It is well known that one of the principal reasons for the declaration
of war against Great Britain in 1812, were the insults heaped on the
American flag, in every sea, by the navy of Great Britain. The British
government claimed and exercised THE RIGHT to board our ships, impress
their crews when not natives of the United States, examine their
cargoes, and subject our citizens navigating the high seas, to
inconvenience, detention, and conduct often of an annoying and insulting
character. The British government contended that the flag which waved
over the decks of our ships should be no protection to our ships or
seamen. For years our merchant vessels were compelled to submit to such
degrading insults from the navy of Great Britain.
The mode of exercising this "right of search," so far as relates to the
impressment of seamen, I have already had occasion to illustrate, and
the incident which I now relate will explain with tolerable clearness
the mode in which the British exercised this right in relation to
property.
Previously to the war with Great Britain, a profitable trade was carried
on between the United States and the English West India Islands. The
exports from the islands were limited chiefly to molasses and rum;
sugar and coffee being prohibited in American bottoms. According to the
British interpretation of the "right to search," every American vessel
which had taken in a cargo in a British, or any other port, was liable
to be searched, from the truck to the keelson, by any British cruiser
when met with on the high seas. And this inquisitorial process was
submitted to as a matter of course, though not without murmurs loud
and deep, from those who were immediately exposed to the inconveniences
attending this arbitrary exercise of power.
On the afternoon succeeding the day on which the schooner John left
Martinico, as we were quietly sailing along with a light breeze, under
the lee of the mountainous Island of Gaudaloupe, we saw a large ship at
anchor on a bank about a mile from the land, with the British ensign
at her peak, and a pennant streaming from her mast-head, sufficient
indications that we had fallen in with one of John Bull's cruisers. But
Captain Turner, conscious that his schooner was an American vessel,
and had been regularly cleared at St. Pierre, with a cargo of rum and
molasses, and there being no suspicious circumstances connected with
her appearance, her cargo, or her papers, apprehended no detention or
trouble from the British man-of-war.
A boat was soon seen to put off from the frigate, and it was not long
before it was alongside the John. An officer stepped on deck, and
politely asked the privilege of examining the ship's papers. This was
accorded. After having ascertained we were from a British port, the
officer coolly remarked it would be necessary to take the schooner
nearer the land and bring her to anchor, in order to institute a
thorough search into the true character of the cargo. He added that the
frigate was stationed there for the express purpose of intercepting and
overhauling such Yankee vessels as might pass along.
A signal was made to the frigate, and two additional boats were
despatched, which took our small vessel in tow, and in less than an hour
we found ourselves at anchor, in thirty fathoms of water, within half
musket shot of an English man-of-war. The launch was soon alongside, the
hatchways were taken off, tackles were rove, and a gang of the frigate's
crew went to work breaking out the cargo and hoisting it into the
launch. After the launch and other boats were laden, they hoisted the
casks on deck, and continued the operations in no gentle manner until
they reached the ground tier. They thus examined every cask, but found
nothing but molasses and rum.
They then commenced "stowing the cargo," as they called it; and the
hogsheads of molasses were tossed into the hold, and handled as roughly
as hogsheads of tobacco. It was about sunset on the following day when
the last cask was stowed. The anchor was then weighed, the sails
set, and the lieutenant, having put into the hands of the captain a
certificate from the commander of the frigate that the schooner had been
searched, for the purpose of preventing a repetition of that agreeable
ceremony, told him he was at liberty to go where he thought proper, and
politely wished him a pleasant voyage.
Our vessel was thus detained twenty-four hours; and in consequence of
this detention, the passage to St. Bartholomew was lengthened several
days, as a calm commenced soon after we were liberated, which lasted
that time. The cargo also received injury from the rough handling of the
British tars, insomuch that before we reached St. Bartholomew, several
casks had lost nearly all their contents; and if we had been bound
directly to the United States, it is probable that a considerable
portion of the cargo would have been pumped out with the bilge water.
This is only one of a thousand cases which might be cited to show the
PRINCIPLE on which the British acted towards neutral powers on the
broad ocean, as well as in the British waters, at that time. The British
government, since the war of 1812, have attempted by negotiations
to reestablish this principle. But the attempt has been firmly and
successfully resisted; and it may be safely predicted that this "right"
will never again be claimed by Great Britain, or conceded by the United
States.
Our government, which is a government of the people, and supported
mainly by commerce, cannot be too vigilant and firm in its endeavors to
protect the persons and property of our citizens on the ocean against
the oppression or outrages of any naval power. Let us, as an honorable,
high-minded nation, cordially cooperate with any other nation in
attempts to check and destroy the traffic in slaves, so revolting in
its character, which is carried on between Africa and places on this
continent. Let us be a party to any honorable treaty having this for
its object; but let us never listen to the idea that the American flag,
waving at the peak or masthead of an American vessel, is no protection
to the property on board, or the liberties of the passengers and crew.
