The adventures of a blockade runner

[Frontispiece: A BLOCKADE-RUNNING SCHOONER LOADED WITH COTTON]

[Illustration: Title page]

The Adventures Of A Blockade Runner, Or, Trade In Time Of War

By William Watson. Author Of "Life In The Confederate Army"

_Illustrated By Captain Byng, R.N._

London: T. Fisher Unwin. New York : Macmillan & Co. MDCCCXCIII

Preface.

There are few instances in modern times where the exigencies of war so much barred the free run of intercourse and paralyzed trade and commerce as the blockading of the Southern ports during the American Civil War, or where such inducements were offered to break through the barrier by what was called blockade running.

The writer has neither the knowledge nor the capability to attempt to write anything like a history or treatise on this subject; he therefore confines himself to a brief detail of his own acts and experience, and what came under his own observation.

The idea of blockade running during that war has been generally depicted by swift steamers running into Charleston and other ports in the Atlantic States, and it was there that it was chiefly carried on during the earlier part of the war when the blockade was somewhat inefficient.

It has also been supposed by some that the danger of capture lay only in passing through the blockading fleet while entering or leaving a port, and that beyond the limits of the blockaded port no danger existed; this was a mistaken idea.

As the war progressed, the naval force of the United States was greatly augmented. The seas were patrolled by cruisers, and the blockaded ports became fewer in number as they were successively captured and occupied by the United States forces; and during the latter part of the war, the traffic was confined almost exclusively to the Gulf of Mexico and the States bordering on its shores; and it was there carried on with great activity till the very end of the war, in the face of a powerful blockading fleet and numerous cruisers, which overhauled and seized anywhere at sea, all vessels to which they thought any suspicion might attach.

Hence the traffic was then attended with more difficulty and risk; captures were more frequent, and the whole business more hazardous and exciting.

In connection with the traffic in the Gulf there was one feature which has been very little noticed: this was the great amount of blockade running which was done by small sailing vessels.

On the shores of the Gulf States there were many rivers and inlets, the entrances to which were generally blocked by shallow bars or shoals, which could only be entered by vessels of light draught of water. These entrances were largely taken advantage of by what were called centre-board schooners--a class of vessels much in use at that time in these parts.

Although one or more war vessels generally lay off these entrances or inlets, they could not, on account of the shallow water, get sufficiently close to effectually block the passage in and out of these small craft by night, therefore a strict lookout was kept for them outside: and, in order to suppress the traffic, a number of patrolling vessels cruised along the coast and over the Gulf, with the view of picking them up at sea.

The shallow waters of these ports also confined the traffic to vessels of small class, and these had to run to neutral ports in Mexico, Cuba, or elsewhere, which made their occupation somewhat adventurous. Often very heavily overladen, they had, besides the risk of passing the blockading vessels, the dangers of a long sea voyage, throughout the whole of which they were liable to be picked up by the United States cruisers; and winter being the chosen time, on account of shorter daylight and better winds, they often encountered heavy gales, and being in constant dread of capture, they were often driven along with extreme recklessness.

The writer through force of circumstances brought on by the war was in a measure compelled to engage in this hazardous business, and had some experience in this small-craft traffic and afterwards in steamers, as well as in some of the less pleasing incidents of business in the war time.

He has still in his possession many papers and memoranda of business and other events, as well as remnants of his log-books; and in now publishing this little account of his experience, he trusts the public will excuse the many defects in his composition, as he has no pretensions to literary abilities, but endeavours to relate, in a plain, blunt way, events just as they happened. And if those who may take the trouble to read through these pages should find anything to interest or amuse them, his object will be attained.

William Watson.

_January_, 1892.

Contents.

Chapter I.

A country distracted by war--Effects of a blockade--Getting away from the turmoil--The schooner _Rob Roy_--Description of a centre-board vessel

Chapter II.

The writer begins his narrative--The schooner boarded by the _Alabama_--Arrival at Belize, Honduras--American vessels changing their flag--Effects of the American paper currency on the West Indian market--No market for cargo--Sails for the coast of Mexico--Finds there a large fleet of shipping--Reasons for the presence of the same

Chapter III.

Communication with the Confederate States through Mexico--The cotton mania--The Brownsville route across the plains--Its difficulties and uncertainties

Chapter IV.

No prospect of business--Reduced to straits--Resolve to try a bolder venture--A new captain and crew shipped--Captain J.--A word of warning as to him--Departure for the blockaded coast--Arrival in Texas, but not unscathed

Chapter V.

State of things in Texas--Scarcity of gold and silver--A forced currency--Jobbers--Vessels at a premium--Devices to obtain possession of them--Descent of the Federal forces on the coast--The _Rob Roy_ pressed into the Government service--Beginning of troubles--Blockade runners regarded with suspicion--Proof of fealty an important essential--Military rule

Chapter VI.

More troubles--Sinking of the schooner--Captain B. sympathizes and proffers his advice--Kindness of Captain Downs--Strange conduct of Captain J.--A plot to get possession of the vessel--A new partnership formed--The sunken vessel raised--A personal encounter--A good riddance

Chapter VII.

The vessel again repaired--Another detention--A large Federal fleet on the coast--Capture of Captain Downs's vessel and others--The Forts bombarded--The _Rob Roy_ again employed in the Government service--Arrival of a schooner escaped from her captors--Captain McLusky--Account of his capture and escape

Chapter VIII.

My share in the schooner reduced to one-eighth--Appointed master of her--The Brownsville route intercepted--Captains of blockade-running vessels to be furnished with commissions--A schooner on the bar--My old friend Captain Downs again turns up--Amusing story of his capture--I am entrusted with important despatches

Chapter IX.

Getting to sea at last--Half-manned in a gale--Passing the gunboats in the darkness--Hard work, but happy--George and his sea proverbs and superstitions--Dodging cruisers in calm weather--A hot chase and a narrow escape--No desire for company--Arrival at Tampico

Chapter X.

Landing of the cargo at Tampico--A mysterious stranger makes friends with me--A chance to make a fortune by betraying trust--Tampico under French rule--Rejoicings at Maximilian's acceptance of the Imperial Crown of Mexico--Departure from Tampico--Arrival at Havana--Settling up accounts

Chapter XI.

Trying to get a freight--Confederate regulations as to inward cargoes--Sympathizing speculators--Patriotism _versus_ Number One--Basis of blockade running changed from Nassau to Havana--Rigging of the market--Arrival of the _Harriet Lane_ and _Matagorda_--Attention of steamers turned to Galveston--My old friend Captain Dave turns up--His views as to costly vessels for blockade running--He invests in a cheap one--Arrangements for a second voyage

Chapter XII.

Second voyage--Departure from Havana--Captain Dave sails same night--Light winds and calms--Plans to keep out of sight of cruisers--Narrow escape--We meet an old friend--We don't like her looks--We make a warlike display--She sheers off--A long passage--Get in with difficulty--Captain Dave ahead of us--He brings in with him a Federal naval officer and prize crew

Chapter XIII.

Captain Dave makes a demand upon me--How his vessel was captured--How he recaptured her--A flag of truce--Dave has a parley with the commander of the blockading fleet

Chapter XIV.

Loading of the vessel--Yellow fever--Clearance and letter of consignment--Captain Shaeffer and the _Mary Elizabeth_--Cruising in Galveston Bay--Novel method of cleaning a vessel's bottom--An extraordinary statement of accounts--No pass out till settled--A blockade on both sides to run--Father Ryan a passenger

Chapter XV.

Outward trip--Going out without a passport--Sail in company with the _Mary Elizabeth_--Passing close to a gunboat--The strictest silence enjoined--A cock crowing nearly betrays us--Singular superstition arising from the incident--Overtaken by a hurricane--More danger from the seas than the enemies this trip--The _Mary Elizabeth_ never heard of--Dangerous crossing of the bar at Tampico

Chapter XVI.

Landing and dividing of the cargo--Tampico under the Government of Maximilian--The French commanders and the civil authorities--Mexican tardiness and formality--French impulse--Condemned army stores--Sail for Havana--Father Ryan takes passage with us--He is willing to bear a hand--A sailor's method of dealing with well-meaning busybodies--Arrival at Havana

Chapter XVII.

The new custom house at Havana--Singular story of the building--Mr. R. M. ignores the action of the house in Texas--He prevails on me to make another trip--Great excitement in blockade running--Steamers _versus_ sailing vessels--Their respective merits compared--Havana and its institutions--Officials--Pensioners--Poor--Criminals-- Lotteries--Captain Flagg and the _Bilateria_--Jim Hyland turns up--His wife desires to be present when he is paid off--Loaded for another voyage

Chapter XVIII.

Third voyage--Departure from Havana--A dead-weight cargo--Heavy weather--A chase--Loss of a topmast--Get into Galveston during a norther

Chapter XIX.

Shore business--Our new consignee, Mr. C.--Collision with a transport--Loss of our main-boom--Increase of business at Galveston--Difficulty of getting compressed cotton--Arrival of my friend Flagg--He plays a joke upon me--He makes amends for it--I wish to leave quickly--Load with uncompressed cotton--A small cargo--Clear for Vera Cruz

Chapter XX.

Outward trip--Waiting for a favourable night to run out--Take the first that offers--Not very favourable--Observed by the blockading fleet, and brought to--The enemy's boat comes alongside--Singular accident--Perilous position of the enemy's boat and crew--A scene of confusion--We escape in the flurry--A cruiser in the distance at daylight--Southerly winds--A norther--A false alarm--Arrival at Vera Cruz--Landing and disposal of the cargo--Departure from Vera Cruz--Arrival at Havana

Chapter XXI.

Mr. R. M. brings up the question of the second voyage--We dissolve partnership--The schooner sold by auction--He buys her in--She sails on another voyage--Fate of the _Rob Roy_--Havana crowded with blockade-running steamers

Chapter XXII.

Out of employment--Engage as sailing-master and pilot--The steamer _Ph[oe]nix_--Steamer life new to me--Steamer and crew new to blockade running--Smoke a matter of importance in this traffic--A cruiser in the distance--A chase cut short by darkness setting in--Arrival at Galveston

Chapter XXIII.

On shore at Galveston--Appointed to another steamer--The steamer _Jeannette_--Short of coal--Sail for Tampico--An exciting chase--Arrival at Tampico

Chapter XXIV.

Waiting at Tampico for orders--Seized with small-pox--My old friend the Yankee captain--Startling news--Death of Lincoln--Surrender of General Lee--General surmises as to the situation--I leave for Havana--Find on arrival there a United States fleet entering the harbour--A demand on the Spanish Government by the United States--Critical state of affairs--Total collapse of the Confederacy--End of blockade running

List Of Illustrations.

(1) A BLOCKADE-RUNNING SCHOONER LOADED WITH COTTON ... _Frontispiece_

(2) Schooner "Rob Roy"

(3) A United States Gunboat

(4) Very Nearly Captured In A Calm

(5) Midnight In A Hurricane

(6) Crossing The Bar At Tampico In A Gale

The Adventures Of A Blockade Runner.

Chapter I.

A country distracted by war--Effects of a blockade--Getting away from the turmoil--The schooner _Rob Roy_--Description of centre-board vessel.

It was in the early part of the year 1863, when the Civil War in America was at its height, and the extensive fields, prairies, and forests in the Southern States had become one gigantic battle-field, and the noble rivers--on whose waters three years before magnificent steamers had been plying up and down, embarking and disembarking their freights and passengers at the numerous thriving towns and villages along the fertile banks--were now unruffled except by grim-looking war vessels armed with heavy guns, whose frowning muzzles threatened destruction to the almost deserted towns along the shores.

Over the whole length and breadth of the land all commercial industries, business pursuits, and even pleasures and enjoyments, were suppressed by the authority and din of war. Shut off from communication with the outer world, and surrounded by a hostile force, the whole country might be compared to one vast besieged garrison, where but one object was paramount, that of resistance to the enemy, and the will of the commander the only law, and the only liberty such as he chose to grant.

The Northern States, with a view of crushing the South into obedience, had, with a powerful fleet, blockaded every Southern port, and completely shut off the Southern States from all communication with other nations.

These States, being entirely agricultural, little attention had been given to manufacturing industries within themselves; they had hitherto almost entirely depended upon the export of their stable products, to supply in return, by way of imports, all articles of foreign manufacture or production necessary for their use. When therefore the blockade was in force, the effect caused by the shutting off of these imports was severely felt.

While the want of munitions of war hampered the combatants, and the want of other necessaries of life caused great privation and suffering among the inhabitants generally, within these blockaded and beleaguered States, the want of their products, particularly cotton, also began to be much felt by other nations.

Previous to the outbreak of hostilities, these States had been the world's chief source of the cotton supply, in the production of which they almost held a monopoly. And thus when that supply was stopped the consequences were severely felt throughout the large manufacturing districts in Europe and the Northern States.

Factories were closed from want of raw material and thousands of operatives thrown out of employment.

Throughout the world there was a great dearth of this article, and this era will long be remembered for the cotton famine which caused much distress among the working classes, the price, as may be imagined, having reached an enormous figure; while, within those States, cotton was piled up in millions of bales a cumbersome drug, and the people were suffering severely from want of the very merchandise that other nations would gladly have supplied in exchange.

From month to month and from year to year did this state of matter continue.

The seas, which three years previously had been thickly studded with the white sails of shipping, were now deserted, and nearly as solitary as when discovered by Columbus.

Such being the state of affairs, it is obvious that attempts were not wanting to break through the cordon which caused misery and privation to so many, and which was, or could be, maintained by no other right than that accorded to sheer force of arms.

Standing guard over every port or inlet where any entrance could be effected were armed vessels, ready to dispute with shot and shell any attempt at entrance or egress, while in the open sea solitary cruisers might be seen occasionally on the look-out for, and ready to overhaul, search, and seize if they thought proper, any vessel which they thought suspicious, or which might dare to approach the guarded waters.

At rare times might be seen a steamer with low hull, painted so as to be scarcely distinguishable from the waves, speeding along at a rapid rate, to make a landfall about dusk, or lying near the offing with banked fires waiting for the cover of night to attempt to run through the blockading fleet. Also, at times, a small, low-hulled schooner might be observed making for some of the inland bays, shoals, or river mouths, into which she could retreat if chased by a cruiser.

