the daybook - united states navy€¦ · revolutionary by francis d.war cogliano. reviewed by ira...

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The Daybook

HRNM Staff

Rear Adm. David ArchitzelCommander, Navy Region, Mid-Atlantic

The Daybook is an authorized publication ofthe Hampton Roads Naval Museum (HRNM). Itscontents do not necessarily reflect the official viewof the U.S. Government, the Department of Defense,the U.S. Navy, or the U.S. Marine Corps and do notimply endorsement thereof. Book reviews are solelythe opinion of the reviewer.

The HRNM is operated and funded by Commander,Navy Region, Mid-Atlantic. The museum is dedicated tothe study of 225 years of naval history in the HamptonRoads region. It is also responsible for the historicinterpretation of the battleship Wisconsin.

The museum is open daily. Call for information onWisconsin’s hours of operations. Admission to the museumand Wisconsin are free. The Daybook’s purpose is toeducate and inform readers on historical topics andmuseum related events. It is written by the staff andvolunteers of the museum.

Questions or comments can be directed to theHampton Roads Naval Museum editor. The Daybookcan be reached at 757-322-2993, by fax at 757-445-1867, e-mail at [email protected], or writeThe Daybook, Hampton Roads Naval Museum, OneWaterside Drive, Suite 248, Norfolk, VA 23510-1607.The museum can be found on the World Wide Webat http://www.hrnm.navy.mil.

The Daybook is published quarterly with acirculation of 2,000. Contact the editor for a freesubscription.

About The DaybookDirector Becky PoulliotCurator Joe JudgeEducation Specialist Bob MattesonExhibits Specialist Marta NelsonMuseum Tech./Librarian Ofelia ElboEditor of The Daybook Gordon CalhounArchitectural Historian Michael TaylorBattleship WisconsinOperations Manager Captain Mary Mosier, USN (Ret.)Special Events/Education Kathryn HolmgaardVolunteer CoordinatorThomas DandesEducation Assistant Beth BuilderbackPublic Relations Jared MyersHRNM LCPOITC (SW/AW)Marion ClinkscalesCeremonies ET1 (SW) Paul DuerDirector, HRNHF Maj.Gen.Dennis Murphy, USMC (Ret.)

In This Issue...

Features

The Director’s Column...............2

Book Reviews..............................10

The Museum Sage.....12Did You Know John PaulJones Did Battle withCommunist Robot SeaMonsters?

On Seas of Glory by John F. Lehman.Reviewed by Margaret Mitchell

American Maritime Prisoners in theRevolutionary War by Francis D.Cogliano. Reviewed by Ira R. Hanna

Cover Illustration: Fitting out a privateer duringthe Age of Sail can be best compared to startingup a dot com company in the 20th century. Thecosts and risks were extremely high, but the profitpotential was huge.

Ten such ventures orginated from HamptonRoads during the War of 1812. A few even mademoney. On the cover is an ad announcing the saleof the British merchant vessel Marina, which wascaptured by the Norfolk privateer GovernorMcKean during the war.

Vol. 8 Issue 1

New York Artist Donates Wisconsin Artwork.......................3

Wisconsin’s Silver Service.......................................................4

Prizes for Sale: Local Privateering in the War of 1812......6

Let the Games Begin!

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The Daybook

The Director’s Columnby Becky Poulliot

Vol. 8 Issue 1

Let the Games Begin

h, the joys of Spring: the firstyear anniversary of USSWisconsin, Easter Break, and theannual field trip pilgrimage of

school children. We are truly fulfilling ourmission of being the Navy’s educationaloutreach center to the community. Just lastweek, we served 900 children in one day!Despite the increase in aspirin beingpurchased, we are having fun.

In one year, we have developed and canoffer teachers an entire menu of items fromwhich to select. Educators can choose fromseveral types of tours pertaining to thebattleship, hands-on programs such asinstruction in signaling, and activities thatappeal to varying ages of children. Forexample, a teacher can decide in advance ifthe class wishes to partake in an SOL-basedprogram pertaining to the Civil War, WorldWar II, life aboard battleships orsubmarines, or combine a trip to the NavalMuseum with Nauticus. We even have acooperative program with the MacArthurMemorial, courtesy of a grant from

the Centennial of the U.S. NavySubmarine Force National CommemorativeCommittee. This collaborative programwith the MacArthur, “The Hunter, Hunted,and Homefront,” is in its second year andthus far in 2002 has seen a 150% increasein school enrollment. We thank theHampton Roads Naval Historical

Foundation for theadminstration of this project.

The achievement of a well-rounded educational format isno small feat and it has takenthe combined effort ofall museum staff-civilian,military and of coursevolunteer. Special thanks goesto Nancy Perry, our contracteducator who recently left usto head the PortsmouthCity Museums. Our loss isthe City’s gain. Nauticuseducators have been great too.The Naval Museum has had to rely on threespecial Nauticus staff members (Susie Hill,Jennifer Kodolitsch, and Odean Vanthul)to present “Blacks in Blue,” a program forNorfolk 6th graders about the achievementsof African-Americans in the Navy. Weestimate 2,000 students will become WWIIgun crew members in this ½-hour hands-onprogram.

We also are proud to announce ourassiociation with Sea Scout Troop670 from Chesapeake, VA. Thisbrand new troop is led by AbdulAlummathllah and will be helpingMary keep Wisconsin lookingsparkling clean. New museum staff membersarrived this Spring. BethBilderback, a Norfolk native, hasjoined us as an educator. She isreturning to the area after a decadespent in Atlanta and Dallas, and hasdone everything from scoutingmovie locations to marketing forStarbucks Coffee Company. Herresponsibilities will include co-coordinating the “Hunter, Hunted,Homefront” as well as teacheroutreach efforts designed to

publicize our outstanding education programs.Jared Myers, the museum’s first

permanent Public Relations Coordinator,comes from Pennsylvania. A recent graduateof Slippery Rock University, Jared’s relatedexperience includes PR work with the RedCross. He is also skilled in writing, havingserved as publications manager for the Ginger

Hill (PA) Fine Arts Journal. Jared is jumpingin at the best time possible to publicize ournew exhibit (USS Wisconsin silver, see pages4 and 5) and to coordinate Wisconsin’s firstyear anniversary here at the museum.

Farewell, very sad ones, are in order, too,with the loss of two museum docents. BrentStreit, a retired Naval aviator, shared hisdevotion to the service with visitors in themuseum gallery for two years beforebecoming ill. He passed away and we misshis wit and depth of knowledge.

Another gallery guide, Preston Turpin,died on January 23. His fellow docents willback me up when I say that Tuesday andThursday afternoons simply aren’t the samewithout him. Preston was a man of manytalents and a former Army officer who gavewillingly to the Naval museum as a docent foreight years. Preston was a man that alwaysmade something work. An optimist, he sawthe museum as being on a continuous upcurve.If we faced staff shortages, no problem. I recallthe time that Preston personally delivered oureducational material to every Social StudiesCoordinator in Chesapeake. His real fortelay in his first-person interpretation of an18th century ship pilot. Preston would goone-on-one with school children about lifeat sea during the Age of Sail, and they wouldlove learning from him, as did his fellowstaff members here at the Naval Museum.

HRNM docent Preston Turpin doing what he loved to the most: sharinghis wisdom with the school children. Preston and Brent Striner, anotherHRNM docent, both recently passed away. (Photo by Gordon Calhoun)

Docent John Sadler teaches a group of kids from the Little CreekAmphibious Base Youth Center about the wonders of knots. (Photoby Kathryn Holmgaard)

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The Daybook Vol. 8 Issue 1

New York Artist DonatesWisconsin Paintings

rooklyn, NY artist Mark Churmsrecently donated two original copiesof paintings of the battleship

Wisconsin to the Hampton Roads NavalMuseum. They are currently on display inthe museum’s library.

