Book Review: The Civil War Navy in Florida

Mattson, Robert A. The Civil War Navy in Florida. Self published, Palatka, FL. 2014. 194 pages, 161 pages of text. 2 appendices, bibliography, index. B/w photos. ISBN 9780692258743, $18.99.


The Civil War in Florida is an area that is starting to receive more and more interest. In the past few years there have been several major academic works to be published including those by Zach Waters and also by Jonathan Sheppard. I have made my own small contribution to the literature on the state during the war. Historians often find source material thin and many times interest low. "Oh, nothing happened there" is often heard.

An area that has been often ignored is the role of the Navy, both Union and Confederate, during the War. George Buker has written a very good book but it deals strictly with the Gulf Coast of Florida.

Living historian and blogger Rob Mattson has written a book that helps fill in some of the gaps.

The book starts out with a chapter outlining Civil War navies including a look at the major players, a listing of ranks and a discussion about integration in the US Navy; 16% of enlisted sailors were black according to Mattson. The second chapter gives a general overview of the Navies at the start of the war and their role in Florida. The Confederates really had none while the Union was taking over major ports and yards while attempting to impose a blockade.

The next four chapters discuss various geographic points in Florida and the actions that took place there: the Panhandle, Northeast, South and Tampa Bay. These chapters generally run chronologically. The final chapter covers 1865 and Mattson's concluding thoughts.

The book concludes with an appendix covering the major ships including type, dimensions and known armaments. This information is compiled from the ORN. A second appendix covers historical sites associated with the Navies that can be visited. The bibliography is broken down by books, articles and web resources.

As with many self published (and for that matter traditionally published) books there are some editing issues. On page 11 James McPherson is referred to as Bruce McPherson. Later on the Union ship Ethan Allen is spelled both Ethan and Ethen. These are really minor quibbles in an otherwise fine book.

While certainly not the final word on naval actions in the state of Florida this is a very good start and one that anybody studying the subject, or Florida in the War, should considering owning.

By way of full disclosure: Mr. Mattson has provided a review copy of this book and will also be speaking at the museum where I am employed.

Press Release--Explosion on the Potomac

Explosion on the Potomac  

The 1844 Calamity Aboard the USS Princeton

Kerry Walters

In 1844, the USS Princeton was the most technologically sophisticated warship in the world. Its captain, Robert Stockton, and President John Tyler were both zealous expansionists, and they hoped that it would be the forerunner in a formidable steam-powered fleet. On a Potomac cruise intended to impress power brokers, the ship’s main gun—the Peacemaker—exploded as the vessel neared Mount Vernon. Eight died horribly, while twenty others were injured. Two of Tyler’s most important cabinet members were instantly lost, and the president himself had a near miss—making it the worst physical disaster to befall a presidential administration. The tragedy set off an unpredictable wave of events that cost Tyler a second term, nearly scuttled plans to add Texas to the Union and stirred up sectional rancor that drove the nation closer to civil war. Author Kerry Walters chronicles this little-known disaster that altered the course of the nation’s history.

An award-winning author and editor of thirty books, Kerry Walters has been a professor at Gettysburg College for over a quarter century.

ISBN: 978-1-62619-197-6 •  Paperback   •   128 pages   •   $19.99  •  September 27, 2013

El Galeon--Replica Spanish Galleon

El Galeon sitting at the St. Augustine marina.

St. Augustine, Florida recently was home for a two month stay by El Galeon, the wooden replica of a 16th-18th century Spanish galleon.

The history of galleons is an interesting one. These large ships were primarily made of hardwoods such as oak, teak, and mahogany. Masts were traditionally made of pine. The ships were multi-decked with the forecastle being lowered and the hull being long. This design helped give the large and tall ship stability in the water while also helping the ship be able to travel faster. Galleons would typically be outfitted with artillery and the crew would also have hand-held weapons as well.

Due to their size and the complexity of the work involved in building a galleon these were expensive investments so it was vital that she ship become profitable quickly. Many were used as merchant vessels. A bonus on this type of ship however was its flexibility with many being converted to warships.

