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THE C ONFEDERATE NAVALHISTORICAL SOCIETY NEWSLETTER
Issue Number Three -- February 1990
Confederate And Union Vessel Sites Remain Undisturbed At
MobileBay: C.S.S. Gaines, U.S.S. Philippi (Former Blockade Runner
Ella),U.S.S. Milwaukee, U.S.S. Osage, and Blockade Runner
Ivanhoe.
C.S.S. Gaines by Tony Gibbons (see review of his book on page
six)
Early last fall, author (andCNHS 'Capt.) Clive Cussler led ateam
of divers for the NationalUnderwater Marine Agency(NUMA) to explore
and survey thelocations of the remains of Unionand Confederate
vessels in theMobile Bay area. He found themblessedly undisturbed.
What fol-lows is his first-hand report of theexpedition:
By Clive Cussler
The interesting aspect of themarine archaeology of MobileBay is
that so little has takenplace. Except for a survey of Civ-il War
obstructions just below themain city dock area, a few diveson the
monitor Tecumseh, and thediscovery of two Confederateironclad
floating batteries, no onebothered to confirm the locationand
dispositions of many shipslost in and around Mobile Bay,beginning
as early as the 16th cen-
tury. (Ed. note: there was also anexcellent set of surveys done
bythe Corps in the mid-1980's.)
After obtaining the necessarypermits and working with JohnTyson,
a former state senator andprominent attorney, and state his-torical
agencies — not to forget theArmy Corps of Engineers — theNUMA team
consisting of CraigDirgo, Allen Green, and myselfset up a base at
Fort Morgan andbegan the survey.
The approximate location of thevessels, with the exceptions of
theMilwaukee and the Osage, werewell documented through oldcharts.
Our primary goal was toverify the existence of thesewrecks and
determine condition ifpossible. Using the research com-piled by
Jack Friend and the Bald-win County Historical Commis-sion, we set
out for the first target,the Confederate gunboat Gaines.This was a
hastily constructedsidewheel steamer 202 feet in
length with a 38 foot beam.Manned by a crew of 130, itmounted
one 8-inch rifled gunand five 32-pounders. During theBattle of
Mobile Bay (on August5th, 1864) she fought a goodfight against the
Union fleet be-fore being run aground behindFort Morgan to avoid
capture.
After a few passes using ourE.G.&G. sidescan sonar and
theSchoenstedt gradiometer, we re-ceived a very heavy magnetome-ter
reading indicating the pres-ence of boilers. The sonar,however,
recorded nothing of in-terest, except a nearby sunkenbarge. We went
over the side inonly five feet of water and imme-diately found
several clusters ofcoal. Then, using steel probes westruck iron
plate and other hardobjects three feet below the bot-tom.
The Gaines site could prove anexcellent excavation project
dur-ing low tide.
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Next, we circled the Fort Mor-gan point and began sweeps forthe
Ivanhoe, a Confederate block-ade runner that was run agroundin June
of 1864 and burned by aUnion force. After a land andwater search
over a square acregrid to make sure no other anom-alies were close
by, we quicklyfound the site by using chartoverlays and the
gradiometer.Our readings showed scattereddebris with the heaviest
hits somedistance from the shoreline.
Despite rumors of divers sal-vaging the ship in recent years,we
found the remains to be bur-ied between twelve and eighteenfeet.
This is consistent with otherships we've surveyed that ranashore
over the course of a hun-dred or more years and wereslowly buried
in the sand, partic-ularly under similar conditions inthe
Charleston area.
The following day, we set outearly to search for the
Philippi.Formerly the blockade runnerElla, a sidewheel steamer
311feet in length and 24-foot beam,she was captured and
commis-sioned as a Union gunboat. Dur-ing Farragut's entry into
MobileBay, the Philippi moved behindthe fleet and ran aground.
Shewas shelled by the guns of FortMorgan and eventually set
onfire.
We set up a grid starting froma nearby buoy and worked alongthe
bank where overlays of thehistorical charts put the ship onmodern
recordings. Running thebank on the fathometer whileprobing with the
gradiometer andsonar, we worked for four hoursbefore striking a
strong sidescanpicture of a shipwreck standingproud on the
bottom.
After mooring over the site,our divers went down and re-turned
with the announcementthat we had struck an old steam-er. The
visibility was little morethan three feet, but burnt hullbeams,
scattered remains of boil-
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ers and coal indicated that in allprobability it was indeed the
Phi-lippi.
