THE C ONFEDERATE NAVALHISTORICAL SOCIETY NEWSLETTER

Issue Number Three -- February 1990

Confederate And Union Vessel Sites Remain Undisturbed At MobileBay: C.S.S. Gaines, U.S.S. Philippi (Former Blockade Runner Ella),U.S.S. Milwaukee, U.S.S. Osage, and Blockade Runner Ivanhoe.

C.S.S. Gaines by Tony Gibbons (see review of his book on page six)

Early last fall, author (andCNHS 'Capt.) Clive Cussler led ateam of divers for the NationalUnderwater Marine Agency(NUMA) to explore and survey thelocations of the remains of Unionand Confederate vessels in theMobile Bay area. He found themblessedly undisturbed. What fol-lows is his first-hand report of theexpedition:

By Clive Cussler

The interesting aspect of themarine archaeology of MobileBay is that so little has takenplace. Except for a survey of Civ-il War obstructions just below themain city dock area, a few diveson the monitor Tecumseh, and thediscovery of two Confederateironclad floating batteries, no onebothered to confirm the locationand dispositions of many shipslost in and around Mobile Bay,beginning as early as the 16th cen-

tury. (Ed. note: there was also anexcellent set of surveys done bythe Corps in the mid-1980's.)

After obtaining the necessarypermits and working with JohnTyson, a former state senator andprominent attorney, and state his-torical agencies — not to forget theArmy Corps of Engineers — theNUMA team consisting of CraigDirgo, Allen Green, and myselfset up a base at Fort Morgan andbegan the survey.

The approximate location of thevessels, with the exceptions of theMilwaukee and the Osage, werewell documented through oldcharts. Our primary goal was toverify the existence of thesewrecks and determine condition ifpossible. Using the research com-piled by Jack Friend and the Bald-win County Historical Commis-sion, we set out for the first target,the Confederate gunboat Gaines.This was a hastily constructedsidewheel steamer 202 feet in

length with a 38 foot beam.Manned by a crew of 130, itmounted one 8-inch rifled gunand five 32-pounders. During theBattle of Mobile Bay (on August5th, 1864) she fought a goodfight against the Union fleet be-fore being run aground behindFort Morgan to avoid capture.

After a few passes using ourE.G.&G. sidescan sonar and theSchoenstedt gradiometer, we re-ceived a very heavy magnetome-ter reading indicating the pres-ence of boilers. The sonar,however, recorded nothing of in-terest, except a nearby sunkenbarge. We went over the side inonly five feet of water and imme-diately found several clusters ofcoal. Then, using steel probes westruck iron plate and other hardobjects three feet below the bot-tom.

The Gaines site could prove anexcellent excavation project dur-ing low tide.

Next, we circled the Fort Mor-gan point and began sweeps forthe Ivanhoe, a Confederate block-ade runner that was run agroundin June of 1864 and burned by aUnion force. After a land andwater search over a square acregrid to make sure no other anom-alies were close by, we quicklyfound the site by using chartoverlays and the gradiometer.Our readings showed scattereddebris with the heaviest hits somedistance from the shoreline.

Despite rumors of divers sal-vaging the ship in recent years,we found the remains to be bur-ied between twelve and eighteenfeet. This is consistent with otherships we've surveyed that ranashore over the course of a hun-dred or more years and wereslowly buried in the sand, partic-ularly under similar conditions inthe Charleston area.

The following day, we set outearly to search for the Philippi.Formerly the blockade runnerElla, a sidewheel steamer 311feet in length and 24-foot beam,she was captured and commis-sioned as a Union gunboat. Dur-ing Farragut's entry into MobileBay, the Philippi moved behindthe fleet and ran aground. Shewas shelled by the guns of FortMorgan and eventually set onfire.

We set up a grid starting froma nearby buoy and worked alongthe bank where overlays of thehistorical charts put the ship onmodern recordings. Running thebank on the fathometer whileprobing with the gradiometer andsonar, we worked for four hoursbefore striking a strong sidescanpicture of a shipwreck standingproud on the bottom.

After mooring over the site,our divers went down and re-turned with the announcementthat we had struck an old steam-er. The visibility was little morethan three feet, but burnt hullbeams, scattered remains of boil-

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ers and coal indicated that in allprobability it was indeed the Phi-lippi.