The romance of the galleon is through the stories of the Spanish treasure fleet which operated from roughly 1570-1800. This fleet was really a convoy system used to bring goods, raw materials and also treasure; gold and silver, back to Spain while sending manpower and finished goods back to Spanish colonies in the "new world". Certainly there were no precious metals coming from Florida but other parts of the Spanish crown were able to supply gold and silver in abundance.

Sailing on a galleon could prove dangerous. Rough seas, pirates, illness, and bad weather including hurricanes were just some of the dangers crew and passengers faced. Treasure hunters continue to search for the remains of shipwrecks and the treasures that they might hold. A prime example being Mel Fisher's search for the Atocha and other Spanish wrecks near Key West. These salvage operations often lead to long and expensive legal fights as to who the actual owner of these wrecks is.

Don Pedro Menendez
de Aviles

The first galleon to arrive in St. Augustine was the San Pelayo in 1565. This ship was the flagship of Don Pedro Menendez de Aviles, considered the founder of the first permanent European settlement in the United States. The San Pelayo itself weighed approximately 650 tons and was part of a group of ships that brought 800 colonists and supplies to Florida.

The El Galeon, which recently called St. Augustine home, is a replica of a 16th century galleon. It measures 180.4  feet high, has a main beam of 35.7 feet and a draft of 19.9 feet. The ship has three masts, seven sails, and over 10,000 sq. feet of sail area.

El Galeon is owned by the Nao Victoria Foundation from Seville, Spain. The galleon is on a long term tour that has taken it from Spain, to Puerto Rico, to several stops in Florida, and now the crew of almost 30 is taking her to New York City. Judging by the success she had in St. Augustine, 12,000-13,000 paid visitors (total visits are much higher including school tours, free tickets, and private events) and the stay being extended several times due to high demand, she will have a long visit in New York.

For those who did not visit the El Galeon while she was in St. Augustine do not fret; she will be back soon enough. The city and the ships owner have signed an agreement by which St. Augustine will become the Florida home to any of the Nao Victoria ships. City officials believe that El Galeon will return by spring of next year and possibly sooner.

The details of the agreement are not completely known but the city does receive ten percent of ticket sales, fifteen-forty percent of fees for private events depending on what source you use (you can rent the ship for approximately $5,000 if you have a cocktail party in mind), and fifty percent of merchandise revenues.

Overall this is a really cool ship. It's not like you will get to see a replica galleon every day. The detail work is really nice, this is a sailing ship after all. The "crew" that we met were friendly enough and willing to answer questions. Most questions seemed to come from younger visitors of course. There is a short film on the bottom level of the ship, but boy is it hot down below. There were a couple of box fans but that didn't do much. There are of course parts of the ship you are not allowed to visit as would be expected. Admission cost while in St. Augustine was $15 for adults, $8 children ages 6-12, and children 5 and under free. I did not see anything about a senior discount but I suppose it doesn't hurt to ask. It's not cheap considering that for most people they will probably spend an hour or less on board. The ship was not handicapped accessible while in Florida. Also, if you have issues with climbing stairs or steep ramps this is not for you. Remember also that you are on water so the boat will rock while you are aboard. It's not like being in the ocean but if you have balance issues be forewarned. Personally though, I really enjoyed it and would recommend it to others.

By way of full disclosure neither the owners of El Galeon nor the City of St. Augustine have asked for this piece to be written. I paid the $15 admission price to tour the ship.

Much of the information above came from the brochure that was available to guests on board. It is titled El Galeon St. Augustine: Explore America's Oldest Seaport.

No pesky pirate cruise ship is ever going to take
the El Galeon. We will blow you and
your tourist captives from the water.

The flags flying over the ship.

Some of the nice detail work found aboard
the ship.

PBS Video Features Underwater World War II Corsair F4U

Thanks to my good friends at PBS for sending along this information. If you are interested in World War II or in diving this should be of interest. The video is about 9 minutes long.

 

The all new bi-weekly series from PBS Digital Studios, “Under H2O,” captures some of nature’s most exciting underwater events, creatures and locations.

This week’s video, ‘WWII Corsair Wreck Dive’ features amazing underwater footage of the wreckage of a World War II Corsair F4U airplane. In this episode, Dr. Musburger and his team take cameras underwater a few miles south off the island of Oahu. 100 feet down, the coral covered aircraft is a sanctuary for many interesting sea creatures including elusive garden eels and bottom-feeding goatfish. The video can be seen here: http://www.youtube.com/watch?v=7jxKB4zbYSA,

 

To view all PBS Digital Studios videos, please visit http://www.youtube.com/user/pbsdigitalstudios.