The first painting is entitled “KamikazeKiller,” and it depicts Wisky duringoperations off the coast of Okinawa duringWorld War II when the battleship wasescorting the aircraft carriers USSEnterprise (CV-6) and USS Langley (CVL-27). The second painting is a 1996 workentiled “Preparing For the Storm.” In thiswork, Chrums shows Wisconsin and hersister ship USS Missouri (BB-63)conducting underway replenishment with

the oiler USSS a c r a m e n t o(AOE-1) shortlybefore the U.S.-led offensive

against Iraqi forces in Kuwait.Both paintings are “Giclee” canvas

reproductions. Giclee is a French printingprocess that allows an artist to reproduceoriginal work to such a high resolution thatevery reproduction looks like an original.Churms commissioned the originals forveterans of the battleship. More informationabout these paintings, more detailed views,and other original military history works byChrums can be found at his website at http://www.markchurms.com.

“Preparing For the Storm”-USS Wisconsin (BB-64) and USS Missouri (BB-63) refuel from USS Sacramento(AOE-1) days before the opening of Operation Desert Storm. (1996 Giclee canvas reproduction by Mark Churms.Image courtesy of MarkChurms.com)

“Kamikaze Killer”-USS Wisconsin (BB-64) downs a twin-engine Japanese bomber off the coast of Okinawawhile escorting USS Enterprise (CV-6) and USS Langley (CVL-27). (1996 Giclee canvas reproduction by MarkChurms. Image courtesy of MarkChurms.com)

Wisconsin Visitor Information

General Information:757-322-2987http://www.hrnm.navy.milVolunteer Opportunities:[email protected]

Nauticus’ Wisconsin Exhibits:[email protected] Project Partners:USS Wisconsin Association:www.usswisconsin.org

Battleship Wisconsin Foundation:www.battleshipwisconsin.org

Honor and Ceremonies:[email protected] Information:757-322-2993 or [email protected]

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The Daybook Vol. 8 Issue1

From the People of WisconsinBattleship Wisconsin’s Silver Serviceby Joe Judge

n the 1890s the Navy emerged from along period of slumber. Thecombination of new construction

techniques and the willingness of thecountry to take on internationalresponsibilities called for a modern fleet ofsteel cruisers and battleships. These werethe ships that won the Spanish-AmericanWar and sailed around the world in 1907.Lithographs, postcards, magazines andbooks testify to the surging popularity of

the Americanbluejacket andthe new steelNavy.

Of course, a world power has to dress indignity, especially on formal occasions.The Navy represented the nation, and theAmerican battleship represented the Navy.The dreadnaughts of the era weretraditionally named for states (and cruiserswere named for cities). In the spirit of thetimes, American cities and states cameforward in the 1890s with silver servicesfor the new steel ships. Like the ships, thesegleaming formal services were a reflectionof national and local pride. Not all Navyships of the period had silver services – itwas not a requirement, but a custom. Thepractice had its heyday between 1890 and

1910. The museum’s new permanent exhibitfor 2002 features the silver service of twobattleships, USS Wisconsin (BB-9) and USSWisconsin (BB-64).

The first Wisconsin (BB-9) was built inSan Francisco and commissioned inFebruary 1901. In 1899, while Wisconsin

was still under construction, the statelegislature of Wisconsin voted to fund asilver service for the ship. The State alsoestablished a commission to planappropriate ceremonies for the battleship’sentry into the fleet. This commission was

also in charge ofordering the silver. Itwas the usual practiceat the time to award thecontract to an in-statejewelry firm. In 1899the commissionersgave the contract to theC. Preusser JewelryCo. of Milwaukee. The PreusserCompany did notactually manufacturethe silver. It selectedand ordered pieces

from a larger silver manufacturer. In thiscase, Preusser sub-contracted with theGorham Company of Providence, RhodeIsland. (Gorham had much experience withNavy presentation silver. The companymade more than two dozen of these servicesbetween 1891 and 1907.) The state of

Wisconsin paid $5,500 for a 35-piece set.It was placed aboard the battleship shortlyafter the ship’s commissioning in 1901.

Wisconsin’s silver is stamped “sterling.”This word is an English term that means themetal is 92.5% pure silver. Silver in its pureform is very soft and has to be hardened bymixing with some other metal, usuallycopper, which makes up the other 7.5% ofthe metal. USS Wisconsin’s silver used ahistorically significant hardening agent. Apresentation plaque from the 1899 set carriesthe following inscription: “Presented / by the/ People of Wisconsin / Cast from bronzefittings recovered from the wrecks of theSpanish / cruisers destroyed by the UnitedStates fleet near Santiago, Cuba / July 3,1898.” It would be difficult to imagine abetter illustration of the late-nineteenthcentury mind set.

The Jeweler’s Circular magazine of May16, 1900 summarized the purpose of thesilver: “In all respects the service is onecalculated to please the gallant sailor folkfor whom it is intended and to reflect crediton the state.” (One wonders if the gallantsailors detailed to polish the set fully

Silver Service continues on page 5

Battleship Wisconsin’s silver service is now on display on the landing between the first and second floor ofNauticus, just outside the museum. (Photo by Greg Vicik)

The presentation plaque made originally for the first Wisconsin. Some of themetal used came from Spanish crusers captured during the Battle of Santiago.(Photo by Greg Vick)

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appreciated the sentiment.) The setfeatured two punch bowls, one large andone small. The Jeweler’s Circular notedthat these bowls were considerable vesselsthat should quench the thirst of the ship’sofficers. Two large trays, a pair ofcandelabra, 24 punch cups, a fruit dish, acompote and an elaborate centerpiececomplete this set. The larger pieces reflectthe symbols of the state of Wisconsin byusing ornamental figures such aspinecones, branches, sheaves of wheat andbadgers. The designers also added nauticalsymbols such as dolphins and seashells andeven the head of King Neptune. The set was used for formal receptionson board the battleship from 1901 until theship’s decommissioning in 1920. After thefirst Wisconsin passed from the scene, the

silver was used aboard the aircraft carrierYorktown (CV-10), which did not possessa service of her own. At some point(probably at the beginning of World WarII) the service was removed from Yorktownand placed in storage in San Diego.

Battleship design proceeded apacethroughout the 20th century, culminating inthe ultimate “fast battleships” of the Iowaclass. The third of these magnificent shipsto be laid down was USS Wisconsin (BB-64), the second ship to bear the name ofthe Badger state. As in 1899, in 1943 thestate legislature desired to furnish the shipwith a silver service. The legislatureappropriated $7,500 for the refurbishmentof the 1899 set, and for some additionalpieces. Again, a Milwaukee jeweler(Schwanke-Kasten) was awarded thecontract and again this local firm sub-contracted with the Gorham Company todo the actual work.

A few pieces from the old set had to bereplaced (a ladle, a punch cup and fourcenterpiece “branches’). Fortunately,Gorham had the original casting patterns

from the 1899 set. More significant was thedecision to add a tea and coffee service,consisting of a coffee pot, a teapot, a hotwater kettle, a sugar bowl, a cream pitcher,a waste bowl and a tray.The silver was not placed on the battleshipimmediately, due to the war. Instead it wasplaced on exhibit in various venues inWisconsin until October 26, 1945, whenmembers of the state committee traveled toSan Francisco to present the silver to thebattleship. Captain Roper accepted it whilea band played “On Wisconsin.”

