathering himself up under you for a great leap. After a little while, the few faint sounds from the deck which we could hitherto faintly catch in the cabin ceased altogether, and there was the stillness of death except for the sounds necessarily made by the movements of the machinery. Then we realized that we were running for our lives past the line of cruisers, and that at any moment a big shell might come crashing through our cabin, disagreeably lighting up the darkness in which we were sitting. Our suspense was prolonged for some minutes longer, when the speed was slackened, and finally we stopped altogether. Even then we did not know whether we were safely through the lines, or whether we had been brought to under the guns of a hostile ship, for we could distinguish nothing whatever through the portholes. However, we were soon released from the cabin, and walked on deck, to find ourselves safely through the blockade. In the offing could be descried several of the now harmless blockaders, and near at hand lay the coast of North Carolina. Soon the gray dawn was succeeded by a brilliant, lovely sunrise, which lighted up cheerfully the low-lying shores and earthworks bristling with artillery, while from a fort near by floated the Southern Cross, the symbol of the glorious cause for which we had come to fight."

When the blockade-runner, after safely running the gauntlet of the warships, steamed leisurely up to the wharves of the blockaded town, every one rushed to the docks to greet her. Her captain and crew became at once people of great importance. They were beset on every side for news of the great world outside. The papers that they brought in were bought eagerly by the people, hungering for tidings of something else than the interminable war. The sailors of the steamer, on being paid off, rambled about the streets of the city, spending their money royally, and followed by a train of admiring hangers-on. The earnings of the sailors in case of a successful voyage were immense. A thousand dollars for the four or five days' trip was nothing unusual for common seamen, while the captain often received eight or nine thousand. But the risk of capture, with the confiscation of all property, and some months' imprisonment in a Federal fortress, rather marred the attractiveness of the nefarious trade. The profits of a successful voyage to the owner of the ship and cargo were enormous. One of the steamers, specially built for the trade, at large cost, has been known to pay for herself fully in one voyage. Indeed, the profits must have been huge to induce merchants to take the risk of absolutely losing a ship and cargo worth half a million of dollars. It is certain, too, that throughout the war the number of vessels captured, while trying to run the blockade, was far in excess of those that succeeded. Up to the end of 1863 the Federal Secretary of the Navy reported 1,045 vessels captured, classified as follows: schooners, 547; steamers, 179; sloops, 117; brigs, 30; barks, 26; ships, 15; yachts and boats, 117. Of course, most of these were small, coastwise vessels. Even among the steamers captured, there were but few of the fleet-going, English-built craft.

There was no small amount of smuggling carried on between the ports of the North and the blockaded ports. The patriotism of the Northern merchant was not always so great as to prevent his embarking in the traffic which he saw enriching his English competitor. Many of the schooners captured started from Northern ports and worked their way along the coast until that chain of inlets, sounds, and bayous was reached, which borders the coast south of Chesapeake Bay. Once inside the bar, the smuggler could run at his leisure for any of the little towns that stood on the banks of the rivers of Virginia and North Carolina. The chase of one of these little vessels was a dreary duty to the officers of the blockading-ships. The fugitives were fast clippers of the models that made Maine shipbuilders famous, until the inauguration of steam-navigation made a gracefully modelled hull immaterial as compared with powerful machinery. Even when the great, lumbering warship had overhauled the flying schooner so as to bring a gun to bear on her, the little boat might suddenly dash into some inlet or up a river, where the man-of-war, with her heavy draught, could not hope to follow. And if captured, the prize was worth but little, and the prize-money, that cheers the sailors' hearts, was but small. But the chase and capture of one of the swift Clyde-built steamers was a different matter. Perhaps a lookout in the maintop of a cruiser, steaming idly about the Atlantic, between Nassau and Wilmington, would spy, far off on the horizon, a black speck, moving swiftly along the ocean. No curling smoke would tell of the blockade-runner's presence, and nothing could be seen until the hull of the steamer itself was perceptible. With the quick hail of the lookout, the man-of-war would head for the prize, and start in hot pursuit. Certain it is that the smuggler started to fly before the watchful lookout on the cruiser caught sight of her. The towering masts and capacious funnels of the man-of-war, with the cloud of black smoke from her furnaces, made her a conspicuous object at distances from which the smuggler would be invisible. With the blockade-runners the rule was to avoid any sail, no matter how innocent it might seem; and the appearance of a cloud of smoke on the horizon was the signal for an immediate change of course, and a flight for safety. When the chase began in this way, the cruiser had but little chance of making a capture, for the superior speed of the merchant-vessel would quickly carry her out of sight. Sometimes, however, a favorable wind would enable the pursuer to use her sails, and then the chase would become exciting. With a cloud of canvas set, the man-of-war would gradually overhaul the flying vessel; and when within range, the great bow-gun would be cleared, and with a roar a shell would be sent flying after the prize. All hands would watch its course anxiously. Generally it fell short. Then another and another messenger would be sent to the enemy, which seldom struck the mark, for gunnery on a rough sea is a difficult art. But the blockade-runner can't stand being used for target-practice long. The cool head of her captain begins to deliberate upon means of getting out of range. Mere running before the wind won't do it: so he makes a long detour, and doubles on his course, heading directly into the teeth of the breeze. Now the cruiser is at a disadvantage. Her sail-power gone, she stands no chance of capturing her game. Her shells begin to fall far short of the smuggler, and soon she ceases firing altogether; and the blockade-runner, driven hundreds of miles out of her course, but safe for the time, goes on her way rejoicing.