The search was continued for adistance of 300 yards on eachside
of the vessel to determine ifthere were any other ships oranomalies
in the area. Therewere none — the bottom wasclean of all but small
debris.
We had expected to find the re-mains of the Philippi buried,
butbecause it lies on the bank and isscoured by the action of the
tidesin and out of the channel, muchof the wreck is exposed.
The next day was spent locat-ing the remains of ships
predatingthe Civil War - the 18th centuryFrench merchant vessel
Belloneand the British warship Hermessunk in the War of 1812 —
afterwhich we bid a fond farewell toour house at Fort Morgan
andmoved the operation to the
Blakely River to search for anyremains of the Union
monitorsMilwaukee and Osage, sunk byConfederate mines during
theclosing months of the war.
The Milwaukee was an unu-sual ironclad with two differenttypes
of turrets, both mounting11 -inch Dahlgren smoothbores.She was 229
feet in length with abeam of 57 feet. Just belowSpanish Fort on
March 28, 1865,she struck a Confederate torpedoand sank in deep
water until shewas completely submerged.
The Osage was a single-turreted river monitor that meas-ured 180
feet in length with a45-foot beam. She mounted two11-inch Dahgren
cannon. Shewas also put on the bottom by aConfederate torpedo only
a dayafter the Milwaukee.
Although it is recorded thatthe hulk of the Osage was raised
The Confederate Naval Historical Society - 2 ~ Newsletter Number
Three, February 1990
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The river monitor Osage with turret forward and covered
stern-wheel aft (U.S. Naval Historical Cntr.)three years later and
sold at auc-tion in New Orleans, and the Mil-waukee was supposedly
also sal-vaged, we've found that quiteoften the salvors leave
considera-ble debris and wreckage behind.Then, there is the
intriguing mapon an 1867 chart showing an his-torical site above
the BlakelyRiver bar. We could not help butwonder if it was the
marked siteof one of the ironclads.
Unfortunately, the flag whenoverlayed on modern charts sitsin
the middle of an immense bog.We imaged with both the mag-
netometer and sonar from the
causeway to the site of the oldbar and found no trace of a
ship-wreck. There were some heavymagnetometer readings fartherup
the river under the shore, butaccording to contemporary re-ports,
both ironclads were sunknot far above the bar, which wasfar out
from the mouth of the riv-er in the bay.
Perhaps if we return, we'lldrop a magnetometer out of
ahelicopter and check out the bog.Who knows, maybe one of
thesalvaged remains of an old moni-tor still lies alone and
forgottenin the mud...
Editors' note: We most highlycommend the fashion in whichMr.
Cussler and NUMA set aboutthis expedition. Every effort wasmade to
obtain proper permitsand notify all appropriate agen-cies,
professionals were used onthe dives, findings were docu-mented in
detail, and no distur-bance was done to the sites.
This should be an ideal modelfor other similar projects,
usingnon-intrusive methods whereinno artifacts are disturbed or
re-moved until appropriate conser-vation techniques can be
devel-oped and implemented.
The monitor Milwaukee with a "torpedo rake" minesweeping device
on bow and tender at right, alsoU.S. Naval Historical Center, from
"Warships Of The Civil War Navies" (see review, page six).
The Confederate Naval Historical Society - 3 -- Newsletter
Number Three, February 1990
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Biography:
BLOCKADE RUNNER CAPTAINTHOMAS J. LOCKWOOD, THE"FATHER OF THE
TRADE"
Lockvvood commanded Colonel Lamb -- neither were ever
captured.
By (CNHS) Captain Kevin PatrickLockvvood
Shortly after one in the morning, 12October 1861, shrouded in
rain andmist, Capt. Thomas J. Lockwood stoodalertly on the
quarterdeck and watchedFort Sumter drift slowly by, as his shipthe
sidewheeler Theodora departedCharleston harbor. Outside the
harborwaited the vigilant North AtlanticBlockading Squadron whose
shipscould occasionally be made out,through the mist, by lights
hoisted totheir peaks. This was his first tripthrough the lines of
Yankee ships, butin time he would become known as the"Father of the
Trade." On board thatnight were Confederate CommissionersMason and
Slidell making their historicjourney to England. The final leg
ofthis trip would ultimately be delayed bya U.S. man-of-war which
illegallyseized them from on board the Britishsteam packet
Trent.