When the battleship wasdecommissioned in 1948, the service wentback to Wisconsin for the state centennialcelebration. It then was returned to the Navyfor a second period of service aboard anaircraft carrier, this time USS Coral Sea

(CV-43).When BB-64 came back

to active duty in 1951 andthe silver was reassigned tothe battleship, where itremained until the seconddecommissioning in 1958.At that time, the servicewent on exhibit at the StateHistorical Society ofWisconsin in Madison,from whence it emerged for

official state functions.The reactivation of the Wisconsin in 1988

called the silver back into active duty also.The ship had a special display caseconstructed for the wardroom to hold thesilver. At the third decommissioning in 1991the service, no doubt somewhat weary withtravel, was sent back the State HistoricalSociety of Wisconsin.

In 1998 the Hampton Roads NavalMuseum began work on the interpretationof the Wisconsin as an historic artifact, witha view toward opening the ship for publicvisitation in the year 2001. As part of thisassignment, museum staff began to assemblecollections that might bring the battleshipto life. Many visitors and other interestedparties asked about the ship’s silver. Likethe chest of gold on a pirate ship, everyonehad heard of the silver. Everyone wanted toknow if it could be brought to Norfolk.

Commander, Naval Supply SystemsCommand manages the Navy’s collection ofpresentation silver. Museum staff contactedthat command in September, 2000, andbegan the process of securing permissions

to borrow the silver. The State HistoricalSociety of Wisconsin, for so many years theguardian of the set, graciously agreed totransfer the silver to Virginia, a prerequisiteto obtaining official Navy permission. InJuly 2001 the silver was packed by a FineArts shipper and arrived in its new home,the Hampton Roads Naval Museum.

The museum’s exhibit will emphasize theNavy’s view of presentation silver, foundin the sea service’s instruction for treatmentof the pieces: “Presentation silver and goldpresents us with a vast number of timecapsules, each representing a uniqueexchange and many with a fascinating taleto tell. The circumstances surrounding eachpresentation piece provoke our curiosityand raise questions about specific people,places and events that beg to be answered.Presentation silver is considered to be‘priceless’ and many of the skills used increating it are a ‘lost art’ and of irreplaceableartistic expression.”Editor’s Note: Much of the information forthis article was found in an extremely usefuland detailed article, “The USS WisconsinSilver Service,” by Anne Woohouse,Curator of Decorative Arts, State HistoricalSociety of Wisconsin, printed in USSWisconsin: A History of Two Battleships(1988, State Historical Society ofWisconsin). Additional information wasprovided by the original research efforts ofMs. Sherry Langrock of Woodside,California, who is researching Navypresentation silver for future publication.We would also like to thank Greg Vick forallowing us to publish his photographs ofthe silver.

Silver Service continued from page 4

Tea service (Photo by Greg Vick)

Punch ladle (Photo by Greg Vick)

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The Daybook Vol.8 Issue 1

Prizes for Sale continues on page 7

Prizes for Sale:Local Privateers inthe War of 1812by Joe Mosier

If one was interested in fitting out a privateer in Hampton Roads, one wouldlook no further than the local newspapers for a ship. In the loweradvertisement, one time local naval agent William Pennock offers theschooner Franklin, complete with two cannons, small arms, and swords forboarding, to an adventurous spirit. (HRNM photo of the November 16,1812 Norfolk Herald)

s soon as war was declared againstGreat Britain on June 18, 1812,preparations were made in seaports

throughout America to send private armedvessels against the British merchant fleet.The Norfolk Herald of July 17, 1812editorialized: “Privateering – This speciesof marine warfare is likely to become ameans of considerable annoyance to ourenemy. From the expedition already usedin fitting out privateers in all our ports, wemay calculate, that in less than two months,we shall have a private navy equal, at leastin numbers (if not so in strength) to that ofBritain. Since the declaration of war threeschooners have been converted intoprivateers in this port manned and equipped;one of them has sailed on a cruise, and theother two will probably sail this day. Anumber of other vessels, we understand, arein a state of forwardness, and will be gotready for sea with all speed.”

The enthusiasm of John O’Connor, theHerald’s editor (an émigré Irishman andlong-time Anglophobe), was not shared byall. In fact only 10 privateers are known tohave been commissioned in Norfolk duringthe war. This number pales in comparisonto the 122 privateers and letters of marquevessels that sailed from Baltimore. Also incomparison, during the AmericanRevolution, Virginia issued over 100privateer commissions.

Several reasons can be postulated as tothis dearth of privateering activity.Financially, both the Embargo of 1807-1809and the Non-Intercourse Acts that followedhad hit the city’s merchants hard. For thefirst months of the war, more money was tobe had in sailing ships under British licenseto the Iberian Peninsula with foodstuffs forWellington’s army. Politically, many ofNorfolk’s residents did not share theRepublican fervor for the War. After theRevolution, the city had been repopulatedby Northerners who were apt to view theadministration’s war aims with the sameskepticism as their New England brothers.

Whatever the reason for thesmall number of Norfolkprivateers, their rarity hasthe benefit of making itpossible to recount stories oftheir cruises morethoroughly.

Norfolk Privateer Cruises

Several of Norfolk’sprivateers remain largelyunremembered. GeorgeEmmons’ recapitulation ofthe U.S. Navy written in1853 lists four for whichonly a limited amountof information remains.Emmons lists the schoonerChance, captained by W.Derrick as an 84-tonschooner carrying one gunand 20 men.

The schooner Comet of83 tons with three guns anda crew of 55 men wascommanded by B. Grafton.T. Rooke was master of the46-ton schooner FourFriends with one gun and 20men. Lastly, the smallschooner Virginia (38 tons)under Captain R. McClearycruised with two guns and a crew of 20. Nocaptures are listed for any of the four. Forothers we are fortunate to have moreinformation.

Schooner Dash In keeping with her name, perhaps the

first out of the blocks was the armed privateschooner Dash. As the Norfolk Herald ofJuly 10, 1812 reported:

“We have the pleasure to announce thecapture of H.B.M. schooner Whiting,burthen of about 150 tons, carrying four gunsand 25 men, and commanded by Lieut.Maxey, by the little privateer schooner Dash,

Captain [John] Carraway, belonging to thisport. The Whiting sailed from Plymouth[England] on the 3rd of May last destined forAnnapolis, with dispatches for Mr. Foster,the ex-British Minister, and arrived inHampton Roads on Wednesday last [8 July],short of provisions. A pilot went on boardoff Smith’s Island, who engaged to take theWhiting up to Annapolis, but the commanderconcluded to stop for a short time in theRoads to procure some provisions.Meantime the pilot had never mentioned aword about the Declaration of War, andLieut. Maxey supposed himself in a country

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The New England privateer brig Nancy Anne is cheered on to her latest War of 1812 cruise. As privateersneeded fast sailing vessels to be successful, brigs typically were the largest ship they would use. One of the tenHampton Roads privateers, Revenge, was a brig rigged ship. (HRNM photo of a 19th century painting by anunknown artist)

at peace with his own. He therefore castanchor, ordered out the boat, and himself andfour of his crew put off to procure supplies;before he reached the shore, however, he wasoverhauled by the Dash, and himself and hisboat crew made prisoners. Dash then hauledalongside the Whiting, all her men (32 innumber) being well armed and eager forboarding. The sailing master of the Whiting(being then the commanding officer)enquired of the pilot what schooner the Dashwas, and why she was making towards them.The pilot replied that she was a RevenueCutter, and was authorized to board everyvessel that came in. This reply suppressed

Prizes for Sale continued from page 6

all suspicions on the part of the Master, whopermitted the Dash to come along side, whenthe whole of her crew leaped on board theWhiting and took possession of her, withoutwe are happy to say, any blood being spilt.At this crisis the Master of the Whiting(agreeable the orders he is said to havereceived) threw the dispatches overboard.The Whiting was brought up into port lastevening, and the 25 men put into closeconfinement. The conduct of the pilot washighly praiseworthy, and we hope will beimitated by all who are of that calling

whenever the opportunity occurs.”Unfortunately for the crew of the Dash,

the capture was disallowed by the Federalcourts. On August 13, Whiting was escortedto Hampton Roads by the Revenue CutterGallatin, Captain Edward Herbert.Whiting’s crew was placed back aboard atthe very place where the schooner had beentaken. Lieut. Maxey was then ordered “toquit the waters of the U. States with allpossible speed.”