One of the most brilliant captures of the war was that of the blockade-runner "Young Republic," by the United States gunboat "Grand Gulf." The "Young Republic" succeeded in evading the watchfulness of the blockading-squadron about the mouth of the Cape Fear River, and under cover of the night ran in safely to the anchorage under the guns of the Confederate forts. The baffled blockaders saw her moving slowly up the river, while the cannon of the forts on either side thundered out salutes to the daring vessel that brought precious supplies to the Confederacy. But the blockading-squadron, though defeated for the time, determined to wait and catch her when she came out. Accordingly the "Grand Gulf," one of the fastest of the United States vessels, was stationed at the mouth of the river, with orders to watch for the "Young Republic." A week passed, and there was no sign of her. At last, one bright day, the lookout in the tops saw the mast and funnel of a steamer moving along above the forest which lined the river's bank. Soon the hull of the vessel came into view; and with a rattle of hawse-chains, her anchors were let fall, and she swung to beneath the protecting guns of the fort. It was clear that she was going to wait there until a dark or foggy night gave her a good chance to slip past the gunboat that watched the river's mouth as a cat watches the mouth of a mouse-hole. With their marine glasses the officers on the gunboat could see the decks of the "Young Republic" piled high with brown bales of cotton, worth immense sums of money. They thought of the huge value of the prize, and the grand distribution of prize-money, and determined to use every effort to make a capture. Strategy was determined upon, and it was decided to give the blockade-runner the chance to get out of the river that she was awaiting. Accordingly the gunboat steamed away up the coast a few miles, leaving the mouth of the river clear. When hidden by a projecting headland, she stopped and waited for the blockade-runner to come out. The stokers were kept hard at work making the great fires roar, until the steam-gauge showed the highest pressure the boilers could bear. The sailors got out additional sails, clewed up cordage and rigging, and put the ship in order for a fast run. When enough time had elapsed, she steamed out to see if the "Young Republic" had taken the bait. Officers and crew crowded forward to catch the first sight around the headland. The great man-of-war sped through the water. The headland was rounded, and a cheer went up from the crowd of jackies; for there, in the offing, was the blockade-runner, gliding through the water like a dolphin, and steaming for dear life to Nassau. Then the chase began in earnest. The "Young Republic" was one of those long, sharp steamers built on the Clyde expressly for running the blockade. Her crew knew that a long holiday in port, with plenty of money, would follow a successful cruise; and they worked untiringly to keep up the fires, and set every sail so that it would draw. On the cruiser the jackies saw visions of a prize worth a million and a half of dollars; and the thought of so much prize-money to spend, or to send home, spurred them on. For several hours the chase seemed likely to be a long, stern one; but then the freshening wind filled the sails of the gunboat, and she began to overhaul the fugitive. When within a mile or two, she began firing great shells with her pivot-gun. Then the flying blockade-runner began to show signs of fear; and with a good glass the crew could be seen throwing over bale after bale of the precious cotton, to lighten the vessel. In the last thirty miles of the chase the sea was fairly covered with cotton-bales. More than three hundred were passed floating in the water; and the jackies gnashed their teeth, and growled gruffly, at the sight of so much wealth slipping through their fingers. On the high paddle-wheel box of the blockade-runner, the captain could be seen coolly directing his crew, and now and again turning to take a look through his glass at the pursuer. As the chase continued, the certainty of capture became more and more evident. Then the fugitives began throwing overboard or destroying every thing of value: furniture, silver-ware, chronometers, the fittings of the cabin, every thing that could benefit their captors, the chagrined blockade-runners destroyed. The officers of the gunboat saw that if they wished to gain any thing by their capture, they must make haste. At the risk of an explosion, more steam was crowded on; and the gunboat was soon alongside the "Young Republic," and in a position to give her an enormous broadside. The blockade-runner saw that he was caught and must submit. For lack of a white flag, a pillow-case was run up to the masthead, and the beating of the great wheels stopped. The davits amidships of the "Grand Gulf" are swung out, and a boat's crew, with a lieutenant and dapper midshipman, climb in. A quick order, "Let fall there," and the boat drops into the water, and is headed for the prize. Another moment, and the stars and stripes supplant the pillow-case waving from the masthead of the "Young Republic." An officer who went into the boiler-room found that the captured crew had planned to blow up the vessel by tying down the safety-valve, so that an enormous pressure of steam strained the boilers almost to bursting. A quick blow of a hatchet, and that danger was done away with. Then, with a prize-crew on board, the "Young Republic" started on her voyage to New York; while the "Grand Gulf" returned to Wilmington to hunt for fresh game.