It was about the time referred to--June, 1863--that a small, low-hulled schooner was making her way from these coasts and standing southward into the Gulf of Mexico. The mere existence of a vessel in these waters, particularly a vessel of that description, would have excited suspicion and would certainly have brought down upon her any United States cruiser had she been observed by them. But although her appearance and description was exactly the same as a blockade runner's, it was easy to see from the position she was in, from the course she was steering and the cargo she carried, that she was not at that time engaged in the business.

Her position was about sixty miles south of the mouth of the Mississippi river; which was the entrance to the port of New Orleans, and that city was then in the hands of the Federal forces, and was not blockaded, but was under martial law, and all trade with it was restricted.

From the direction the vessel was steering, it was evident that she had come out from that port. She had a general or mixed cargo, and part of a deck-load of shingles.

It was blowing a stiff breeze, about S.S.E., and the vessel was close hauled on the port tack, which showed that she was bound for some port in Cuba, or that she intended to pass through the Yucatan Channel into the Caribbean Sea.

As this vessel is to occupy a prominent place in our narrative, and as she was of a kind seldom seen on the European side of the Atlantic, and until very recently comparatively unknown, we may here give a slight description of her.

She was called a centre-board boat, and since vessels of the kind have lately created a little sensation in yachting circles, we may give a rough sketch of their origin, construction, and utility, at least such of them as are employed in sea-going and cargo-carrying purposes.

Along the shores of the Southern States, particularly on the borders of the Gulf of Mexico, there are numerous land-locked bays, which are navigable to a considerable extent inland, as well as many rivers more or less navigable falling into the gulf. At the entrances to these bays and rivers there are generally bars of shallow water, which prevent the entrance of vessels of deep draught. To enable vessels of some size to enter, the plan of the centre-board was adopted.

Vessels of this kind are built in a particular way, and it is important that the proportions should be strictly observed. If this is done the vessel is stable and seaworthy; if not, she is dangerous.

The model of a vessel best adapted for sea-going purposes is of what is called the flat-sharp kind.

The rise in floor from keel to bilge, about one in six. The breadth of beam should never be less than three and a half times the depth of hold, or three times the total depth, and the length for sea-going purposes never to exceed four times the breadth of beam.

The keel, which must be of great breadth and strength, extends only a few inches below the planking of the bottom. Up the centre of the keel, in a line straight fore and aft, is made a slot, of sufficient width to admit the centre-board, and as long as can be gained with convenience and safety. From the upper side of the keel this slot is cased round with strong planking, which is carried up to the deck beams, this forming a casing, or well, on which rests the deck beams. In this well works the centre-board, the breadth of which corresponds with the depth from the lower side of the deck beams to the bottom of the keel. It is rounded on the forward end, and at the extreme point a hole is made and a strong pivot bolt, passing through the casing, passes through the hole in the centre-board, and holds it there, allowing the after end to work up and down. This end is generally worked up and down by means of an iron bar with tackle attached, or other appliance. By means of this bar the centre-board is pushed out through the keel and forms a blade which holds up the vessel and prevents her going to leeward, which she would otherwise do on account of her flat bottom and light draught of water.

In a properly constructed centre-board vessel it is difficult to get as much side-resisting surface as in a sharp deep vessel, but there is a great advantage gained by that surface being more effective, by the vessel maintaining her perpendicular and not laying over so much on her side on a wind.

Such vessels may lose their masts, but, if of the proper proportions, it is very difficult for them to be thrown on their beam ends or capsized.

They are generally very weatherly, and have an advantage in plying to windward, as they go round quickly and in a small circle, and have so little keel. Moreover, the centre-board being short, acts as a pivot on which they turn, and when they are sailing free or off the wind, the centre-board is partly drawn up which lessens the friction. Their great utility however is in crossing bars and shoals where a deep vessel cannot go, as the centre-board can be drawn up and the draught of the vessel reduced to suit the depth of water, and then let down again as the water deepens.

They have, however, some disadvantages as sea-going vessels, the chief of which is their light hold on the water, which causes then to swag more to leeward than a deep vessel when on a wind in a heavy sea: as it is then not prudent to put the centre-board full down, as with the heavy surging of the vessel to leeward the leverage of the centre-board might strain the casing and spring a leak, or the centre-hoard might be carried away. Their breadth of beam and light draught of water also throws upon their masts and rigging a quick and jerking motion when in a light wind with considerable sea, on which causes chafing and tear and wear of tackling. These vessels are peculiarly adapted for crossing the shallow bars which block the entrances to many of the inland bays and rivers on the coasts of the Southern States and Mexico, and also for the shoals and reefs of the Bahamas; and it is there that they are thoroughly understood, built, and navigated to perfection.

Of this class was the schooner now referred to.

She had the appearance of an ordinary trading schooner of the clipper build, with low bulwarks, tall masts, and large sails of heavy cotton canvas. Her length was about 78 feet, her breadth of beam about 22 feet 6 inches, and her depth of hold about 6 feet; her draught of water when loaded was about 4 feet 9 inches with centre-board up, and 13 feet with it down. The space between the fore and main masts was more than is generally seen in schooners on the European side of the Atlantic, the main mast being placed a little further aft, and the main boom projecting out a considerable length beyond the taffrail, thus allowing space for a larger foresail, and also affording space for the centre-board, which in a schooner is between the main and fore masts.

She had what is called a trunk cabin, which rose about two feet above the main deck, the entrance to which was by a companion stair facing the stern.

The name _Rob Roy_ was newly painted upon her stern in neat letters, followed by some rather clumsy lettering, which looked liked "Balizehon," but which was intended for--of "Belize Honduras." The fact of these names being newly placed there showed that she had recently changed her name as well as her nationality.

[Illustration: SCHOONER "ROB ROY."]

She carried a crew of eight all told, being captain, mate, cook, cabin boy, and four seamen. There were besides, three other persons on board, two of whom were passengers, the other was the owner and supercargo of the vessel.

As the person here last referred to undertakes to give a brief account of his adventures and the general mode of traffic with the Southern States during that exciting period, he maybe permitted to tell his own story, with the full understanding that what he has to relate--be it ever so tame and commonplace--shall be facts and not fiction.

Chapter II.

The writer begins his narrative--The schooner boarded by the _Alabama_--Arrival at Belize, Honduras--American vessels changing their flag--Effects of the new American currency on the West Indian market--No market for cargo--Sails for the coast of Mexico--Finds there a large fleet of shipping--Reasons for the presence of the same.

On imagining myself called upon to give a true and unimbellished account of my experience on the subject asked for in the conclusion of the preceding chapter, I feel that I might say, like the needy knife-grinder, "Story, God bless you, I have none to tell, sir." The rough, but honest outcast, seeing that he could not with truth relate a thrilling story of wrongs and oppressions such as the imaginative soul of the friend of humanity was longing to hear, honestly confessed that he had no story to tell except the truth, and as this was far from affording to his pseudo friend the gratification he desired, he no longer sympathized with, but reviled the outcast.

I have no story to relate of desperate daring, deeds of blood, and miraculous escapes; but I am obliged to give in a very plain fashion simply an accurate account of my trading and adventures in a small way in the Mexican Gulf during the American Civil War.

It was in the position of owner on board the schooner above referred to that I found myself after about ten years' residence in the Southern States, the last three years of which had been marked with considerable excitement and adventure.

The cause in which I had unwittingly, and somewhat unwillingly, got mixed up was now, I could see, hopeless, and the complete subjugation of the Southern States was only a question of time, and any prospects of continuing my business in those States as before the war I considered now impossible. To obtain any kind of civil employment was at this time out of the question. I had, therefore, invested in a small vessel, and after many seizures and detentions, had at last, by running from under the forts during the night, succeeded in getting away from the distracted country.

The tiny vessel and part of the cargo was my own, or to me consigned; the rest of the cargo was freight to be landed at the port of Belize, Honduras. The fulfilling of this part was what I had now in the first place to do, but what I should afterwards do was occupying my thoughts.

To sell the vessel and cargo was my first thought and desire, and then make an effort to follow my profession as an engineer in the West Indies or Mexico; this, however, I might not be able to effect, and my stirring and adventurous life during the last three years had somewhat unsettled me, and made the quiet routine of ordinary life less congenial to me.

To seafaring I was no stranger; I had served as a seaman, and while in the West Indies and other places had acquired considerable knowledge of the management of small vessels; I had also a fair nautical education, and considered myself a tolerable good navigator.

As I might however have had some difficulty in getting a crew and obtaining a clearance, I had retained in command of the vessel for a short time the captain who was in command of her when I purchased her, with the understanding that I might shortly sell her or take command of her myself..

There was little of interest in the voyage from New Orleans to Belize, and I set myself to observe strictly the sea-going and weatherly qualities of the vessel, learn thoroughly the management of her, and study the winds and currents of these seas.

The winds continued steady, but light, veering from S.S.E. to S., which kept us tacking until we readied the latitude of 23° N., when, the wind hauling more to the eastward, the vessel lay her course through the Yucatan Channel. Here we were met by the full force of the Gulf Stream flowing from the Caribbean Sea into the Gulf of Mexico, and so strong was the current, owing to the long prevalence of southerly winds, that although the log showed the vessel to be making seven or eight knots, the actual distance run as shown by observation did not exceed four knots.

So little frequented were those seas at that time that, although we had been nine days in tacking across the Gulf and passing through the Yucatan Channel, we had not seen a single sail.

We had now passed into the Caribbean Sea, when, one morning about daylight, during a dead calm, a large steamer was seen to the eastward. She was steering to the westward, and towards us. She seemed to have come from the locality of Jamaica, and was steering as if she intended to pass through the Yucatan Channel into the Gulf of Mexico. She looked like a ship of war, and I thought it might be a British cruiser, probably the _Rinaldo_; but old Jimmy, one of the seamen, declared it to be the Confederate steamer _Alabama_.

The stranger vessel was soon much nearer, but, as there was a slight haze, we could not yet make her out very well, and there was considerable conjecture as to what she was. At last, however, we made out the Confederate flag, and we showed our British ensign.

She still continued to steer straight for us. I did not altogether like this, for although I was satisfied that our provisional register would protect us, I still thought she must have some important object in bearing down upon such a small vessel, and thus making her presence known in those waters. I feared that she was going to put on board of us the crew of some unfortunate American vessel which she had destroyed.

She came up, stopped, and hailed us. On learning that we were from New Orleans nine days out, they asked if we had any newspapers, and could give them one. We replied we could.

They then lowered a boat, which came alongside of us, with an officer in the stern sheets.

Our captain gave orders to haul the jib to windward; but that was a mere form, as there was not a breath of wind. They said, never mind, as they would not detain us a minute--which was also a mere form, for the same reason as we were not moving--but if we could give them any newspapers they would be much obliged.

We threw them a line, and asked them to come on board. The officer came. He said he would not ask to see our papers, but he supposed we were a "Whitewashed,"[1] and asked the former name of the vessel. On being told it, he said he recognized the vessel, having seen her often at Mobile before the war.

I said she was under a provisional register, and was going to Belize to get a permanent register and official number.

He laughed, and said the official numbers on the British list had been getting much higher of late.

"Yes," cried our captain, "and thanks to the _Alabama_ for that! and I suppose that is the name of your vessel?"

He nodded assent, but said, good-humouredly, that we were not to be too inquisitive on that point.

To which our captain rejoined: "But it has thrown many a poor fellow out of employment."

"Oh no!" replied he; "you get them to command under the British flag all the same."

He asked a good deal about New Orleans, the feeling there under Banks, and remarked that he thought it was a great pity that they had recalled Butler from New Orleans, as his actions there were doing a great deal of good to the Confederate cause. He referred with pleasure to the great defeat which General Lee had inflicted upon Hooker at Chancellorsville, which was about the last news they had heard, but expressed great sorrow for the death of Stonewall Jackson.

The greater part of the newspapers and periodicals which we had brought from New Orleans, of which we had a large number, had been gathered together, and were handed to him, which he declared to be a treasure, and would be more highly prized by them than our whole vessel and cargo would have been had she been a United States vessel, and captured by them.

He then said he supposed that, being such a short time out, we would not be short of provisions? He said his reasons for asking this were, that capturing so many American vessels as they did, which were often loaded with provisions, and as they had no port to take them into, they had to destroy them, taking out of them first whatever they could use or stow away to advantage, so that they were generally overstocked with provisions, and often helped neutral vessels when they were in need. Although for this they seemed to get very little credit, and he spoke somewhat reproachfully about the bad name which they considered had been unjustly attached to them.

Having bundled up the newspapers, he stepped into his boat.

They then wished us good-bye, and good luck to the _Rob Roy_ under her new flag, and rowed back to the steamer, which steamed away to the northward, and was soon out of sight; and a good breeze soon after springing up, the Rob Roy was bounding away to the southward towards her destination.

I afterwards learned that the object of the _Alabama_ in going into the Mexican Gulf at this time was to meet a ship with a supply of coal, the rendezvous being the Alacran Reefs.

About two days afterwards the vessel arrived at Belize, Honduras.

I may here say that I afterwards learned from the master of a vessel that sailed from New Orleans a few days after us, that the reason that we had been stopped at the forts came about in this way: just as the vessel was leaving New Orleans, the harbour patrol came on board, who was an Irishman, who seemed to possess more pride of his own importance than common intelligence or knowledge of his duty, trifling as that was.

He, in a somewhat imperative tone, said he should stop the vessel from proceeding, because she had not the name of a hailing port on her stern. His only authority was his instructions to report at the custom house all vessels which sailed from the port, giving the name of the vessel and hailing port in full. The _Rob Roy_ being under a provisional register, of course had no hailing port; but the tyranny of ignorant officials was at that time almost incredible; it was no use to remonstrate, officials then had it all their own way. A bribe was what was wanted; but the captain, who was greatly enraged, defeated his object by lowering a boat and ordering the carpenter to take a paint-brush, and write after the vessel's name the words, "Of Belize, Honduras," the first three letters of the latter name being sufficient.

This completely disarmed the official; he had no power to make further inquiry.

The carpenter, however, being no great artist, the lettering was somewhat clumsy, and read something like "Balizehon," as already mentioned.

This the official mistook for Babylon, having probably never heard of Belize, but probably of Babylon, as some sinful town in the "ould counthrie," where shipmasters made rich; he accordingly reported at the custom house as having sailed down the river the "_Rob Roy_, of Babylon."