Dr. Musburger is a Ph.D. Marine Biologist and winner of a National Emmy Award in Outstanding Camera Work. In 2002, he founded HD Under H2O, a Hawaii-based production company specializing in underwater production for educational, scientific, dramatic, and sports outlets. In teaming up with PBS, Dr. Musburger brings his considerable talent and knowledge to a new audience and takes them along on his exciting journeys.

Book Review--Galveston and the Civil War

Schmidt, James M. Galveston and the Civil War: An Island City in the Maelstrom. The History Press,  Charleston, SC. 2012. 155 pages, 129 pages of text, index, bibliography, notes, b/w photos, 1 map. ISBN 9781609492830, $19.99.

James M. Schmidt has earned a reputation for quality Civil War writing whether it be his medical column in Civil War News, his regularly updated blog Civil War Medicine (and Writing), his guest posts on various blogs, or his wide range of books.

In his new book Galveston and the Civil War Mr. Schmidt sets out three main goals: First is to provide readers a lively and well illustrated account of Galveston and the Civil War. Second is to add to the scholarship of Galveston by addressing subjects that have previously received little coverage. These include slavery, Unionist dissent, yellow fever, and the heroic actions of the Ursuline sisters. Lastly, to further add to the literature on the city by using previously unpublished primary resources. While I am far from an expert on the history of Galveston and admit to knowing little about the war there, I am convinced that all three goals have been achieved!

The book starts off strong with a discussion of slavery in Galveston and has Schmidt ably refuting the nineteenth century claims that slavery was not a major factor in the Galveston economy and also that slaves loved the island and did not want to leave. Just as the book starts strong towards one of the goals the ending (well, next to the last chapter) covers the yellow fever epidemics and the attempts of doctors to downplay the danger until it was too late. The period of 1837-1860 saw seven epidemics which left approximately 2,000 people dead. An 1864 outbreak left 259 dead with 117 being soldiers (more than double the number killed in the battle). Just after the war in 1867 more than 1,000 lost their lives to yellow fever with around 100 being soldiers.

Those who have read Mr. Schmidt's earlier book Notre Dame and the Civil War (IN): Marching Onward to Victory will expect nothing less than the expert treatment given to the Ursuline nuns, who despite potential danger to themselves treated the sick and wounded on both sides. While opinions were mixed their convent was offered to the Confederates to be used as a field hospital by Mother Saint Pierre Harrington, leader of the Galveston Ursuline nuns.

While these "overlooked" subjects are really the gem of the book in my view, the fighting is given good coverage. The island city was an important one for Confederates to hold. When the island was blockaded in 1861 by Union naval forces the Confederacy ultimately surrendered it in 1862. Almost immediately "Prince" John Magruder began making plans to retake the island leading to the New Years Day 1863 battle that returns Galveston to Confederate control. The land/sea battle produced approximately 150 casualties.

Mr. Schmidt has an enjoyable writing style that is easy to follow. The book is thoroughly researched and the notes and bibliography contain a nice mix of primary and secondary sources. As are most books from The History Press this one contains a large number of illustrations and photos. These are a nice mix of vintage and contemporary and help the reader visualize what is on the page.  This is a great introduction to the subject for those of us not familiar with the battle. For those with knowledge of the 1863 fight the seldom heard human interest stories are a great reason to pick up this book. Highly recommended!

Civil War shipwreck in the way of Ga. port project

By RUSS BYNUM | Associated Press

SAVANNAH, Ga. (AP) — Before government engineers can deepen one of the nation's busiest seaports to accommodate future trade, they first need to remove a $14 million obstacle from the past — a Confederate warship rotting on the Savannah River bottom for nearly 150 years.

Confederate troops scuttled the ironclad CSS Georgia to prevent its capture by Gen. William T. Sherman when his Union troops took Savannah in December 1864. It's been on the river bottom ever since.

Now, the Civil War shipwreck sits in the way of a government agency's $653 million plan to deepen the waterway that links the nation's fourth-busiest container port to the Atlantic Ocean. The ship's remains are considered so historically significant that dredging the river is prohibited within 50 feet of the wreckage.