A curious capture was that of the British schooner "Francis," which was running between Nassau and the coast of Florida. On her last trip she was nearing the coast, when she fell in with a fishing-smack, and was warned that a Federal gunboat was not far away. Still she kept on her course until sundown, when the breeze went down, and she lay becalmed. The gunboat had been steaming into inlets and lagoons all day, and had not sighted the schooner. When night came on, she steamed out into the open sea, within a quarter of a mile of the blockade-runner, and, putting out all lights, lay to for the night. Those on the schooner could see the gunboat, but the lookout on the cruiser did not see the blockade-runner. Soon a heavy fog came up, and entirely hid the vessels from each other. The blockade-runners could only hope that a breeze might spring up, and enable them to escape. But now a curious thing occurred. It almost seems as if two vessels on the ocean exercise a magnetic attraction for each other so often do collisions occur where there seems room for all the navies of the world to pass in review. So it was this night. The anxious men on the schooner soon found that the two vessels were drifting together, and they were absolutely powerless to prevent it. At midnight, though they could see nothing, they could hear the men on the gunboat talking. Two hours after, the schooner nestled gently up by the side of the gunboat; and a slight jar gave its crew their first intimation that a prize was there, simply waiting to be taken. All they had to do was to climb over the railing. This was promptly done, and the disgusted blockade-runners were sent below as prisoners. Half an hour later came a breeze that would have carried them safely to port.

The gray sea-fogs played many scurvy tricks with the blockading-fleets, often letting the runners in right under the muzzles of the great guns. It was far easier to spy out a vessel in the darkest night than in the thick gray fog that enveloped all objects like a blanket. One of the strangest of all the pranks played by the fog occurred in December, 1863, in Charleston Harbor. A wary blockade-runner was creeping out of the harbor, within easy range of the great guns of the fleet, and all hands were trembling, lest at any minute should come the flash of a gun, and shriek of a shell, bearing a peremptory command to heave to. Suddenly the flash came, and was followed by the bang! bang! of great guns from all quarters of the fleet. But the fire seemed pointed in another direction; and the runner made the best of her way out to sea, thinking that some less fortunate vessel, trying to come in on the other side of the fleet, had been captured or blown out of the water. It turned out that a small fog-bank had taken the form of a gray steamer moving swiftly over the water, and had been fiercely cannonaded by the whole Federal fleet. This occurrence gave the Confederates an idea; and they began sending out dummies to engage the fleet, while the true blockade-runners would slip out unobserved in the excitement. One night as the tide was running out with great force, an old hulk was cut adrift from a wharf, and drifted down rapidly upon the Federal fleet. It was just after the exploits of the "Merrimac" had made Confederate rams famous, and the naval officers were a little nervous. The hulk drifted quite into the midst of the fleet before being observed; and when she was hailed she bore down on the largest of the men-of-war as though she were a powerful ram, steered by a commander of desperate bravery. The great gunboat's deck rang with the bo's'n's whistle, as the crew were piped to repel boarders, and to their quarters at the guns. A fierce fire was poured on the hostile craft, that came on sullenly, as if scorning to make reply. One by one the other vessels of the fleet drew near, and concentrated their fire on the wretched lumber schooner. It was too much for her; and she gave up the unequal combat, and sank to the bottom. For days after, the gallant tars of the squadron blockading Charleston rejoiced in the destruction of a "Rebel ram;" but none of them knew, that, while they were engaged in the desperate contest, two great blockade-runners, heavily laden with cotton, had slipped out of the harbor, and were well under way for Nassau.