The more intelligent officials at the custom house, however, suspecting that there must be some devilry under this, at once telegraphed to the forts to stop the vessel until further inquiry, which was evaded by our slipping away from under the forts during the night.

Belize was a place of no great pretensions--a small settlement for the shipment of mahogany; this and dye-woods being the chief exports.

There was no wharf or quay of any size, and the vessels lay in a sort of bay, which was land-locked by a number of small islands or clumps of mangroves. The mahogany was floated down rivers and brought coast-ways to the place, and taken alongside of the vessels in small rafts.

In the small town there was some good stores, and some pretty, neat residences, where dwelt the merchants and principal men of the place.

Among the poorer or working class, if they may be so called, were a good many of the mixed breed, composed of White, Indian, and Negro blood, and of various complexions; but the greater proportion were of the old, half-spoiled, emancipated negro.

The place seemed to be thoroughly British, and the population seemed to get on very well in their own quiet way; and, although the town was in a rather low situation, with mangroves in front and thick forests to the back, it appeared to be tolerably healthy.

We discharged what freight we had for the place, which consisted principally of shingles; but I found that there was no market for the remainder of the cargo, the market being already glutted with American goods.

The great depreciation of American currency and the high standard of gold and silver in the United States, had been the cause of immense shipments of goods being made from the United States to the West Indies and other places, where specie could be obtained in payment.

As there was considerable risk and danger from Confederate privateers on the seas at that time, a great many American shipowners deemed it expedient to put their vessels under a foreign flag, generally the British flag.

To effect this the usual way was to procure a British subject to assume the ownership, or stand godfather, as it was called, and a bill of sale was made out transferring the vessel to him, and if the transfer was made within the United States, the British Consul granted a provisional register to take the vessel to a British port.

The British subject, or godfather, granted back to the real American owner letters or power of attorney to do what he pleased with the vessel, so that it often happened that some British subject--often a clerk or lad in a shipping-office--was nominal owner of several vessels.

As no vessel can be under the United States flag unless she has been built in the United States (or condemned in a United States prize court), and any vessel once transferred from the United States flag to a foreign flag can never be re-transferred, or again become an American vessel, and a provisional register holds good for only six months, it was necessary to send the vessel at once to a British port, to be entered upon the British shipping-list, and obtain a permanent register and official number.

The vessel was generally loaded with American goods, and despatched to some British port, where the goods were sold cheap for specie, and the vessel put under a permanent register, and that port then became the hailing port of the vessel. This was the cause of the West India market being at that time glutted with American goods.

There were several vessels lying at Belize which had recently changed their flags, and having obtained permanent register had discharged part of their cargoes, and were going to look for a market for the remainder.

From conversations with the captains of those vessels, I learned that a great number of American vessels had recently changed their flag and had been entered on the British shipping-list, the result being to add considerably to the number of British ships, and to reduce in proportion the number of American ships. I now understood the meaning of the remark made by the officer of the _Alabama_ in regard to the official numbers in the British shipping-list getting higher.

The vessel was surveyed, the permanent register made out, the official number and tonnage marked on the main beam, and the _Rob Roy_ was entered on the shipping-list as a British vessel.

A small quantity of light freight was obtained for Matamoras, and one passenger; and the vessel was cleared for that port, the two passengers from New Orleans continuing on board.

There was now a considerable change in the trim of the vessel.

The weight of the freight which we had discharged at Belize was but little compensated for by the freight which we had taken on board, and the vessel now drew less than four feet of water with the centre board up. This was very convenient, as it enabled us to get a short and easy passage out to sea through the shallow waters among the mangrove islets.

When we got out to sea the weather we met with was what is generally termed "fresh trades," that is, trade-winds blowing very strong, and a pretty high sea. The wind was about due east, and as we lay our course it took us about a point forward of the beam. This allowed the vessel a good "full," and she bounded over the waves at a rapid rate, and so lightly did she rise to the seas that she scarcely wet her decks.

I was very highly pleased with her sailing qualities, and, going up to old Frank, the carpenter, said, "Well, what do you think of her now, Frank?"

Frank shook his head, and replied, "A little bit off her masts, Mr. W., a little bit off her masts."

"Do you still think so? She don't roll even in this heavy sea; and see how quick she rises to the seas without taking a drop of water on board."

"She don't roll," said he, "because there is a good breeze to keep her steady, and she rises quick to the seas because she is light; but she is not the better of that, she rises too quick, and that strains her rigging, for it throws the whole weight of it back with a jerk; if she was deeper she would not rise so fast; she might take some water over her bows, but it would be much easier on her rigging."

"But shortening the masts," said I, "would not affect that."

"It would not affect her rising quick to the seas, but it would greatly ease the strain on her fore- and aft-stays. She parted her fore-stay last voyage, and that was the way the captain got that strong new fore-stay put on her before we left New Orleans."

It was just then four bells, and Frank had to go to take his turn at the wheel; and away he went, continuing to say as he went--"A little bit off her masts, Mr. W., a little bit off her masts."

The man who Frank relieved at the wheel was old Jimmy the Scotchman, who, having walked forward as far as the mainmast, and took off his sou'-wester, which, though perfectly dry, he by sheer force of habit gave a couple of switches downward to throw off the water.

"What do you think of that, Jimmy?" said I, about shortening her mast.

"Weel, it wad ease her a heap," said Jimmy. "When she is light this way the water has unco' little grip a' her, and when she meets a big sea she flees up on it like a dog louping a dyke, and when her bow jumps up so quick it sends the whole weight of rigging back wae a seg, and wae the rake of thae tall masts it's gae and sair on the fore- and aft-stays."

It was not long until we had proof that they were right, for just as we were to windward of the Island of Cozomel the fore-stay parted with a loud crack, and the vessel came up with the jibs fluttering in the wind. The main-boom came down with a sudden jerk, and the masts quivered as if they would have gone overboard.

Halliards were quickly let go and every sail taken in. The old fore-stay, which fortunately we had on board, was got up from the hold and bent to the fore-mast-head and the other end taken to the windlass and hove up taught, to act as a fore-stay _pro tem._, and the vessel hove-to under a single-reefed fore-sail.

Darkness having set in, the men worked with lanterns, as there was not much time to lose, the Island of Cozomel being close under our lee.

Fortunately the stay which had parted was a new rope, and had sufficient spare length to allow a long splice being made; this was done, and the stay again set up, and in a few hours we made sail again.

I mention this incident merely to show the peculiarities of the motion of a flat, light-draught vessel of this kind on a wind in a heavy sea.

I now saw plainly the truth of what the old seaman had said, and that, unlike a sharp, deep vessel, she did not plough through the waves, but bounded over them. This gave her a quick, pitching motion, which with such tall masts threw a very heavy strain upon her fore- and aft-stays, and that it was necessary for sea-going purposes to have her masts shortened. And I may here say that when this was done some time afterwards it greatly improved her sea-going qualities.

The wind continued fresh and steady, and we soon doubled Cape Catouche, after which we had the wind free on our quarter, and having now the Gulf stream in our favour we crossed the Yucatan banks at a rapid rate, and in less than six days from the time we left Belize we arrived off the mouth of the Rio Grande, on which river is situated the Mexican town of Matamoras.

There was nothing to indicate the existence of any port or city--a bare and barren coast, which stretched about north and south, off which, at a distance of about four miles, in the open sea lay at anchor a fleet of nearly one hundred steamers and sailing-vessels, of various sizes and descriptions, in different stages of discharging and loading.

The place was about 26° north latitude, and being about the edge of the trade winds; these were rather unsteady, veering from north-east to south-east, but, coming with one unbroken sweep of over one thousand miles across the Gulf of Mexico, brought a heavy sea from east to west, which fell with full force upon the exposed and unbroken coast. While the Gulf stream, flowing directly along the coast from south to north, crossed the wind and seas, and kept the vessels in a most uncomfortable position.

Most of the vessels had storm try-sails set, to keep their heads to the seas. This helped them so long as the wind held steady, but when that lulled or veered the current brought them into the trough of the sea, and many of them, having discharged their cargoes and waiting for freight, were so light that they rolled and tumbled so that their keels could almost be seen, and the heavy coating of grass and barnacles on their bottoms testified that they must have rode long at anchor.

As we threaded our way through this tumbling mass of shipping, our captain and several of the crew, who had been here with the vessel in the previous winter, recognized many of the vessels which they had seen at that time, waiting for freight, still in the same place, with apparently little difference in their stage of loading. Yet not one of these vessels had a single spar sent down to ease her at her anchors; they had to be in constant readiness to proceed to sea at a moment's notice, the great danger being the frequent northers which swept those seas with more or less violence throughout a large portion of the year.

These northerly gales meeting the current of the Gulf stream raised a tremendous sea, which made it impossible for a vessel to ride at her anchors, so that on the slightest indication of a norther the vessels raised their anchors or slipped their cables and stood out to sea; many of them being so light were often driven far to the southward, and it took them many days, and sometimes weeks, to get back to their anchorage.

On looking upon this fleet of what might be truly called ships leading an unhappy life, one could not help casting a thought as to what was the great attraction to the place; and, having got through the fleet, we cast our eyes towards the shore, about three miles distant, to discover the source of wealth supposed there to exist, or where the freight was to come from which was to load up so many vessels.

Between us and the shore there was an extensive shoal or sand-bar, over which the seas broke with great violence, and through which there was no visible passage even for our light-draught vessel.

Here we came to anchor to wait for a pilot to take us in over the bar.

We now surveyed the coast and supposed landing-place with our glasses; but we could discover not the least appearance of any houses or landing-place--only a coast and country as barren and dismal as it would be possible to conceive.

To the northward, near the coast, there were some sand hills, but in front and to the southward along the coast was a low stretch of sand wastes, and for miles up the country as far as the eye could reach there seemed to exist nothing but sand plains and some scrub brushwood.

Just about the termination of the sand hills, and between them and the sand plains, about half a mile inland, could be seen the masts of several small vessels, seemingly schooners, something of the same size and description as our own vessel, indicating that a river came down and entered the sea there, and near to them were some things like tents, and one or two small wooden shanties, and a great number of things that looked like black hillocks, but which were in reality piles of goods covered with tarpaulins.

The cause which attracted so many vessels to this place, and sent a boom of trade to Matamoras, at this time requires a little explanation.

The Federal forces had now crossed swords with the Confederates in the field sufficiently to know that they were not a power to be easily subdued by force of arms, and they saw the necessity of assailing their more vulnerable points, which was by blockading more closely their ports, cutting off their supplies, and crippling their resources.

The blockade, which at first had been rather inefficient, had now been greatly augmented, and every port in the Confederate States was strongly blockaded, and though some vessels did succeed in entering, the risk was very great; still as the Confederates found their resources to be giving out, the more indefatigable they became in their exertions and inventions.

A good deal of business had to be done by the Confederate Government through their agents abroad in regard to cotton bonds and other matters of importance, and a considerable amount of correspondence was necessary, for which there was no safe or convenient means of transmission.

The uncertainty and danger of it falling into the hands of the enemy precluded it being sent by blockade-running vessels.

The only outlet was through Mexico, a neutral nation, but almost entirely devoid of resources, having no regular inland postal conveyance, no safe or convenient seaports or harbours, and that part of it which lay nearest to the Confederate States was very thinly settled, and, with the exception of Matamoras on the Rio Grande, having neither towns, markets, nor roads.

The "Rio Grande," or "Rio Bravo," as it is sometimes called, is an exceedingly tortuous river about eighty yards in width, and varying--according to the seasons--from seven to nine feet in depth for about one hundred miles up from its mouth. On the right or Mexican side of the river is situated the town of Matamoras, about thirty miles from the sea, although to follow the windings of the river the distance would be about double that number of miles.

On the left bank or Texas side of the river, and immediately opposite Matamoras, is the town of Brownsville.

Between the Mexican town of Matamoras and the American town of Brownsville there was a ferry, and by this ferry was the only communication between the Confederate States and the rest of the world which was not blockaded.

The Rio Grande being a neutral river could not be blockaded; but, supposing it to have been practicable to have shipped goods in small vessels up the river direct to Brownsville, or shipped cotton direct from that place, any vessel bound to, or cleared from, that port would have been liable to capture on the open sea. Brownsville being declared a blockaded port by sea, though not against Mexico, it was therefore necessary to have all goods and correspondence passed through a neutral port. The amount of goods that were thus passed through Mexico, and the fearful labour and cost of such means of transmission, will give some idea of the importance of the blockade.

As regards correspondence, the nearest port from which correspondence could be sent by a mail route was Tampico, in Mexico; at this place the British mail steamer called once a month, and the Spanish mail steamer called once a month, thus making fortnightly mails from that place.

The distance from Richmond--the Confederate capital--to Brownsville was about 1,500 miles, and from Brownsville to Tampico about 270 miles. Very little of this distance was covered by railway or water conveyance, and over several hundred miles of it there were no roads at all.

But it was in the transmission of goods that the greatest amount of labour and expense was incurred.

On the whole of the eastern coast of Mexico there was not a single port or harbour, with the exception of Laguna in Yucatan, which would admit a vessel drawing over eight feet of water, and very few that would admit vessels drawing more than six feet. All vessels exceeding that draught had to ride at anchor in the open sea, and discharge and embark their cargoes by means of small vessels or lighters, which carried it over the dangerous bars when the weather would permit.

The port, or place of landing and embarking for Matamoras was in the river Rio Grande, near the mouth; but it was only small vessels drawing four and a half feet of water which could enter that river, on account of the shoal I have mentioned above.

The danger of loss or damage to the goods in crossing the bar in lighters was very great, and entailed a high rate of insurance. Besides the port charges the Mexican Government levied a duty of 12½ per cent. _ad valorem_ upon all goods imported, which must be paid before the goods were landed, and the latter even then lay on the open sand of the river bank, without any protection.

They had then to be carted over bad roads a distance of thirty miles to Matamoras, in order to be ferried to Brownsville. Here again the Mexican Government levied a duty of 12½ per cent. on all goods exported before the goods were allowed to cross the ferry. After paying a high rate for ferriage the goods were landed at Brownsville, and were within the Confederate States. They were still however over three hundred miles from any population, town, or market, the nearest towns of any note being Austin and Houston. Over this distance there was no formed road, and the goods were conveyed in ox teams across the plains, the time occupied being generally from six weeks to two months.