Captain Turner promptly availed himself of the permission so graciously
given by the commander of the British cruiser, and we proceeded on our
way to St. Bartholomew. There is probably no sailing in the world more
pleasant and interesting than among the group of beautiful islands
reaching from Trinidad to St. Bartholomew. With a smooth sea and a
gentle, refreshing trade wind, as the vessel glides past these emerald
gems of the ocean, a picturesque and ever-varying landscape is produced,
as if by the wand of some powerful enchanter. Grenada, the Grenadines,
St. Vincent, St. Lucia, Martinico, Dominica, Guadaloupe, Montserrat,
Saba, St. Kitts, Nevis, and St. Bartholomew, all seem to pass in swift
succession before the eye of the observer.
These islands are all, with the exception of St. Bartholomew, more
or less cultivated, but being mountainous and of volcanic origin, the
productive lands lie on the base of the mountains, or on the spacious
intervals and valleys near the sea shore. Studded with plantations, each
of which resembles a little village planned by some skilful landscape
gardener; with crystal streams dashing down the mountain sides; with
dense forests covering the high lands and mountain summits; with bays
and indentations along the coast, each with a thriving village at the
extremity, defended by fortifications; with ships at anchor in the
roadsteads, and droghers coasting along the shores; with an atmosphere
richly laden with sweets, and all the interesting associations connected
with a tropical climate; these islands furnish an array of attractions
which are hardly surpassed in the Western Hemisphere. The beautiful
description in the song of Mignon, in the "Wilhelm Meister" of Goethe,
of a land of fruits and flowers, will apply with singular felicity to
these Windward Islands:
"Know'st thou the land where the pale citron grows, And the gold orange
through dark foliage glows? A soft wind flutters from the deep blue sky,
The myrtle blooms, and towers the laurel high. Know'st thou it well?"
I have sometimes wondered why the capitalists of New England, in search
of recreation and pleasure for themselves and families instead of
crossing the Atlantic to visit the oft-described and stale wonders of
the Old World, do not charter a yacht or a packet schooner, and with
a goodly company take a trip to the West Indies, sail around and among
these islands, visit places of interest, accept the hospitality of the
planters, which is always freely bestowed, and thus secure a fund of
rational enjoyment, gratify a laudable curiosity in relation to the
manners and habits of the people of the torrid zone, and bring away a
multitude of agreeable impressions on their minds, which will keep vivid
and fresh the remainder of their lives.
After leaving Martinico, we found, on broaching our provisions, that
they were of bad quality, of the worst possible description. The bread,
deposited in bags, was of a dark color, coarse texture, and French
manufacture. It must have been of an inferior kind when new and fresh,
and a long tarry in a tropical climate was not calculated to improve
its character. Besides being mouldy, it was dotted with insects, of an
unsightly appearance and unsavory flavor. The quality of the beef was,
if possible, worse than that of the bread, and we had no other kinds of
provisions. Before we arrived at St. Bartholomew the water began to give
signs of impurity. The casks, stowed in the half-deck, had been filled
through a molasses hose. In all likelihood, the hose had not been
cleansed, and the saccharine property of the molasses mingling with the
water in that hot climate had caused a fermentation, the effect of
which was nauseous to the taste and unpleasant to the eye. We consoled
ourselves, however, with the idea that the passage would be a short one,
only a few days, and that better provisions would be furnished when we
reached St. Bartholomew.
The Island of St. Bartholomew is a mountainous rock, three or four miles
in diameter, with here and there a few patches of verdure, but destitute
of trees or cultivated lands. The inhabitants are dependent on the
neighboring islands, and importations from distant countries, for the
means of sustaining life. Even water for drinking and culinary purposes
is brought from St. Martin, Nevis, or St. Kitts. It has a snug harbor on
the western side, easy of access, in which many vessels can lie safely
moored, excepting in a hurricane. Indeed, there is hardly a harbor in
the Windward Islands, north of Grenada, where a vessel can be secure
during the hurricane months. These tempests, when blowing from any
quarter, seem to defy all the efforts of man to withstand their
violence; twist the ships from their anchors, force them on the reefs
or drive them out to sea, sometimes without ballast or the fraction of a
crew.