Captain Carraway of the Dash probablyreceived this bad news when the schoonerput into Ocracocke Inlet for water andprovisions. Since her disallowed captured

of Whiting, she had had no further successagainst the enemy. Putting back out to cruise,Carraway’s luck turned from bad to worse.The Herald on November 13 quoted a reportby the commander of the Dash:

“September 12, at meridian, in the GulfStream off Cape Carnaval, saw two sail, onebearing East and the other Southeast; hauledour wind at E.S.E at 2 p.m. Raised their hullsand discovered that they were vessels of war.Being then in a bad position, tacked andstood to the North. A signal was madebetween the two vessels for chase, which was

made immediately, and their superior sailingbrought them nigh. They hoisted Americancolors and invited us to stop with a shot, andcontinued firing their bow guns andmusketry, under the American flag, until westruck. They then hailed, and ordered thesails to be taken down, or they would sinkus, which was done. They then hoistedEnglish colors, and boarded us from eachvessel. The proved to be the brigs of warRhodian, Capt. Boos, and Variable, Lieut.Yates. We were carried into Nassau, and theCaptain and 1st Lieutenant put in closeconfinement, and the rest of the crew onboard of the prison ship, one of whomentered on board the Variable & another wasput on board the Rhodian. The prisoners’fare in Nassau was small, but we hope thereis more honor and liberality in the Americancharacter than to starve or treat a man illbecause he has the misfortune to become aprisoner of war. Some of the prisoners wereflogged on board the prison ship. The tubsor buckets in which they answered thenecessary calls of nature at night, they werecompelled to take their victuals in by day.”

However arduous the captivity of thecrew of the Dash, it was short lived. CaptainCarraway and 27 of his crew arrived inCharleston on November 2, 1812 on boardthe cartel schooner Nassau together with 84other exchanged prisoners. Carrawayreturned to Virginia and in April 1813 wasappointed Master in the U.S. Navy byCaptain John Cassin, then commandingNaval Forces at Norfolk. It is believed thatCarraway went on to command one of thegunboats used in the defense of Norfolkduring the Battle of Craney Island on June22, 1813.

Schooner FranklinUnsuccessful but not unlucky may be the

best description of the 65-ton schoonerFranklin. The vessel made at least threecruises under three different masters neithercapturing a single prize, nor ever beingmolested by the British. Her first voyagebegan about August 2, 1812 under thecommand of Captain Watkins. Afterdeparting the Virginia Capes, Watkins tookthe schooner south to cruise off CapeHatteras. In less than a month, the privateerwas back in Norfolk empty handed. BySeptember 18, Captain Johnston had takencommand and was out again on a cruise. The

Prizes for Sale continued on page 8

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After a privateer captured a ship, her captain had to bring it before aFederal judge who would determine if the ship was a lawful prize ofwar. The prize and its cargo in turn would then be auctioned off. Theproceeds would then be split among the officers, crew, and the ownersof the venture. (HRNM photo of the October 29, 1812 Norfolk Herald)

Prizes for Sale continued from page 7schooner was back in Norfolk by November11, again without success. Her originalowners appear to have given up on the hopeof quick wealth from rich prizes.

The November 16 Norfolk Heraldcontains an advertisement for the sale atauction of the Franklin at Southgate andDickson’s Wharf:

“She is completely fitted for a privateermounts one long six pounder on a slide, andone brass nine pounder on a carriage, witha sufficiency of small arms, pistols, swords,etc and may be sent to sea in 48 hours, withlittle expense.”

Her new owners, the firm of Butler &Seymour, apparently decided there wasmore profit to be had in employing the vesselas a trader. The January 11, 1813 NorfolkGazette & Public Ledger reports the arrivalof “the letter of marque schooner Franklin,Capt. Glenn, in 4 days from Charleston witha cargo of rice & cotton.”

No other record of her is known.

Schooner George WashingtonThe most detailed knowledge of any

Norfolk privateer remaining is that aboutthis schooner. Her first lieutenant, GeorgeLittle, would describe his time aboard herin an autobiography written in 1843. Little’sexperience was not a happy one. He thoughtGeorge Washington “in all respects abeautiful schooner, of the most exactsymmetrical proportions, about one hundredand twenty tons burden, and said to be asswift as any thing that floated the ocean.”She mounted one twelve-pounder on a pivotand two long nines. Little was pleased withhis fellow junior officers, “a set of cleverfellows.” The schooner’s commanderCaptain S. Sisson, however, he thought “arough, uncouth sort of a chap and appearedto be fit for little else than fighting andplunder. The crew in Little’s opinion werea “motley set…scraped together from thelowest dens of wretchedness and vice.” Onthe morning of July 20, 1812, GeorgeWashington left Norfolk and after out sailinga frigate 10 miles off Cape Henry light. Herdestination was the Spanish Main whereCaptain Sisson planned to intercept Britishtraders between the West Indies and the portson the Main.

In the Mona Passage, the schooner fellin with the New York-based privateer BlackJoke, a sloop with bad sailing characteristicsbut a large crew. The two masters decided

to sail together for a few days. Later in agale, George Washington ran afoul of BlackJoke and carried away the New Yorker’s jibboom. Setting off on his own, Captain Sissontwo days later managed to close with aBritish brig. This vessel was of about 200tons burden, armed with six six-poundersand a crew of 15. Sisson managed after achase to close up under the leeof the brig and take her byboarding. It was a bitter fightthat left the British mastermortally wounded and two deadand seven wounded from theGeorge Washington.

The aftermath of thecapture disgusted Little withprivateering “especially when Isaw so much loss of life, andbeheld a band of ruthlessdesperados – for such I mustname our crew – robbing andplundering a few defenselessbeings, who were pursuing botha lawful and peaceful calling.”After this battle, Sisson sailed toCartagena, then in rebellionagainst Spain, to replenish theschooner’s water and provisions.There George Washington againfell in with Black Joke. Thetwo vessels cruised togethercapturing several small Britishschooners. One prize wasloaded with prisoners and setfree; the others were burned.Sisson decided to send a partyashore near the Rio de la Hacheto fill water casks. The nativesin this area had a reputation forfierceness and cannibalism.Little, who spoke Spanish,volunteered to lead the detail andbargain with the Indians in a small villageon the beach. Once ashore he and the boats’crews were captured, beaten and threatenedwith being roasted before finally beingransomed [see page 16].

