The Rebel Raiders: The Astonishing History of the Confederacy's Secret Navy


During its clandestine construction in Liverpool, it was known as “Number 290.” When it was finally unleashed as the CSS Alabama, the Confederate gunship triggered the last great military campaign of the Civil War; a maritime adventure unparalleled in our history; an infamous example of British political treachery; and the largest retribution settlement ever negotiated by an international tribunal: $15,500,000 in gold paid by Britain to the United States. This riveting true story of the Anglo-Confederate alliance...

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During its clandestine construction in Liverpool, it was known as “Number 290.” When it was finally unleashed as the CSS Alabama, the Confederate gunship triggered the last great military campaign of the Civil War; a maritime adventure unparalleled in our history; an infamous example of British political treachery; and the largest retribution settlement ever negotiated by an international tribunal: $15,500,000 in gold paid by Britain to the United States. This riveting true story of the Anglo-Confederate alliance that led to the creation of a Southern navy illuminates the dramatic and crucial global impact of the American Civil War.

Like most things in the War between the States, it started over cotton: Lincoln’s naval blockade prevented the South from exporting their prize commodity to England. In response, the Confederacy came up with a unique plan to divert the North’s vessels and open the waterways–a plan that would mean covertly building a navy in Britain, a daring strategy that involved an unforgettable cast of colorful characters.

James Bulloch–Northerner by circumstance, Southerner by birth, he risked his life to enter England and build a fleet under the very noses of Northern spies; Lord John Russell–the British foreign secretary who was suspected of subverting his own legal system to allow the secret ships; Charles Francis Adams–son and grandson of presidents, who exhausted every avenue to stop the Confederate-British collusion; Raphael Semmes–the fanatically loyal Southern captain who disabled or destroyed sixty Northern ships before meeting his match near Cherbourg, France; and TheAlabama–a wooden gunship that took to the sea named for a Southern state to wreak havoc on the Northern cause.

With The Rebel Raiders, naval historian James Tertius deKay brings to dazzling life an amazing, little known piece of history that is at once an important work of Civil War scholarship and a suspenseful tale of military strategy, international espionage, and a legal crisis whose outcome still affects the world.

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Editorial Reviews

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In its checkered career, the ship was called Number 290, the Erica, the Barcelona, and, last and most memorably, the CSS Alabama. The construction of this Confederate gunship in England spawned a major crisis in British-American relations, an international legal fracas, and a Southern naval offensive that threatened to change the course of the Civil War. In its brief career, the Alabama destroyed 68 Northern ships on three different oceans. For Great Britain, however, the aftermath of this shipbuilding triumph was less than sweet: In 1872, a Geneva tribunal exacted a reparation settlement of more than $15 million. This book does justice to a neglected chapter in the history of the War Between the States.
Publishers Weekly
DeKay (Monitor) here presents the drama of the Confederacy's commerce raiders, built in Great Britain early in the Civil War and designed to disrupt Northern trade and consequently divert the North's naval blockade of Southern cotton. He recounts the immensely successful efforts of Confederate purchasing agent James D. Bulloch to contract with English builders, focusing on the famous Alabama, launched in 1862 amid swirling controversy as the U.S. ambassador to England, Charles Francis Adams, tried unsuccessfully to convince the British administration to seize the ship. Captained by Raphael Semmes, the Alabama wreaked havoc on the Union merchant fleet, eventually seizing or destroying 66 vessels. Northern intelligence efforts had uncovered Bulloch's deceptions early on, and on June 19, 1864, the Alabama was finally sunk off Cherbourg, France, by the Union warship Kearsarge. Of equal importance is the postwar tale of the Alabama Claims, in which America's outrage over England's support of the South at times threatened war or reprisals against the British for the destruction of America's merchant marine. The claims were submitted to an international tribunal and England paid America a hefty $15 million in 1873. Although recent books on this subject (including Charles M. Robinson's 1995 book on the Alabama, among others) have already minutely detailed this topic, DeKay's engagingly written book is carefully and knowledgeably constructed, and will appeal to the uninitiated. (On sale May 28) Copyright 2002 Cahners Business Information.
Kirkus Reviews
The little-known story of the clandestine British construction of a Confederate warship, Southern piracy, and the far-reaching impact these activities had on modern international law. Naval historian deKay (Monitor, 1997, etc.) finds political intrigue, swashbuckling adventure, and the seeds of 20th-century diplomatic agreements in his new history of the Civil War high seas. According to deKay, the tight Union blockade of Confederate states forced the rebel government to seek novel ways to export cotton and thereby fund the war. To arrange for the construction of warships in England, Jefferson Davis decided to dispatch James Bulloch, a Southern sympathizer, successful New York sea captain, and maritime businessman. The author follows the efforts of Charles Adams, the American minister in London, to catch the British illegally providing vessels to the Confederacy. Adams hired a battalion of private detectives and agents to follow Bulloch, who managed to deliver the CSS Alabama to captain Raphael Semmes despite their best efforts. In addition to being fanatically committed to the rebellion, deKay notes, Semmes was a natural at piracy: as soon as he received the Alabama, he began a campaign of terror on commercial sea trade, single-handedly capturing and burning more than 60 American vessels and forcing the US navy to send 25 warships away from blockade duty to search for him. The author concludes by analyzing American attempts to attain a retribution settlement from the British, noting that while Semmes and the Alabama may be best remembered for their Civil War exploits, their real legacy lies in establishing a precedent for resolving international disputes. In this case, an internationaltribunal adjudicated in favor of the American complaints and successfully compelled Britain to pay some ten million dollars in damages to American shipping interests. Good entertainment for fans of Civil War tales, naval history, or true stories of high-seas adventure.
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Product Details

