Great Events in the History of North and South America

by Charles A. Goodrich

The Maryland, constructed in Virginia, was completed, and took her place in the service.

The Randolph, the Washington, the Delaware, and the Effingham were allotted to Pennsylvania. The first of these was launched in 1776, and sailed on her first cruise early in 1777. The Delaware was equipped, but is supposed to have fallen into the hands of the British at the time they took possession of Philadelphia. The Washington and the Effingham were burned by the British in 1778.

"Thus, of the thirteen vessels from which so much was expected, but six got to sea at all in the service in which they were built. To these were added, in the course of the war, a few other frigates, some permanently and some only for single cruises. Of the former class, were the Deane, (Hague,) Alliance, Confederacy, and Queen of France. It is believed that these four ships, added to the thirteen ordered by the law of 1775, and the Alfred and Columbus, will comprise all the frigate-built vessels that properly belonged to the marine of the country during the war of the Revolution. The French vessels that composed most of the squadron of Paul Jones were lent for the occasion, and we hear no more of the Pallas after the cruise had ended. She reverted to her original owners."

During the progress of the war, quite a number of sloops of war and other vessels were employed by congress, and some by the commissioners in France. But a complete catalogue of these, it is now impossible to give.

At the commencement of the Revolution, the flag used on board of some ships, bore a device, representing a pine-tree with a rattle-snake coiled at the root, and ready to strike, with the appropriate motto, "Don't tread on me." Some privateers showed flags with devices upon them after the fancy of their captains or owners; others adopted the arms of the colony from which they sailed, or by whose authority they cruised. In 1777, congress adopted the present national colors.

Many of the officers of the navy were high-spirited and intelligent men. Not a few of the commanders of privateers—and the ocean soon swarmed with them—were distinguished for their nautical skill, and were possessed of as noble and generous impulses as ever actuated the human bosom. None at the present day can adequately realize the obstacles which, at that early period, were to be overcome. Vessels of war were not in existence; even vessels originally adapted for cruising were not numerous. Besides, not only was the government poor, but the fortunes of individuals bore no comparison to some at the present day. And, moreover, the principal theatre of the war was designed from the beginning to be on the land. But the maritime spirit was by no means to be restrained. A writer somewhere remarks, that the conflict between Great Britain and her oppressed and despised colonies had not continued a twelvemonth, when the coasts of the former country were harassed and agitated by the audacity and enterprise of the American cruisers. Insurance in England rose to an unprecedented height. Ship-owners were afraid to trust their vessels abroad; and few indeed did venture, unless they were protected by a convoy. England was made to feel, few and ill-equipped as were the American vessels, compared with her numerous and well-furnished navy, that a nation thoroughly imbued with the love of maritime adventure, was not to be despised, though she were distant and poor.

It is remarked by Mr. Hinton that, "in the course of three years, the Americans had taken more than double the number of their own guns from the enemy, besides a great number of merchantmen of value. More than eight hundred guns had been taken from the enemy during this time by the marine which congress had fitted out; while that of Massachusetts and of the other states were equally successful. The vessels taken by the public and private armed vessels, from the battle of Lexington to the 17th of March, 1776, when the British evacuated Boston, amounted to thirty-four, of considerable size and value, with excellent cargoes. The tonnage of these captured vessels amounted to three thousand six hundred and forty-five tons. In 1776, the British vessels captured by the private armed vessels alone, amounted to the great number of three hundred and forty-two, of which forty-four were rëtaken, eighteen released, and five burned. In the following year, 1777, the success of our privateers was still greater. Vessels were captured to the amount of four hundred and twenty-one. The success continued without any great diminution until 1780. At this time, the British merchants made so strong an appeal to their government, that they provided a convoy for every fleet of merchant vessels to every part of the globe. Out of the fleet sailing from England to the West Indies, consisting of two hundred in number, in the year 1777, one hundred and thirty-seven were taken by our privateers; and from a fleet from Ireland to the West Indies of sixty sail, thirty-five were taken. Taking the years 1775, 6, 7, 8, and 9, say for the first year, thirty-four; second, three hundred and forty-two; third, four hundred and twenty-one; and for the fourth, which has not been accurately given, I believe, in any work, say, and this within bounds, two hundred; and, for the fifth, the same, two hundred; and allowing but one hundred for the balance of the time during the war, will make twelve hundred and ninety-seven, without including those taken by public vessels from 1776 to the close of the war; and this latter number, if it could be precisely given, would add greatly to the list of captures."

The naval names, that have descended to us from this war with the greatest reputation, are those of Manly, Mugford, Jones, Barry, Barney, Waters, Young, Tucker, Talbot, Nicholson, Williams, Biddle, Hopkins, Robinson, Wickes, Rathburne, and Hacket. Besides these, there were many others, either in the service of one of the state sovereignties, at that time, or of congress, who were equally worthy of notice, but who have been neglected, because they were only commanders of privateers.

It cannot be doubted that, considering the great number of privateers that swarmed upon the ocean during the war, there were sometimes cruelties practiced, and scenes enacted, disgraceful to the perpetrators. The contrary was not to be expected. But generally, the commanders of these privateers were men of principle and humanity. Indeed, instances of the most magnanimous conduct among them might be given. In several cases of capture, when they understood that the owners were friendly to the cause of America, both the vessel and the crew were suffered to depart without losing a particle of property. And still further, the officers of vessels, captured by privateers, as well as by public armed ships, were never deprived of their baggage, and often not of their adventures, when they had any.

From the preceding account of the capture of British vessels, during the Revolution, by American privateers and regular ships of war, it can easily be credited that the ocean must have been the scene of many thrilling and adventurous exploits. The American seamen were fired with a patriotism, not less pure and impulsive than the soldiers on the land. But the story of their bravery, the hardships they endured, the zeal and courage with which they fought, unlike that of their compatriots, were left in a great measure unrecorded; or, if noticed in the papers of the day, were told without those circumstantial details, from which the chief interest of a naval engagement often arises. Some privateersmen probably had not the ability to draw up such accounts, and others who had, not being obliged to report to the government an account of their engagements, lacked the inclination, amid the stirring scenes in which they were engaged. Hence, but few well-authenticated and circumstantial accounts of the operations of this species of force have descended to the present time.