Yankee Ships and Yankee Sailors - Tales of 1812

By James Barnes

This vintage book is authentic tales of nineteenth-century seafaring adventures and experiences. These exciting stories will appeal to those with an interest in maritime history and would prove invaluable for research purposes. Contents include: “Allen, of the Chesapeake”, “Reuben James, Able Seaman”, “the Man behind the Times”, “The Coward”, “The Scapegoat”, “The Loss of the Vixen”, “In the Harbor of Fayal”, “The Escape of Symington”, “The Narragansett”, “Fighting Stewart”, “Two Duels”, “Dartmoor”, “The Rival Life-Savers”, and “Random Adventures”. Many vintage books such as this are becoming increasingly scarce and expensive. We are republishing “Yankee Ships and Yankee Sailors - Tales Of 1812” now in an affordable, high-quality edition complete with a specially commissioned new introduction on sailing. This book was first published in 1897.

• Language: English
• Publisher: Read Books Ltd.
• Release date: Mar 9, 2016
• ISBN: 9781473360648

James Barnes

My first book is a tale of fiction about the small town I live in. At 45 I release this effort into the wild of publishing hoping to entertain a few folks and maybe make a little money at the same time.

Book preview

Yankee Ships and Yankee Sailors

Tales of 1812

By

James Barnes

With Numerous Illustrations by

R. F. Zogbaum and Carlton T. Chapman.

Contents

Sailing

PREFACE

ALLEN, OF THE CHESAPEAKE

REUBEN JAMES, ABLE SEAMAN

THE MEN BEHIND THE TIMES

THE COWARD

THE SCAPEGOAT

THE LOSS OF THE VIXEN

IN THE HARBOR OF FAYAL

THE ESCAPE OF SYMINGTON

THE NARRAGANSETT

FIGHTING STEWART

TWO DUELS

DARTMOOR

THE RIVAL LIFE-SAVERS

RANDOM ADVENTURES

Sailing

Sailing is the propulsion of a vehicle and the control of its movement with large (usually fabric) foils called sails. By changing the rigging, rudder, and sometimes the keel or centreboard, a sailor manages the force of the wind on the sails in order to move the vessel relative to its surrounding medium (typically water, but also land and ice) and change its direction and speed. Mastery of the skill requires experience in varying wind and sea conditions, as well as knowledge concerning sailboats themselves and an understanding of one’s surroundings. While there are still some places in the world where sail-powered passenger, fishing and trading vessels are used, these craft have become rarer as internal combustion engines have become economically viable in even the poorest and most remote areas. In most countries sailing is enjoyed as a recreational activity or as a sport. Recreational boating or yachting can be divided into ‘racing’ and ‘cruising’. Cruising can include extended offshore and ocean-crossing trips, coastal sailing within sight of land, and day-sailing.

Throughout history, sailing has been instrumental in the development of civilization, affording humanity greater mobility than travel over land, whether for trade, transport or warfare, and the capacity for fishing. The earliest representation of a ship under sail appears on a painted disc found in Kuwait dating between 5000 and 5500 BC. Advances in sailing technology from the Middle Ages onward enabled Arab, Chinese, Indian and European explorers to make longer voyages into regions with extreme weather and climatic conditions. There were improvements in sails, masts and rigging - and navigation equipment vastly improved. From the fifteenth century onwards, European ships went further north, stayed longer on the Grand Banks and in the Gulf of St. Lawrence, and eventually began to explore the Pacific Northwest and the Western Arctic.

Recreational boats (sometimes called pleasure craft, especially for less sporting activities) fall into several broad categories, and additional subcategories. Broad categories include dinghies (generally under 16 feet powered by sail, small engines, or muscle power), paddlesports boats (kayaks, rowing shells, canoes), runabouts (15-25’ powerboats with either outboard, stern drive, or inboard engines), daysailers (14–25-foot sailboats, frequently with a small auxiliary engine), cruisers (25–65’ powerboats with cabins), and cruising and racing sailboats (25–65-foot sailboats with auxiliary engines). Boating for pleasure might involve a singlehanded vessel, or the boat may be crewed by families and friends. Sailing vessels may proceed on their own, or join a flotilla with other like-minded voyagers. They also may be operated by their owners, who often also gain pleasure from maintaining and modifying their craft to suit their needs and taste, or may be rented for the specific trip or cruise. A professional skipper and even crew can be hired along with the boat in some cases.