At the outbreak of hostilities Capt.Lockwood was in charge of
the steam
packet Caroline, owned then by theFlorida Steam Packet Co.,
which operat-ed between New York and Florida.While at Charleston,
prior to the firingon Ft. Sumter, he was hired to take agroup of
local citizens and military per-sonnel on an inspection cruise of
theharbor. While on this cruise, Capt.Lockwood steered close to Ft.
Sumter,allowing his passengers, includingP.G.T. Beauregard and S.R.
Gist, to ex-amine the solitary fortress and allowinga band on board
a ship following toserenade Major Robert Anderson's Yan-kee
garrison with a tune called "Dixie."He was back in Charleston on
the 15thof April, 1861, three days after the bom-bardment had
begun, again giving a har-bor tour of the newly-surrendered
Ft.Sumter.
Capt. Thomas Lockwood obtained aLetter of Marque dated the 15th
of July,1861, signed by President Jefferson Da-vis, authorizing him
to outfit the Caroli-na's sister ship, the Gordon, as a priva-teer.
He quickly departed for the NorthCarolina sounds along Beaufort,
where
he would base his excursions. The Gor-don took her first prize
on the 25th ofJuly, the good ship William McGilvery,a brig carrying
Cuban molasses to Bos-ton. In the next ten days the Gordonand her
crew captured four more prizesof the North Carolina coast. Then
onTuesday, August 27th, while cruisingoff Cape Hatteras, a flotilla
of ten shipswas sighted to which a wide berth wasgiven. History
would reveal these shipsto be the expedition from Fortress Mon-roe
sent to make an amphibious landingat Fort Hatteras on the outer
banks ofNorth Carolina. The Gordon then madefor Charleston harbor
where she wouldpass the early fall, employed as a coast-al patrol
boat by the Confederate forces.Here the Gordon was disarmed,
re-
named the Tlwodora, and given the taskof transporting Mason and
Slidell toCuba. Capt. Lockwood was to makeseveral more runs in the
Tlieodora be-fore she was sold to the Confederategovernment in
December 1861.
Thomas then assumed command of afamiliar vessel, the Carolina,
which hehad sailed before the war. The vesselwas now owned by his
wartime employ-ers Fraser Trenholm & Co. and hadbeen renamed
the Kate, after the wife ofWilliam Trenholm. She was to becomehis
most notable command, makingtwenty successful runs. During
hiscommand of the Kate, Capt. Lockwoodlost his first wife and a
child to yellow
Captain Thomas J. Lockwood
The Confederate Naval Historical Society ~ 4 — Newsletter Number
Three, February 1990
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fever while they were staying at Nassau.The Kate finally became
such an emba-rassment to Union blockade captainsthat operations
were sent out to captureher while at anchorage in Wilmington.Even
so, not until she accidentally hit asnag in the Cape Fear River
near Smith-ville did her career come to a close.
His next command was to be the Eliz-abeth, with which ship he
would makeat least six more successful runs beforebeing forced to
put her aground to avoidcapture off Cape Fear on September 26,1863.
Without a command, he was thenselected to oversee the constmction,
inEngland, of what would become the fin-est ship ever built to slip
through theever-tightening blockade.
Almost a year after his arrival in Eng-land this ship was
launched and Chris-tened the Colonel Lamb. She wasnamed in honor of
the gallant officercommanding Fort Fisher, the "South'sGibraltar,"
which stood looming out tosea guarding the only real port still
opento runners, Wilmington, N.C. On the29th of November, 1864 the
ColonelLamb entered Wilmington via Halifax,offloaded, and then
cleared there for thelast and only time on the 20th of De-cember
bound for Bermuda. The fall ofFort Fisher was accomplished only
afterdays of desperate fighting on land andbombardment by Porter's
fleet, whichhad assembled off New Inlet at dawnshortly after
Lockwood's departure.
Although facts are uncertain, it seemsthat during the remaining
months of thewar Capt. Lockwood actually accom-plished the
impossible, at least once, byrunning the incredibly tight blockade
atCharleston. This was probably largelydue to the reported high
speed (17+knots) of the Colonel Lamb. He later at-tempted to enter
Galveston, Texas butdue to shallow waters failed. CaptainThomas J.
Lockwood then returned toEngland, uncaptured in his career, toawait
the inevitable end.