Two days after the affair with the Indians,the Norfolk privateer fell in with a Spanishschooner that Captain Sisson captured byraising the flag of Cartagena. It seems hehad accepted a privateer’s commission fromthe rebel government in the hopes ofcapturing Spanish as well as English prizes.Little felt this amounted to “piracy to allintents and purposes, according to the law

of nations.” The prize was manned andordered to Cartagena. Once there, “theSecond Lieutenant and myself immediatelydemanded our discharge, and a share of prizemoney, which were granted.” No record ofthe career of the George Washington existsfollowing Little’s departure. Captain Sissondoes reappear, however, as captain of the

merchant schooner Brothers sailing betweenNorfolk and Haiti in early 1815.

Schooner MarsAnother early sortie was conducted by

this 64-ton vessel armed with three guns andcarrying a crew of 46. Under the commandof John B. Fisher, the schooner departedNorfolk about July 14, 1812 and headed forsouthern waters. On August 19 off theBahamas, Mars captured the armed Britishsnow Leonidas, Captain John Gammock,mounting 10 guns enroute from Jamaica to

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Shown here is a sail plan drawing (i.e. the ship would not carry all these sails) of a Chesapeake Bay-styleschooner first developed in Mathews County, Virginia. This later became known as the “Baltimore Clipper”schooner. The vessels’ sharp lines and narrow waist gave it the advantage of speed over heavier British warships.Nine schooner-rigged privateers operated out of Hampton Roads during the War of 1812. (Howard Chapelledrawing of an 1813 privateer)



Belfast. The prize was sent into Savannahwhere the vessel and her cargo of rum, sugar,pimento and dye woods were sold for theequivalent of £15,000 sterling.

One outcome of the seizure contains anindication of the more “civilized” nature ofwar at sea in 1812. On November 12,Leonidas’ master and a passenger placed anadvertisement in the Norfolk Gazette &Public Ledger. In it they declaredthemselves “greatly indebted to [Fisher’s]lieutenants Mr. Lambert and Mr. Allen, fortheir kind treatment, in leaving us on boardthe prize, with the steward to attend us, andtaking care of our clothing. Should Mr.Allen or Mr. Lambert fall into the hands ofany of His Majesty’s cruisers, we sincerelyhope they will meet with same kindtreatment.”

The future actions of the Mars aresomewhat uncertain. There were a numberof American privateers that bore the samename. It seems likely that the schoonerconducted at least one more cruise later inthe war. The Norfolk Herald reported onMarch 15, 1814 that “Another of the prizestaken by the privateer Mars, has got in. Sheis a brig called the Superb, laden with saltfrom Turks Island and has arrived atCharleston.”

Emmons lists the schooner Mars as beingdestroyed off Sandy Hook, New Jersey, onMarch 7, 1814, but the location makes itunlikely that this was the Norfolk-basedprivateer.

Brig RevengeThis brig was the largest privateer to sail

from Norfolk during the war. Emmons listedher as being armed with 12 guns with a crewof 120 men. Her master, WoodburyLangdon, took her to sea probably in late1812. The Norfolk Gazette & Public Ledgerreported on January 11, 1813 the arrival ofthe 220-ton “British brig Lucy & Alida,Benson, prize master, prize to the privateerRevenge, Capt. Langdon, of this port, fromLondon, bound to Surinam, with a cargo ofdry goods. She was first taken by theprivateer General Armstrong, of New York.Retaken by the British Letter of Marque shipBrenton, of Liverpool and on the 3rd ofDecember, in lat. 30, long. 63, taken by theRevenge.” Following condemnation by theFederal District Court, the Lucy & Alida andher cargo were sold at auction at Marsden’sWharf on May 27, 1812.

Revenge continued her cruise and onMarch 19 was reported northeast of theBahamas in the company of the privateerschooner Blockade of Bristol, Rhode Island.At that time she had made no further captures.Langdon apparently decided to return toNorfolk. On April 6, 1813, the NorfolkHerald conveyed the news; “The fineprivateer brig Revenge, of & ownedprincipally in this place, we are sorry to statewas captured on the 29 th of March offOcracocke by three British frigates.”According to Emmons, in addition to theLucy & Alida, the Revenge captured twoschooners and one sloop before her ownseizure.

188-ton schooner Roger departed Norfolkon May 23, 1813. Her captain was RogerQuarles, a long time merchant seaman whohad commanded a number of Norfolk-basedships since at least 1798. Soon after sailingthe Roger fell in with the British look-outschooner Highflyer. This vessel was aformer American privateer captured by theEnglish 74-gun ship of the line Poictiers andsubsequently taken into Royal Navy service.At the time of her encounter with the Roger,Highflyer carried 10 guns and a crew of 72.Quarles’ schooner was armed with 14 gunsand 120 men.

The two vessels fought a prolonged battleoften close enough to hear commands issued

“I saw so much loss of life, and beheld a bandof ruthless desperados – for such I must nameour crew – robbing and plundering a fewdefenseless beings, who were pursuing botha lawful and peaceful calling.”

-1st lieutenant of the Norfolk-basedprivateer George Washington George Little’sreflections on being a privateer

Schooner RogerThe last privateer to sail from Norfolk was

also that port’s most successful cruiser. The

on the other ship. In the end the Highflyersheered off with her captain and five othermen dead and nine wounded. Rather than

10


Book ReviewsOn Seas of Glory: Heroic Men,Great Ships, and Epic Battlesof the American Navyby John F. LehmanReviewed by Margaret Mitchell

John F. Lehman. On Seas of Glory:Heroic Men, Great Ships, and EpicBattles of the American Navy. NewYork: The Free Press, 2001. 432pages. ISBN 0-68487-176-9. $35.00.

ohn Lehman’s book On Seas of Gloryis a true sea story of the famous, not sofamous, and the infamous, who made

the United States Navy what it is today. Hebrings Naval history to life with a recitationof the fledgling navy, unwanted by NewEnglanders, presidents and congressmen,among the many who saw no need toseparate from the mother country, to itsevolution as a world class entity, not to becontended with. But we also learn about several otherstories that come from the pages of Navyhistory. For example, the former secretarytells of the blockade-runners, and theprivateers of the Revolutionary War runningunder Letters of Marque who caused havocon both sides.

One of these privateers was the daintybrig Fair American who, if she was unableto outgun an opponent, could outrun her. TheEnglish eventually took her and her crew wassent to the notorious prison ship Jersey inNew York harbor. One of the men taken wasLehman’s four times great-grandfather, theship’s surgeon. As an officer, he wastransferred to Old Mill Prison in Plymouth,England where he was able to escape.

There are many such incidents of familyrelationships throughout the book. There arethe Decaturs, father and son, and severalgenerations of Porters, Roosevelts, and, ofcourse, Lehmans.

Among other epic Naval stories hediscusses are the war with the Berber Pashasand Revolutionary France. We learn of thechange in attitude about the desired spreadwestward, versus the need for protection forour ships on the seas. By 1808, Jefferson’sapathy had reduced the navy to almost

nothing. He believed that small, shore-defensive gunboats should be the extent of thenavy. His reasoning did not hold up in regardto merchant shipping and the issue ofimpressment. One of several tales of theimportance of the Virginia Capes is the firingon the unsuspecting frigate Chesapeake by theEnglish man-of-war HMS Leopard, killingseveral men and impressing four others, oneof whom was hanged. The Civil War introduces the ironclads andrams, to Farragut at Mobile Bay, “Damn thetorpedoes, Four bells!” and the beginning ofthe end of the wooden ship. Later we meetthe brilliant, controversial Mahan, and the manwho can be called the true father of the modernAmerican Navy, Theodore Roosevelt. Theevolution of the ironclads brought the UnitedStates to imitate the English dreadnaughts, theforerunners of the battleships as known today.