The search was continued for adistance of 300 yards on eachside of the vessel to determine ifthere were any other ships oranomalies in the area. Therewere none — the bottom wasclean of all but small debris.

We had expected to find the re-mains of the Philippi buried, butbecause it lies on the bank and isscoured by the action of the tidesin and out of the channel, muchof the wreck is exposed.

The next day was spent locat-ing the remains of ships predatingthe Civil War - the 18th centuryFrench merchant vessel Belloneand the British warship Hermessunk in the War of 1812 — afterwhich we bid a fond farewell toour house at Fort Morgan andmoved the operation to the

Blakely River to search for anyremains of the Union monitorsMilwaukee and Osage, sunk byConfederate mines during theclosing months of the war.

The Milwaukee was an unu-sual ironclad with two differenttypes of turrets, both mounting11 -inch Dahlgren smoothbores.She was 229 feet in length with abeam of 57 feet. Just belowSpanish Fort on March 28, 1865,she struck a Confederate torpedoand sank in deep water until shewas completely submerged.

The Osage was a single-turreted river monitor that meas-ured 180 feet in length with a45-foot beam. She mounted two11-inch Dahgren cannon. Shewas also put on the bottom by aConfederate torpedo only a dayafter the Milwaukee.

Although it is recorded thatthe hulk of the Osage was raised

The Confederate Naval Historical Society - 2 ~ Newsletter Number Three, February 1990

The river monitor Osage with turret forward and covered stern-wheel aft (U.S. Naval Historical Cntr.)three years later and sold at auc-tion in New Orleans, and the Mil-waukee was supposedly also sal-vaged, we've found that quiteoften the salvors leave considera-ble debris and wreckage behind.Then, there is the intriguing mapon an 1867 chart showing an his-torical site above the BlakelyRiver bar. We could not help butwonder if it was the marked siteof one of the ironclads.

Unfortunately, the flag whenoverlayed on modern charts sitsin the middle of an immense bog.We imaged with both the mag-

netometer and sonar from the

causeway to the site of the oldbar and found no trace of a ship-wreck. There were some heavymagnetometer readings fartherup the river under the shore, butaccording to contemporary re-ports, both ironclads were sunknot far above the bar, which wasfar out from the mouth of the riv-er in the bay.

Perhaps if we return, we'lldrop a magnetometer out of ahelicopter and check out the bog.Who knows, maybe one of thesalvaged remains of an old moni-tor still lies alone and forgottenin the mud...

Editors' note: We most highlycommend the fashion in whichMr. Cussler and NUMA set aboutthis expedition. Every effort wasmade to obtain proper permitsand notify all appropriate agen-cies, professionals were used onthe dives, findings were docu-mented in detail, and no distur-bance was done to the sites.

This should be an ideal modelfor other similar projects, usingnon-intrusive methods whereinno artifacts are disturbed or re-moved until appropriate conser-vation techniques can be devel-oped and implemented.

The monitor Milwaukee with a "torpedo rake" minesweeping device on bow and tender at right, alsoU.S. Naval Historical Center, from "Warships Of The Civil War Navies" (see review, page six).

The Confederate Naval Historical Society - 3 -- Newsletter Number Three, February 1990

Biography:

BLOCKADE RUNNER CAPTAINTHOMAS J. LOCKWOOD, THE"FATHER OF THE TRADE"

Lockvvood commanded Colonel Lamb -- neither were ever captured.

By (CNHS) Captain Kevin PatrickLockvvood

Shortly after one in the morning, 12October 1861, shrouded in rain andmist, Capt. Thomas J. Lockwood stoodalertly on the quarterdeck and watchedFort Sumter drift slowly by, as his shipthe sidewheeler Theodora departedCharleston harbor. Outside the harborwaited the vigilant North AtlanticBlockading Squadron whose shipscould occasionally be made out,through the mist, by lights hoisted totheir peaks. This was his first tripthrough the lines of Yankee ships, butin time he would become known as the"Father of the Trade." On board thatnight were Confederate CommissionersMason and Slidell making their historicjourney to England. The final leg ofthis trip would ultimately be delayed bya U.S. man-of-war which illegallyseized them from on board the Britishsteam packet Trent.

