It is well known that one of the princ.i.p.al reasons for the declaration of war against Great Britain in 1812, were the insults heaped on the American flag, in every sea, by the navy of Great Britain. The British government claimed and exercised THE RIGHT to board our ships, impress their crews when not natives of the United States, examine their cargoes, and subject our citizens navigating the high seas, to inconvenience, detention, and conduct often of an annoying and insulting character. The British government contended that the flag which waved over the decks of our ships should be no protection to our ships or seamen. For years our merchant vessels were compelled to submit to such degrading insults from the navy of Great Britain.
The mode of exercising this "right of search," so far as relates to the impressment of seamen, I have already had occasion to ill.u.s.trate, and the incident which I now relate will explain with tolerable clearness the mode in which the British exercised this right in relation to property.
Previously to the war with Great Britain, a profitable trade was carried on between the United States and the English West India Islands. The exports from the islands were limited chiefly to mola.s.ses and rum; sugar and coffee being prohibited in American bottoms. According to the British interpretation of the "right to search," every American vessel which had taken in a cargo in a British, or any other port, was liable to be searched, from the truck to the keelson, by any British cruiser when met with on the high seas. And this inquisitorial process was submitted to as a matter of course, though not without murmurs loud and deep, from those who were immediately exposed to the inconveniences attending this arbitrary exercise of power.
On the afternoon succeeding the day on which the schooner John left Martinico, as we were quietly sailing along with a light breeze, under the lee of the mountainous Island of Gaudaloupe, we saw a large ship at anchor on a bank about a mile from the land, with the British ensign at her peak, and a pennant streaming from her mast-head, sufficient indications that we had fallen in with one of John Bull"s cruisers. But Captain Turner, conscious that his schooner was an American vessel, and had been regularly cleared at St. Pierre, with a cargo of rum and mola.s.ses, and there being no suspicious circ.u.mstances connected with her appearance, her cargo, or her papers, apprehended no detention or trouble from the British man-of-war.
A boat was soon seen to put off from the frigate, and it was not long before it was alongside the John. An officer stepped on deck, and politely asked the privilege of examining the ship"s papers. This was accorded. After having ascertained we were from a British port, the officer coolly remarked it would be necessary to take the schooner nearer the land and bring her to anchor, in order to inst.i.tute a thorough search into the true character of the cargo. He added that the frigate was stationed there for the express purpose of intercepting and overhauling such Yankee vessels as might pa.s.s along.
A signal was made to the frigate, and two additional boats were despatched, which took our small vessel in tow, and in less than an hour we found ourselves at anchor, in thirty fathoms of water, within half musket shot of an English man-of-war. The launch was soon alongside, the hatchways were taken off, tackles were rove, and a gang of the frigate"s crew went to work breaking out the cargo and hoisting it into the launch. After the launch and other boats were laden, they hoisted the casks on deck, and continued the operations in no gentle manner until they reached the ground tier. They thus examined every cask, but found nothing but mola.s.ses and rum.
They then commenced "stowing the cargo," as they called it; and the hogsheads of mola.s.ses were tossed into the hold, and handled as roughly as hogsheads of tobacco. It was about sunset on the following day when the last cask was stowed. The anchor was then weighed, the sails set, and the lieutenant, having put into the hands of the captain a certificate from the commander of the frigate that the schooner had been searched, for the purpose of preventing a repet.i.tion of that agreeable ceremony, told him he was at liberty to go where he thought proper, and politely wished him a pleasant voyage.
Our vessel was thus detained twenty-four hours; and in consequence of this detention, the pa.s.sage to St. Bartholomew was lengthened several days, as a calm commenced soon after we were liberated, which lasted that time. The cargo also received injury from the rough handling of the British tars, insomuch that before we reached St. Bartholomew, several casks had lost nearly all their contents; and if we had been bound directly to the United States, it is probable that a considerable portion of the cargo would have been pumped out with the bilge water.
This is only one of a thousand cases which might be cited to show the PRINCIPLE on which the British acted towards neutral powers on the broad ocean, as well as in the British waters, at that time. The British government, since the war of 1812, have attempted by negotiations to reestablish this principle. But the attempt has been firmly and successfully resisted; and it may be safely predicted that this "right"
will never again be claimed by Great Britain, or conceded by the United States.