The exports in return for these goods, and also for implementing the obligation on cotton bonds, was cotton, which had to be conveyed out by the same route, pass through Mexico, pay to Mexico import and export duties, and undergo the danger of getting it out over the bar to the ships.

Notwithstanding all this labour and expense, the demand for goods in the Confederate States, and the still greater demand for cotton outside, was so great that the quantity of goods imported and cotton exported by this route was incredible. The heavy charges were never considered where money would forward the object.

The chief difficulty was in conveying the goods and the cotton across the plains between Brownsville and Houston, especially during the long droughts, which burnt up the grass and dried up the water on the plains, so that there was neither food nor water for the beasts, and they died in hundreds, and, I suppose, the track of the route across the plains might be traced by their bones to this day.

The cotton famine had produced a cotton mania, and the very name of cotton sounded like magic in the ears of speculators, and caused a general rush to be made in any direction where it was supposed to be obtainable.

Such was the cause of so many vessels being attracted to the mouth of the Rio Grande at this time.

It had been represented to me that very high inducements were held out for a light-draught sea-going vessel like the _Rob Roy_, which could cross the bar and proceed up the river direct to Matamoras, land her cargo, take in a cargo of cotton, and proceed direct to Havana, where there was a good market for cotton; and, as this would be a neutral vessel, trading between two neutral ports, she would be free from all risk of capture from either side.

It was with this object in view that I had come to the Rio Grande, but it was not long until I discovered that the prospects of an advantageous trade in that direction were entirely visionary.

[1] A name at that time applied to vessels which had changed their nationality from the American flag to that of some other nation.

Chapter III.

Communication with the Confederate States through Mexico--The cotton mania--The Brownsville route across the plains--Its difficulties and uncertainties.

Having anchored inside of the fleet of larger vessels and outside of the bar, we signalled for a pilot, and one soon came on board.

He told us that he could not take the vessel in over the bar until about ten o'clock next morning, when it would be high water, the tides here being very small--the rise and fall at ordinary tides seldom exceeding two feet, and only one tide in twenty-four hours, although they are often much affected by strong winds.

Having learned from the pilot that a steamer was going up the river to Matamoras that afternoon, and that the vessel must be entered at Matamoras, I decided to embrace the opportunity to go ashore in the pilot's boat, taking with me the vessel's papers, and after having a look at the place on shore, proceed by steamer to Matamoras.

By paying three dollars I got a passage ashore in their boat, which crossed the bar, entered the river, and proceeded up about half a mile, and landed at a place where lay several small schooners about the same size and class as the _Rob Roy_, and a number of smaller vessels under the Mexican flag, which acted as lighters.

This place was called Bagdad, but from what cause it got that name I do not know, unless from likeness to a port on a river flowing through a sandy desert.

I was very far from being favourably impressed with the place I had come to, but I had not much time to regard it closely, and was soon on the steamer proceeding up the river.

I had been wondering why these small vessels which lay near the mouth of the river choose to discharge and load their cargoes there rather than go up the river to Matamoras direct, as I knew that there was sufficient depth of water in the river for any vessel which could cross the bar; but as soon as I came to observe the nature of the river, and the way in which the steamer had to force her way up, the cause was explained. It would no doubt have been passable for them, and there was no official restriction, but the time and expense would certainly have exceeded any advantage gained.

The river flowing through a level country was exceedingly tortuous, and many of the turns were so sharp that the steamer, though of no great length, could not be steered round them, but often had to butt up against the banks, which caused her head to bound off and pushed her round, and by backing and repeating this several times, she succeeded in getting round the corners.

This showed that it would have been almost impossible to have sailed up, and none seem to have attempted it except some very small vessels, which worked up by the help of oars.

In about three hours after leaving Bagdad the steamer came in sight of Matamoras, and was quite close to it, but there was still about fifteen miles' sailing to do round by the crooked river before we reached it.

Having at length reached Matamoras, I sought out the office of the British Consul, with whom I deposited the register of the vessel and the crew list and a copy of the manifesto of the cargo; but he told me that although the vessel and cargo were consigned to me, that I could not enter the vessel at the custom house myself, and that it would be necessary--if I had no consignee--to get a custom-house broker to get it done, there being plenty of such in the place.

He had the address-cards of several English brokers in the place, one of which he handed to me.

This man, whose name was Westropp, and who called himself an Englishman, was very willing to transact the business, and went with me to the custom house.

The manifesto, which was vised by the Mexican Consul at Belize, was quite in order, and a "Form" for entry handed to the broker to fill up. In this "Form" there was a space for the name of the consignee, and the broker told me that it would require to be filled up by some name, though only for a form, and I might put down the name of any resident in the place--his own name, for instance, would do. I hesitated, and said that if it was necessary for me to have a consignee, I would have a merchant of the place. Whereupon the collector, who understood and spoke English, told me that if I was going to pay the port dues and import duties in advance, there was no need of a consignee, but the broker might put down his name to fill up the space, and show by whom the vessel was entered.

Having paid the duties and port charges, the receipt and permit to discharge was given to me.

I then asked the broker for an account of his fees, which he made out, charging me twenty-five dollars for his commission and trouble and ten dollars for stamped papers and extras, which I paid him, and took his receipt.

Finding that there would be no steamer back to Bagdad for some time, but that a coach would leave for that place on the following day, I employed my time in looking round the place and calling upon some of the merchants, with a view of ascertaining what prospects there might be of disposing of the cargo and obtaining a freight for Havana.

The whole town was enveloped in a cloud of dust. By the long drought the soil on the roads and streets had by the enormous traffic been ground into a fine powder, which covered them to the depth of several inches; this was whirled about by the wind in every direction, and as windows and doors had to be kept open on account of the heat, no place was free from dust. Men looked like millers, with clothes, hair, and beard saturated, so that it was difficult to recognize one from another. Horses and mules shook their heads to throw the dust out of their ears, while the dust adhering to their perspiring hides made them appear all of one colour.

Inside the houses and stores, beds, tables, and other things were covered with dust-cloths, which when the former were required for use, the cloths were carefully lifted by the corners and the dust emptied out.

I thought there must certainly be some strong inducement for people to live in such a place.

The houses were mostly of one story, none more than two, with flat roofs, and were all thickly pitted with bullet-marks, which seemed to have been made at different times, but most of them were the effects of an attack on the town not long previously by a revolutionary party, who had not succeeded in capturing it, but were repulsed by the troops and townspeople.

For this gallant defence an honourable appellation was bestowed upon the town by the then existing government, by the prefix of the letter H. to its name, and all official documents were headed H. Matamoras, signifying "Heroic Matamoras."

On my asking an old resident of the place whether there were many killed, as the marks on the houses seemed to indicate, he replied, "Oh, no! they are great people here for shooting the houses; they don't shoot the people so much."

On my inquiries among the merchants as to the state of business, the reply was the same from all of them.

They said that I had come at a bad time; there had been a great deal of business done lately, but it was now at a standstill. The transportations across the plains was stopped in consequence of the long drought, the water on the way being dried up, and the grass withered, so that there was neither water nor grass to support the beasts on the route; but they were looking forward to a good heavy rain, which would supply water on the way and cause the grass to grow, when trade would revive again.

I found that some of them who were expecting cotton from Texas, and were not bound to ship it by any particular vessel or agency, would prefer to ship it by small vessels, which could cross the bar and go direct to Havana, and save the delay, damage, and high charges for lighterage, and that I might get a freight to Havana if I could afford to wait until trade would revive again; but that depended on the weather, and the prospects were exceedingly remote.

The town was actually blocked up with goods; every place where merchandise could be stored was filled, and many of the inhabitants had let their houses for this purpose.

On the following day I returned to Bagdad. When I got there I found that the vessel had been safely brought in over the bar and lay with the other vessels at the river-bank, in a place safe and convenient enough for all purposes; but the prospect of a market for the cargo was cheerless in the extreme.

The immense piles of goods which had been landed from the ships lay wasting, and on most of them the enormous charges for lighterage, which had been laid on heavily, when added to the freight, port dues, and import duties far exceeded the value of the goods, and in many cases the owners had disowned and abandoned them altogether, leaving those who had made the charges to make the most of them. In fact, everything seemed to be in a state of chaos so far as regarded business, every one trying to grab what he could, and many schemes there were to make money out of the crisis.

Every small vessel that would do for a lighter had been brought to the place, put under the Mexican flag and converted into a lighter; now many of these were lying idle; a few of the most influential had formed a ring, and got this business into their own hands, and by that general unknown influence managed to keep out others, controlled the business, and kept up the charges.

One enterprising Yankee brought to the place a large number of tarpaulins, off which he was reaping a harvest by hiring them out at a dollar each per night for covering goods and other purposes.

Restaurants were conducted under tarpaulins spread over poles, and rough wooden sheds hastily knocked together were used as grocery stores and rum mills, as they were called.

Men employed on lighters and as labourers were paid at the rate of four and five dollars per day, and there were gamblers in abundance ready to divest them of their earnings.

Diversities of fortune were rapid and sudden, some made rich harvests, others lost heavily. I cannot say, however, that lawlessness, riot, or violence to person existed to any extent. The Mexican authorities maintained peace and good order in that respect, and let the trade go on. They took care to exact their moiety in duties and charges, and a rich harvest they made.

I saw all this, but I knew of no other port to which I might go where there was the slightest chance of selling the cargo or getting employment for the vessel, and it was evident to me that whatever might be the loss there was no other course open for me but to lie still and keep my cargo on board, and wait to see if trade would revive again.

I found myself in a very bad and almost ruinous position, for the expenses of the vessel and wages of the crew were going on. I was, however, thankful that I had the vessel for an asylum and as a safe store for my cargo, for I knew that if I landed it here it was certain to become the prey of sharpers.

Even on board it did not seem to be so well protected from this class as I had imagined, for in the course of a few days who should come on board but Mr. Westropp, the broker, claiming to be consignee of the cargo on the strength of his name being entered as consignee in the bill of entry, and asserting that if I did not turn over the cargo to him I must pay him four per cent. as commission on the total value of the cargo.

He had no doubt been actuated to attempt this trick by seeing the many acts of extortion practised upon strangers by sharpers in the general confusion of business.

Such acts, however, were confined mostly to the foreign colony at Bagdad, at the mouth of the river, and among themselves; but this was an act of which the Mexican Government would take cognizance, and on the case coming before the court at Matamoras, the judge nonsuited him and ordered him out of court as a "Chevalier d'industrie," and his license as a broker was revoked. The affair, however, cost me some trouble and expense. Whilst I was at Matamoras attending to this case I became aware of a transaction of a different nature, by which one of the many Confederate officials--who within the limits of the Confederacy acted with rather high hand--was clearly outwitted.

In the large amount of cotton which at this time was brought across the plain out of Texas, it was necessary that each lot of cotton should have a particular mark and number, and its weight shown, to facilitate its passing through the Mexican Customs; and the owner proved his property by producing a bill of sale, corresponding to the marks, numbers, and weights. About this time the Confederate exchequer in the Texas district was getting low, it was resolved to replenish it by purchasing a large quantity of cotton and getting it shipped from Mexico by way of Brownsville and Matamoras. It was purchased by what was called pressing it, that was by forcibly taking possession of it on the plantations and paying the owners in Confederate money, or by a warrant on the Confederate treasury at a price fixed by the Government.

The price allowed was high, and would have been very acceptable to the planter had the money or warrants been good. Of course some had great faith in the ultimate success of the Confederate States, and accepted it readily enough. Others had grave doubts, although they dared not express them openly, but they generally tried, if possible, to sell their cotton at a low price for specie or try and convey it to Brownsville on their own account.

But the great difficulty was the long route across the plains, and then they required a permit from the Government to allow it to go out of the country by crossing the ferry from Brownsville to Matamoras.

The men appointed to carry out this business belonged to what was called the "Cotton Bureau"; many of them were young men holding commissions in the army.

They were generally of the stay-at-home class, and had got these appointments by favour, preferring this kind of duty to taking part with the army in the Held. They were often pompous and overbearing, and endowed more with a sense of their own importance than business tact or discretion.

Their duty in this instance was to take possession of cotton on the plantations, and mules to carry it, and give the owners receipts for it. Many of these officials, fancying themselves armed with absolute power, were not particular about what cotton they seized, but took that which was most handy and could be conveyed to Brownsville with the least trouble.

It so happened that an English agent had been into Texas with a large amount of goods, which he had sold, and bought cotton with the proceeds. This cotton he had proceeded to convey across the plains, but had only got a short part of the way when the teamsters refused to go further till rain would fall and give water for the cattle to drink on the way. No such obstacles were allowed to be thrown in the way of the Government cotton in charge of those officials; it must proceed although a mule or a yoke of oxen should die every half-mile--they had only to press more into service. One of these officials seeing the cotton belonging to this agent, thought it exceedingly handy, and took possession of it. The owner protested, but to no purpose. The official said the cotton was required for the public service, which was paramount to all other rights. He threw him a receipt, and told him to go to the office at the Cotton Bureau, and he would be paid--in Confederate money, of course. He then seized mules wherever they were to be had, and proceeded with the cotton towards Brownsville. He at length reached that place after strewing the route with dead mules and oxen, and boasted loudly of his feat.

Being, as he represented, Government cotton, there was no difficulty about a permit to go out of the country, and it was soon crossed over the ferry to Matamoras.

In the meantime, the party who owned the cotton had been keeping out of sight, but cautiously watching his progress, and as soon as the cotton was crossed to the Mexican side he put in an appearance, and going up to the official, with the bill of sale in his hand, he thanked him for his assistance in bringing the cotton across the plains, but told him that he need not give himself any further trouble as he would now take charge of it himself.

The official fired up, and demanded to know what he meant, but the owner of the cotton pointed across the river to Brownsville, and said, "You had it all your own way over there, but I will have something to say here."

The light now began to dawn upon the official, who seemed to have imagined the power of his commission and authority unlimited, and had never thought it would be affected by the crossing of a small ferry, when an old Texan, standing by, who had been disgusted with the military tyranny in the Confederacy, and had taken refuge on the Mexican side, turned towards the official, and said, in a provoking tone, "Ah, Mr. Ballroom Buttons, that old ferry-boat has shaved your hair off"--referring to Samson deprived of his strength.