  • ISBN-13: 9780345431820
  • Publisher: Random House Publishing Group
  • Publication date: 5/1/1902
  • Edition description: FIRST
  • Edition number: 1
  • Pages: 257
  • Product dimensions: 5.34 (w) x 8.58 (h) x 0.95 (d)

Meet the Author

James Tertius deKay is also the author of Monitor: The Story of the Legendary Civil War Ironclad and the Man Whose Invention Changed the Course of History and Chronicles of the Frigate Macedonian. He lives in Stonington, Connecticut.

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Read an Excerpt


Throughout the early spring of 1861, the sleepy little city of Montgomery, Alabama, found itself caught up in a state of jubilant uproar and patriotic euphoria. Ever since February, when it was proclaimed provisional capital of the Confederate States of America, trainloads of strangers had been pouring into town from all across the South--patriots and adventurers, visionaries and opportunists--crowding the city's streets and monopolizing its facilities, eagerly clamoring to participate in the creation of a huge new nation the size of western Europe.

In April, the level of excitement in Montgomery ratcheted up to new heights when news of the bombardment of Fort Sumter came clattering over the telegraph from Charleston. Overnight, a new martial spirit gripped the city, and a heady sense of participating in the unfolding of great events was everywhere apparent. The fledgling Confederate government, suddenly faced with the need to put itself on a war footing, quickly ran out of office space and was forced to take rooms in the Exchange Hotel.

Despite the sense of urgency generated by the news of war, President Jefferson Davis maintained a serene equanimity. For months he and other Southern leaders had hoped that the secession of the Southern states might be managed peacefully, but now that war had come, he remained optimistic. He was convinced that the war would all be over in a matter of weeks. It could not last much longer than that. Neither side was prepared for a more extended conflict, and it was bound to sputter to an inconclusive end as soon as the hotheads in Washington came to understand the futility of trying to force the seceded states back intothe Union against their will.

Besides, the Europeans would not allow a long war. Both Great Britain and France maintained huge textile industries, which were totally dependent on regular supplies of raw cotton from the South. If those supplies were stopped by the blockade that President Abraham Lincoln had just announced, thousands of European textile mills would have to close, millions of factory hands would be thrown out of work, and there would be riots in the streets of Manchester and Lyons. Davis was confident that before that could happen, the British and French navies would steam across the Atlantic, force open the blockade, and give Mr. Lincoln a choice: He could either sue for peace or find himself battling not just the South but the great powers of Europe as well.

Davis was convinced that the key to victory was cotton, and for months he had been encouraging cotton growers to hold their harvest off the market in order to increase pressure on Europe. The less raw cotton the mills had in inventory, the faster their governments would act to ensure the supply. It was just another precautionary step on his part to guarantee a short war.

Most of the members of Jefferson Davis's cabinet shared his optimism, but since there was no guarantee that the Yankees would behave in a reasonable manner, they continued to labor diligently to meet the Northern threat. It was always possible, after all, that the war might drag on for as long as a year.