Our government, which is a government of the people, and supported mainly by commerce, cannot be too vigilant and firm in its endeavors to protect the persons and property of our citizens on the ocean against the oppression or outrages of any naval power. Let us, as an honorable, high-minded nation, cordially cooperate with any other nation in attempts to check and destroy the traffic in slaves, so revolting in its character, which is carried on between Africa and places on this continent. Let us be a party to any honorable treaty having this for its object; but let us never listen to the idea that the American flag, waving at the peak or masthead of an American vessel, is no protection to the property on board, or the liberties of the pa.s.sengers and crew.
Captain Turner promptly availed himself of the permission so graciously given by the commander of the British cruiser, and we proceeded on our way to St. Bartholomew. There is probably no sailing in the world more pleasant and interesting than among the group of beautiful islands reaching from Trinidad to St. Bartholomew. With a smooth sea and a gentle, refreshing trade wind, as the vessel glides past these emerald gems of the ocean, a picturesque and ever-varying landscape is produced, as if by the wand of some powerful enchanter. Grenada, the Grenadines, St. Vincent, St. Lucia, Martinico, Dominica, Guadaloupe, Montserrat, Saba, St. Kitts, Nevis, and St. Bartholomew, all seem to pa.s.s in swift succession before the eye of the observer.
These islands are all, with the exception of St. Bartholomew, more or less cultivated, but being mountainous and of volcanic origin, the productive lands lie on the base of the mountains, or on the s.p.a.cious intervals and valleys near the sea sh.o.r.e. Studded with plantations, each of which resembles a little village planned by some skilful landscape gardener; with crystal streams dashing down the mountain sides; with dense forests covering the high lands and mountain summits; with bays and indentations along the coast, each with a thriving village at the extremity, defended by fortifications; with ships at anchor in the roadsteads, and droghers coasting along the sh.o.r.es; with an atmosphere richly laden with sweets, and all the interesting a.s.sociations connected with a tropical climate; these islands furnish an array of attractions which are hardly surpa.s.sed in the Western Hemisphere. The beautiful description in the song of Mignon, in the "Wilhelm Meister" of Goethe, of a land of fruits and flowers, will apply with singular felicity to these Windward Islands:
"Know"st thou the land where the pale citron grows, And the gold orange through dark foliage glows? A soft wind flutters from the deep blue sky, The myrtle blooms, and towers the laurel high. Know"st thou it well?"
I have sometimes wondered why the capitalists of New England, in search of recreation and pleasure for themselves and families instead of crossing the Atlantic to visit the oft-described and stale wonders of the Old World, do not charter a yacht or a packet schooner, and with a goodly company take a trip to the West Indies, sail around and among these islands, visit places of interest, accept the hospitality of the planters, which is always freely bestowed, and thus secure a fund of rational enjoyment, gratify a laudable curiosity in relation to the manners and habits of the people of the torrid zone, and bring away a mult.i.tude of agreeable impressions on their minds, which will keep vivid and fresh the remainder of their lives.
After leaving Martinico, we found, on broaching our provisions, that they were of bad quality, of the worst possible description. The bread, deposited in bags, was of a dark color, coa.r.s.e texture, and French manufacture. It must have been of an inferior kind when new and fresh, and a long tarry in a tropical climate was not calculated to improve its character. Besides being mouldy, it was dotted with insects, of an unsightly appearance and unsavory flavor. The quality of the beef was, if possible, worse than that of the bread, and we had no other kinds of provisions. Before we arrived at St. Bartholomew the water began to give signs of impurity. The casks, stowed in the half-deck, had been filled through a mola.s.ses hose. In all likelihood, the hose had not been cleansed, and the saccharine property of the mola.s.ses mingling with the water in that hot climate had caused a fermentation, the effect of which was nauseous to the taste and unpleasant to the eye. We consoled ourselves, however, with the idea that the pa.s.sage would be a short one, only a few days, and that better provisions would be furnished when we reached St. Bartholomew.
The Island of St. Bartholomew is a mountainous rock, three or four miles in diameter, with here and there a few patches of verdure, but dest.i.tute of trees or cultivated lands. The inhabitants are dependent on the neighboring islands, and importations from distant countries, for the means of sustaining life. Even water for drinking and culinary purposes is brought from St. Martin, Nevis, or St. Kitts. It has a snug harbor on the western side, easy of access, in which many vessels can lie safely moored, excepting in a hurricane. Indeed, there is hardly a harbor in the Windward Islands, north of Grenada, where a vessel can be secure during the hurricane months. These tempests, when blowing from any quarter, seem to defy all the efforts of man to withstand their violence; twist the ships from their anchors, force them on the reefs or drive them out to sea, sometimes without ballast or the fraction of a crew.