At the outbreak of hostilities Capt.Lockwood was in charge of the steam

packet Caroline, owned then by theFlorida Steam Packet Co., which operat-ed between New York and Florida.While at Charleston, prior to the firingon Ft. Sumter, he was hired to take agroup of local citizens and military per-sonnel on an inspection cruise of theharbor. While on this cruise, Capt.Lockwood steered close to Ft. Sumter,allowing his passengers, includingP.G.T. Beauregard and S.R. Gist, to ex-amine the solitary fortress and allowinga band on board a ship following toserenade Major Robert Anderson's Yan-kee garrison with a tune called "Dixie."He was back in Charleston on the 15thof April, 1861, three days after the bom-bardment had begun, again giving a har-bor tour of the newly-surrendered Ft.Sumter.

Capt. Thomas Lockwood obtained aLetter of Marque dated the 15th of July,1861, signed by President Jefferson Da-vis, authorizing him to outfit the Caroli-na's sister ship, the Gordon, as a priva-teer. He quickly departed for the NorthCarolina sounds along Beaufort, where

he would base his excursions. The Gor-don took her first prize on the 25th ofJuly, the good ship William McGilvery,a brig carrying Cuban molasses to Bos-ton. In the next ten days the Gordonand her crew captured four more prizesof the North Carolina coast. Then onTuesday, August 27th, while cruisingoff Cape Hatteras, a flotilla of ten shipswas sighted to which a wide berth wasgiven. History would reveal these shipsto be the expedition from Fortress Mon-roe sent to make an amphibious landingat Fort Hatteras on the outer banks ofNorth Carolina. The Gordon then madefor Charleston harbor where she wouldpass the early fall, employed as a coast-al patrol boat by the Confederate forces.Here the Gordon was disarmed, re-

named the Tlwodora, and given the taskof transporting Mason and Slidell toCuba. Capt. Lockwood was to makeseveral more runs in the Tlieodora be-fore she was sold to the Confederategovernment in December 1861.

Thomas then assumed command of afamiliar vessel, the Carolina, which hehad sailed before the war. The vesselwas now owned by his wartime employ-ers Fraser Trenholm & Co. and hadbeen renamed the Kate, after the wife ofWilliam Trenholm. She was to becomehis most notable command, makingtwenty successful runs. During hiscommand of the Kate, Capt. Lockwoodlost his first wife and a child to yellow

Captain Thomas J. Lockwood

The Confederate Naval Historical Society ~ 4 — Newsletter Number Three, February 1990

fever while they were staying at Nassau.The Kate finally became such an emba-rassment to Union blockade captainsthat operations were sent out to captureher while at anchorage in Wilmington.Even so, not until she accidentally hit asnag in the Cape Fear River near Smith-ville did her career come to a close.

His next command was to be the Eliz-abeth, with which ship he would makeat least six more successful runs beforebeing forced to put her aground to avoidcapture off Cape Fear on September 26,1863. Without a command, he was thenselected to oversee the constmction, inEngland, of what would become the fin-est ship ever built to slip through theever-tightening blockade.

Almost a year after his arrival in Eng-land this ship was launched and Chris-tened the Colonel Lamb. She wasnamed in honor of the gallant officercommanding Fort Fisher, the "South'sGibraltar," which stood looming out tosea guarding the only real port still opento runners, Wilmington, N.C. On the29th of November, 1864 the ColonelLamb entered Wilmington via Halifax,offloaded, and then cleared there for thelast and only time on the 20th of De-cember bound for Bermuda. The fall ofFort Fisher was accomplished only afterdays of desperate fighting on land andbombardment by Porter's fleet, whichhad assembled off New Inlet at dawnshortly after Lockwood's departure.

Although facts are uncertain, it seemsthat during the remaining months of thewar Capt. Lockwood actually accom-plished the impossible, at least once, byrunning the incredibly tight blockade atCharleston. This was probably largelydue to the reported high speed (17+knots) of the Colonel Lamb. He later at-tempted to enter Galveston, Texas butdue to shallow waters failed. CaptainThomas J. Lockwood then returned toEngland, uncaptured in his career, toawait the inevitable end.