Along with the great epics, this book isreplete with anecdotes—some tongue-in-cheek—from Comte de Grasse’s kiss onGeorge Washington’s cheek, where the saying‘to turn a blind eye’ comes from, and to therescue of the sinking destroyer William D.Porter’s can opener while it was being rescuedby a warship commanded by Lehman’s father.George Washington’s attendance at a weddingreception and FDR’s insistence on a bathtubon the Battleship Iowa are also in the book.

Secretary Lehman goes into intricate detailabout what happened during sea battles, whythey were fought, and who was involved. But,the where and when are frequently lost.Readers who are unfamiliar with the bays,rivers, and various inlets from the Mississippito Nova Scotia are subsequently disorientatedbecause names and locations are notimmediately identified. This is also true ofseveral words foreign to the reader whodoesn’t have a great understanding of navalterminology, i.e. ‘scantlings’, used severaltimes, but not explained until much later. Drawings, and pictures, of famous navalbattles prove interesting. Since we cannot goto the actual battle site, the maneuvers are

made clear, especially Mobile Bay, theCoral Sea, and Viet Nam. In the epilogue, the author speaks ofthe post Desert Storm Naval decline, andof his desire to keep tradition alive, toreawaken the Navy’s spirit of innovationand leadership, to end its postwardefeatism and draw on its past to providedirection for the future. At times, the narrative is slowed by alack of judicious editing and overlongsentences. Foreshadowing, such as theHiggins boats, long before theirimportance is fully identified and name-dropping without identification isfrequently confusing. For example, hementions Hamilton while discussing Ageof Sail events. One instantly thinks he istalking about George Washington’sSecretary of the Treasury AlexanderHamilton. More than likely, however, heis talking about James Monroe’sSecretary of the Navy Paul Hamilton.The reader should not have to guess.Additionally there are typos (“cruise” not“cruize”) which is more the fault of theSimon & Schuster’s editors thanLehman’s. Nonetheless, Lehman does not seem tohave intended this book for the dedicatedhistorian who sees all that is written aboutthe seriousness of war without a certainsense of humor. Instead, it is for writtenfor more popular audiences and this typeof audience will enjoy the book. It ishighly readable, informative, andentertaining to landlubber, old salts, andfuture seamen.

11


American Maritime Prisoners in the RevolutionaryWar: The Captivity of William Russellby Francis D. CoglianoReviewed by Ira R. Hanna

Francis D. Cogliano. AmericanMaritime Prisoners in theRevolutionary War: The Captivity ofWilliam Russell. Annapolis: NavalInstitute Press, 2001. 224 pages. ISBN1-55750-194-7. $45.00.

istory often repeats itself. In afamiliar political policy statement,Vice-president Dick Cheney stated

that, “We do not recognize these captivesas prisoners-of-war” when asked about theTaliban and al-Qaida captives held in Cuba.If we had lived during the AmericanRevolution, it would have sounded equallyfamiliar. These same words, said by LordNorth, the British Prime Minster, wouldhave referred to the American maritimeprisoners held on prison ships in New Yorkand in prisons in England. On March 3,1777, Parliament passed a bill that requiredAmerican seaman caught taking up armsagainst Britain to be brought before a civilmagistrate and charged with treason, piracy,and rebellion. Thus, they would not betreated as prisoners-of-war, given fullrations, or kept in conditions normally

accorded combatants.Conditions aboard the prison ships

anchored in Wallabout Bay, New York(located at the future site of the BrooklynNavy Yard) in particular, were deplorable.Those fortunate enough to be taken to Englandand placed in Mill or Forton Prisons fared abit better. In his book, Professor Coglianoprovides a vivid account of what it was like tobe an American captive.

As the title suggests, this is a chronicle ofa true patriot who was loyal to his country’scause throughout the trials of his captivity.William Russell was a Massachusettsschoolteacher who participated in the BostonTea Party, and later joined the Massachusettsmilitia in the abortive campaign at Newport,Rhode Island. As the British took over Boston,he found himself unable to support his family.As many before him, he decided to seek hisfortune at sea on a privateer, hoping that it not

only would help the Revolutionary cause, butalso provide needed funds for his family. Itdid neither.

Unfortunately, Russell’s ship, namedJason, was captured on its first voyage. Hewas then transported on a British warship toEngland and served over two years in MillPrison. Released in a prisoner exchange inAugust 1782, he came home to his wife andchildren in Cambridge. Still destitute, withinweeks, Russell chose again to go to sea inanother privateer. He stayed free no longerthan the first cruise. This time, he was sent tothe infamous prison ship HMS Jersey.Nicknamed “Hell Afloat,” prisoners awoke tothe call, “Rebels bring up your dead.” It wasmoored in Wallabout Bay. The deprivation andunsanitary conditions aboard this ship equalsthe worst of World War II, Korean, orVietnamese prisons. Russell was fortunate tosurvive and again return home in 1783.

Cogliano addresses a number of policyissues concerning American prisoners. Oneof these was whether the maltreatment ofAmerican prisoners was meant to induce themto enlist in the Royal Navy. Another issueconcerned who was responsible for the prisonsand their inmates. Ordinarily, the Lords ofthe Admiralty were, but in this case theywere too involved with the war. Thus, theresponsibility fell to the Commission forSick and Hurt Seamen. Of course, theapplication of their regulations depended onthe prison wardens. The farther fromEngland, the less they were followed. Thiswas especially true aboard the prison shipsin New York.

Disease was the most feared occurrenceon prison ships. The number of prisonerswho died at Mill Prison, Russell notes, was52 of 1,101 in the four years it kept records.In contrast, he said that approximately 8,500of the 18,000 prisoners held aboard the NewYork prisons ships died. In actuality, it wasmuch worse, as close to 12,500 menperished on the prison ships. A memorialto them was dedicated in 1997 at Fort GreenPark in Brooklyn.

It was most interesting that Russell’s

journal confirmed that there were aconsiderable number of British citizens whocared about the Americans in their prisons.Two ministers, several merchants, and aMember of Parliament were active in supportof a financial subscription to benefit theprisoners of Mill and Forton Prisons. Withthis money, prisoners were able to purchaseextra food, clothing and other items thatenabled them to survive. Such was not thecase on the New York prison ships. Prisonershad little room to exercise and no support froma mostly Tory populace.

The purpose of Professor Cogliano’s bookwas to examine the experiences of Americanseamen captured by the British by focusingon one unfortunate captive, William Russell.To do so, Cogliano used numerous primarysources, mainly a daily journal written byRussell himself. He also quoted frequentlyfrom the Memoirs of Andrew Sherburne, ayoung boy who was imprisoned with Russellat Mill Prison.

As noted by the author, “This book issomething less than an overall study ofrevolutionary prisoners or a biography ofWilliam Russell, but I hope that its sum isgreater than its parts.” To say that heaccomplished his objective would be fairlyaccurate, but the travails will deter somereaders from finishing it. It may appear tothose readers that this book is a series ofresearch papers written by graduatestudents. This is unfortunate, because, forthose with persistence, the epilogue givesperspective to the life of a brave Americanunder the direst of circumstances. After thetragedy of September 11, we can appreciatethis even more.