It may appear singular that St. Bartholomew, with no productions whatever, and lying almost in the midst of the most fertile and productive of the Windward Islands, should nevertheless have been a place of great trade, and at certain times the most important depot for merchandise in those islands. St. Bartholomew has belonged to Sweden during the whole of the present century; and Sweden having been occasionally exempted form the wars waged against each other by England and France, this island, of no intrinsic value in itself, became a sort of neutral ground; a port where all nations could meet on friendly terms; where traders belonging to England, France, the United States, or other powers, could deposit or sell their goods, purchase West India produce, and transact business of any description.
At the time to which I refer, in 1810, the "Orders in Council" of England, and the "Berlin and Milan Decrees" of Napoleon, were in force.
As a counteracting stroke of policy, the Non-intercourse Act, to which I have already alluded, was pa.s.sed by our government, and the neutral port of St. Bartholomew suddenly became a place of immense importance. When we entered the harbor in the John, it was with difficulty that a berth could be found; at least two hundred and fifty vessels, a large portion of which were Americans, were in port, discharging or taking in cargo.
Captain Turner found no trouble in selling his mola.s.ses. He dared not run the risk of taking it to the United States, lest his roguery should be discovered through some flaw in his papers, and his vessel and cargo seized by revenue officers. He retained only a few casks of rum, sufficient to pay port charges, and prepared to sail for a southern port.
Shortly before we arrived at St. Bartholomew, a ship belonging to Connecticut, in consequence of some irregularity in her proceedings, was seized by the authorities and taken possession of by a guard of ten or a dozen soldiers. The ship was about ready for sea when this event took place; and on the following day, according to a preconcerted plan between the captain and Mr. Arnold, the supercargo, the officers and crew rose upon the soldiers, deprived them of their arms, and forced them below. Then they quietly slipped the cables, and let the ship drift gradually out of the harbor, until past the shipping, when every sail was instantly spread, as if by magic, and before the mystified garrison of the fort could understand the curious manoeuver, realize the audacity of the Yankees, and get ready their guns, the ship was beyond the reach of their shot. In the offing the ship fell in with one of the large boats trading between St. Bartholomew and St. Martin, and put the soldiers on board, who were thus promptly returned to their barracks.
The Swedish authorities were justly indignant at such high-handed proceedings. Arnold remained behind to transact some unfinished business, but was arrested and thrown into prison, where he remained several weeks. Seeing no prospect of being released, he feigned insanity, and acted the madman to the life; insomuch that the authorities were glad to discharge him on condition that his friends would send him from the island.
During the year 1809, a French privateer, called the Superior, a large schooner of the "Baltimore pilot boat" model, was the terror of the British in the Caribbean seas. The pilot boats built at Baltimore, to cruise off the mouth of the Chesapeake, have ever been celebrated for their sailing qualities, especially their ability to beat to windward; and vessels of larger size than the pilot boats, reaching to the capacity of three hundred tons, but built according to this peculiar Baltimore model, were for many years acknowledged the swiftest cla.s.s of sailing vessels in any country at any period. At what particular time this model was introduced, it may be difficult to ascertain; but as early as the period to which I refer, the term "Baltimore clipper" was a familiar term. Numbers of them were sold to individuals residing in ports belonging to the belligerent powers, and commissioned as privateers; others were purchased for slavers; and during the wars carried on by Spain and Portugal with their provinces in South America, the "Baltimore clippers" made a conspicuous figure, being fitted out as privateers and manned in the ports of a nation which held out to them the olive branch of peace.
The privateer Superior was commanded by a brave and energetic Frenchman, who took a singular pleasure in inflicting injuries on British commerce.
This privateer, fitted out at Port Royal in Martinico, was said to have been the fastest vessel every known among the islands, and her commander laughed to scorn the attempts made to capture him by the finest vessels in the English navy. Indeed, the Superior seemed to be ubiquitous. One day she would be seen hovering off the island of Antigua, and after pouncing on an unfortunate English ship, would take out the valuables and specie, if there were any on board, transfer the officers and crew to a drogher bound into the harbor, and then scuttle the vessel. On the day following, a ship would be seen on fire off Montserrat or St. Kitts, which would prove to have been an English merchantman captured and destroyed by the Superior; and perhaps, a few days afterwards, this privateer would be pursuing a similar career on the sh.o.r.es of Barbadoes, far to windward, or levying contributions from the planters on the coasts of Grenada or Trinidad.