During those first hectic weeks of the war, the cabinet officer under the most immediate pressure was probably Stephen R. Mallory, the newly appointed secretary of the navy. It was his responsibility to organize a response to the blockade the Yankees were already putting in place, and that was not going to be easy. The South had virtually nothing in the way of a navy with which to fight back. The entire Confederate fleet consisted of a sorry collection of four small revenue cutters, three leaky slavers, and a handful of smaller boats inherited from the seceded states, and there was no chance of improving the situation in the immediate future. It takes time and money to build proper warships, and Mallory had little of either.

With his round, open face and vaguely distracted appearance, the forty-nine-year-old Mallory bore a striking resemblance to Mr. Pickwick. The similarity was enhanced by his penchant for swallowtail coats and his fondness for good company and a liberally fortified punch bowl. But Mallory was no Dickensian innocent. Behind his genial manner lay a sharp and imaginative intellect. He was a highly skilled admiralty lawyer and a practiced politician. He was also the only member of the Confederate executive who had any real grasp of war at sea or understanding of the true power of navies.

Mallory was something of an outsider. Many of the politicians in Montgomery had opposed his nomination for secretary of the navy. Some distrusted him because he had originally cautioned against secession, while others were suspicious of him because he owned no slaves. It did not help that he was also a Roman Catholic, which made him something of a curiosity in a society that was predominantly Episcopalian and Presbyterian. In the end, he had been selected because Jefferson Davis felt he needed someone from Florida in his cabinet.

In the years before the war, Mallory had served in the United States Senate, where, as chairman of the Committee on Naval Affairs, he made it his business to learn everything he could about the revolutionary developments in steam power, shell guns, and armor plate that were rapidly transforming the navies of the world. In time he would put that knowledge to good use. Under his leadership the Confederate Navy would establish an impressive record for innovation. But any plans he might have to create a modern fleet for the South still lay far in the future. His immediate problem was to find some way to deal with the Yankee blockade.

It was a formidable challenge. The proposed blockade was to be a colossal enterprise, an immense cordon of U.S. Navy warships that would eventually stretch 3,500 miles from Chesapeake Bay to the Mexican border at Matamoros. Mallory knew that the Yankees did not as yet have the ships to mount such a seaborne offensive, but he had no doubt they would build the necessary vessels soon enough, and when they did, it would be up to him to find a way to counter the threat. If he failed, the Federal fleet would eventually strangle the South, choking off access to the European military supplies the Confederacy needed to fight the war, as well as the outward flow of cotton bales required to pay for them.

Undoubtedly, had it been within his power, Mallory would have chosen to smash the blockade with a squadron of modern ironclad steamers, each one armed with powerful rifled guns, firing the new explosive shells. Such an invincible fleet could reduce the Yankees' wooden warships to kindling, and open the South's ports to the world.

But Mallory knew that the immediate prospect for such a force was little more than a pipe dream. The South, for all its fine harbors and broad rivers, had never developed a maritime infrastructure. It was an agricultural society, dependent almost entirely on slave labor, with neither the shipyards nor the skilled workforce needed to build the warships it now so desperately needed. Before Mallory could build them, he would have to create the necessary ironworks, foundries, and rolling mills and either import or train the shipwrights, mechanics, and engineers needed to operate them, all of which was going to take much time and energy.

Meanwhile, he needed some sort of stopgap measure that would at least make things difficult for the Yankees. Toward that end, he developed a secondary strategy, a simpler and cheaper scheme that he could put into operation much more quickly. He would build or buy a handful of inexpensive wooden ships, each one lightly armed with a few guns, and send them out to sea, not to wage war against the powerful blockading squadrons of the U.S. Navy but against a far larger and more vulnerable Yankee fleet--the huge armada of American commercial vessels that plied the trade routes of the world. These ships represented one of the North's most valuable economic assets. Unarmed Yankee merchant vessels would make easy targets for his commerce raiders, and Mallory calculated it would take only a few such cruisers to create so much havoc that the Union Navy would be forced to withdraw large numbers of its own vessels from the blockade in order to hunt down the gunships, thereby opening up the vital trade routes to Europe.

Mallory hoped to create the raiders simply by purchasing ordinary merchant ships and arming them. He had originally expected to find the ships he needed in Southern ports, but when he sent out inquiries, he quickly discovered there were almost no commercial vessels to be had in the Confederacy. His search turned up only one likely candidate, a Gulf Coast packet steamer named the Habana, which was laid up in New Orleans. Mallory sent one of his senior officers, Commander Raphael Semmes, to investigate, and Semmes had reported back by telegraph, expressing cautious optimism. With Mallory's approval he purchased the little steamer, which he rechristened the CSS Sumter, and had started the process of reinforcing and arming her. The Sumter would be a beginning, Mallory hoped, but neither he nor Semmes considered her anything more than a temporary expedient.