So the Army Corps of Engineers plans to raise and preserve what's left of the CSS Georgia. The agency's final report on the project last month estimated the cost to taxpayers at $14 million. The work could start next year on what's sure to be a painstaking effort.

And leaving the shipwreck in place is not an option: Officials say the harbor must be deepened to accommodate supersize cargo ships coming through an expanded Panama Canal in 2014 — ships that will bring valuable revenue to the state and would otherwise go to other ports.

Underwater surveys show two large chunks of the ship's iron-armored siding have survived, the largest being 68 feet long and 24 feet tall. Raising them intact will be a priority. Researchers also spotted three cannons on the riverbed, an intact propeller and other pieces of the warship's steam engines. And there's smaller debris scattered across the site that could yield unexpected treasures, requiring careful sifting beneath 40 feet of water.

"We don't really have an idea of what's in the debris field," said Julie Morgan, a government archaeologist with the Army Corps. "There could be some personal items. People left the ship in a big hurry. Who's to say what was on board when the Georgia went down."

Also likely to slow the job: finding and gently removing cannonballs and other explosive projectiles that, according to Army Corps experts, could still potentially detonate.

That's a massive effort for a warship that went down in Civil War history as an ironclad flop.

The Civil War ushered in the era of armored warships. In Savannah, a Ladies Gunboat Association raised $115,000 to build such a ship to protect the city. The 120-foot-long CSS Georgia had armor forged from railroad iron, but its engines proved too weak to propel the ship's 1,200-ton frame against river currents. The ship was anchored on the riverside at Fort Jackson as a floating gun battery.

Ultimately the Georgia was scuttled by its own crew without having ever fired a shot in combat.

"I would say it was an utter failure," said Ken Johnston, executive director of the National Civil War Naval Museum in Columbus, Ga., who says the shipwreck nonetheless has great historical value. "It has very clearly become a symbol for why things went wrong for the Confederate naval effort."

As a homespun war machine assembled by workers who likely had never built a ship before, the CSS Georgia represents the South's lack of an industrial base, Johnston said. The North, by contrast, was teeming with both factories and laborers skilled at shipbuilding. They churned out a superior naval fleet that enabled the Union to successfully cut off waterways used to supply Confederate forces.

Despite its functional failures, the shipwreck's historical significance was cemented in 1987 when it won a place on the National Register of Historic Places, the official listing of treasured sites and buildings from America's past. That gave the Georgia a measure of protection — dredging near the shipwreck was prohibited.

Still, a great deal of damage had already been done. The last detailed survey of the ship in 2003 found it in pieces and its hull apparently disintegrated. Erosion had taken a large toll, and telltale marks showed dredging machinery had already chewed into the wreckage.

Salvaging the remains will likely move slowly.

Divers will need to divide the site into a grid to search for artifacts and record the locations of what they find. The large sections or armored siding will likely need to be cradled gently by a web of metal beams to raise them to the surface intact, said Gordon Watts, an underwater archaeologist who helped lead the 2003 survey of the shipwreck.

The Army Corps' report also notes special care will be needed find and dispose of any cannonballs and other explosive projectiles remaining on the riverbed.

"If there is black powder that's 150 years old, and if it is dry, then the stability of it has deteriorated," Watts said. "You'd want to be as careful as humanly possible in recovering the stuff."

Once the remains of the Georgia are removed from the river and preserved by experts, the Army Corps will have to decide who gets the spoils. Morgan said ultimately the plan is to put the warship's artifacts on public display. But which museum or agency will get custody of them has yet to be determined.

Right now the Confederate shipwreck legally belongs to the U.S. Navy. More than 150 years after the Civil War began, the CSS Georgia is still officially classified as a captured enemy vessel.