Stories of adventure and of desperate pluck and dash abound in the records of the blockade. Both among the officers of the blockading-fleets, and the commanders of the runners, were found great courage and fine seamanship. One fact is particularly noticeable to the student of the blockade: an English captain running the blockade would never dare the dangers that a Confederate would brave without a tremor. A Confederate captain would rush his ship through the hostile fleet, and stick to her until she sunk; while an Englishman would run his ship ashore, and take to the woods. The cases of the "Hattie," commanded by H. S. Lebby, a Confederate, and the "Princess Royal," a fine, staunch, iron steamer, with an English commander and crew, are typical. The "Hattie" was the last runner to enter or leave Charleston Harbor. She was a small, swift steamer; but she made more successful trips than any other runner. Men living in Charleston to-day, who were interested in the work of this little vessel during the war, say that her cargoes were worth at least fifty millions of dollars. She had numerous narrow escapes, but was never captured. Her reputation was such that the Confederate authorities selected her as the vessel to bring in army supplies and ammunition, and at least three battles were fought with ammunition brought in her hold. Her last entrance to Charleston was one night in February, 1865. Eighteen Federal vessels lay anchored off the harbor, and for a runner to venture in seemed madness. But the captain of the "Hattie" was used to taking desperate chances, and he proposed to enter that harbor. The ship had been freshly painted a blue-white, and as she drifted along the water, with all lights out, looked like a bank of mist. She was within two hundred yards of the outer row of blockaders before her presence was detected. Suddenly fire was opened on her from the nearest gunboat, and in an instant the air was full of rockets announcing her presence. The little vessel had no means of retaliation: all there was for her to do was to dash through the fire and make for the city. Steam was crowded on; and she flew up the channel, running the gauntlet of the fleet, and escaping almost untouched. Then came the real peril. Just below Fort Sumter were two barges anchored in the channel, and filled with armed men. Past these she dashed, her great speed saving her from boarding; but she received the fire of both boats, which wounded several of her crew, and cut off the fingers of the pilot's hand resting on the wheel. This danger past, there was one more to be met. A large monitor lay anchored up the harbor, and the "Hattie" was running so close to her that the commands of the officers in the turret could be clearly heard. One after the other the two great guns were fired, both shots missing; and the "Hattie," safely past the gauntlet, sailed up to the dock in triumph. But by that time it was clear that the last days of the war were near at hand, and accordingly the work of unloading and reloading the vessel for her outward trip was pressed with the greatest vigor. All the time she lay at her dock, Charleston was being vigorously bombarded by the Federal men-of-war lying outside the harbor. The bay fairly swarmed with blockading cruisers; yet a week later the little steamer slipped out through a fleet of twenty-six cruisers without being hailed, and carried her cotton safely to market. When the news of Lee's surrender was received, she was lying safe at her dock in Nassau.