[Kevin Lockwood is currently re-searching the background of his Con-federate forbear (and his also-famousblockade-runner captain brother Rob-en. Anyone with runner ads, clippings,etc., please contact him at 5954 Eisen-hower St., Great Bend, KS 67530.}.

Where They Lie:

C.S.S. Stonewall

C.S.S. Stonewall at Lisbon in March 1865

One hundred and twenty-fiveyears ago, most of the Confeder-ate Navy was fighting a desper-ate defensive action, but in Eu-rope one last hope of bringing thewar back to the North was get-ting underway. It was the C.S.S.Stonewall, a seagoing ironcladram that was believed capable ofstanding off any Northern portand bringing it to its knees. Builtby the French originally for theConfederacy, it was sold due topolitical pressure to Denmark,who refused it on delivery andsold it back to a Southern agent.She slowly threaded her waysouth through heavy winterweather in European waters andby the end of March sailed fromLisbon, where she was shadowedby the U.S.S. Niagara and Sacra-mento. The unarmored Northernwarships wisely chose not to en-gage her, for which their com-mander was later court-martialed.

By mid-April she had madeher way to Cuba, but there hercommander learned of the col-

lapse of the Confederacy andsold her to the Cuban govern-ment for enough money to payoff his crew, thus forever endingSouthern hopes of supremacy atsea.

She was subsequently turnedover to the U.S. Governmentwho sold her to Japan in 1868and where she was seized by theEmperor's forces. There shehelped spearhead the Meiji Res-toration and the overthrow of theTokugawa Shogunate, which hadruled medieval Japan since the1600's. She served out her finalyears under the name Azuma,eventually demoted to an accom-odation ship, but how long shesurvived may be a mystery. Sil-verstone lists her (without com-ment) as broken up in 1908, butanother story claims she wassunk by U.S. aerial attack at Yo-kahama in 1945, and laterdredged up, her remains being in-corporated as fill in a seawall inthat Japanese port. We're stillchasing that one down...

The Confederate Naval Historical Society ~ 5 -- Newsletter Number Three, February 1990

Artist Profile:

Scrimshander Joel CowanArtists have depicted Confed-

erate naval themes in a variety ofmedia, but so far WashingtonState scrimshander Joel Cowanis the only one we know of doingit in exquisitely detailed scrim-shaw, the traditional sailor's craftnow elevated by modern practi-tioners to a high art. The pieceto the left, reproduced here actu-al size, was done on fossil mam-moth ivory (no modern elephantsdied for this one) and in full col-or. Mr. Cowan has also doneother CSN vessels, including oneof the C. S. S. A labama. He i s oneof the world's leading scrim-shanders, with pieces in galleriescoast to coast.

This piece is on display forpurchase at the American MarineModel Gallery, 12 Derby Square,Salem, MA 01970, (508) 745-5777. Mr. Cowan may also becontacted directly for individual-ly commissioned pieces at Box705, Bellingham, WA 98227,(206)671-6381.

Reviews:Warships, Warships, Flags and Naval Tales

Warships of the Civil WarNavies, by Paul H. Silverstone,Naval Institute Press. This is afirst-rate reference book that listsall the technical information that'sknown about the warships of thenavies of both sides and someblockade runners and revenue andcoastal survey ships as well. Itsformat is similar to the section onships in the ORN (Series II, Vol.1) but with lots more informationand plenty of contemporary pic-tures and drawings. It is not a his-tory book, but a technical compen-dium with brief paragraphs aboutthe acquisition and disposition ofeach ship. If you want to knowtheir adventures you will have todig elsewhere, but this is undoubt-edly the work to have in your libr-ry to track down any vessel youcan think of that was directly em-ployed by either navy during the

War. Like the Civil War NavalChronology, this is an essentialreference work to have on yourshelf.