[Kevin Lockwood is currently re-searching the background of his
Con-federate forbear (and his also-famousblockade-runner captain
brother Rob-en. Anyone with runner ads, clippings,etc., please
contact him at 5954 Eisen-hower St., Great Bend, KS 67530.}.
Where They Lie:
C.S.S. Stonewall
C.S.S. Stonewall at Lisbon in March 1865
One hundred and twenty-fiveyears ago, most of the Confeder-ate
Navy was fighting a desper-ate defensive action, but in Eu-rope one
last hope of bringing thewar back to the North was get-ting
underway. It was the C.S.S.Stonewall, a seagoing ironcladram that
was believed capable ofstanding off any Northern portand bringing
it to its knees. Builtby the French originally for theConfederacy,
it was sold due topolitical pressure to Denmark,who refused it on
delivery andsold it back to a Southern agent.She slowly threaded
her waysouth through heavy winterweather in European waters andby
the end of March sailed fromLisbon, where she was shadowedby the
U.S.S. Niagara and Sacra-mento. The unarmored Northernwarships
wisely chose not to en-gage her, for which their com-mander was
later court-martialed.
By mid-April she had madeher way to Cuba, but there hercommander
learned of the col-
lapse of the Confederacy andsold her to the Cuban govern-ment
for enough money to payoff his crew, thus forever endingSouthern
hopes of supremacy atsea.
She was subsequently turnedover to the U.S. Governmentwho sold
her to Japan in 1868and where she was seized by theEmperor's
forces. There shehelped spearhead the Meiji Res-toration and the
overthrow of theTokugawa Shogunate, which hadruled medieval Japan
since the1600's. She served out her finalyears under the name
Azuma,eventually demoted to an accom-odation ship, but how long
shesurvived may be a mystery. Sil-verstone lists her (without
com-ment) as broken up in 1908, butanother story claims she wassunk
by U.S. aerial attack at Yo-kahama in 1945, and laterdredged up,
her remains being in-corporated as fill in a seawall inthat
Japanese port. We're stillchasing that one down...
The Confederate Naval Historical Society ~ 5 -- Newsletter
Number Three, February 1990
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Artist Profile:
Scrimshander Joel CowanArtists have depicted Confed-
erate naval themes in a variety ofmedia, but so far
WashingtonState scrimshander Joel Cowanis the only one we know of
doingit in exquisitely detailed scrim-shaw, the traditional
sailor's craftnow elevated by modern practi-tioners to a high art.
The pieceto the left, reproduced here actu-al size, was done on
fossil mam-moth ivory (no modern elephantsdied for this one) and in
full col-or. Mr. Cowan has also doneother CSN vessels, including
oneof the C. S. S. A labama. He i s oneof the world's leading
scrim-shanders, with pieces in galleriescoast to coast.
This piece is on display forpurchase at the American MarineModel
Gallery, 12 Derby Square,Salem, MA 01970, (508) 745-5777. Mr. Cowan
may also becontacted directly for individual-ly commissioned pieces
at Box705, Bellingham, WA 98227,(206)671-6381.
Reviews:Warships, Warships, Flags and Naval Tales
Warships of the Civil WarNavies, by Paul H. Silverstone,Naval
Institute Press. This is afirst-rate reference book that listsall
the technical information that'sknown about the warships of
thenavies of both sides and someblockade runners and revenue
andcoastal survey ships as well. Itsformat is similar to the
section onships in the ORN (Series II, Vol.1) but with lots more
informationand plenty of contemporary pic-tures and drawings. It is
not a his-tory book, but a technical compen-dium with brief
paragraphs aboutthe acquisition and disposition ofeach ship. If you
want to knowtheir adventures you will have todig elsewhere, but
this is undoubt-edly the work to have in your libr-ry to track down
any vessel youcan think of that was directly em-ployed by either
navy during the
War. Like the Civil War NavalChronology, this is an
essentialreference work to have on yourshelf.