The officer, still placing faith in his commission and orders to impress cotton for the benefit of the public service, appealed to the Mexican authorities, but they could recognize no other title to ownership than the bill of sale corresponding to the marks and numbers on the bales.

The agent had thus got his cotton conveyed across the plains very handily; but how the discomfited official reported to his superiors I do not know.

I need not take up the time of the reader with any further accounts of this place, but return to my own position, which was every day becoming more and more straitened.

The other vessels which lay near us were mostly in charge of captains acting for owners in other parts of the world, and they were waiting for freight or orders. They had reduced expenses by getting rid of their crews, with the exception of one or two, including the cook, and they took matters easy.

Some of them expressed their great admiration for the _Rob Roy_, and said if she belonged to them they would soon know what to do with her, meaning that she was most admirably adapted for running the blockade into the Texas ports. I said I would be very glad to sell both vessel and cargo if they desired a vessel for that purpose. But though I found plenty of both seamen and merchants who would like to buy her for that purpose, their terms as to payment did not suit me. They offered a large price, provided I would accept bill or bonds, on the vessel in payment, but none were prepared to come down with the ready cash, and as this offer threw the risk upon me, and the chance of loss of all if the vessel was captured, and all the profits to them if she went free, I declined the offer.

Since we had arrived several small vessels had arrived in the river, most of them from the New England States or from British America, but all bearing the British flag. One of them had been out over fifty days, and had got short of provisions, and she had been boarded by the _Alabama_--some three weeks after the latter vessel had boarded us--who supplied her with some provisions.

A small schooner also arrived from Texas with a cargo of cotton. She had run the blockade out of Brazos River, and put into the Rio Grande as the first neutral port. With her captain and owner, Captain Shaeffer, I had some conversation about the blockaded Texas ports.

Captain Shaeffer soon after bought one of the newly-arrived schooners, a beautiful, swift-looking vessel, and sailed for the Brazos River again, but was chased and run ashore, where he set fire to his vessel, and she was burned to the water's edge.

After laying here for about six weeks I found no alteration in the state of matters--for the better, at least; and as the revival of trade was said to depend upon the weather, and a supply of rain to make the grass grow, the prospects seemed rather remote, and I began to fancy myself in the position of the horse which died of starvation while waiting for the grass to grow.

News had also arrived of the fall of Vicksburg and Port Hudson, and this rather cast a damp on the trade ma Brownsville and Matamoras, as it gave the Federals the command of the Mississippi River, and cut off the communication between Texas and other parts west of the Mississippi River and the other parts of the Confederacy.

Having already had a sufficient share in the strife between the North and South, I had no desire of getting mixed up in any way on either side; but the position in which I was now placed was becoming desperate, and it was plain that I must make some movement.

The Federal Government of the United States had now fully determined to stop or cripple, at least, the trade which was being carried on through Mexico by way of Brownsville.

To effect this they had recourse to some acts which were supposed to involve questions of international law.

During the time we lay here, there was seized, at her anchorage off the mouth of the Rio Grande, a large British steamer called the _Sir William Peel_, which had just completed loading with cotton.

On what grounds she was seized I never learnt exactly. I heard various reasons assigned, one of which was that she had on board a large quantity of cotton which was the property of the Confederate States. It was also reported that orders had been given to the Federal cruisers to overhaul and search vessels at sea, and seize and detain any to which suspicion might attach, whether they were within the limits of the blockaded ports or not. This order, whether given or not, their naval officers did not fail to carry out to the full extent, and many vessels, British and others, were overhauled and seized, although several hundred miles from any blockaded port.

It was supposed that the British at least, who were generally so prominent in maintaining their rights and supremacy on the seas, would take some action in the matter, but although careful notes and depositions were taken of each case any immediate action did not seem to begin. Of course it was not to be supposed that the British Government would make a formal demand, or rush into an international controversy about every little vessel carrying the British flag, which might get itself into trouble, but there were instances of greater importance, such as the case of the _Sir William Peel_ and others, against which there seemed to be no just grounds for seizure, and the apparent apathy of the British Government caused a good deal of astonishment, especially to those connected with trade, in that part of the world. There was one reason which I heard assigned for this apathy which I was inclined to credit, as under it lay considerable diplomatic strategy, international law being based and maintained very much upon precedents.

There had been some important questions long pending between Great Britain and the United States, one of which was the right of searching neutral vessels at sea by belligerents in time of war. The maintenance of this right by Great Britain was one of the chief causes which led to a war between the United States and Great Britain in 1812, but the peace of Europe in 1814 having removed this grievance for the time made the question of less importance. And the "Treaty of Ghent" between Great Britain and the United States was concluded in the same year without the question being definitely settled, and it therefore remained in abeyance.

In the long interval of peace which followed, each nation continued to hold their different views on the question.

During the Crimean War one or two trifling events occurred, or were said to have occurred, which brought out some articles in the American newspapers, strongly condemning the action of some British war vessels, and stoutly maintaining the doctrine that the flag should cover the cargo; but nothing of importance happened until the breaking out of the Civil War in America, when the Federal Government at Washington, acting upon the doctrine maintained by the British Government, turned it to its own account and advantage, and stopped on the high seas and boarded the British mail steamer _Trent_, and took off two passengers, Mason and Slidell, the accredited Commissioners from the Confederate States to the Courts of Great Britain and France respectively. The indignation of the British nation, and the prompt demand for a disavowment of the act, and the immediate delivery up of these men under a threat of war is well known.

The position of the United States was somewhat difficult, but Mr. Seward, who at the time was at the head of the Cabinet at Washington, endeavoured to contrive out of the event the settlement of the international question. So he therefore, in reply to this demand, addressed to the British Minister a voluminous communication, going fully into the question of the right of search of neutral vessels, and readily agreeing to give up the men, with congratulations to both nations, that the vexed question was now definitely settled.

The reply of the British Minister was remarkable for its brevity: it was that he would be prepared to receive the ministers.

While Mr. Seward was most likely congratulating himself on his master stroke of diplomacy, the nation at large was stung with humiliation, and enraged at what they considered Great Britain taking advantage of their position to make an imperious demand, and still more the damaging results to them which might accrue through the influence of the wily commissioners in France and Britain, and the advantage which might be obtained by their enemies the Confederates, who only required free intercourse and supplies to make them a very formidable power.

Meanwhile the Confederates were receiving considerable aid through means of blockade runners and the Mexican route, and the clamour for more vigorous measures to put it down was supposed to have been the cause of President Lincoln giving the orders I have referred to; and as the carrying out of such orders, after the _Trent_ affair, would completely nullify any precedent which would arise out of that case, it was supposed that Britain would not be over-ready to interfere.

It was after reflection, and with a knowledge of the state of matters before me, that I began to consider whether this so-called legitimate trade with the Confederate States through Mexico, or the more dashing and desperate trade through the blockade, was the most tempting.

Blockade running was not regarded as either unlawful or dishonourable, but rather as a bold and daring enterprise. It was no surreptitious breach of any law, but merely defiance of a barrier placed and maintained by no other right than by the force of arms; and those who attempted to brave it did so at their own risk, subject by the laws of war to be fired upon, their vessel sunk or captured, themselves drowned, killed, or wounded in the course of the capture, but that was the extent of the liability.

They had broken no law, and no charge for such could be brought against them, and no punishment beyond confiscation of the vessel and cargo.

It was simply an act of war, subject to the laws of war, and to me who had little or no knowledge or experience in the mercantile line it was much more congenial than the extortions and deceitful wheedling and trickeries of the _legitimate_ trade.

I soon came to a conclusion, and determined, if possible, to stake my fortune in making the attempt.

Chapter IV.

No prospect of business--Reduced to straits--Resolve to try a bolder venture--A new captain and crew shipped--Captain J.--A word of warning as to him--Departure for the blockaded coast--Arrival in Texas, but not unscathed.

My mind was now set upon making the attempt, but there were many obstacles in the way.

My present captain and crew I could not expect to engage with me in this business; they would therefore have to be paid off, and the amount of their passage to New Orleans paid to them, and a new captain and crew for the purpose would have to be engaged, and they would have to get an advance as customary in blockade running.

I may here say, that the wages paid to seamen and officers when running the blockade was at the highest rate of ordinary wages, and, besides this, there was a bonus for the trip, varying from 100 dollars to 500 dollars, according to position and the nature of the trip. One half of this bonus was paid in advance, the other half when the voyage was successfully terminated.

Besides this advance to the crew, there would be export duties on the cargo to pay, and a good outfit for the vessel, in the way of provisions and other stores, such as cordage to make everything sufficiently strong to stand crowding of sail, or to replace anything if carried away or cut by a shot.

As this would require more money than I could command without selling the cargo, and, as there was no possibility of obtaining a loan on any terms, I concluded to accept an offer which had been made to me by a gentleman at Brownsville.

This offer was by no means an advantageous one, but it was the best that had been made, and about the best I could do under the circumstances.

It was that I should sell to him one half of the vessel and cargo for a certain sum. He to pay me one fourth of this sum in cash, and the balance in four months or after the first voyage was made, he of course paying half of the disbursements of the voyage.

The first voyage was to be through the blockade into Texas, and the cargo consigned to a merchant in Houston, who would furnish in exchange a cargo of cotton, and he would appoint a man to go in the vessel as a supercargo to represent him and his interests.

In this agreement it will be seen, that the risk fell almost entirely upon me, but the vessel and cargo were put at a pretty high value.

The principal object now was to get a suitable captain and crew, and this was a matter of much difficulty. I would have undertaken to navigate the vessel myself, if I could have got a crew, but no crew would engage to serve under me in such a dangerous service, from the notion that I was not an experienced seaman.

Several of the masters of the vessels alongside had expressed to me their desire and ambition to become master of a blockade runner, but somehow when it came to the point there was hesitation, and something always came in the way.

When I paid off my old captain and crew, one of the latter, named Ned, the most intelligent and best seaman among them, offered to go with me as mate, if I would take the command myself. This I would have done, but I found it impossible to get a crew.

In the meantime a captain of a barque which lay outside of the bar waiting for cargo called upon me. He said that his mate, whom he had engaged at New Orleans, had a great desire to become master of a blockade runner, and, that situated as his vessel was, he had no wish to stand in his way if a chance offered. He also said that for several reasons he gave me, he wished to reduce the expenses of the ship. He could, therefore, spare the mate if he wished to go, and even one or two of the hands.

I asked him about the mate's character. He said that he had not been very long with him, and could not say very much about him, but had nothing against him, and thought he would be suitable for my purpose. I was very wishful to get away from the place, and had few men to choose from, and I desired to see the man.

On the following day the mate came to see me. He was a stout, powerful built man, a native of Cork in Ireland, but had been some years in New Orleans. He looked like a sober man, and had rather a gentlemanly address. On entering into the subject with him, he gave me very good reasons for his desire to engage in the business, and seemed to understand what would be required of him.

I engaged him, and he promised to join the vessel on the following day, and to bring one or two hands with him.

My new captain, whom I will call Captain J., joined the vessel as arranged, and brought with him two men; but very shortly after he joined, my former mate, Ned, declined to proceed in the vessel, and asked as a favour for his discharge. He did not ask for his passage to New Orleans but only wages, which I paid him. I pressed him for his reasons for leaving the vessel, but he would give no other reply than that he would have gone if I had taken the command myself.

Captain J. then said there was a young man on board of the barque who had a great desire to get on. He was a most active and able seaman, and understood most thoroughly all the practical parts in the management of a vessel. Although he did not know anything of navigation, but he would make an excellent mate if I would engage him.

As I knew I could navigate the vessel myself, if anything happened to the captain, I agreed to this, and the young man joined the vessel as mate.

Two other men and a cook were picked up, and new articles drawn out and signed by the men.

In running the blockade it was not the custom--when it could be avoided--to clear for the blockaded port, but for some port beyond, or in the direction of the blockaded port. This was to facilitate the clearance, but it did not make the voyage any safer, as the Yankees took note of every vessel which had run the blockade, and would seize her no matter what port she was cleared for, if she was any way for the direction of a blockaded port.

In this case the _Rob Roy_ had not yet run the blockade, and I cleared for New Orleans, intending that place as a back door and as a last resource, to go there, if we found we could not get into any of the Texas ports, and while we were on the direct course for New Orleans, we would sail past the blockaded Texas ports, and run in if a chance offered.

About the time the crew were got on board, some cases of yellow fever were reported at Bagdad, and as it was always best to get a new shipped crew out of harm's way, a pilot was engaged, and the vessel taken out over the bar and anchored in the open roads. This was near the end of August and there was scarcely a breath of wind.

I went up to Matamoras to get the clearance completed, and whilst I was there I called upon a gentleman--a Mr. B.--whom I had been acquainted with in New Orleans, and whose wife had lately come from that city to join her husband in Matamoras.

Mrs. B. said she had been wanting to see me, and asked me about the man I had engaged as captain. If I knew much about him? I said I did not. She said she had come as passenger from New Orleans on the barque on which he was mate, and she rather thought I had committed an error in employing him; however, she said she might be mistaken, but she would advise me to be on my guard.

This was not very pleasing news to me, knowing as I did, the arbitrary powers which were vested in captains of such vessels in these parts at that time, and it was a very difficult matter to change a captain.

I thanked her, however, and said I would be on my guard, wondering if the captain of the barque had recommended him to me because he wished to get rid of him, and whether this was the cause of Ned's desire to leave the vessel, as it was evident that he knew something of Captain J.

It also turned out that the young man whom Captain J. recommended to me for mate was his own brother-in-law, but this was natural.

When I got back to the vessel, I found all pleasant enough. Mr. P., the person appointed by my partner to act for him, had joined her. The captain had been mostly on shore, but the mate had been very industrious in overhauling the rigging and getting everything in order and ready for sea.

After lying here about a week, during which it was nearly a dead calm, a light, steady breeze sprang up from the south-east, and we set sail.

About two days after leaving the Rio Grande, Captain J. was taken seriously ill with fever, and it was supposed that while on shore the few days before leaving, he had caught the yellow fever at Bagdad.

Myself, Mr. P., and some of the crew, having already had that disease, were in no danger, but those who had not yet had it were warned to keep forward.

After the captain was laid up, having instruments of my own, and knowing the rates of the chronometer, I took charge of the navigation of the vessel myself.