It may appear singular that St. Bartholomew, with no productions
whatever, and lying almost in the midst of the most fertile and
productive of the Windward Islands, should nevertheless have been a
place of great trade, and at certain times the most important depot for
merchandise in those islands. St. Bartholomew has belonged to Sweden
during the whole of the present century; and Sweden having been
occasionally exempted form the wars waged against each other by England
and France, this island, of no intrinsic value in itself, became a
sort of neutral ground; a port where all nations could meet on friendly
terms; where traders belonging to England, France, the United States,
or other powers, could deposit or sell their goods, purchase West India
produce, and transact business of any description.
At the time to which I refer, in 1810, the "Orders in Council" of
England, and the "Berlin and Milan Decrees" of Napoleon, were in force.
As a counteracting stroke of policy, the Non-intercourse Act, to which I
have already alluded, was passed by our government, and the neutral port
of St. Bartholomew suddenly became a place of immense importance. When
we entered the harbor in the John, it was with difficulty that a berth
could be found; at least two hundred and fifty vessels, a large portion
of which were Americans, were in port, discharging or taking in cargo.
Captain Turner found no trouble in selling his molasses. He dared not
run the risk of taking it to the United States, lest his roguery should
be discovered through some flaw in his papers, and his vessel and
cargo seized by revenue officers. He retained only a few casks of rum,
sufficient to pay port charges, and prepared to sail for a southern
port.
Shortly before we arrived at St. Bartholomew, a ship belonging to
Connecticut, in consequence of some irregularity in her proceedings, was
seized by the authorities and taken possession of by a guard of ten or
a dozen soldiers. The ship was about ready for sea when this event
took place; and on the following day, according to a preconcerted plan
between the captain and Mr. Arnold, the supercargo, the officers and
crew rose upon the soldiers, deprived them of their arms, and forced
them below. Then they quietly slipped the cables, and let the ship drift
gradually out of the harbor, until past the shipping, when every sail
was instantly spread, as if by magic, and before the mystified garrison
of the fort could understand the curious manoeuver, realize the audacity
of the Yankees, and get ready their guns, the ship was beyond the reach
of their shot. In the offing the ship fell in with one of the large
boats trading between St. Bartholomew and St. Martin, and put the
soldiers on board, who were thus promptly returned to their barracks.
The Swedish authorities were justly indignant at such high-handed
proceedings. Arnold remained behind to transact some unfinished
business, but was arrested and thrown into prison, where he remained
several weeks. Seeing no prospect of being released, he feigned
insanity, and acted the madman to the life; insomuch that the
authorities were glad to discharge him on condition that his friends
would send him from the island.
During the year 1809, a French privateer, called the Superior, a large
schooner of the "Baltimore pilot boat" model, was the terror of the
British in the Caribbean seas. The pilot boats built at Baltimore, to
cruise off the mouth of the Chesapeake, have ever been celebrated for
their sailing qualities, especially their ability to beat to windward;
and vessels of larger size than the pilot boats, reaching to the
capacity of three hundred tons, but built according to this peculiar
Baltimore model, were for many years acknowledged the swiftest class of
sailing vessels in any country at any period. At what particular time
this model was introduced, it may be difficult to ascertain; but as
early as the period to which I refer, the term "Baltimore clipper" was
a familiar term. Numbers of them were sold to individuals residing
in ports belonging to the belligerent powers, and commissioned as
privateers; others were purchased for slavers; and during the wars
carried on by Spain and Portugal with their provinces in South America,
the "Baltimore clippers" made a conspicuous figure, being fitted out as
privateers and manned in the ports of a nation which held out to them
the olive branch of peace.
The privateer Superior was commanded by a brave and energetic Frenchman,
who took a singular pleasure in inflicting injuries on British commerce.
This privateer, fitted out at Port Royal in Martinico, was said to have
been the fastest vessel every known among the islands, and her commander
laughed to scorn the attempts made to capture him by the finest vessels
in the English navy. Indeed, the Superior seemed to be ubiquitous. One
day she would be seen hovering off the island of Antigua, and after
pouncing on an unfortunate English ship, would take out the valuables
and specie, if there were any on board, transfer the officers and crew
to a drogher bound into the harbor, and then scuttle the vessel. On the
day following, a ship would be seen on fire off Montserrat or St. Kitts,
which would prove to have been an English merchantman captured and
destroyed by the Superior; and perhaps, a few days afterwards, this
privateer would be pursuing a similar career on the shores of Barbadoes,
far to windward, or levying contributions from the planters on the
coasts of Grenada or Trinidad.
Indeed, the sailing qualities of this privateer were a marvel to all
"old salts"; and many an honest man who had never heard of a "Baltimore
pilot boat built" craft, was sorely puzzled to account for the success
of the Superior in avoiding the many traps that had been set by the
long-headed officers of the British ships on that station. By many it
was believed that the French captain had unlawful dealings with the
enemy of mankind, and for the pleasure of annoying the English, and the
gratification of filling his pockets with the spoils of the enemies of
France, had signed away his soul!
