The Civil War: A Narrative: Volume 1: Fort Sumter to Perryville (161 page)

Napoleon, then, was as far as ever from those hundred thousand bales, and so was the Confederacy from recognition by the powers of Europe. England was to blame; for France could act without Russia, but not without England; England swung the balance. And yet, admittedly, Southerners already had much to be thankful for, if not from the British government, then at least from British individuals: particularly the owners of and workers in shipyards up the Mersey. Gladstone’s remark that the Confederates “are making, it appears, a navy” was based on solid ground—ground which, indeed, was of his own countrymen’s making. In late July, a powerful new screw steamer known mysteriously as the
290
had steamed down from Liverpool, supposedly on a trial run, but headed instead for the open sea and a rendezvous off the Azores, where she took on provisions, coal, and guns, struck her English colors in favor of the Stars and Bars, swore in a crew, and exchanged her numerical designation for a name: the
Alabama
. She was the second to follow this course. Four months before, another such vessel, called the
Oreto
, had accomplished this same metamorphosis from merchantman to raider, and already she was at work as the Confederate cruiser
Florida
, her mission being the high-seas destruction of Federal commerce. Commanded by Captain J. N. Maffit, she was to take thirty-four prizes before her career ended two years later; but it was the
Alabama
which did most in this direction, provoking a rise of more than 900 percent in U.S. marine insurance and the transfer of over seven hundred Union merchant ships to British registry. Also, she gave the South another hero in the person of her skipper, Captain Raphael Semmes, a fifty-three-year-old Maryland-born Alabamian, known to his
crew—mostly foreigners off the docks of Liverpool, whom he referred to as “a precious set of rascals”—as “Old Beeswax” because of the care he gave his long black needle-sharp mustachios.

He had had considerable experience at this kind of work as captain of the
Sumter
, the first of the rebel raiders. A commander in the old navy, ensconced in comfort as head of the Lighthouse Board in Washington, he had gone south in February of the year before and offered his services to the new government in Montgomery. Secretary Mallory sent him back north on a purchasing expedition, and when he returned informed him that the Confederacy had acquired a small propeller steamer of 500 tons. She was tied up to a New Orleans wharf, he added, awaiting a chance to slip past the Federal blockaders in order to undertake disruption of the sea lanes. “Mr Secretary, give me that ship,” Semmes said. “I think I can make her answer the purpose.” Mallory gave him what he asked for, along with general instructions: “On reaching the high seas you are to do the enemy’s commerce the greatest injury in the shortest time. Choose your own cruising grounds. Burn, sink, and destroy, and be guided always by the laws of the nations and of humanity.” That was in mid-April; Semmes made his escape from the mouth of the Mississippi on the last day of June, and took his first prize four days later. In the course of the next seven months he took seventeen more barks, brigantines, and schooners, which he captured, burned, or ransomed in the Gulf and the Atlantic. Bottled up in Gibraltar from January to April, he sold the
Sumter
, discharged her crew, and took passage for Southampton. Late in May he left for Nassau, intending to board a blockade runner there and get back home. If the navy had another ship for him, he would take it; if not, he planned to transfer to the army. What awaited him at Nassau, however, were instructions for him to return to England and assume secret command of the
290-Alabama
.

He took over, officially, off the island of Terceira on August 24, when the cruiser was formally commissioned. Having named the
Florida
for his native state, Mallory had named this second English-built warship for the state in which the Confederacy itself was born. Bark-rigged, with handsome, rakish lines, she was 235 feet in length, 32 feet in the beam, and displaced a thousand tons. Her armament was eight guns, three 32-pounders on each broadside and two pivot guns on the center line, one a 7-inch rifle and the other an 8-inch smoothbore. Two 300-horsepower engines gave her a speed of ten knots on steam alone, but with the help of her sails and a friendly wind she could make nearly fifteen, which approached top speed for sea-going ships of the time. When traveling under sail alone—as she often would, to conserve fuel; the 275 tons of coal in her bunkers were barely enough for eighteen days of steaming at moderate speed—her two-bladed screw could be triced up into a propeller well, clear of the water, and thus afford no
drag. To her crew of 24 gray-clad officers and 120 men, she was a beautiful thing on her commissioning day. Her brass was bright; her decks were clean and fragrant; her taunt-hauled rigging gleamed with newness. To Semmes himself she seemed “a bride with the orange wreath about her brows, ready to be led to the altar.”