___

Online:

U.S. Army Corps of Engineers' CSS Georgia page, http://www.sas.usace.army.mil/CSS/



This undated artwork provided by the U.S. Army Corps of Engineers shows the CSS Georgia, a Confederate warship that sank in the Savannah River nearly 148 years ago in Savannah, Ga. The Army Corps of Engineers plans to spend $14 million to raise and preserve the sunken Confederate ironclad to make room for deepening Savannah’s harbor. (AP Photo/U.S. Army Corps of Engineers)

New on Fold3--The Sultana Disaster

Fresh on the heels of the 100th anniversary of the Titanic disaster archive company Fold3 announces the addition of records relating to the Sultana. With 1,700 lives lost, including many released Union prisoners of war, this was truly a disaster of epic proportions. If you have a membership this collection looks well worth a look.

The Sultana Disaster When the boiler exploded aboard the steamer Sultana on April 27, 1865, more than 1,700 people lost their lives. Most of those aboard were recently released Union prisoners from Confederate prisons in Cahaba, Alabama, and Andersonville, Georgia. They were en route from Camp Fiske in Mississippi to Camp Chase, Ohio, but the explosion occurred only a few hours into the journey. In addition to the faulty boiler, the ship was also grossly overburdened with 2,200 passengers on a vessel built to carry 376. Records relating to the Sultana Disaster, April 1865, are now available on Fold3. They include lists of the former prisoners who survived the disaster, with military service information and brief comments on their injuries. There are also lists of those who perished, yet not of the civilian survivors or those who died. The enormity of the disaster led quickly to investigations. By January 1866, a court-martial was convened to charge Captain Frederick Speed, the man who volunteered to coordinate the transfer of prisoners, with “neglect of duty to the prejudice of good order and military discipline.” There are 647 documents in the court-martial case with testimonies, witness accounts, and statements by the defense and prosecution. After "nearly six long weary months" the trial came to a close. Capt. Speed was the only person charged in the incident. He was found guilty, yet the charges were later dismissed by Judge Advocate General Joseph Holt.

Recent Release from The History Press

The History Press is pleased to introduce the new title:

The CSS Virginia

Sink Before Surrender

John V. Quarstein

W hen the CSS Virginia (Merrimack) slowly steamed down the Elizabeth River toward Hampton Roads on March 8, 1862, the tide of naval warfare turned from wooden sailing ships to armored, steam-powered vessels. Little did the ironclad’s crew realize that their makeshift warship would achieve the greatest Confederate naval victory. The trip was thought by most of the crew to be a trial cruise. Instead, the Virginia’s aggressive commander, Franklin Buchanan, transformed the voyage into a test by fire that forever proved the supreme power of iron over wood. The Virginia’s ability to beat the odds to become the first ironclad to enter Hampton Roads stands as a testament to her designers, builders, officers and crew. Virtually everything about the Virginia’s design was an improvisation or an adaptation, characteristic of the Confederacy’s efforts to wage a modern war with limited industrial resources. Noted historian John V. Quarstein recounts the compelling story of this ironclad underdog, providing detailed appendices, including crew member biographies and a complete chronology of the ship and crew.

 John V. Quarstein is an award-winning historian, preservationist, lecturer and author. He served as director of the Virginia War Museum for over thirty years and, after retirement, continues to work as a historian for the city of Newport News. He is in demand as a speaker throughout the nation. Quarstein is the author of fourteen books, including the companion volume to The CSS Virginia, The Monitor Boys. He has produced, narrated and written six PBS documentaries, including the Civil War in Hampton Roads series, which was awarded a 2007 Silver Telly. John Quarstein is the recipient of over twenty national and state awards, such as the United Daughters of the Confederacy’s Jefferson Davis Gold Medal in 1999. Besides his lifelong interest in Tidewater Virginia history, Quarstein is an avid duck hunter and decoy collector. He lives on Old Point Comfort in Hampton, Virginia, and on his family’s Eastern Shore farm near Chestertown, Maryland.

ISBN: 978-1-60949-580-0 • Paperback • 592 pages • $24.99 • March 2012

This new book is available at local stores & online at Historypress.net

Book Review--Florida Civil War Blockades

Wynne, Nick and Joe Crankshaw. Florida Civil War Blockades: Battling for the Coast. The History Press, Charleston, SC. 2011. 126 pages, b/w photos. ISBN 9781609493400, $19.99.


While being the third state to secede from the Union, Florida played a fairly small and limited role in the Confederacy in terms of men. With a population of less than 75,000 free citizens the state contributed only around 15,000 soldiers. In addition, being removed from the major theatres of battle little fighting took place in the state. While this makes it appear that the state was an unimportant one that is hardly the case as authors Nick Wynn and Joe Crankshaw attempt to show in their new work discussing the Union blockade of Florida's coastline.