Indeed, the sailing qualities of this privateer were a marvel to all "old salts"; and many an honest man who had never heard of a "Baltimore pilot boat built" craft, was sorely puzzled to account for the success of the Superior in avoiding the many traps that had been set by the long-headed officers of the British ships on that station. By many it was believed that the French captain had unlawful dealings with the enemy of mankind, and for the pleasure of annoying the English, and the gratification of filling his pockets with the spoils of the enemies of France, had signed away his soul!
The company of men-of-war seemed to be no protection against capture by this privateer. A fleet of merchantmen, convoyed by several armed ships, would be intruded on during the night, and one or more of them captured without alarm, and then rifled, and scuttled or burned. On one occasion, after combined efforts had been made to capture the Superior, and it was believed that vessel had been driven from those seas, a homeward bound fleet of merchantmen, on the first night after leaving Antigua, was approached by this privateer, and in the course of a couple of hours three different ships, in different stations of the squadron, had been captured, plundered, and fired by that indefatigable enemy of the English.
At last, one after another, every French port in the islands was taken by the British, and there was no longer a nook belonging to France to which this privateer could resort for protection, supplies, or repairs, It was furthermore rumored that this vessel was not regularly commissioned; and that, if captured by an enemy, the officers and crew to a man, and the captain more especially, would be hanged at the yard arm, AS PIRATES, without any very formal process of law.
The privateer was by this time well laden with spoils, having on board, in silks, specie, gums, and bullion, property to the amount of nearly a million of dollars. One fine morning, a British sloop-of-war, cruising between Nevis and St. Bartholomew, was astonished at beholding the Superior, that "rascally French Privateer," as well known in those seas as the Flying Dutchman off the Cape of Good Hope, come down from the windward side of St. Bartholomew under easy sail, pa.s.s round the southern point of the island, hoist the tri-colored flag, as if by way of derision, and boldly enter the harbor belonging to the Swedish government, and a neutral port.
It was not many hours before the sloop-of-war, having hauled her wind, was off the harbor, lying off and on; and the captain, in full uniform, his mouth filled with menaces and denunciations of British vengeance, and his cranium well crammed with quotations from Vattel, Grotius, Puffendorf, and other venerable worthies, was on his way to the sh.o.r.e in a state of great excitement. When he reached the landing, he found only the HULL of the privateer, with the spars and rigging. The officers and crew had already disappeared, each carrying off his portion of the spoils. The captain was not visible; but it was said he left the island a few days afterwards for the United States, under an a.s.sumed name, whence he subsequently proceeded to France, with an immense amount of property, which the fortune of war had transferred from British subjects to his pockets. The schooner was hauled up to the head of the careenage, and on examination it appeared that every part of the vessel had been so strained by carrying sail, and so much damage had been done to her planks and timbers by worms, that she was good for nothing. The spars, sails, and rigging were sold; but the hull, which soon filled with water, remained for years, admired by every genuine sailor as the most perfect model of a fast-sailing vessel that could be devised by the ingenuity of man.
When the schooner John was nearly ready for sea, my uncle, Captain Tilton, whom I had left in Charleston, arrived in port in a clipper schooner called the Edwin. He was bound for Mobile, where he intended establishing a mercantile house in connection with a gentleman named Waldron, a native of Portsmouth, who had resided several years in Charleston. I had one brief interview with him, but no opportunity offered of entering into the details of my unenviable position on board the John. On a hint from me that I was dissatisfied, and should not object to accompany him in the Edwin, he gravely shook his head, and remarked that such a course would be unusual and improper; that he was about to retire from the sea; that it would be best for me to stick by Captain Turner, in whom I should always find a friend, and perform the whole voyage I had undertaken.
He left the port on the following day, bound for the Gulf of Mexico, and I never saw him again. He encountered a "norther" on the coast of Cuba, and the Edwin struck on the Colorado Reef, and all on board perished!
It was believed that Captain Turner, as a matter of course, would procure a sufficient quant.i.ty of good water, and some tolerable provisions for the forecastle hands, before we proceeded on our voyage.
But our worthy captain, who was a great worshipper of the "almighty dollar," in whatever shape it appeared, had no intentions of the kind.
Water was scarce, and cost ten dollars a cask. Beef and bread also cost money, and we left St. Bartholomew with only the wretched apology for provisions and water which were put on board in Martinico.
Probably no American vessel ever left a port with such miserable provisions for a voyage. Bread, beef, and water const.i.tuted our variety.
We had no rice, beans, Indian meal, fish, or any other of the numerous articles usually furnished by merchants for the sustenance of the sailors who navigate their ships; and SUCH beef, bread, and water as we were doomed to live upon for three successive weeks after we left St.