Led instead on her shakedown cruise, she took her first prize twelve days later, the whaling schooner
Ocmulgee
of Edgartown, Massachusetts, caught with her sails furled, a dead whale moored alongside, and her crew busy stripping blubber. Brimming with sperm oil, she was valued at $50,000 and made a spectacular conflagration. Semmes took her crew aboard the
Alabama
, released them next day within sight of land, their whaleboats loaded to the gunnels with all they had managed to salvage before their ship was burned, and continued his search for other prizes. Before September was over he had taken ten. In October he took eleven. By early December he had raised the total to twenty-six, removing from each its chronometer, which he added to the others in his collection, including the eighteen transferred from the
Sumter
, and wound them regularly by way of counting tally.

By now his fame, or infamy, was established. To Northerners, despite the invariable courtesy and consideration he showed his temporary captives, he was a bloodthirsty pirate, an “Algerine corsair.” To his crew, often vexed that he allowed no individual pillage, he seemed no such thing. In time, despite the strangeness of his manner, including the fact that he seldom spoke to anyone, and the tightness of his discipline—“Democracies may do very well for the land,” he once explained, “but monarchies, and pretty absolute monarchies at that, are the only successful governments for the sea”—the officers and men of the
Alabama
paid him not only his due of absolute obedience, but also the homage of genuine affection. It was not a question of patriotism. Few of the officers and none of the men were even Americans, let alone Southerners; they were mostly English, Welsh, and Irish, with a scattering of French, Italian, Spanish, and Russian sailors among them. Their allegiance was to him and the
Alabama
. They liked to watch his gray eyes glint blue when he sighted a prize off on the bulge of the horizon, and they approved of his Catholic devoutness, knowing that he began and ended each day on his knees before the little shrine in his cabin.

Blurred by distance, to his countrymen he was something less—and also something more. He was, in fact, a member of that growing band of heroes who, as the
Alabama
began her career with the burning of the
Ocmulgee
, seemed about to make good the impossible claims and threats with which the fire-eaters had prefaced the reality of war. Lee was crossing the Potomac, Bragg was on the march for Kentucky, and Kirby Smith was in Lexington; Semmes was therefore proof that the South could take the offensive at sea as well as on land. Moreover, though those others had been turned back, he kept on, taking prizes
which he burned or sank or, if it was impractical to remove their crews and passengers to safety, released on “ransom bond.” This last, sometimes resorted to when the cruiser was crowded to capacity with captives, was an agreement between Semmes and the master of the vessel, whereby the latter pledged the owner to pay a stipulated amount “unto the President of the Confederate States of America … within thirty days after the conclusion of the present war.” It was, in effect, a bet that the South would win, and as such it did much to increase the pride of Southerners in their lawyer-raider, who thus expressed before the eyes of the world their confidence in the outcome of their struggle for independence.

Another cause for pride in southern arms derived from an older source: in fact, from the oldest source of all. Though Lee and Bragg and Kirby Smith had returned from their expeditions, disappointing the hopes that had gone with them, Beauregard—the original hero, back on the scene of his original triumph—had not been long in justifying the cheers with which Charlestonians had greeted his return. October 22, five weeks after his arrival, a Federal attempt to cut the Charleston & Savannah Railroad at Pocotaligo, midway between those two coastal cities, was foiled when 4500 bluecoats under Ormsby Mitchel—within eight days of sudden death from yellow fever—were thrown back to their landing boats by half as many rebels. Casualties were 340 and 163, respectively. “Railroad uninjured,” Beauregard wired Richmond. “Abolitionists left dead and wounded on the field. Our cavalry in hot pursuit.” Old Bory was himself again.