It was evident to Mallory that if he wanted cruisers, he was going to have to look outside the Confederacy. For various reasons he decided to try Great Britain. If he could not find what he wanted in England, there were any number of superior shipyards there, and he could always arrange to have his gunships built to order.

The trick was going to be finding the right man to send across the Atlantic. Obviously Mallory needed someone who knew his way around shipbuilding facilities and who understood naval construction, steam engines, and modern armament. But equally important, Mallory needed someone he could trust, and trust implicitly. Whomever he sent to England would be operating on his own, thousands of miles from any supervision, making important decisions involving hundreds of thousands of dollars of government money, and working in a rough-and-ready marketplace notorious for its under-the-table kickbacks and other forms of financial chicanery. The opportunities for mischief were manifold.

Choosing the right man would be one of the most critical decisions Mallory would make as naval secretary, and undoubtedly he would have preferred to make his selection carefully, and only after due deliberation, but in the spring of 1861, there was no time for such luxuries. He had to act quickly. He would have to take whomever he could find, pack him off to England, and hope for the best.

As it turned out, the man he selected for the highly sensitive assignment of European purchasing agent for the Confederate Navy was a man he had never met and of whom he knew almost nothing. His name was James Bulloch, and Mallory picked him solely on the basis of a brief conversation with his fellow cabinet officer Judah P. Benjamin, the Confederate attorney general, who happened to be a mutual friend of both men.

James Dunwoody Bulloch, thirty-eight years old, came from a prominent Georgia family. He had served originally as an officer in the United States Navy. Later, he had resigned his commission to become a commercial sea captain operating out of New York, where he had made his home for many years. In a lifetime at sea, he had retained few ties to his native state, but his loyalty to his family and to the South had remained steadfast, and immediately on the outbreak of war, he had contacted his friend Judah Benjamin, offering his services to the Confederacy. Benjamin mentioned Bulloch to Mallory, who immediately expressed interest. Benjamin's sketchy description of his friend may have been short on details, but he made the point that Bulloch was an experienced naval officer with an intimate knowledge of commercial shipping. That, plus the fact that Benjamin vouched for him, was enough to convince Mallory that he had found the right man for the European assignment.

Another factor that undoubtedly influenced Mallory's choice was the almost casual nobility of Bulloch's act of patriotism. Hundreds of Southern-born U.S. Navy officers had resigned their commissions to "go South" and join the Confederacy. But how many men, he wondered, would have deliberately forsaken an important civilian career in New York to throw in their lot with the South? Bulloch's offer to serve was an eloquent gesture and persuaded Mallory that here was a man he could trust. At Mallory's urging, Benjamin immediately sent word to New York, instructing Bulloch to report to Montgomery as soon as possible. It was one of the last messages to make it through the lines before all official communications ceased between the warring sections.

As soon as Bulloch received Benjamin's instructions, he took immediate steps to comply. He knew he would have to arrange his departure from New York with care. War fever was rampant, and federal agents, who were well aware of Bulloch's political leanings, were already rounding up suspected Confederate sympathizers. Working quietly, he settled his business affairs as swiftly and discreetly as possible before bidding a hasty farewell to those closest to him. "I mentioned to a few friends that I purposed going to Philadelphia, and possibly to Cincinnati," he would later write, "and in the early days of May, I started southward with light luggage, as if for a short journey." One of the few with whom he would have shared his secret was his beloved sister Martha, herself a loyal Georgian, who was the wife of the prominent New Yorker Theodore Roosevelt Sr. and mother of a sickly little boy, "Teedie," the future president. After a last hurried embrace of his wife, Harriet, Bulloch caught the railroad ferry to Hoboken and boarded a train for Philadelphia, where he spent the night. That evening, in parks and public squares, he saw "large bodies of men . . . drilling, and the streets were thronged with detachments of troops. Everywhere the din of bustle and preparation."

Proceeding to Pittsburgh the following morning, he pursued a deliberately circuitous route that took him first to Cincinnati, then across the Ohio, and finally into the still-uncommitted border states of Kentucky and Tennessee. From there the railroad took him into Alabama, and the Confederacy proper, and on to Montgomery, where he arrived late on Tuesday evening, May 7, 1861. The following morning he reported to his friend Judah Benjamin at the Exchange Hotel, and after a brief greeting, the attorney general escorted him down the hall to Mallory's office.