Warships and Naval Battlesof the Civil War, by Tony Gib-bons,
Gallery Books, is a booknot so much for the referenceshelf as for
the coffee table. Thislush work is filled with oversizedfull-color
drawings by Gibbonsof ironclads, cruisers, blockaderunners and a
host of other ves-sels executed with the kind ofspark that makes
you want to hopon board. In addition, there are anumber of overview
paintings ofvarious engagements and plentyof text to tell the
stories of manyof the vessels rendered here. Un-like the previous
book, this is notan attempt to cover every shipthat sailed during
the War, justevery ship that caught Gibbons'
fancy. If the book suffers fromanything, it is the artist's
clear in-fatuation with his material, whichleads to some structural
innacura-cies and some ships looking a lotmore beautiful here than
theyever did in real life (the Sumter,for example). These are
easilyforgiven, if for no other reasonthan the whole book gives you
afeeling of how ships of this era,as diverse as they were,
wereconceived by their creators, eventhough their actual
realizationsmay have been a lot rougher andseedier than planned,
the view asseen through the contemporaryphotos in Silverstone's
book.The two volumes very muchcompliment each other and arewelcome
in the increasinglygreater attention being given late-ly to the
navies of the conflict.
Rebel Flags Afloat: A Surveyof the Confederate States
Navy,Revenue Service, and Mer-chant Marine by H. MichaelMadaus,
Flag Research Center, 3
The Confederate Naval Historical Society — 6 ~ Newsletter Number
Three, February 1990
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News And Notes...As promised last issue, we
have gotten some CNHS patchesin stock that are just right for
ablazer pocket or anything elseyou'd like to sew or stick themon.
They feature the CNHS logo(the Confederate Navy Seal withship and
seven stars) with ourname around the edge of the cir-cle, gold on
navy with gray trim.They're $10 ppd — very trim, in-deed, we think.
Also comingsoon, we hope, will be the sameseal (but without the
CNHSname) on brass buttons — Firmin,the English company that
origi-nally manufactured the CSN'sdeepwater officers' buttons,
hasstruck them from the originaldies. The Confederate NavalMuseum
will be offering thecrossed cannon and fouled an-chor set (since
it's their logo) andCNHS will be offering the navydepartment seal.
Details next is-sue-
On the Richmond front, bids
are being made to do surveys ofthe wrecks on the James, butnone
has been accepted yet. It'shanging up the Port of Rich-mond's plans
for expansion, butthat's the price of having valuablehistory on
your doorstep.
Plans for the C.S.S. Alabamareplica in Birkenhead, Englandare
moving along apace with bidsalready tendered to complete thejob,
among them the originalbuilder, Cammell Laird. Fund-raising for the
project in the U.S.is being spearheaded by theCNHS, so contact us
if you wantto give this worthy project mon-ey, Alabama memoribilia,
exper-tise, etc., all tax deductible.
On the wreck of the Alabamaoff Cherbourg, little progress
toreport. Committees and repre-sentatives are still pending.
Meanwhile, we are sitting on amajor CSN news story we hopeyou'll
be reading about in the dai-ly press soon, before we cover itin
full in our next issue...
Reviews, cont'dEdgehill Road, Winchester, MA01890. This is
actually a copy ofThe Flag Bulletin No. 115 from1986 but it's
definitely one tohave and reveals the ingenuity ofCSN and other
Southern seamenin assembling bunting on a mo-ment's notice. Our
favorites arethe revenue flags adapted fromexisting French
tricolors in theNew Orleans area by sewing on afew stars in a
circle or a cross.Necessity is indeed the mother...
Damn The Torpedoes: Na-val Incidents of the Civil Warby A. A.
Hoehling, pub. by JohnF. Blair. Hoehling has done a lotof
historical books, many navaland some of this period, but thislooks
like a collection of inci-dents he made notes upon alongthe way in
perhaps a variety ofother research projects. It's sortof a "here
and there at sea" thatmixes more obscure (and there-fore more
interesting) tales like
that of the Osage on the Red Riv-er and the dreadful tragedy of
thetroop transport Sultana withmore of the usual about the
Mer-rimack , the cruise of the Ala-bama, and the Battle Of
MobileBay. Because of this mix, thebook comes off as neither
fishnor fowl. Most would want tohave seen more unusual
incidentsexplored (those about which atleast one full-length book
hasn'tbeen written), though even inthese the pop style in which
thebook is written (with dramatic in-the-heat-of-battle direct
quotes,for instance) makes you some-what suspicious of how free
theauthor has been with the actualresearch material he got it
from.But it's entertaining and mightmake a good gift for
someoneyou'd like to introduce to CivilWar naval goings-on. All in
all,easy and soft — entertaining butnot a must for most serious
navalenthusiasts' bookshelves.