Bartholomew, was surely never prescribed by the most rigid anchorite and exacting devotee as a punishment for the sins of a hardened transgressor.
Chapter IX. ARRIVAL AT SAVANNAH
Captain Turner, on being urged to provide some palatable food and drink, declared with an oath that he did not select the provisions of fill the water; that this was done by others who knew what they were about; that every thing on board was good enough for us, and if we did not like it we might starve and BE HANGED!
This was a clincher it ended the argument. There was nothing left for us but to put the best face, even if it should be a wry face, on troubles we could not overcome or diminish.
In a choice of food there is a wide difference in taste. One people will regard as a luxury a viand or condiment which is repugnant to another.
Locusts have been used from time immemorial for food by different tribes of Arabs. Snail soup was once regarded in Europe as a delicious dish.
In the West Indies and South America the guano, a species of lizard, is devoured with gusto. Bird"s nests command enormous prices as an edible in China, where also dogs and cats are ordinary food. At Rome camels"
heels were a tidbit for an epicure. Whale"s tongues ranked among the delicacies feasted on by the Europeans in the middle centuries. The bark of the palm tree is the abiding place of a large worm, which is sought for, roasted, and devoured as a delicacy. In Brazil, a monkey pie is a favorite dish, and the head of the monkey is made to protrude and show its teeth above the crust by way of ornament. Indeed, habit, we are told, will reconcile a person to unsavory diet. But neither habit nor necessity could reconcile me to the food and drink which, to sustain life, I was compelled to swallow on board the John.
The water, owing to causes to which I have already alluded, was exceedingly offensive to the palate and the olfactories. It was also slimy and ropy; and was drank only as a means and a wretched one of prolonging life. For the inmates of the cabin the water was boiled or diluted with brandy, which, in a slight degree, lessened its disgusting flavor. But this was a luxury that was denied the seamen, who had to quaff it in all its richness.
Our beef, in quality, was on a par with the water. It was Irish beef, so called, wretchedly poor when packed; but having been stored in a hot climate, probably for years, it had lost what little excellence it once possessed, and acquired other qualities of which the packer never dreamed. The effluvia arising from a barrel of this beef, when opened, was intolerable. When boiled in clean salt water the strong flavor was somewhat modified, and it was reduced by shrinkage at least one half.
The palate could not become reconciled to it; and the longer we lived upon it the less we liked it.
But our bread! What shall I say of our bread? I have already spoken of it as mouldy and ANIMATED. On several occasions, in the course of my adventures, I have seen ship bread which could boast of those abominable attributes, remnants of former voyages put on board ships by unfeeling skinflints, to be "used up" before the new provisions were broached, but I never met with any which possessed those attributes to the extent which was the case on board the schooner John. Although many years have pa.s.sed since I was supported and invigorated by that "staff of life," I cannot even now think of it without a shudder of disgust! On placing a biscuit by my side when seated upon deck, it would actually be put in motion by some invisible machinery, and if thrown on the hot coals in order to destroy the living works within, and prevent the biscuit from walking off, it would make an angry sputtering wondrous to hear!
Such was the character of our food and drink on our pa.s.sage to the United States. It initiated me, even at the beginning of my sea-going career, into the most repulsive mysteries of a seaman"s life. And whenever, in subsequent voyages, I have been put upon poor diet, I mentally contrasted it with the wretched fare during my second voyage to sea, smacked my lips, and called it luxury.
Steering to the northward we pa.s.sed near the Island of Sombrero, glided from the Caribbean Sea into the Atlantic Ocean, and wended our way towards the Carolinas.
Sombrero is an uninhabited island, a few miles only in circ.u.mference.
It offers to the dashing waves on every side a steep, craggy cliff, from thirty to fifty feet high. Its surface is flat, and entirely dest.i.tute of vegetation; and at a distance, a fanciful imagination can trace, in the outline of the island, a faint resemblance to the broad Spanish hat, called a "sombrero," from which it takes its name.
This island, as well as all the other uninhabited islands in that part of the world, has ever been a favorite resort for birds, as gulls of several varieties, noddies, man-of-war birds, pelicans, and others. It has recently been ascertained that Sombrero is ent.i.tled to the proud appellation of "a guano island," and a company has been organized, consisting of persons belonging to New England, for the purpose of carrying off its rich deposits, which are of a peculiarly valuable character, being found beneath a bed of coral limestone several feet in thickness, and must consequently possess all the advantages which antiquity can confer.