When the Union blockade of the Confederate coast was instituted in early 1861 it seems that little thought was given to how this was going to be carried out. The Union navy at the time consisted of less than 100 ships with only a dozen or so being ready and available to cover more than 3,000 miles of coast with half belonging to Florida. In addition to a lack of ships there was also the issue of supplying the blockaders with training, food and water, and medical supplies. In addition the 1856 Treaty of Paris, which stated that for a blockade to be legal it must be effective, was a concern. With the effectiveness of the blockade in question the Union had to be concerned about the Confederacy being granted European recognition.

Wynne and Crankshaw discuss the state by geographic region. On the east coast the Union established control at Jacksonville, Fernandina, and St. Augustine forcing blockade runners to use smaller ports such as New Smyrna. The problem with such small ports was theft. This was the case with a shipment of shoes and guns that arrived via the Kate in 1862. While some of the guns were recovered the majority of supplies vanished into the hands of locals or into the interior wilderness of the state.

The west coast of the state was led by the port at Tampa. Tampa Bay proved difficult to patrol due to the large entry way. This along with the Hillsboro River that emptied into the Bay made this an attractive target for blockade runners. Charlotte Harbor and Punta Gorda also became important for Confederates.

The final area of the state was the area between Cedar Key and Pensacola, probably the most heavily populated area of the state at the time. While both areas were controlled by Union forces small ports at places such as St. Andrews Bay and Apalachee Bay allowed a continued flow of supplies in and out of the state.

The Union blockade could point to other areas of success in addition to preventing transport of goods and supplies. Salt was a valuable commodity whose price rose considerably during the war. Saltworks were vulnerable to Union blockaders on several fronts. Many saltworks, which were located near the coast, were manned by slaves. Being close to the Atlantic or Gulf made saltworks prime targets of destruction for Union troops. Former slaves or "contraband" as they were known were dealt with in a couple of different ways. Secretary of the Navy Gideon Welles had authorized using the contrabands as sailors if they could be useful. Most however were taken to collection points that would serve as prime recruiting grounds later in the war. By destroying two economic drivers at once the blockade helped further pinch and already cramped state.

So do Wynne and Crankshaw think the Union blockade was effective? In their own words "Yes and no." The blockade was leaky at best. Small ports allowed quick moving runners entry into the vast array of waterways leading to the interior of the state. Despite this however around 1,500 blockade runners were stopped. These shipments prevented much needed supplies from entering the state and being shipped over land northward. It also prevented outgoing freight that was bound for ports further north to supply troops or from going to overseas ports that could have provided much needed capital. The success in lowering the production of salt and stopping of fishing vessels put a crimp in the daily lives of many Floridians. Floridians also had to be concerned about the possibility of invading troops coming from blockaders. These factors help push the scales toward a Union success.

This is a quick reading book that provides a good introduction to the topic. It is however far from definitive. Due to space constraints the book does not contain an index, proper bibliography, or notes making it difficult for future researchers to use the book. There is a small essay of suggested reading but this is really of limited value. A few minor typos, including a wrong date of secession for South Carolina, would show a need for a further proof-reading. These issues aside if you are looking for an introduction to the subject this is a book that will fit your needs until a more complete coverage is released.

Charting a More Perfect Union

I received a notice through Family Tree Magazine regarding a new online set of Civil War maps that are available. Click the image below to access the collection. Nearly 400 maps put together by the Office of the Coast Survey are available. Read the Family Tree Magazine blog article regarding this collection here.

Book Review--Sultana

Huffman, Alan. Sultana: Surviving the Civil War, Prison and the Worst Maritime Disaster in American History. Smithsonian Books, New York, New York. 2009. 300 pages, 281 pages text, index, bibliography. Hardcover ISBN 9780061470547.

 A seldom studied aspect of the Civil War is the immediate aftermath. Thousands of soldiers were far from home and needed to be returned to civilian life. Boat owners were more than anxious to cram every soldier possible on their boats and so was the case with the Sultana. Huffman estimates that nearly 2,600 men were on board though there is no passenger list. At least 1,700 of these men perished in the disaster. All of this plus the conspiracy theory that the Confederates played a role in the explosion of the boilers should have led to a fast paced and exciting story. Unfortunately that's not what we get.