Warships and Naval Battlesof the Civil War, by Tony Gib-bons, Gallery Books, is a booknot so much for the referenceshelf as for the coffee table. Thislush work is filled with oversizedfull-color drawings by Gibbonsof ironclads, cruisers, blockaderunners and a host of other ves-sels executed with the kind ofspark that makes you want to hopon board. In addition, there are anumber of overview paintings ofvarious engagements and plentyof text to tell the stories of manyof the vessels rendered here. Un-like the previous book, this is notan attempt to cover every shipthat sailed during the War, justevery ship that caught Gibbons'

fancy. If the book suffers fromanything, it is the artist's clear in-fatuation with his material, whichleads to some structural innacura-cies and some ships looking a lotmore beautiful here than theyever did in real life (the Sumter,for example). These are easilyforgiven, if for no other reasonthan the whole book gives you afeeling of how ships of this era,as diverse as they were, wereconceived by their creators, eventhough their actual realizationsmay have been a lot rougher andseedier than planned, the view asseen through the contemporaryphotos in Silverstone's book.The two volumes very muchcompliment each other and arewelcome in the increasinglygreater attention being given late-ly to the navies of the conflict.

Rebel Flags Afloat: A Surveyof the Confederate States Navy,Revenue Service, and Mer-chant Marine by H. MichaelMadaus, Flag Research Center, 3

The Confederate Naval Historical Society — 6 ~ Newsletter Number Three, February 1990

News And Notes...As promised last issue, we

have gotten some CNHS patchesin stock that are just right for ablazer pocket or anything elseyou'd like to sew or stick themon. They feature the CNHS logo(the Confederate Navy Seal withship and seven stars) with ourname around the edge of the cir-cle, gold on navy with gray trim.They're $10 ppd — very trim, in-deed, we think. Also comingsoon, we hope, will be the sameseal (but without the CNHSname) on brass buttons — Firmin,the English company that origi-nally manufactured the CSN'sdeepwater officers' buttons, hasstruck them from the originaldies. The Confederate NavalMuseum will be offering thecrossed cannon and fouled an-chor set (since it's their logo) andCNHS will be offering the navydepartment seal. Details next is-sue-

On the Richmond front, bids

are being made to do surveys ofthe wrecks on the James, butnone has been accepted yet. It'shanging up the Port of Rich-mond's plans for expansion, butthat's the price of having valuablehistory on your doorstep.

Plans for the C.S.S. Alabamareplica in Birkenhead, Englandare moving along apace with bidsalready tendered to complete thejob, among them the originalbuilder, Cammell Laird. Fund-raising for the project in the U.S.is being spearheaded by theCNHS, so contact us if you wantto give this worthy project mon-ey, Alabama memoribilia, exper-tise, etc., all tax deductible.

On the wreck of the Alabamaoff Cherbourg, little progress toreport. Committees and repre-sentatives are still pending.

Meanwhile, we are sitting on amajor CSN news story we hopeyou'll be reading about in the dai-ly press soon, before we cover itin full in our next issue...

Reviews, cont'dEdgehill Road, Winchester, MA01890. This is actually a copy ofThe Flag Bulletin No. 115 from1986 but it's definitely one tohave and reveals the ingenuity ofCSN and other Southern seamenin assembling bunting on a mo-ment's notice. Our favorites arethe revenue flags adapted fromexisting French tricolors in theNew Orleans area by sewing on afew stars in a circle or a cross.Necessity is indeed the mother...

Damn The Torpedoes: Na-val Incidents of the Civil Warby A. A. Hoehling, pub. by JohnF. Blair. Hoehling has done a lotof historical books, many navaland some of this period, but thislooks like a collection of inci-dents he made notes upon alongthe way in perhaps a variety ofother research projects. It's sortof a "here and there at sea" thatmixes more obscure (and there-fore more interesting) tales like

that of the Osage on the Red Riv-er and the dreadful tragedy of thetroop transport Sultana withmore of the usual about the Mer-rimack , the cruise of the Ala-bama, and the Battle Of MobileBay. Because of this mix, thebook comes off as neither fishnor fowl. Most would want tohave seen more unusual incidentsexplored (those about which atleast one full-length book hasn'tbeen written), though even inthese the pop style in which thebook is written (with dramatic in-the-heat-of-battle direct quotes,for instance) makes you some-what suspicious of how free theauthor has been with the actualresearch material he got it from.But it's entertaining and mightmake a good gift for someoneyou'd like to introduce to CivilWar naval goings-on. All in all,easy and soft — entertaining butnot a must for most serious navalenthusiasts' bookshelves.