12


The Museum Sage

“Old Ironsides” and Robot Sea Monstersid you hear the one about how JohnPaul Jones and Bonhomme Richarddid battle with a Communist robot

sea monster in the Sargasso Sea during theAmerican Revolution? It’s true. Really! Wehave documents. No? OK, how about thisone:

“The USS Constitution (Old Ironsides)as a combat vessel carried 48,600 gallonsof fresh water for her crew of 475 officersand men. This was sufficient to last sixmonths of sustained operations. She carried

no evaporators.”“However, let it be noted that: On July

1798, the USS Constitution set sail fromBoston. She left with 475 officers and men,48,600 gallons of fresh water, 7,400 cannonshot, 11,600 pounds of black powder and79,400 gallons of rum. Her mission: todestroy and harass English shipping.Making Jamaica on 6 October, she took on826 pounds of flour and 68,300 gallons ofrum. Then she headed for the Azores,arriving on 12 November. She provisionedwith 550 pounds of beef and 64,300 gallonsof Portuguese wine. On 18 November sheset sail for England. In the ensuing days shedefeated five British men-of-war andcaptured and scuttled 12 Englishmerchantmen salvaging only the rum. By26 January her powder and shot wasexhausted.”

“Unarmed, she made a night raid up theFirth of Clyde. Her landing party captureda whiskey distillery and transferred 40,000

gallons aboard by dawn. Then she headedhome. The USS Constitution arrived inBoston on 20 February, 1799 with nocannon shot, no food, no powder, norum, no wine, no whiskey and 48,600gallons of stagnant water.”

Wow! That’s quite a story and onethat should inspire new sailors andofficers alike. There is one problem:None of it is true. Zippo. The Sagehas heard some whoppers and madeseveral historical errors himself in hisshort life, but this “historical account” ofConstitution is the biggest bunch of badgrog to ever fall off the boat. It has thesame amount of truth as the robot seamonster story.

Under normal circumstances, The Sagewouldn’t send up the red flag except thatthis alcohol-filled yarn is making its wayaround the Internet along with several otherurban legends (or sea legends as the casemay be). Maybe we need to get Mr. Nortonto create an anti-hogwash program toaccompany his popular anti-virus program.

So what is so wrong about this little piece?Where should we begin?

1) Not to take Consitution’s stellar recordaway from her, but the frigate neverdefeated five warships in one cruise. Shedefeated four: Java, Guerriere, Cyane, andLevant over a period of five cruises (animpressive record in its own right).

2) Old Ironsides is the shining star of theU.S. Navy. However, the hero of the 1790swas not Constitution but Constellation.

3) Salvaging only rum? What about thecaptured ships and cargo worth severalhundred throusand dollars? Right, whoneeds money when there are gallons of rum.The Sage would love to see the letter fromCaptain Charles Stewart to Secretary of theNavy explaining that one: “Sir, indigo andjewels thrown overboard, 38-gun frigateburned…rum deemed more valuable to thecause.”

4) Just a minor detail but WE WEREN’TAT WAR WITH THE BRITSH IN 1798.

We were at war with the French. If anything,the Americans and British were cooperatingwith each other to hunt French privateers.Yes, yes, The Sage knows. He should stopbeing so picky.

5) Even if we were at war with the Britishin 1798, why would Constitution make portin Jamaica? Correct The Sage please, butwas Jamaica not a heavily fortified Britishcolony? Do you really think the Britishwould sell flour and rum to a hostilewarship? It was hard enough to get shipstores in peacetime!

6) As for the “raid up the Firth of Clyde,”there are several other accounts (true onesat that) of U.S. Naval warships makingdaring raids in English waters that are farmore interesting. The cruise of the brigArgus, for example, is one of them. We don’tneed to cheapen them with a false story abouta raid on a grog factory.

So, like everything else that comes acrossthe Internet, such as chain letters and offersto save a bundle on product X, be wary ofthe facts. Personally, The Sage likes the JohnPaul Jones versus the Karl Marx-influencedrobot sea monster story better. So let it benoted: if you are going to make somethingup, put some imagination into it.

The editor would like to thank Steve JacksonGames, Inc. (http://www.sjgames.com) forgranting us permission to use their pictureand description of the communist Robot SeaMonster.

13


Understanding & Remembrance

ponsored by the General Douglas MacArthurFoundation and Old Dominion University, the

symposium will be comprised of an impressive roster ofkeynote speakers and panelists to discuss the war, review itshistorical legacy, and honor veterans. For more informationcontact the MacArthur Memorial at 757-441-2965 or e-mailto [email protected]

A two-day symposium on the Korean War. June 26-27, 2002at Old Dominion University

Corrections andHorrible Errors

The Daybook is fortunate to haveattentive readers to point out the fact

that the editor made a horrible historicalerror that is in need of correcting. In thisspirit, The Sage is proud to announce thebeginning of a “Corrections and HorribleErrors” section, in which we correctmistakes made in previous issues that youthe reader have pointed out to the editor.

So, The Sage would like to direct yourattention to page 14 of the last issue. Thepicture of Wisky with a heavy cruiser andthe destroyer is rapidly becoming one ofthe most mislabled photos in naval historyand The Daybook is no exception. Firstoff, it was pointed out to The Sage, theheavy cruiser is spelled Saint Paul, not“St. Paul.”

The second error is a little harder totell. Wisconsin, in the Feb. 24, 1952picture, is not refueling Saint Paul andthe destroyer Buck. Rather, the battleshipis receiving wounded South Koreanmarines.

So, keep the letters coming!

Useful Web Site

http://www.msichicago.org/exhibit/U505/U505home.html-This site discusses theChicago Museum of Science and Industry’s popular U-505 exhibit. The site itself not onlygives basic information about the submarine and how and when to visit it, but it also providesa most interesting virtual tour of the submarine. While the museum has had the submarinefor several years, it is currently renovating the exhibits to make the attraction even moreappealing.

14


U.S. Marshals’ auctions of prizes continued forseveral months after the Treaty of Ghent ended thewar. The second prize came with quality Cubanproducts. This included 65 boxes of Cuban cigars,which, at the time, was a relatively new cultural fadin Europe and America. (May 22, 1815 ad from theNorfolk Ledger)

Last Deaths of the War of 1812?he Treaty of Ghent that ended thewar was signed on December 24,1814 and ratified by the U.S. Senate

on February 15, 1815. Several actions, ofcourse, occurred subsequent to the treaty,but Norfolk may well have been the site ofthe last fatalities of the war. The NorfolkHerald of April 28, 1815 reported the facts:

“The crew of the Windsor Castle,brought in by the privateer Roger, were, onWednesday last [26 April] put on board asmall schooner, and sent down to CraneyIsland, in the charge of Mr. Westbrook, anofficer of the Roger, with a guard of 8 U.States soldiers. Owing to a low tide, theschooner anchored some distance from theIsland, and the prisoners had to be debarkedin a row boat. Mr. Westbrook took 13 ofthe Englishmen, with 4 of the guard to rowthe boat to the Island, leaving 11 others incharge of 4 soldiers on board the schooner.

Before his return to the schooner, theprisoners on board, rose upon the guard andendeavored to disarm and throw themoverboard, in which owing to thesuddenness of the assault, they had nearlysucceeded. Mr. Westbrook got alongsidethe schooner while the soldiers yetstruggling with the superior numbers oftheir assailants, but they still held theirarms. Desirous to quell the mutinousproceedings of the Englishmen, he

expostulated, entreated and threatened, butto no purpose, and it was evident from theirexpressions, that they were determinedupon taking possession of the schooner andmaking their escape to her. He then leapedon board and attempted to rescue one ofthe soldiers, when the fellow who held him,quitting his hold, seized the tiller and aimeda blow at Mr. W. who warded it off andordered the released soldier to fire at him,which he did and killed him. At the sametime, another soldier having disengagedhimself shot his opponent dead. Themutineers having the other two soldiersconfined exclaimed, ‘now is the time boys!Don’t give them time to load again,’ andwere rushing forward to seize Mr.Westbrook, when he drew a pair of pistols,and commanded the mutineers in a firm anddetermined tone to go below, declaring thathe would shoot the first man who refused.The decisive conduct had the desiredeffect; they all immediately descended intothe hold, and were subsequently carried tothe Island, where they were put in closeconfinement….