The mate did very well in handling the vessel, but he was a little proud of his position, and somewhat pugnacious and tyrannical with the men, except those which had come with him from the barque.

I soon observed that there was a division among the men; the two which had come from the barque were of one party and were hand and glove with the mate; the other two picked up at Matamoras were by themselves and kept quiet.

The cook--a burly Englishman with a broken nose--who delighted in the sobriquet of "Chesshire Bob," was neutral, delighted in his grog, and when he got that on board he cared neither for the mate nor any one else.

I had learned before leaving the Rio Grande that there was no war vessel constantly anchored off the mouth of the Brazos River, but two very fast sailing vessels cruised off the mouth--the one a barque, and the other a three-masted schooner, both armed with long-range guns. Whilst about eight steam vessels, frigates and gunboats, were anchored off Galveston, one of which took a cruise every day along the Texas coast to the westward.

We had been out five days tacking against the light head winds, and I found our longitude to be about ten miles west of the mouth of Brazos River. We had just tacked off shore and were standing out to sea again, the weather was a little thick and there had been a light squall and a shower of rain. When that cleared off there suddenly appeared a sail to the eastward and from the quickness of her motions it was easy to see that she was a man-of-war. To think of keeping out of her way was useless, I accordingly ordered the vessel to be kept on her course, hoisted the colours and luffed up a little, to meet the war vessel as if desirous to speak.

She was a three-masted schooner and bore quickly down upon us, and ordered us to heave to.

We luffed up and hauled the jib to windward. She passed under our lee, and rounded to with her guns bearing upon us. She hailed us.

"Where are you from?"

"From the Rio Bravo," answered the mate.

I told the mate to stand aside, that I would speak to them.

"How can you be from that river and it blockaded"; but before I had time to reply another voice cried out--

"How much cotton have you got?"

"We have no cotton," I replied.

"You have come out from Brazos River and have no cotton. How is that?"

"You have mistaken the name," said I. "We are from the Rio Bravo in Mexico, better known as the Rio Grande, and bound for New Orleans with part return cargo."

"I must board you," said the officer.

They were soon alongside; the whole boat's crew jumped on deck, and the officer came aft.

"You will want to see our papers," said I.

"Yes," said he, "and your cargo too."

The hatches were taken off, and the men went down and inspected the hold, and reported to the officer what cargo was there.

The officer put some questions to me about the cargo. I said I had bought it at New Orleans about three months previous, and had been on a trading voyage to British Honduras and Mexico, and had sold part of it and was returning to New Orleans with the remainder.

"Are you the captain," said he, quickly.

"No, I am the owner. The captain has been taken seriously ill about three days ago, and as there were several cases of yellow fever at the Rio Grande, I fear it may be that he has got; therefore I am in no hurry to get to New Orleans until he has fairly recovered lest we might be put in quarantine."

"But you can't have a clean bill of health from the Rio Grande if there is yellow fever there."

"We have," said I, "from the town of Matamoras, but it was after we got our clean bill of health that it broke out, at Bagdad, at the mouth of the river; we lay seven days' outside of the bar waiting for a wind, and the captain was on shore during that time; but if you will come down to the cabin I will show you our papers."

He came down to the cabin and saw the captain sick in his bunk. He glanced hurriedly over the papers, and said he would not detain us longer, ordered the men into the boat and took his leave, and the vessels soon parted.

What they might have done had all been well with us I do not know; but I could see plainly that they did not care to have much to do with a vessel which had a case of yellow fever on board.

The same evening it came on a heavy gale from the south-east, which caused us to heave to, and we were hove to for about thirty-six hours.

When the gale moderated, and it became clear, I found that we had been driven to the southward and westward about thirty miles.

From the strong current setting to westward caused by the gale, and the very light south-easterly winds, the beating up to eastward again made but slow progress, and we had got to about ten miles west of the Brazos River, and about twenty-five miles off the coast, when daylight broke upon us in a dead calm; and there, about four miles to the south-westwards, lay our friend the three-masted schooner, which our men had learned from the boat's crew was named the _Kittitinie_.

She lay becalmed and helpless like ourselves, but it was not long before a boat was seen making towards us, and in a short time the boat was alongside with an armed crew.

"What! is this the _Rob Roy_ again?" cried the officer.

"It is," said I.

"Why are you still hanging about here?"

"We were driven back about thirty miles in that gale and we are now working our way up again, and I wish to make the fleet at Galveston, to get some medicines, that is, if you can't supply us. It looks like a clear case of the yellow fever that our captain has got, and if I had the right medicine I could cure him."

"What kind of medicine do you want?"

"Lobelia," said I.

"I am afraid we can't supply you," said he, "but I have no doubt you will get it at the supply ship at Galveston."

The men had had a long pull in the boat and the morning was hot. They seemed inclined to rest a little before they started on their way back. I asked them to come on board, but they declined, and after a friendly chat they started back to their vessel.

The officer seemed a very good fellow, and somehow I felt half ashamed of myself to think that I was playing rather a deceitful part with him, and it was scarcely up to the ideal of blockade running which I had pictured to myself, and I had a strong inclination to go straight on to New Orleans.

Still I consoled myself with the reflection that I had told him no untruth; my plan was to clear for New Orleans and sail for that port, and if I saw on the way a chance of putting into any of the blockaded Texas ports to do so; but failing that to continue on to New Orleans, and it was still undecided which I should do.

He took my word for nothing, but examined everything for himself. It was certainly a case of yellow fever with the captain, although of a mild type; but as this often makes fearful ravages among ships' crews, it was prudent that they should hold aloof from our vessel.

It continued a dead calm all day, and the two vessels lay helpless with sails flapping in sight of each other.

I would rather they had been a little farther apart, as some of the men in the boat had said, while in conversation with our men, that they thought we were worth watching; and I was satisfied that they were still keeping an eye upon us.

In the Gulf of Mexico, especially near the coast, the currents are strong and very uncertain. Owing to eddies in the Gulf Stream and changes of the wind, they are much affected by heavy gales, and generally continue in the same direction of the gale for several days afterwards.

When a vessel is lying becalmed it is almost impossible to tell which way the current is setting, or whether there is any current if there is no soundings, land marks, or other fixed object, as everything goes the same way.

In this case I was wishful of knowing whether we were losing ground and drifting to the westward in the same direction as the late gale had blown, and there was no difficulty in the way as I saw by the chart that we were in soundings. We accordingly let down the lead and found bottom, and on paying out more line I found that we were drifting rapidly to the westward and of course the war vessel must be doing the same.

As we dragged the lead along I conceived the idea of slightly checking our drifting and allow the war vessel to drift away from us, and thus increase the distance between us without exciting suspicion.

We had on board two sets of old throat halyards, and getting an old piece of chain about thirty pounds weight, made fast the rope to it and let it down to the bottom, I knew that this would retard her drifting considerably, and I soon saw that it did as it brought her head to the current. She still drifted, but less rapidly, and to avoid any suspicion of being anchored, we kept shifting the rope to different parts of the vessel, causing her to swing broadside on or anyway, as she was doing before and as the war vessel herself was doing.

By sunset we could plainly see that the distance between the vessels was considerably increased.

The calm continued, and as soon as it darkened down, we got another rope and let down another weight, so as to anchor her completely, and as there was not a breath of wind throughout the night when day broke the war vessel was out of sight.

Throughout the whole of the following day it continued a dead calm, and we remained stationary, and getting a good observation I was enabled to determine our position minutely, and found we were about thirty miles S.S.W, of the mouth of Brazos River, and with anything like a good breeze we could make it easily in six hours; and we knew that the war vessel must be a good long way to the westward, and it was almost impossible that she could get up in time to intercept us.

We knew that there was another war vessel, a barque, but she generally kept further out to sea, and it was probable that during the calm she might have also been carried to the westward by the current.

Nothing could be more favourable for us now if we had only a breeze, but it continued calm until sunset, when a breeze sprang up from the south-east, and the opportunity had come.

The whole coast being level prairie, and the line of beach being unbroken, there was no conspicuous landmarks to mark the mouth of the river, and it was a little difficult at sea to make it out, and no one on board, with the exception of Mr. P., had ever been there. He had been sea sick nearly all the time, but was now a little better, and we depended upon him to point out the mouth of the river.

There was a sand-bar as usual off the mouth of the river, the channel through which was somewhat crooked, and required a pilot. There was a pilot at the place who could take over at all times vessels drawing six feet of water or less, but it would be impossible to get him during the night.

It was, therefore, resolved to run in and get within four or five miles of the coast about daybreak, and when the mouth of the river was made out we could make for it.

The great object was to make a good landfall, as a bad landfall often proved fatal to blockade runners.

We took in the upper sails, put a reef in the mainsail and foresail, so as to run in under easy sail. This would time us better in making our landfall, and also make us less easy to be seen from a distance. This done we got in our temporary anchors--which were already dragging by the breeze--and proceeded, keeping a good luff, to allow for the leeway made by shortened sail, and also to keep us well to windward of the mouth of the river.

Just before daybreak we found we were in seven fathoms of water. This was well, and just as we wanted, and we kept on.

[Illustration: A UNITED STATES GUN-BOAT.]

When daylight broke the forts, which had been recently erected at the mouth of the river, could be plainly seen about five or six miles distant, and we were well to windward of them, but the breeze was light, and there was a slight haze over the water. No vessel was in sight.

We shook the reefs out of the mainsail and foresail, and was getting nearer to the forts, with all eyes turned in that direction, when the haze lifted, and the alarm was given of a steamer to the eastward close on.

Sure enough, about four miles to the eastward was a gun-boat bearing down upon us, and before we had gone much farther there was a gun from her warning us to heave to. The shot, however, fell a long way short of us.

With the exception of myself no one on board had had any experience in that sort of thing, and the men looked at me and hesitated.

I told them there was not the least danger. From the distance the shot had fallen from us, it was impossible they could hit us before we got out of their reach. We were about the same distance from the forts as the gunboat was from us, and they would not venture to come much nearer the forts or into the shallow water, and I suggested to the mate to set the maintop-mast-staysail and gaff-topsail; and we would soon be beyond their reach.

Just then another gun was fired from the steamer, which came much nearer to us, but still fell short. This was followed by several others, one or two of which came pretty near us, and the crew were hesitating a little, when I was rejoiced to see the pilot's little boat dancing on the tops of the waves a short distance ahead. This reassured them, and we steered straight for her, and soon had the pilot and his man on board, and their boat towing astern.

The pilot was the very personification of an old, weather-beaten tar. He was an Englishman, and was exceedingly proud of his nationality. He wore a sou'wester, and his weather-beaten face was ribbed like the sea sand, and a grizzled beard curled round his mouth in round tufts exactly like barnacles, and he might well be called an old man of the sea.

When he came on board he immediately ordered the gaff-topsail and main-topmast-staysail to be set, and directed the steersman; then, addressing all hands, he said: "I am pilot here; all vessels while crossing this bar, or under these forts, are under my command. My name is Lyon; I am Lyon by name and lion by nature; the British Lion they call me here, so now the British lion has got you in charge, and you are out of all danger."

We were, however, not quite so sure of that, the wind had got very light, and though the upper sails had increased her speed, her progress was not very great. The gunboat was still approaching and continuing to fire, her shot coming pretty close up, the pilot assuring us that she could come no closer in.

We had just entered the channel of the bar when a recochetting shot, after striking the water several times, and sending the spray all over us, struck the vessel under the counter, about the water-line.

Is she making water? was the question. No appearance of water. All right.

We now saw the gunboat haul off and stand out to sea again, the breeze freshened a little, and we soon crossed the bar and were into the Brazos River.

The pilot said that the orders were that no vessels should lie near the forts, and that he would take us about three miles up the river, where we would be hid by the woods.

Of course there was a good deal of excitement at getting in; all hands were of course elated. Some people on the banks of the river were waving their handkerchiefs by way of congratulation, and the pilot, who was the hero of the hour, replied to them by setting forth how that the British lion had brought us in in defiance of the Yankees and their guns.

I now imagined that the worst of my troubles were over. I little thought my troubles were just going to begin.

For some distance up from the beach there was no trees, and the river flowed through an open prairie, but about three miles up from the mouth the forest began.

As we got near the woods the wind became very light, but it blew nearly fair up the river, and a bend in the river caused us to change tack by jibing.

Very shortly after changing tack we found that the vessel was leaking very badly, and on examination we found that the water was rushing into her hold.

The shot had struck the vessel on the starboard side, and she being then on the starboard tack, the list which she had to port, kept the shot-hole above water, but as soon as she went on the port tack the list to starboard, small as it was, brought the hole down to the water-line, and the water rushed in, and as she settled deeper it came in faster.

The pilot knew of a shallow part on one side of the river where there was a sandbank, and on to this the vessel was run, not a moment too soon, as her hold was nearly half full of water, and she was settling down fast.

She was now careened over so as to get at the damage.

The ball had not gone through her, but being spent in its force, and coming in a line nearly fore and aft with the vessel, it had struck her in a slanting direction, splintering the plank, denting one of the timbers, and glancing off.

A quantity of tarred oakum was stuffed into the wound, and a piece of strong tarred canvas nailed securely over all, and the leak stopped.

The pumps were now set to work, and in a few hours the water was pumped out and the vessel floated off the bank.

It was now late in the day, and we moved to a suitable part of the river, where we made fast to the bank to lay up for the night, and give the crew some rest, of which they stood in need.

We had to proceed up the river about thirty miles to a place called Columbia, which was the port of the Brazos River, and from which place there was a railroad to Houston.

I now settled with the pilot, paying him his pilotage, and presenting him with a bottle of rum and a little coffee, which greatly pleased the old man, as such things were now great rareties in the Confederate States. He said it would remind him of good old British times. He added that he had served in the British Navy some forty years previous.

He took his leave, telling us to be of good cheer, that the British lion was with us, and we would soon recover, in spite of the Yankees, all the damage done by that shot.

I now began to survey the amount of damage done to the cargo, and found that several large cases of matches were entirely destroyed, several small chests of tea, a good many sacks of coffee--the latter an article highly prized and in great demand. The rest of the cargo, consisting of barrels of salt pork, crates of earthenware, nails, and ironmongery, was not much damaged, but the loss was considerable, straitened as I was in circumstances.

Of course such a thing as insurance on either vessel or cargo was at those times never thought of.