Journal ofConfederate

HistoryA Quarterly Serial Book devoted to

the publication of scholarly articles on TheWar Between the States.

Winner of Southern Heritage Awardfor outstanding accomplishments inpreserving the history of the ConfederateStates of America.

Annual Subscription.... $ 39.95Individual Issues $ 12.00

Southern Heritage PressP. O. Box 1911Brentwood, TN 37024-1911Toll Free Order Number:1-800-969-READ

This newsletter is published quarterly byThe Confederate Naval Historical Society,Inc., the non-profit corporation tor the pres-ervation of the maritime history of the Con-federacy, for distribution to its Associates.All material ©copyright 1990 by The Con-federate Naval Historical Society, Inc. As-sociate membership in the CNHS is availa-ble at the following ranks: Lieutenant ($20),Captain (S50), Commodore ($1000+), andRear Admiral ($10,000+). All associates re-ceive a 15"xl8" CSN Commission for theirranks, Capt. and above receive special pres-entations commensurate with their stations.All contributions are tax deductible.CNHS, 710 Ocran Road, White Stone, VA22578, U.S.A. Phone: (804) 435-0014.Editor: JohnTownley.

The Confederate Naval Historical Society — 7 ~ Newsletter Number Three, February 1990

CSN Research, Requests, and Commentary...My grandfather was EdwardYonge Wooten of Wilmington,NC and I am seeking informationon descendants of his kinsmanClarence Randolph Yonge of Sa-vannah, assistant paymaster on theC.S.S. Alabama and Union spy.Also Civil War records of myforebear Col. Robert WilliamJames, CSA, of New Orleans,born in Wilmington, died in Bi-loxi on detached duty to find ironfor armor for the "floating defenseforces on the western rivers."Please write: J.A.L. Miller, Jr.,2810-K Carriage Drive, Winston-Salem, NC 27106-5328, (919)723-0500.

Gentlemen:Let me commend you on the

excellent work that you are doingto preserve our Confederate Heri-tage. I would be pleased to assistyou in promoting the growth ofyour organization in any manner Icould. I would point out one sug-gestion to you, the ongoing use ofthe erroneous term "Civil War"does much to further confuse themind of the general public. Iwould recommend the use of theterm "War Between the States" in-stead of "Civil War." In this man-

ner, the public would better under-stand that our ancestors werefighting for their strong belief inStates Rights and for individualliberty as they perceived it to be.

Again, congratulations on yourexcellent work. Please advise asto how I may assist you and acceptmy recommendation in the spiritin which it is offered.

— William Earl Faggert,Commander-in-ChiefSonsof Confederate Veterans

This is not the only note wehave received chiding us on theuse of the term "Civil War" as be-ing a term that somehow impliesinherent illegitimacy to the South-ern cause. Our dictionary (Web-ster's Unabridged) defines theterm as "the war between theNorth (the Union) and the South(the Confederacy)," with no judge-ments attached, and that is theway we mean it when we use it —the shortest and most familiarterm to identify the conflict.

Both sides of any civil war be-lieve they have "right" behindthem though the happenstancesmay vary from internal conquest,to rebellion, separation, racial or

cultural genocide and beyond.The generic term "civil war"does (or should) not imply oneside or the other was right, onlythat there was a conflict betweenpeoples sharing a previous politi-cal heritage and geographicproximity. If we find anyone in-terpreting it in any other way wewill be the first to straightenthem out. Further, as the char-tered "non-profit corporation forpreservation of the maritime his-tory of the Confederacy," theCNHS is dedicated to the betterunderstanding of the facts of theconflict regardless of the preju-dices perpetrated by too manyhistories written by the victors,which inevitably distort the truthafter any war. Just as the SovietUnion is in the painful process ofrewriting its history in the lightof new-found freedom to seek thetruth, so we in this country aredoing in our current spate ofree-valuation of our own Civil War.It has been a long time coming,and the CNHS hopes to be in theforefront in engendering a newand better understanding.

We hope the SCV will help usby letting its membership knowwho we are and what we standfor so we can work together to-ward this end.

THE CONFEDERATE NAVAL HISTORICAL SOCIETY, INC.710 Ocran Road, White Stone, Virginia, U.S.A. 22578