Cruising trips of several days or longer can involve a deep immersion in the logistics and navigation of sailing, as well as meteorology, local geography and history. Once the boat is acquired it is not all that expensive an endeavour, often much less expensive than a normal vacation on land. It naturally develops self-reliance, responsibility, economy, and many other useful skills. Besides improving sailing skills, all the other normal needs of everyday living must also be addressed. There are work roles that can be done by everyone in the family to help contribute to an enjoyable outdoor adventure. A style of casual coastal cruising called ‘gunkholing’ is a popular summertime family recreational activity. It consists of taking a series of day sails to out of the way places and anchoring overnight while enjoying such activities as exploring isolated islands, swimming, fishing, etc. Many nearby local waters on rivers, bays, sounds, and coastlines can become great natural cruising grounds for this type of recreational boating. Casual boat trips with friends and family can become lifetime bonding experiences.

Long-distance voyaging, such as that across oceans and between far-flung ports, can be considered the near-absolute province of the cruising sailboat. Most modern yachts of 25–55 feet long, propelled solely mechanically, cannot carry the fuel sufficient for a point-to-point voyage of even 250–500 miles without needing to resupply. But a well-prepared sail-powered yacht of similar length is theoretically capable of sailing anywhere its crew is willing to guide it. Even considering that the cost benefits are offset by a much reduced cruising speed, many people traveling distances in small boats come to appreciate the more leisurely pace and increased time spent on the water. Since the solo circumnavigation of Joshua Slocum in the 1890s, long-distance cruising under sail has inspired thousands of otherwise normal people to explore distant seas and horizons. The important voyages of Robin Lee Graham, Eric Hiscock, Don Street and others have shown that, while not strictly racing, ocean voyaging carries with it an inherent sense of competition, especially that between man and the elements. Such a challenging enterprise requires keen knowledge of sailing in general as well as maintenance, navigation (especially celestial navigation), and often even international diplomacy (for which an entire set of protocols should be learned and practiced).

This element of competition brings us onto ‘Racing and Regattas’; a common activity in the sub-culture of boaters owning larger (twenty-five foot plus) small boats and larger Yachts, and are frequently organised around a Yacht club or Marina organisation. The National Marine Manufacturers Association, the organization that establishes several of the standards that are commonly used in the marine industry in the United States, defines 32 types of boats, demonstrating the diversity of boat types and their specialization. In addition to those standards, all boats employ the same basic principles of hydrodynamics. Sailboat racing can be done on conventional family sailboats racing under one of the simpler handicap formulas (PHRF, or Performance Handicap Rating Formula is one such rule), or can be done on specialized boats with virtually no accommodation or compromises for comfort.

Racing is generally either one design, where the boats are close to identical, or handicapped where the boats’ finishing times are adjusted based on their predicted speed potential. It is further broken down into ocean racing, where boats start at one port and race in the ocean and back to the same port or a new destination, or buoy racing where boats race around prescribed courses and return to port at night. Several famous races cross oceans, like the ‘biennial Transpac Race’ from Los Angeles to Honolulu, or the ‘Newport-Bermuda Race’ from Newport, Rhode Island to Bermuda. Other races actually circumnavigate the globe, like the ‘Volvo Ocean Race’ or ‘Vendee Globe race’. The ‘America’s Cup’– established in 1851, this is the oldest, and arguably the most prestigious event in yacht racing. Participants are restricted to a measurement formula for the boats, and the rules concerning the same have been controversial ever since ‘Australia II’ took the cup away from the U.S. with a secret winged keel.