The unhappy wretches who threw awaytheir lives in this affair, are represented bythe mate of the Windsor Castle to have beenhabitually turbulent and mutinous. Theirnames are John Barnicot and ThomasDanjay.”


pressing the issue, Quarles took theopportunity to get to sea through the VirginiaCapes. During this first cruise, Roger seemsnot to have had much success. Quarlesbrought her into Charleston, South Carolinasome time around the end of September1813 for provisions and refitting. She sailed

again from Charleston on October 28, 1813.Quarles decided to cruise south through theWest Indies to Surinam on the north coastof South America. Along the way he metwith the kind of success that would makehis investors happy. Reports were receivedin Norfolk of the arrival in Charleston inFebruary 1814 of the prize schooner Henry.That same month Quarles sent the Britishletter of marque brig Variable loaded withfish into St. Augustine; her value put

at $10,000.In May 1814, another prize, the Russian

ship Fortuna, arrived in Beaufort, NorthCarolina. She had been stopped enroutefrom Havana to Riga with a cargo of 1520boxes of sugar. The courts condemned thecargo as British owned. Also in May, Rogercaptured a British brig laden with rum andsugar bound from Jamaica to England. InAugust 1814, the prize was an Englishschooner with Turks Island salt.

In addition to these captures, Quarlesseized and burned some twenty smallervessels off the coast of Surinam beforereturning to Wilmington, North Carolinaabout December 10, 1814. About threeweeks later, the Roger sailed again this timefor Madeira and the Western Islands. Onher final cruise she made two significantcaptures. The barque Amiable Isabella witha cargo of Havana cigars and logwood wastaken and sent into Wilmington.

On March 15, 1815, the Roger fell in theBritish packet ship Windsor Castle, CaptainSutton, in latitude 36,20N, longitude20,10W. As the Norfolk Herald reported:

“The Windsor Castle mounted 2 longbrass 9-pounders and 8 carronades, with acompliment of 32 men and 9 passengers.She was from Falmouth bound to Halifax,and had five mails on board, which she sunkon striking her colors.”

Quarles manned her with a prize crewand the ships parted company on March 31.Both arrived in Norfolk about April 25,1815. Despite the fact the capture had takenplace almost four months after the war hadended, the 200-ton Windsor Castle wasdeclared a valid prize. She was sold atauction on June 1, 1815 for $7000 to WilliamTaylor. On the 29th of that month, the sale atauction on Frost’s Wharf of Quarles’schooner Roger story ended Norfolk’sinvolvement in privateering.

15


Dangers Ashoreeorge Little served as FirstLieutenant in the Norfolk privateerGeorge Washington under the

command of Captain S. Sisson. Some thirtyyears after the War of 1812, Little publishedLife on the Ocean; or, Twenty Years at Sea:Being the Personal Adventures of theAuthor. Among those adventures, Littlerecounts his encounter with cannibals whileserving with Sisson.

George Washington was sailing with asmall prize schooner in company along thecoast of South America. Lookouts spotted“a settlement of huts” ashore and Sissondecided to send a party ashore to refill watercasks. Little who had experience along thiscoast warned the captain “that all Indiantribes on the coast of Rio de la Hache wereexceedingly ferocious, and said to becannibals; and it was also well known thatwhoever fell into their hands never escapedwith their lives.”

Little urged Sisson to take a few Indianscaptive to act hostages for the goodbehavior of the rest. “At the conclusion ofthis statement, a very illiberal allusion wasthrown out by Capt. S. and some doubtsexpressed in reference to my courage.”Little “immediately resolved to proceed, ifI sacrificed my life in the attempt.”

Two boats with seven men each headedon shore with the water casks in tow. Onlyone Indian was seen ashore whom Littleaddressed in Spanish offering “somegewgaws and trinkets” in return forpermission to fill the casks. Little wentashore after warning his men to cut loosethe casks and return to the prize schoonerif they “discovered any thing treachery orsurprise.” As soon as Little jumped ashore,he asked if any livestock were available tobuy. The Indian gestured to a hut somedistance away. As he approach the hut “atleast one hundred Indians jumped out…Iwas knocked down, stripped of all myclothing except an inside flannel shirt, tiedhand and foot, surrounded by about twentysquaws, as a guard, who, with the exceptionof two or three, bore a most wild andhideous look in their appearance. Thecapture of the boats’ crews wassimultaneous with my own.” Aftercapturing the men ashore the Indians pulledout in the boats and took the six men in the

prize schooner and ranthat vessel onshore.

George Washingtonclosed the beach andfired a cannonadewhich merely served toenrage the Indians. Onewho had taken Little’spistols turned to fire atthe captive butfortunately the pistolmisfired. “Turningaround with a mostsavage yell, he threwthe pistol with greatviolence, which grazedmy head, and then with a large stickbeat and cut me until I was perfectlysenseless.”

By the time, Little regainedconsciousness, night was beginning to fall.The Indian with whom the first lieutenanthad first conversed came “and with amalignant smile, gave me the dreadintelligence that at 12 o’clock that night wewere to be roasted and eaten.” Littledecided a show of defiance was called for;“I told him that twenty Indians would besacrificed for each one of us sacrificed byhim.”

On a more positive note, Little offered alarge ransom for their release. Another partyof Indians then joined the group and findingrum onboard the prize schooner both groupsbegan to celebrate the coming feast.Fortunately by the appointed dinner time,the natives were so intoxicated that a generalfight ensued. “This was an exceedinglyfortunate circumstance for us. With theirsenses benumbed, of course they hadforgotten their avowal to roast us, or it maybe the Indian to whom I had proposedransom had conferred with others, and theyno doubt agreed to spare our lives until themorning. It was a night, however, of painand terror, as well as most anxioussuspense.”

By morning it became apparent that theIndians were driven more by greed thanhunger. George Washington hove into sightand the captives were untied and moveddown to the shore. “To satiate their hellishmalice, they obliged us to run on the beach,while they let fly their poisoned arrows after

us. For my ownpart, my limbs were so benumbed that Icould scarcely walk, and I firmly resolvedto stand still and take the worst of it, whichwas the best plan I could have adopted;for, when they perceived that I exhibitedno signs of fear, not a single arrow wasdischarged at me.” An exchange then tookplace. Two of the captives were releasedat a time in return for such articles as theIndians demanded. Finally, Little was theonly American left ashore. For him theIndians demanded a double ransom. Justas the payment came to the beach, anothergroup of Indians arrived and demanded ashare of the bounty. Failing that, theydetermined to hold Little for a largerransom still. “These demands wererefused, and a conflict ensued of mostfrightful and terrific character.Tomahawks, knives, and arrows were usedindiscriminately, and many an Indian fellin that bloody contest.” In the confusion,Little made his way to the boat and rowedfor the George Washington. “Such was thehigh excitement of my feelings, that Iscarcely recollected how I gained theprivateer’s deck. But I was saved,nonetheless, though I was weak with theloss of blood and savage treatment…Ifainted and fell senseless on the deck.”

For a complete recounting of GeorgeLittle’s privateering experience read EveryMan Will Do His Duty: An Anthology ofFirsthand Accounts from the Age ofNelson, edited by Dean King and John B.Hattendorf.

16


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Cold Warriors: Wisconsin’s Korean War Crew

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the daybook - united states navy€¦ · revolutionary by francis d.war cogliano. reviewed by ira...

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