Bulloch's description of his hurried introduction to Mallory gives some suggestion of the sense of urgency that characterized the Confederate government in the first weeks of war.

"Mr. Secretary," Benjamin announced without ceremony, "here is Captain Bulloch."

"I am glad to see you," Mallory said, taking Bulloch's hand. Then, without so much as a pause, he continued, "I want you to go to Europe. When can you start?"

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  • Anonymous

    Posted March 23, 2003

    Astonishing is an Understatement

    Astonishing revelations fill this book. Perhaps you thought that the American civil war was fought in America and was decided at Gettysburg. The story is not so simple. The English ruling class favored the South so strongly that they flaunted their own laws and found ways for the Confederacy to build and outfit raiders in England. These few raiders destroyed the American whaling fleet and ran insurance rates so high that the American mercantile fleet was driven from the seas (and suffers to this day). The cotton textile industry in England was in disaster. Workers were naked and hungry. The ruling class was on the verge of recognizing the South and forcing an armistice on the two parties. Then the North launched the most effective barrage of the war. Charity in the form of food and clothing came from the North to the unemployed textile workers in England. The English under class, against their own short-term interest made its voice heard, and England remained neutral. Chap 1. Montgomery: Mallory, the Confederacy's Secretary of the Navy selects James Bulloch to build a raider navy in England. Mallory has never met nor heard of Bulloch, but on the recommendation of a mutual friend (Judah Benjamin, the Attorney General) and a brief interview decides Bulloch is the man. It was an excellent choice. Astonishing. Chap 2. Liverpool: Bulloch arrives in Liverpool unexpected and with no credentials. He presents himself to a man he has never met, Charles Prioleau, the managing director of the Confederacy's unofficial English bank, who agrees to fund the venture. Astonishing. Prioleau introduces Bulloch to an English lawyer who sets about gutting English law to allow the building of warships, on the grounds that warships without guns aren't warships. Astonishing. Do these guys know a secret handshake? Chap 3. Number 290: Bulloch contracts the building of warship 290. Obviously a warship, but without weapons, the customs inspector ignores it. Chap 4. Nemesis: American Quaker, Thomas Dudley comes to England to oppose Bulloch. Chap 5. The Enrica: 290 is named Enrica. Dudley and Bulloch vie. Chap 6. The Passmore Affidavit: William Passmore, English able seaman attests that he was recruited to join the 290, with clear understanding that it was a warship for the South. This is clearly against English law. Chap 7. Escape: The English drag their feet and Bulloch barely gets Enrica out of England. Chap 8. Terceira: Enrica receives her guns and supplies in a neutral port. Semmes takes command. The ship becomes CSS Alabama. Chap 9. First Blood: American whalers around Azores are destroyed by Alabama. Chap 10. The Grand Banks: more destruction. Chap 11. Off the Georges Bank: and more destruction. Chap 12. The Pirate Semmes: battle in the press. Chap 13.'An Instance of Sublime Christian Heroism' : England is close to meddling in US affairs. Not so astonishing if you are the biggest baddest nation on the planet. America sends charity to England. The English working class wins one for Lincoln. Astonishing. Chap 14. USS Hatteras: Semmes lures Union gunboat USS Hatteras out into the Gulf of Mexico, sinks it, and rescues survivors. Chap 15. Straws in the Wind: CSS Florida joins the war. Chap 16. Brazil: more ships seized. CSS Georgia joins the battle. Semmes turns a captured ship into his auxiliary vessel. Chap 17. The Laird Rams: At Laird's, Bulloch is build two seagoing ironclad rams that could pulverize the Union Navy's wooden ships, shell Union harbors, and turn the tide of the war. Congress debates whether to authorize a raider war on British mercantile shipping. The British begin to wonder about the beast they unleashed. They need not worry for about half a century. The US cabinet considers sending a squadron of ships to destroy the rams at dock. US envoy Adams informs Lord Russell that there will be war if the rams put to sea. Russell detains the rams. Chap 18. Simon's Bay: CSS Alabama is gettin

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  • Anonymous

    Posted February 8, 2003

    Good stuff here!

    Naval history as it should be written. Concise, factual, and as page turning as fiction. Particularly articulates how the success of the Confederacy's surface raiders affected relations between Great Britain and the United States. Personally, I would recommend this book to anyone with an interest in Naval and/or Civil War history.

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