The company of men-of-war seemed to be no protection against capture by
this privateer. A fleet of merchantmen, convoyed by several armed ships,
would be intruded on during the night, and one or more of them captured
without alarm, and then rifled, and scuttled or burned. On one occasion,
after combined efforts had been made to capture the Superior, and it was
believed that vessel had been driven from those seas, a homeward bound
fleet of merchantmen, on the first night after leaving Antigua, was
approached by this privateer, and in the course of a couple of hours
three different ships, in different stations of the squadron, had
been captured, plundered, and fired by that indefatigable enemy of the
English.
At last, one after another, every French port in the islands was taken
by the British, and there was no longer a nook belonging to France to
which this privateer could resort for protection, supplies, or
repairs, It was furthermore rumored that this vessel was not regularly
commissioned; and that, if captured by an enemy, the officers and crew
to a man, and the captain more especially, would be hanged at the yard
arm, AS PIRATES, without any very formal process of law.
The privateer was by this time well laden with spoils, having on board,
in silks, specie, gums, and bullion, property to the amount of nearly a
million of dollars. One fine morning, a British sloop-of-war, cruising
between Nevis and St. Bartholomew, was astonished at beholding the
Superior, that "rascally French Privateer," as well known in those seas
as the Flying Dutchman off the Cape of Good Hope, come down from
the windward side of St. Bartholomew under easy sail, pass round the
southern point of the island, hoist the tri-colored flag, as if by
way of derision, and boldly enter the harbor belonging to the Swedish
government, and a neutral port.
It was not many hours before the sloop-of-war, having hauled her wind,
was off the harbor, lying off and on; and the captain, in full uniform,
his mouth filled with menaces and denunciations of British vengeance,
and his cranium well crammed with quotations from Vattel, Grotius,
Puffendorf, and other venerable worthies, was on his way to the shore in
a state of great excitement. When he reached the landing, he found only
the HULL of the privateer, with the spars and rigging. The officers
and crew had already disappeared, each carrying off his portion of the
spoils. The captain was not visible; but it was said he left the island
a few days afterwards for the United States, under an assumed name,
whence he subsequently proceeded to France, with an immense amount of
property, which the fortune of war had transferred from British subjects
to his pockets. The schooner was hauled up to the head of the careenage,
and on examination it appeared that every part of the vessel had been
so strained by carrying sail, and so much damage had been done to her
planks and timbers by worms, that she was good for nothing. The spars,
sails, and rigging were sold; but the hull, which soon filled with
water, remained for years, admired by every genuine sailor as the most
perfect model of a fast-sailing vessel that could be devised by the
ingenuity of man.
When the schooner John was nearly ready for sea, my uncle, Captain
Tilton, whom I had left in Charleston, arrived in port in a clipper
schooner called the Edwin. He was bound for Mobile, where he intended
establishing a mercantile house in connection with a gentleman named
Waldron, a native of Portsmouth, who had resided several years in
Charleston. I had one brief interview with him, but no opportunity
offered of entering into the details of my unenviable position on board
the John. On a hint from me that I was dissatisfied, and should not
object to accompany him in the Edwin, he gravely shook his head, and
remarked that such a course would be unusual and improper; that he was
about to retire from the sea; that it would be best for me to stick by
Captain Turner, in whom I should always find a friend, and perform the
whole voyage I had undertaken.
He left the port on the following day, bound for the Gulf of Mexico, and
I never saw him again. He encountered a "norther" on the coast of Cuba,
and the Edwin struck on the Colorado Reef, and all on board perished!
It was believed that Captain Turner, as a matter of course, would
procure a sufficient quantity of good water, and some tolerable
provisions for the forecastle hands, before we proceeded on our voyage.
But our worthy captain, who was a great worshipper of the "almighty
dollar," in whatever shape it appeared, had no intentions of the kind.
Water was scarce, and cost ten dollars a cask. Beef and bread also cost
money, and we left St. Bartholomew with only the wretched apology for
provisions and water which were put on board in Martinico.
Probably no American vessel ever left a port with such miserable
provisions for a voyage. Bread, beef, and water constituted our variety.
We had no rice, beans, Indian meal, fish, or any other of the numerous
articles usually furnished by merchants for the sustenance of the
sailors who navigate their ships; and SUCH beef, bread, and water as we
were doomed to live upon for three successive weeks after we left St.
Bartholomew, was surely never prescribed by the most rigid anchorite
and exacting devotee as a punishment for the sins of a hardened
transgressor.