Slight though they were—by comparison, that is, with the resounding double failure, East and West, of the Confederacy’s first concerted attempt at all-out invasion—these late fall and early winter successes, afloat and ashore, did much to sustain or restore the confidence of the southern people. Besides, they could tell themselves, the strategic offensive was for extra: a device to be employed from time to time, not so much with the intention of keeping the graybacks north of the Potomac or the Cumberland, but rather of establishing an interlude for harvesting the crops in forward areas and thereby gaining a breathing spell in which the natives could enjoy at least a temporary freedom from the oppressive presence of the bluecoats. It was the strategic defensive that counted; it was this they had been pledged to by their President when he told the world, “All we ask is to be let alone.” And in this—considering the odds—they had been singularly successful: especially in the East, where three full-scale attempts at invasion had been smashed and a fourth halted dead in its tracks when its commander was retired for the second time. In the West, too, there was occasion for rejoicing and self-congratulation. After a long season of reverses, a
series of collapses under inexorable pressure, the front of the principal sector had been advanced a hundred and fifty miles, from North Mississippi to Middle Tennessee; on the Mississippi itself, the upper and lower Union fleets, conjoined triumphantly above Vicksburg, had been sundered and sent their separate ways by a single homemade ironclad; while across the river, in Arkansas, an army created seemingly out of thin air was on the march for Missouri.

All this was much, enough indeed to satisfy the hungriest of seekers after glory, and the thought of such accomplishments went far toward offsetting the pain of earlier reverses. However, to ease the ache was not to cure the ailment; the effect of the worst of the early reverses still remained. Norfolk was lost, and with it the one hope for the home construction of a Confederate deep-sea navy. So—continuing clockwise, down and around the coast—were the North Carolina sounds, Port Royal and Fort Pulaski, Brunswick and Fernandina, Jacksonville and St Augustine, Apalachicola and Pensacola, Biloxi and Pass Christian, Ship Island and Galveston. All these were tangent hits, mainly painful to southern pride (and to southern pocketbooks, augmenting as they did the effectiveness of the Federal blockade) but there were others that hurt worse, being vital. Nashville was gone, and so were New Orleans and Memphis. At the time of their loss, people had told themselves that these cities would be recovered, along with the outlying points around the littoral, once the pressure in front had been relieved. Apparently, though, that had been mere whistling in the dark. Four times now the pressure had eased up: after First Manassas, Wilson’s Creek, the evacuation of Corinth, and Second Manassas: yet in all four instances the southern commanders who tried to take advantage of the respite gained were either repulsed when they moved forward or else they fell back eventually of their own accord. In fact, of the four advances which had followed these events—Johnston’s into northern Virginia, Price’s into northern Missouri, Bragg’s into Kentucky, and Lee’s into Maryland—all but Bragg’s had wound up south of the point from which they had been launched. It was small wonder then, at this stage, that Southerners discounted the advantages of the offensive, considering how little had been gained from three of these four attempts and how much had been lost by two others, Shiloh and Baton Rouge, even though both were generally referred to as tactical victories and were prime sources of the glory, which, so far, had been the South’s chief gain from twenty months of war.

Yet glory was a flimsy diet at best, containing far more of what Southerners called “suption” than of substance. No one realized this better than Davis, who had had an overplus of glory down the years and who, familiar with it as he was, knew how little real sustenance it afforded. Moreover, as a professional soldier, in touch with every department of the army he commanded, he not only recognized the odds his country
faced in its struggle for independence; he saw that they were lengthening with every passing month as the North’s tremendous potential was converted into actuality. In that sense, not only was time against him; even success was against him, for each northern reverse brought on a quickening of the tempo of conversion. And yet, paradoxically, it was time for which he was fighting. Time alone could bring into being, in the North, the discouragement—the sheer boredom, even—which was the South’s chief hope for victory if foreign intervention failed to materialize, as now seemed likely.