The formal racing of boats is believed to have started with sailboats in the Netherlands sometime in the seventeenth century. Soon, in England, custom-built racing ‘yachts’ began to emerge and the Royal Yacht Squadron was established in 1815. In 1661 John Evelyn recorded a competition between Katherine and Anne, two large royal sailing vessels both of English design, ‘…the wager 100-1; the race from Greenwich to Gravesend and back.’ One of the vessels was owned, and sometimes steered by Charles II, the King of England. The king lost.

In the present day, as yacht racing has become more prevalent, and yacht design more diverse, it has become necessary to establish systems of measurements and time allowances due to the differences in boat design. Longer yachts are inherently faster than shorter ones; therefore, in the interests of fairness, in the 1820s a ‘primitive system of time allowance was introduced on the Solent.’ Larger yachts were handicapped; but owners with the biggest vessels obviously resented these attempts to lessen their wins. As a result both ratings and ‘one-design’ competition were developed. Today, the major races can be classified as offshore, ocean, around the world and inshore racing, all adhering to one set of rules, but diverse handicapping standards. Boating for both races and recreation is an immensely popular past time all over the globe, and it is showing no signs of abating. We hope the reader enjoys this book.

It was Lieutenant Allen!

PREFACE

In presenting this volume of Tales of 1812 it is not the intention of the author to give detailed accounts of actions at sea or to present biographical sketches of well-known heroes; he wishes but to tell something of the ships that fought the battles, whose names are inseparably connected with a glorious past, and to relate incidents connected with the Yankee sailors who composed their crews—A Yankee Ship and a Yankee Crew—thus runs the old song; it is to exploit both in a measure that is the intention of this book. Brave fellows, these old-time Jackies were. Their day has gone by with the departed day also, of the storm-along captains, the men who carried sail in all sorts of weather, who took their vessels through dangerous passages unmarked by buoys, with only the fickle wind to drive them, who sailed into the enemy’s cruising-grounds, and counting on the good Yankee pine and live oak, had perilous escapes and adventures which fiction cannot exaggerate. It stirs one’s blood to read of these. Surely, it will not arouse a hatred for by-gone enemies, to hark back to them.

The incidents made use of in the following pages are historical, or at least authentic—some may perhaps come under the head of tradition. Tradition is historical rumor; it may be proved by investigation to be actual fact, or it may be accepted at its face value, on account of its probability. To investigate, one is led to break open and dissect and sometimes we destroy a wealth of sentiment in the proceeding; by casting aside tradition that is harmless we destroy the color of history; we may lose its side lights and shadows that give vividness and beauty to the whole effect. It has not been a spirit of research into the science of history, or a chance for deep delving into figures and records, that has animated the author, although he has drawn upon state papers for material, and all correspondence and important references can be vouched for. He has endeavored to refreshen the colors by removing the dust that may have settled. He has touched the fragile bric-a-brac of tradition with the feather duster of investigation. There is sufficient excuse for everything that is written in this book. Facts are not lacking to prove much here to be true. It will not confuse our historical knowledge to accept it thus.

We can draw accurate conclusions as to what kind of men these fine old fellows were; how they looked; how they spoke and acted. Their deeds are part of the nation’s record, and their ships exist now in the shape of a few old hulls. We can mark how carefully and strongly they were constructed; we can imagine them swarming with men and quivering beneath the thunder of broadsides. The author has tried to put the sailor back upon his ship again. Here we have the old tales now retold; retold by one who loves to listen to them, therefore to talk about them. This is his prologue to the telling, and that is all there is to it.

ALLEN, OF THE CHESAPEAKE

Give a ship an unlucky name, and it will last throughout the whole of her career. A sailor is proverbially superstitious, and he clings jealously to tradition.

It is told that when the frigate Chesapeake was launched she stuck fast on the ways, and did not reach the water until the following day, which was Friday. Although she was a fine vessel to look at, she grounded upon the bar upon her first attempt to sail, and, when once free, behaved herself in such a lubberly fashion that those who witnessed her starting out declared she was bewitched. Even after many changes had been made in the length of her masts, in the weight of spars, and the cut of sails, still she was considered by many a failure. And, although her sailing qualities improved as time went on, yet her bad name stuck to her, as bad names will.