The Brazos River was a larger and finer river than the Rio Grande; it was deeper and clearer, less tortuous, and flowed in more of a valley, with the banks on each side, in most places thickly wooded. There was rather larger tides here than at the Rio Grande, and the rise and fall could be felt up the river for thirty miles.

On the following day we proceeded up the river with the flood tide, and continued to work up with the tides, anchoring or making fast to the bank during the ebb, if the wind was not fair or sufficient to enable us to stem the current.

The captain, who had now recovered, and was up and moving about, and seemed to have been a little uneasy at the active part I had been taking, now began to interfere, and in a somewhat grumbling manner, asked me how many captains there was to be. One, I said, and if he now felt himself sufficiently recovered to take the command, I would have great pleasure in handing over to him the management of the vessel; but he must allow that the part which I had taken was called forth by necessity. He allowed that, and said he was now able to take charge of the vessel.

Although his illness had been no disadvantage to me, but rather opportune, as it gave me the opportunity of bringing in the vessel myself, and perhaps had been instrumental in causing the crew of the cruiser to hold aloof, I was very glad to see him well again, as I had some fears that a report might arise that a vessel had arrived with a case of yellow fever on board; and as it was the season of yellow fever, and it was not in Texas at the time, I did not know what action might be taken by the authorities.

While going up the river we met two schooners coming down, loaded, on their way to sea, and they carried such large deck-loads of cotton that they looked like floating piles of cotton bales. I thought this scarcely safe, but was told afterwards, and found it to be true, that flat vessels of broad beam sailed much easier at sea with a deck-load.

At a place called Brayoria we passed a schooner named the _Catherine_, which had recently been sunk while going up the river by striking against the wreck of a sunken steamer. A party of men were working hard endeavouring to raise her. The captain of this vessel our captain seemed to know, and he inquired for him, but he was not with her.

We at length got to Columbia, and I went by railway to Houston to see the consignee and get the vessel entered.

The distance from Columbia to Houston was something over thirty-five miles by railway, but the trains were irregular and run only about twice or three times a week. The rolling stock was much dilapidated, and the locomotives worn out, and a speed of about fifteen miles per hour was about the utmost attained. The route was across a level prairie, on which were feeding large herds of cattle and horses, and the country in general had the appearance of being very fertile and finely diversified by clumps of wood here and there.

Chapter V.

State of things in Texas--Scarcity of gold and silver--A forced currency--Jobbers--Vessels at a premium--Devices to obtain possession of them--Descent of the Federal forces on the coast--The _Rob Roy_ pressed into the Government service--Beginning of troubles--Blockade runners regarded with suspicion--Proof of fealty an important essential--Military rule.

When I got to Houston and called upon the merchants to whom the cargo was to be consigned, I found that, by the custom-house regulations, the entering and clearing of the vessel must be done by the captain. I accordingly sent word to the captain to come and meet the consignee and have that done, while I started off to Galveston, where the British consul was stationed, to report the arrival of the vessel and deposit the register and crew list.

Galveston, which is the principal seaport of Texas, is about seventy miles by railway from Houston, and is situated upon a sandy island about twenty-four miles long and about three miles broad. This island lies across the opening of a large bay which extends inland for nearly one hundred miles.

The principal entrance to this bay is by a narrow channel at the east end of the island, called Galveston Inlet, which will admit vessels about fourteen feet draught.

At the west end, and for more than half its length, the island is separated from the mainland only by a very narrow channel, the outlet to sea from which is not over four feet deep, and is called St. Louis Pass.

Across this channel the railway from Houston is, or was at that time, carried by trestle-work. Galveston, being situated on the inside of the island facing the bay, was therefore a fine, safe harbour for such vessels as could enter. It had evidently been a prosperous place, but it was now virtually in ruins, and the grass was growing in the streets. It had been taken by the Federal forces about a year previously, and had subsequently been retaken, after a desperate battle by the Confederates, under General Magruder. The temporary earthworks across the streets and passes, the torn-up wharves, and the sunken war vessels in the harbour and bay remained the same as at the close of the struggle. Some of the Federal war vessels which had been captured lay at anchor, among which was the paddle sloop _Harriet Lane_.

Few people except soldiers were to be seen in the streets, and the appearance of the place was cheerless and dismal in the extreme.

Outside of the shoals which compassed the entrance from sea lay the blockading fleet, and, so far as I could learn, no adventurous blockade runner had yet found its way in to break the monotony of the scene.

When I saw the consul, he received the papers, and noted the arrival in the ordinary way. He asked me which way I had come in. I said by the Brazos River. He then asked if any war vessels were stationed or anchored off the mouth of that river. I said there was not. This he noted down. I do not think, however, that I told him anything about being fired upon by a passing steamer.

There was a good deal of discussion at that time about what constituted an effectively blockaded port.

One of the first things which I found on coming into the country was the entire absence of specie money. No gold or silver coin was in circulation, nothing to be seen or had but Confederate scrip, twenty or thirty dollars of which could be easily bought for one dollar in coin.

Of course it was the circulating medium, and suited for marketing and domestic purposes, and, being declared by the existing Government to be a legal tender, all articles were sold high in proportion, as no one dared to refuse it or say or do anything to depreciate its value.

Some, having implicit confidence in the ultimate success of the Confederate States, still valued it, and, as is too often the case in such times, the credulous masses were led away by political jobbers who heralded reports of great Confederate victories and the assurance of the speedy triumph of the South, and were ready to execute summary vengeance on any one who should in any way attempt to depreciate the value of the national currency, whilst they themselves were quietly using Confederate scrip to buy up specie, and hoarding the latter away.

The state of the country in general was wretched in the extreme, owing to the war and the blockaded ports.

Food of some kinds, the products of the place, was plentiful enough, such as Indian corn, fresh beef, and vegetables, and there was plenty of deer and other wild game, and near to the sea-coast there was abundance of fish and oysters. Some sugar was also produced, but not sufficient to supply the demand, much of it being sent to other parts of the confederacy. All other articles were at famine prices, or not to be had at all.

Texas being a new country and a semi-tropical climate, no advances whatever had been made in manufactures, and all northern products, iron, and all other kinds of manufactured goods had hitherto been imported; and being now shut off by the blockade, the want was severely felt. Clothing of all kinds could only be obtained by the long and uncertain route across the plains from Mexico _viâ_ Brownsville.

Owing to the want of engineers' stores and material, the railway and steamboat traffic was much crippled, but, by vigorous exertions, it was still maintained to some extent.

Having got the vessel entered, the cargo was discharged and sent by railway to Houston, but it would be some time before the cargo of cotton could be got ready, as the cotton would have to be prepared for shipment. This was done by a very powerful cotton press, which compressed the bales into very small bulk, which enabled small vessels to stow away a large amount of cotton in very small space.

The vessel being now discharged, the first thing to be done was to have the damage done by the shot effectively repaired.

Columbia was a very small place, there not being altogether over fifty houses.

Some three or four blockade-running schooners were lying there discharging, or waiting for cargoes, but none of them carried a carpenter, and all classes of mechanics were very scarce, nearly all being in the army or employed at the Government works.

I was fortunate, however, in finding a man whom I had known in the Confederate army; he had served in the same brigade with me at Corinth, and afterwards was made a prisoner at Vicksburg, when that place was taken by the Federal forces. He had been parolled, and had not yet been exchanged, and of course could not be made to serve in the army. He was a good carpenter, and readily undertook to do the repairs, and the vessel was taken to a convenient place and careened over and the damage effectually repaired.

There was now very little to do. The captain seemed to have met up with some old friends here, and had made a large acquaintance, and spent most of his time on shore, leaving the mate in charge.

The latter, however, seemed to take pleasure in keeping the men employed, and, as he appeared to be a pretty good rigger, I thought this a good opportunity while we had the carpenter to get the masts shortened, and this was set about.

The desired length was cut off at the bottom, a new heel made to fit the step in the keelson, the wedging at the deck slackened, and the masts gently worked down into the step, trimmed, and then wedged up lightly, and the rigging set up again, and the vessel was greatly improved in her appearance.

About this time Captain B., of the sunken schooner, _Catherine_, which we had passed at Brazoria, was very much in company with our captain. His story seemed to me rather a singular one. His vessel had struck against a sunken wreck while coming up the river, and had sunk to her deck rails near the bank. There was on board of her one of the owners, who was acting as owner and supercargo, but, not being a British subject, his name was not on the register, but he held a power of attorney over the vessel.

Between this person and Captain B. there was a dispute. Captain B. maintained that, from his authority as captain, he could hold a survey on the vessel, and have her condemned and abandoned, the wreck sold, and he and the crew paid their wages, &c., out of the proceeds.

He accordingly took steps to this effect, and, after some kind of survey, the vessel was sold by Captain B. to a Mr. L., and Mr. L. had appointed Captain B. as captain under his ownership.

Against this the original owner protested, and denied that the vessel was a wreck, or had been lawfully condemned. He was ready to pay Captain B. and crew their wages, and furnish accommodation for them, and insisted on them remaining by the vessel until she was raised. He ignored the sale of the vessel, and held on to her, employed men, and was getting her raised; but, as Captain B. had abandoned the vessel, he now refused to allow him to come near her.

Owing to the haziness about the ownership of the vessel and the disordered state of the civil authorities in Texas at the time, it was not easy to obtain justice by legal means, and it seemed to be one of those cases where possession is nine points of the law.

I saw that Captain B. did not like to say much to our captain in my hearing, but I heard rumours privately that he was going to wait until the vessel was raised, and then he would make an attempt to get possession of her by force if necessary.

Whether Captain J. had promised to assist him or not, I do not know, but he seemed to sympathize much with him, and they had much private talk together.

I also imagined that Captain J. was beginning to assume a somewhat arbitrary position, for he spent most of his time on shore in company with Captain B. and Mr. L., the new owner of the _Catherine_, and stood high upon his dignity as captain of the _Rob Roy_, and seemed quite to ignore the presence of any owners.

I did not altogether like the appearance of things, and I was wishful to get loaded and away to sea, but in this I was suddenly doomed to an unexpected disappointment.

I went up to Houston to do what I could in pushing on matters and getting the cotton sent down.

When I got there I found the town jubilant over a victory gained over the Federals at Sabine Pass, a place about 60 miles to the eastward of Galveston, where the Federals had attempted to land with a strong force, but had been repulsed with heavy loss and two of their light draught gunboats captured by the Confederates.

A part of the cotton had been got ready and was to be sent off the following day, when Captain J. came up and reported to me that the _Rob Roy_ had been taken possession of by the Government for war purposes to do duty at Fort Velasco at the mouth of the Brazos River.

They had given no notice whatever, but come and inspected her, and immediately brought one of the Quartermaster's steamers and towed her away.

I knew well the arbitrary acts of the Government, but I scarcely understood why they should seize and press into service a _bona-fide_ foreign vessel, when other vessels lay there which were known to be the property of Confederate citizens.

I immediately went off to the Forts, to inquire as to the cause of the seizure and what they were going to do with the vessel.

I knew that blockade runners were sometimes regarded with suspicion, and that some of them were suspected of being owned by, and in league with the Yankees, and had no love for the South, their object being only to make money, or perhaps a worse purpose by acting as spies.

Although I knew that no suspicion of that kind could attach to me, still reports of that kind were sometimes got up against vessels by political demagogues and grog-shop loafers in order to extort blackmail; or at the instance of speculating sharpers, with the view of ultimately getting the vessel into their hands.

I knew also that some proof of fealty towards the Confederate States was a very powerful factor in such cases; but up to this time I had kept my former connection with the Confederate States secret, and acted entirely as a foreigner and a stranger.

When I got to the Forts, I found they were preparing the vessel to carry a pile-driver to drive piles in the channel way to obstruct the entrance.

I called upon the commander of the Forts, and complained that the _Rob Roy_ should have been selected for this purpose when so many vessels the property of Confederate citizens were lying idle, and desired to know if there was anything against the vessel which led to her seizure.

The colonel commanding--Evans I think was his name--was a very gentlemanly man. He said that so far as he knew, there was nothing whatever against the vessel or her owners.

The fact was that they had been apprized that a large Federal force was meditating a descent upon the coast. They had made an attack at Sabine Pass, where they had been repulsed. Where they would make the next attack was uncertain, but it was thought very probable that they would make an attack at Brazos River, and therefore it was necessary to strengthen the position; and it had been suggested to drive piles and place obstructions in some parts of the channel so as to make it more intricate, and bring the entrance more direct under the sweep of the guns of the Forts. To effect this it was necessary to have a handy and suitable vessel, and therefore for the public good, one had to be impressed into the service and the _Rob Roy_ had been selected as the most suitable; but, added he, "You will be paid in full for your vessel."

In Confederate money I was about to say, but I knew that although that would be what I would be paid with, and it would be of no more value than waste paper to me, it would not be judicious to make the remark.

I said that no payment they could make me, could compensate me for the loss of my vessel situated as I was; and trusted that they might see their way to make some other arrangements, and let me have my vessel back.

He replied, that, for himself, he did not see any use the vessel would be to them, but she had been sent there for the use of the Engineers at the Forts, and that he could not give her up without an order from the Quartermaster-General or from General Magruder.

I then set off to Galveston to lay the matter before the British Consul.

When I saw that gentleman and reported the matter, he was a little surprised, but said he would scarcely be much astonished at anything these people--the Confederates--would do. They were now desperate, and would not let any regard for international law or individual rights interfere with any project they meant to carry out. If they succeeded in gaining their independence they would be able to compensate and make it right with all parties, and if they did not succeed, there would be no one to fall back upon; but as they had invited and wished to encourage foreign nations to run into their ports and trade with them, he thought such an act would tend very much to discourage such trade. He would, however, see General Magruder and reason the matter with him.

General Magruder who was more of a soldier than a purveyor or a diplomatist, was away in the field with the troops, and the Consul said it might be a few days before he could see him; but I might come back in about a week and he would let me know the result of the interview.

After waiting a week I went back and saw the Consul, who told me that he had seen General Magruder, and that the latter had promised that he would inquire into the matter, and if the vessel could be dispensed with without great detriment to the public service he would order her to be given up. "But," continued the Consul, "I have had no reply from the General, and in the midst of this great hubbub he may have forgotten all about it. I think," said he, "the best way for you to do is to go and see him yourself; I will give you a letter to him."