The "Princess Royal," to which we have alluded, was a large iron screw steamer, freighted with drugs, army supplies, guns, and two engines and boilers for two iron-clads in Charleston Harbor,--a most valuable and important cargo for the Confederates. She made the run from Nassau to a point near the coast without adventure, and in the early gray of the morning was stealing up the coast towards the harbor, when a blockader caught sight of her, and started in pursuit. The later began firing when a mile and a half away; and, though there was hardly a chance of the shots taking effect, the cannonade gave the captain of the runner the cold shakes. His boat was one of the fastest on the ocean, and he needed only to put on steam to escape all the blockaders on the coast. But he was a thorough paced coward; and, thinking only of his own safety, he headed the craft for the beach, and with his crew fled into the woods. The valuable ship and her cargo fell into the hands of the Federals.

Sometimes runners were captured through apparently the most trivial accidents. One ship, heavily laden with army supplies, and carrying a large number of passengers, was running through the blockading-fleet, and seemed sure of escape. All lights were out, the passengers were in the cabin, not a word was to be heard on deck, even the commands of the officers being delivered in whispers. Suddenly a prolonged cock-crow rent the air, and, with the silence of every thing surrounding, sounded like a clarion peal from a trumpet. The deck-hands rushed for a box of poultry on the deck, and dragged out bird after bird, wringing their necks. The true offender was almost the last to be caught, and avenged the deaths of his brothers by crowing vigorously all the time. The noise was enough to alarm the blockaders; and in a moment the hail, "Surrender, or we'll blow you out of water!" brought the unlucky runner to a standstill,--a prisoner. The "Southern Cross" narrowly escaped capture on account of the stupidity of an Irish deck-hand, whose craving for tobacco proved too strong for his discretion. The ship was steaming slyly by two cruisers, and in the darkness would have escaped unseen, when the deck-hand, who had been without a smoke as long as he could stand it, lit a match and puffed away at his pipe. The tiny flame was enough for the cruisers, and they began a spirited cannonade. The "Southern Cross" ran for her life. The shooting was guess-work, but the gunners on the cruisers showed all the proverbial Yankee skill at guessing. The first ball carried away the roof of the pilot-house, and the second ripped away the railing along the deck for thirty feet. But the captain was plucky, and made a run for it. He was forced to pass within a hundred feet of one of the cruisers; and as he saw the muzzles of the great guns bearing on his ship, he heard the command, "Heave to, or I'll sink you." But he took his chances, and escaped with only the damage caused by a solid shot crashing through the hull.

One of the strangest experiences of all was that of the captain of a blockade-runner putting in to Wilmington one bitter cold night, when the snow was blowing in clouds, and the fingers of the men at the wheel and the sailors on watch were frostbitten. The runner had reached the harbor safely; but there in channel lay a blockader in such a position that any ship coming in must pass within a hundred feet of her. The Confederate had a light-draught vessel, and tried to squeeze through. When he passed the gunboat, only twelve feet of space separated the two vessels; and he saw a lookout, with his arms on the rail, looking right at the passing vessel. The Confederate expected an immediate alarm, but it did not come. Wondering at the cause, but happy in his luck, he sped on, and gained the harbor safely. Some days after, he learned that the lookout was a dead man, frozen at his post of duty.

It will readily be understood that the inducements offered to blockade-runners must have been immense to persuade men to run such risks. The officers and sailors made money easily, and spent it royally when they reached Nassau. "I never expect to see such flush times again in my life," said a blockade-running captain, speaking of Nassau. "Money was as plentiful as dirt. I have seen a man toss up a twenty-dollar gold piece on "heads or tails," and it would be followed by a score of the yellow boys in five seconds. There were times when the bank-vaults could not hold all the gold, and the coins were dumped down by the bushel, and guarded by soldiers. Men wagered, gambled, drank, and seemed crazy to get rid of their money. I once saw two captains bet five hundred dollars each on the length of a certain porch. Again I saw a wager of eight hundred dollars a side as to how many would be at the dinner-table of a certain hotel. The Confederates were paying the English big prices for goods, but multiplying the figures by five, seven, and ten as soon as the goods were landed in Charleston. Ten dollars invested in quinine in Nassau would bring from four hundred to six hundred dollars in Charleston. A pair of four-dollar boots would bring from fourteen to sixteen dollars; a two-dollar hat would bring eight dollars, and so on through all the list of goods brought in. Every successful captain might have made a fortune in a year; but it is not believed that five out of the whole number had a thousand dollars on hand when the war closed. It was come easy, go easy."