Huffman takes the long route to get to the meat of the story. We read about friends from Indiana who join the military. We get to meet people like Big Tennessee who really have nothing at all to do with the story. He may (or most likely was not) on the Sultana and legend has it he swam away. We read about prison camps and the hope and despair they caused. Finally we get to the joy of being able to go home and the tragedy that awaited.

Ultimately what we have here is a disjointed work that doesn't really seem to have a focus. The book is 281 pages of text yet we don't hear of the Sultana until page 168. By this point this reader was just hanging on hoping for something to improve. Unfortunately it really didn't. There is no serious discussion regarding the theory that the Confederates had something to do with the explosion. Whether or not Huffman puts any weight to the story it should be addressed if for nothing else but to put it to rest. This could have been done as an appendix if nothing else. I couldn't really get a feel for the ship or the people aboard. While I should have cared about both I found myself looking for the end rather than not wanting it to end.

I can't personally speak for the research that went into the book but scholarship seems to be lacking. The bibliography comes in at just over a scant two pages with more than half being secondary sources and websites. There are no footnotes or end notes so don't bother trying to follow up on Huffman's research. There also are no illustrations or maps which become a serious failing in a modern Civil War book.

This is a book where I think Huffman would have been better off writing it as a fictionalized account. In that way the characters he introduces could have been developed and worked their way through the entire story allowing the reader to have gotten to know them and care about them. As it is I can't recommend this to anybody with a serious interest in the Civil War. Those who like an adventure but don't really care about the war may find this worthy of reading however.

Book Review--Last Flag Down

Baldwin, John and Ron Powers. Last Flag Down: The Epic Journey of the Last Confederate Warship. Three Rivers Press, New York. 2007. 354 pages 332 text. Notes, glossary, bibliography, index, map.

I must admit to knowing very little about the naval aspects of the Civil War. After reading Last Flag Down: The Epic Journey of the Last Confederate Warship I can't say I know much more. The is supposed to be the story of the warship Shenandoah's 15,000 mile trip to help save the Confederacy. While loosely it succeeds it is really more a work to glorify one of the crew.

What I did learn was that the book was a seemingly biased account that would have probably been better off written as a biography of Lt. Conway Whittle, the Shenandoah's second in command. The reason for this is that co-author John Baldwin (Ron Powers of Flags of our Fathers fame is the other co-author) is a relative of Whittle. Whittle is portrayed as being the rational and talented leader while commander James Waddell is seen to be a brooding incompatant who should not have been in his position. Is this truthful? I can't say becasue I haven't read anything else on the subject. Am I inclined to take this at face value? No, especially once you realize that one of the prime sources is Whittle's log. Whittle of course feels he should have been in command and his log shows a strained relationship with Waddell all the way through.

We do learn that the crew managed to outsmart the Union navy and get the ship out of England. From there they were able to get the ship renamed and in condition to go after northern ships. Though shorthanded the raider is able to use it's superior speed and manueverability to run down and capture "enemy" ships. Capture means take the crew prisoner, take what they can use and then sink the ship. Many of these prisoners sign on to work on the ship. Their options of course were to do this or stay below deck shackled only to be dumped at whatever port is convenient. Enemy means mostly unarmed commercial vessels and not Union warships. The CSS Shenandoah makes a year long voyage, crossing the equator four times in it's attempt to help save the Confederacy. In the end the crew ends up where they started and ultimately left to the mercy of the English court system.

The book clocks in at 354 pages with index, bibliography, notes, and a much needed and used glossary. If you don't have a good grasp of boating terms you will use this repeatedly. There is a sail plan and also a diagram of the Shenandoah which are useful. Also included is a very simplistic map with an outline of the route taken. While better than nothing the map was not of great value and showed little detail. While not a difficult read the book never really grabbed hold of me and made me want to not put it down.

Again the work is really short on Civil War history and would be better classified as a biographical work. For those interested in life aboard an early naval ship this might be an interesting work. For those hoping for an unbiased work dealing with Civil War naval history they should look elsewhere.