I agreed to this, and he sat down and wrote a letter to the General which he handed to me, and told me that the proper place for me to see him would be at the headquarters of the Quartermaster-General.

I accordingly went there. I knew there would likely be a little difficulty in getting an interview with the General, but I was determined to push my way.

I was met by a number of subordinate officers in uniform, and when I said I wished to see General Magruder, there was a general titter among them.

A newly fledged sub-lieutenant came up, and, in a slightly ironical tone, asked me if my business with the General was very important.

I said it was to me at least.

He then said, in the same ironical tone, that if I would do him the honour to give him my name, he might be able to attend to my case.

I directed my eye to his plain shoulder-strap, and asked if he was the Quartermaster-General.

He did not seem to understand my meaning, but an older officer of higher rank looked up from his desk and asked if I wanted to see the Quartermaster-General.

I said it was General Magruder I had come to see, but I presumed the business was connected with the Quartermaster-General's department.

"I am the Quartermaster for the district," said he. "But----" Just then the door flew open, and a stout, bronzed-looking officer came bouncing in, who, going up to the officer who had last spoken, said:

"Well, Major, I will bid you good-bye, I am off; see and take care of yourselves; and give those Yankees a warm reception should they attempt to land in Texas."

It struck me I had heard the rough voice before, but his face was turned away from me and towards the officer who had risen from his desk to shake hands with him. And I was watching him attentively, when he happened to look round, and I recognized an officer whom I had formerly known as a captain in the 2nd Texas Regiment.

"What the devil are you doing here?" he cried, as he ran towards me and grasped my hand, which he shook until I thought he would have wrenched my arm from its socket.

"Why! You two seem to be acquainted," said the Quartermaster.

"I should say we were," said he, "and we ought to be. We were both left wounded on the field at Corinth and were together prisoners in the Yankee hospital."[1]

He then referred to some of the incidents which had taken place at that time, and said that he had got exchanged shortly after me. He had now been home on a short furlough, and was just on his way back to join his regiment.

He was sorry he could not have a longer talk with me as he had to go, so he bade me good-bye, and commended me to his friend the Quartermaster and all the other officers, saying they were to show me all the kindness they could and charge it to his account.

This was a most fortunate meeting for me, and I was quite astonished at the great effect which this little incident had upon the demeanour of the officials towards me, and I saw that any one who had taken an active part in the Confederate service was held in very high esteem, and that even a private soldier who had been wounded in battle, ranked morally higher than a field officer in the Home Guard.

As soon as my friend--who was now a Major--had taken his leave, the other Major--the District Quartermaster--in the most kindly way asked me what I wished to obtain; and having told him, he said he would go with me at once to the Quartermaster-General, who would get me an audience of General Magruder.

I was very soon introduced to the Quartermaster-General, and by him ushered into the presence of General Magruder to whom I handed the Consul's letter.

Having read the letter and asked me a few questions about my services in the army, he directed the Quartermaster-General to write an order to Colonel Evans, that the British schooner _Rob Roy_ might be given up to her owner, if the same could be done without material detriment to the public service.

I was allowed to be the bearer of the despatch, and I lost no time in getting back to the Forts, and handing it to Colonel Evans. When he read the order, he said he saw nothing in the way of giving up the vessel, but he must first consult with the Engineer officers.

After a consultation with the Engineer officers, the Colonel told me that the vessel would be released, and as a steamer would be going to Columbia the following day, he would order that she should be towed up to that place.

The captain and crew being still on board of the vessel, I left them to attend to her and went off to Houston to expedite the sending off of the cargo of cotton.

I found that part of the cargo of cotton which had not been already compressed had been thrown aside to make room for the pressing of another consignment, and would have now to wait its turn. The consignee, however, promised to get it ready as soon as possible.

I then returned to Columbia, but only to be apprised of another misfortune.

The vessel had been towed up, but she had met with an accident on the way and been very much damaged. The rails had been cut on both sides to allow the pile-driver to rest across her deck, and on coming up the river in tow of the steamer, she had come into collision with another vessel and the rail on the one side from where it was cut was carried away clean to the stern, and the stanchions damaged.

I was glad, however, to get the vessel back in any condition, and my next object was to get her repaired.

I found my old friend the carpenter who had done the last repairs ready to undertake the work, but the difficulty would be to get wood.

There was plenty of wood in the country of the best kind, but, like nearly everything else, it had all been taken possession of by the Government. There was a saw-mill about four miles from the place, and there I went. I found there plenty of fine oak most suitable, sawn up and seasoned; but the owner told me that he could not allow a bit of wood to go from the place without an order from the Brigadier-General commanding the district.

The headquarters of this officer was at Houston, and to that place I must go. There was not going to be any train to that place for a day or two, so I took horse and rode across the prairie.

There was no Brigadier-General at the time, but one Colonel L. was acting.

Colonel L. had been a civilian, an officer of volunteers, and had attained the rank of Colonel since the war broke out.

As I knew that--where not known--foreigners or traders were regarded with distrust, I got Mr. P., my partner's representative, who was staying in Houston at the time, and who was a native of the place, and whose fealty could not be questioned, to accompany me.

When we went to headquarters, unfortunately for us, there was at the time a commotion arising out of some drunken spree, in which several officers were implicated, and several of them were there in a half-drunk state, and there was high words and the appearance of something like a brawl.

Colonel L. seemed exceedingly annoyed and irritated, and appeared to become more so on seeing strangers coming in and witnessing the scene.

I thought it not a favourable opportunity to apply, and motioned to Mr. P. to come away out; but the Colonel had seen us, and called us back, saying: "Here what do you want? I will attend to your case."

I said I only wanted an order to get some wood from a sawmill to repair my vessel, which had been damaged while in the service of the Government. Probably the last words he did not hear in the general uproar.

"I can't give you any order to get wood," said he, "without some proper recommendation. I can't take the Government wood and give to every vessel that comes in, that we know nothing about."

I was about to explain the matter, when half-a-dozen voices, excited with drink, shouted out---

"Don't give it, Colonel! Don't give it! These blockade runners are just a set of Yankee spies, who are carrying the cotton out of the country to supply the Yankees."

This so irritated Mr. P. that he turned round upon them and said that whoever accused us of such a thing lied. Whereupon a half-drunk captain drew his dagger and ran at Mr. P. Colonel L., however, seized the captain and pushed him back. But Mr. P. had only made matters worse. I still endeavoured to explain the matter, but to little purpose.

Colonel L. said something to his quartermaster, who was standing by, more than half drunk. The latter was most abusive, and said he would not give wood to any one who had done nothing for the Confederate States, and who he believed to be a worthless speculator and an enemy of the Confederate States, who wished to carry out cotton to supply the Yankees.

I now got irritated in my turn, and I replied with some warmth that I had done more for the Confederate Government than ever he would dare to do. I could show on my body the scars of wounds received in battle in the Confederate service, and only two days before I had produced testimony of this to the satisfaction of General Magruder, and to him I would now go and apply for what I wanted, and also report the reception I had got here.

There was a silence all round for a few moments, and a look from one to another, which was soon followed by an ironical laugh, and some sneering expressions, such as: "A very fine story if it was true; but I don't believe a word of it."

We left the room and retired into the ante-room, intending to let matters quiet down a little before we said anything more, as, notwithstanding what I had said, I had no desire to incur the delay and disagreeability of going again to General Magruder, if there was any possibility of getting what I wished here.

I was thinking of what I would do when I noticed a young lieutenant, who was lying stretched his full length upon a bench, regarding me very attentively. I thought I had seen the face before, but ere I could remember where, he sprang up and ran towards me.

"Beg your pardon," said he, "but did not you once belong to the Rifle Company of the 3rd Louisiana Regiment?"

"I did," said I; "and you are Tom M., of the Moorehouse Guards; but what are you doing here?"

"Oh, you know I was wounded at Pea Ridge," said he, "and sent home, and when I recovered I joined De Bray's mounted Regiment, and I am in that now."

"Then you have no connection with those fellows?" said I, referring to the officers in the adjoining room.

"Oh no," said he. "I was at a ball in Houston last night, where I met up with some of them, and I was just having a few hours' sleep; but how came you to be here? What are you about now?"

I gave him a short account of my movements from the time I had last seen him, and, remembering the good effects of meeting my old friend the Major at Galveston, I said I was glad that I had met him, as he might be able to assist me a little in the position I was in.

He said he would be most happy if he could, but he feared his influence would not be great. He said that Colonel L. was a very gentlemanly man, though he had no great experience as an officer, but he seemed to have a pretty rough crowd about him.

I said that influence was not required; I only wished him to testify to what he knew of me and my services in the army.

He said he would do that with pleasure, and we went together into the room, where the Colonel seemed to be trying to settle some dispute or quarrel amongst the officers, and there was a good deal of loud talking.

I went up to him and said, "Colonel, I mean to apologize if I have been out of order in making the request, or said anything offensive; but here is a gentleman, a Confederate officer, who can tell you something of me."

Lieutenant M. then said that he had known me since the commencement of the war, that I had served with him in the 3rd Louisiana Regiment throughout the whole of the Western Campaign under Generals McCulloch, Price, and Van Dorn, and that for bravery and zeal in the Confederate cause I was second to none. He had known me up to the battle of Pea Ridge, where he himself was wounded and invalided home.

"So far so good," said the Colonel, and, turning to me, he asked under what circumstances I came to be here now.

"Because," said I, "I was afterwards badly wounded at the battle of Corinth, and rendered unfit for service in the field; but being still desirous of serving the Confederate States, I had made an attempt at blockade running, and had brought a cargo into Texas; and the Government having had the use of my vessel for some operations at the mouth of the Brazos River, she had got damaged, and what I now asked for was permission to purchase wood to repair her." In saying this I daresay I overpictured my zeal a little, but then such were the times, and a point had to be made.

The Colonel stood silent for a few moments, and then said, reflectively, "That alters the case, that alters the case very much: but of course I knew nothing of you; and I almost think I owe you an apology, for we owe respect and gratitude to any one who has shed his blood in the Confederate cause."

"You owe me no apology, Colonel; but that man there does," said I, pointing to the Quartermaster, who was standing by, and had heard what was said.

"Apology!" roared the inebriated Major; "you shall have a thousand apologies," as he roughly seized hold of my hand, "and you shall not go from here until you have had a drink with me."

There was now a change in the tone all round, and they were as loud in their laudations as they had before been in their abuse; and I was now as much in danger of being hurt by overkindness as I had before been from contumely.

Colonel L., however, called me aside, and said he would give me the order I wanted and let me get away. He asked me to slip away as quietly and as quickly as I could, as his officers were all _off their usual_. He was ashamed that anyone should have witnessed such a scene at headquarters; his officers were all sober men enough, but there had been a ball last night in Houston, which had set them all wrong.

He then wrote out an order to the manager of the saw-mill to deliver to me what wood I required to repair my vessel, and I slipped away quietly, and was soon upon my horse speeding across the prairie on my way to Columbia, thinking how strange it was that within three days two instances had happened of my meeting with old friends at a time so opportune, and so advantageous to me.

I saw, however, that the testimony of my former services in the Confederate army was a great recommendation to me among the officials, and, as they held absolute power at that time, I must make the most of it.

I got the wood I required, and the carpenter proceeded with the repairs, and the vessel was again in good order, and ready to take in cargo.

[1] "Life in the Confederate Army," p. 421.

Chapter VI.

More troubles--Sinking of the schooner--Captain B. sympathizes and proffers his advice--Kindness of Captain Downs--Strange conduct of Captain J.--A plot to get possession of the vessel--A new partnership formed--The sunken vessel raised--A personal encounter--A good riddance.

Captain J., who had become much more respectful since the vessel had been pressed by the Government, spoke to me about the stowing of the vessel. He said that they were a very poor lot of stevedores at this place, and the stowing of cotton in a vessel was a very important matter. He said he had followed the business of a stevedore in New Orleans, and understood it well, and if I would pay him the stevedore's charge he would stow the vessel much better than I could get it done by the stevedores of the place.

I had reason to know that the stevedores of the place were not very proficient, and I agreed.

The cargo was sent down, and the stowing of the vessel was proceeded with. The captain, however, still spent the greater part of his time on shore, and the stowing was done by the mate. The latter, however, having been the captain's assistant in the business in New Orleans, I thought he might be as well qualified as the captain and more zealous, although stowing cotton in vessels was a thing which I yet knew but little about. The cotton bales, which were already pressed to a great density, were squeezed tight into the hold by means of screw jacks, the object being to get as much jammed into the hold as possible; and the great merit and boast of stevedores was the amount of cotton which they could stow into a vessel of a certain size or tonnage.

The hold was stowed, and the mate boasted of the quantity he had stowed away in it. Of course I was pleased with the carrying capacity of the vessel; and the placing of the deck load was begun.

Having ascertained the total quantity she should take, I set off with the captain to Houston to get the vessel cleared. This being done, I went to Galveston to finish up with the Consul and get the vessel's papers.

I now hastened back to Columbia in high spirits, thinking that all my troubles on land were now past, and that we would soon be on the honest salt water again. When I got to Columbia I found that Captain J. had not yet got back from Houston, and the station-master coming up to me said, "You have certainly had bad luck with your vessel." Wondering if there had been some other seizure or detention, I said--

"Why? What is the matter now?"

"Do you not know," said he, "that she is sunk?"

I could not believe it, and hastened down to the river bank, and there sure enough she lay sunk, with only the tops of her rails above water.

The mate was in a very excited state, and roughly driving the men about; but he could in no way account for how this had happened. He said that when they stopped work on the previous evening all the cargo was on board, the vessel was making no water. She was pumped out as usual, and after one or two strokes she was dry, and the pumps sucked, and all was well. About midnight he was awakened by the water rushing into the cabin. He jumped up, called the men, and with some assistance from the other vessels got the deck load off and rolled ashore, and worked at the pumps, but it was of no use, she settled gradually down. He carried the throat halliards from the mast-heads to trees on the bank to keep the vessel upright, and prevent her from falling outward into the river. This was all he could do; as to the cause of her sinking no one could tell.

I could scarcely realize my unfortunate position. Everything thing I possessed was sunk in the river. I had not even a change of clothing--all had gone down in the vessel.

Several vessels were lying near, loaded and ready for sea, and some new arrivals had been within the last few days, and the captains were gathered round, each giving his opinion as to the ca