Given this drawback, the unlucky captain of such a craft finds it difficult to recruit a proper crew, and must often be content with green hands, or the riffraff disdained by other ships’ masters.

Commodore James Barron, who had been ordered to the Chesapeake, was a brave officer. He had succeeded the peppery Commodore Preble in command of the fleet that had so successfully negotiated the operations before Tripoli, and there he had won for himself a name and reputation. Nevertheless, he was not entirely popular with his officers. They failed to find in him the graciousness of manner and deportment, the strict adherence to the lines of duty, and yet the kindliness of thought and conduct that distinguished young Captain Bainbridge; and they missed, strange to say, the iron hand and stern rule of Preble, the martinet.

Just before sailing from the Capes to relieve the Constitution on the Mediterranean station, the Chesapeake had recruited, from Delaware and Maryland, a green crew. Not above fifty of her complement were men-of-warsmen. Perhaps one hundred more had seen service in deep-sea craft, and had made long cruises; but the rest, numbering probably one hundred and fifty, were longshoremen or landsmen. Lying inside the mouth of Chesapeake Bay were several British men-of-war. As was usual when in American ports, they were compelled to watch their crews most closely, for the higher pay and the better treatment, which cannot be denied, had tempted many an impressed seaman to leave his ship, and take refuge under the American flag.

It was claimed by Vice-Admiral Berkeley in command of the English fleet, that four British sailors had deserted from the Melampus, and joined Barron’s frigate. The following correspondence passed between Robert Smith, the Secretary of the Navy at Washington, and Commodore Barron, in relation to the matter. It explains in the best way possible, how affairs stood at the outset.

Washington, April 6, 1807.

To Commodore James Barron:—

Sir: It has been represented to me that William Ware, Daniel Martin, John Strachan, John Little, and others, deserters from a British ship of war at Norfolk, have been entered by the recruiting officer at that place for our service. You will be pleased to make full inquiry relative to these men (especially, if they are American citizens), and inform me of the result. You will immediately direct the recruiting officer in no case to enter deserters from British ships of war.

Robt. Smith.

To this letter Commodore Barron made haste to reply, and the following is taken verbatim from his note to the Secretary:—

"William Ware was pressed from on board the brig Neptune, Captain Crafts, by the British frigate, Melampus, in the Bay of Biscay (in 1805).... He is a native American, born at Bruce’s Mills, on Pipe Creek, in the county of Frederick, Maryland, and served his time at said mills. He also lived at Ellicot’s Mills, near Baltimore, and drove a waggon several years between Hagerstown and Baltimore. He also served eighteen months on board the U.S. frigate, Chesapeake, under the command of Captain Morris and Captain J. Barron. He is an Indian-looking man.

"Daniel Martin was impressed at the same time and place; a native of Westport, in Massachusetts, about thirty miles to the eastward of Newport, Rhode Island; served his time out of New York with Captain Marrowby of the Caledonia; refers to Mr. Benjamin Davis, merchant, and Mr. Benjamin Corse, of Westport. He is a colored man.

"John Strachan, born in Queen Ann’s County, Maryland, between Centreville and Queenstown; sailed in the brigantine Martha Bland, Captain Wyvill, from Norfolk to Dublin, and from thence to Liverpool. He then left the vessel and shipped on board an English Guineaman; he was impressed on board theMelampus, off Cape Finisterre; to better his condition he consented to enter, being determined to make his escape when opportunity offered; he served on board said frigate two years; refers to Mr. John Price and —— Pratt, Esq., on Kent Island, who know his relatives. He is a white man, about five feet seven inches high.

"William Ware and John Strachan have protections. [1] Daniel Martin says he lost his after leaving the frigate.

"John Little, alias Francis and Ambrose Watts, escaped from the Melampus at the same time, are known to the above persons to be Americans, but have not been entered by my recruiting officer."

The foregoing proves beyond all manner of doubt what ground Commodore Barron had in taking the stand he did further on in the