Journal ofConfederate
HistoryA Quarterly Serial Book devoted to
the publication of scholarly articles on TheWar Between the
States.
Winner of Southern Heritage Awardfor outstanding accomplishments
inpreserving the history of the ConfederateStates of America.
Annual Subscription.... $ 39.95Individual Issues $ 12.00
Southern Heritage PressP. O. Box 1911Brentwood, TN
37024-1911Toll Free Order Number:1-800-969-READ
This newsletter is published quarterly byThe Confederate Naval
Historical Society,Inc., the non-profit corporation tor the
pres-ervation of the maritime history of the Con-federacy, for
distribution to its Associates.All material ©copyright 1990 by The
Con-federate Naval Historical Society, Inc. As-sociate membership
in the CNHS is availa-ble at the following ranks: Lieutenant
($20),Captain (S50), Commodore ($1000+), andRear Admiral
($10,000+). All associates re-ceive a 15"xl8" CSN Commission for
theirranks, Capt. and above receive special pres-entations
commensurate with their stations.All contributions are tax
deductible.CNHS, 710 Ocran Road, White Stone, VA22578, U.S.A.
Phone: (804) 435-0014.Editor: JohnTownley.
The Confederate Naval Historical Society — 7 ~ Newsletter Number
Three, February 1990
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CSN Research, Requests, and Commentary...My grandfather was
EdwardYonge Wooten of Wilmington,NC and I am seeking informationon
descendants of his kinsmanClarence Randolph Yonge of Sa-vannah,
assistant paymaster on theC.S.S. Alabama and Union spy.Also Civil
War records of myforebear Col. Robert WilliamJames, CSA, of New
Orleans,born in Wilmington, died in Bi-loxi on detached duty to
find ironfor armor for the "floating defenseforces on the western
rivers."Please write: J.A.L. Miller, Jr.,2810-K Carriage Drive,
Winston-Salem, NC 27106-5328, (919)723-0500.
Gentlemen:Let me commend you on the
excellent work that you are doingto preserve our Confederate
Heri-tage. I would be pleased to assistyou in promoting the growth
ofyour organization in any manner Icould. I would point out one
sug-gestion to you, the ongoing use ofthe erroneous term "Civil
War"does much to further confuse themind of the general public.
Iwould recommend the use of theterm "War Between the States"
in-stead of "Civil War." In this man-
ner, the public would better under-stand that our ancestors
werefighting for their strong belief inStates Rights and for
individualliberty as they perceived it to be.
Again, congratulations on yourexcellent work. Please advise asto
how I may assist you and acceptmy recommendation in the spiritin
which it is offered.
— William Earl Faggert,Commander-in-ChiefSonsof Confederate
Veterans
This is not the only note wehave received chiding us on theuse
of the term "Civil War" as be-ing a term that somehow
impliesinherent illegitimacy to the South-ern cause. Our dictionary
(Web-ster's Unabridged) defines theterm as "the war between
theNorth (the Union) and the South(the Confederacy)," with no
judge-ments attached, and that is theway we mean it when we use it
—the shortest and most familiarterm to identify the conflict.
Both sides of any civil war be-lieve they have "right"
behindthem though the happenstancesmay vary from internal
conquest,to rebellion, separation, racial or
cultural genocide and beyond.The generic term "civil war"does
(or should) not imply oneside or the other was right, onlythat
there was a conflict betweenpeoples sharing a previous politi-cal
heritage and geographicproximity. If we find anyone in-terpreting
it in any other way wewill be the first to straightenthem out.
Further, as the char-tered "non-profit corporation forpreservation
of the maritime his-tory of the Confederacy," theCNHS is dedicated
to the betterunderstanding of the facts of theconflict regardless
of the preju-dices perpetrated by too manyhistories written by the
victors,which inevitably distort the truthafter any war. Just as
the SovietUnion is in the painful process ofrewriting its history
in the lightof new-found freedom to seek thetruth, so we in this
country aredoing in our current spate ofree-valuation of our own
Civil War.It has been a long time coming,and the CNHS hopes to be
in theforefront in engendering a newand better understanding.
We hope the SCV will help usby letting its membership knowwho we
are and what we standfor so we can work together to-ward this
end.
THE CONFEDERATE NAVAL HISTORICAL SOCIETY, INC.710 Ocran Road,
White Stone, Virginia, U.S.A. 22578