The most that can be said of the commercial provisions of the treaty is that they opened direct trade with the East Indies but at the price of complete freedom of trade for British shipping in American ports. It must be said, too, that although the treaty failed to clear away the gravest cause of hostility--the right of search and impressment--yet it served to postpone the actual dash, and during the years in which it was in force American shipping splendidly prospered, freed of most irksome handicaps.

The quarrel with France had been brewing at the same time and for similar reasons. Neutral trade with England was under the ban, and the Yankee shipmaster was in danger of losing his vessel if he sailed to or from a port under the British flag. It was out of the frying-pan into the fire, and French privateers welcomed the excuse to go marauding in the Atlantic and the Caribbean. What it meant to fight off these greedy cutthroats is told in a newspaper account of the engagement of Captain Richard Wheatland, who was homeward bound to Salem in the ship Perseverance in 1799. He was in the Old Straits of Bahama when a fast schooner came up astern, showing Spanish colors and carrying a tremendous press of canvas. Unable to run away from her, Captain Wheatland reported to his owners:

"We took in steering sails, wore ship, hauled up our courses, piped all hands to quarters and prepared for action. The schooner immediately took in sail, hoisted an English Union flag and pa.s.sed under our lee at a considerable distance. We wore ship, she did the same, and we pa.s.sed each other within half a musket. A fellow hailed us in broken English and ordered the boat hoisted out and the captain to come aboard, which he refused. He again ordered our boat out and enforced his orders with a menace that in case of refusal he would sink us, using at the same time the vilest and most infamous language it is possible to conceive of.

... We hauled the ship to wind and as he pa.s.sed poured a whole broadside into him with great success. Sailing faster than we, he ranged considerably ahead, tacked and again pa.s.sed, giving us a broadside and furious discharge of musketry, which he kept up incessantly until the latter part of the engagement. His musket b.a.l.l.s reached us in every direction but his large shot either fell short or went considerably over us while our guns loaded with round shot and square bars of iron were plied so briskly and directed with such good judgment that before he got out of range we had cut his mainsail and foretopsail all to rags and cleared his decks so effectively that when he bore away from us there were scarcely ten men to be seen. He then struck his English flag and hoisted the flag of The Terrible Republic and made off with all the sail he could carry, much disappointed, no doubt, at not being able to give us a fraternal embrace. We feel confidence that we have rid the world of some infamous pests of society."

By this time, the United States was engaged in active hostilities with France, although war had not been declared. The news of the indignities which American commissions had suffered at the hands of the French Directory had stirred the people to war pitch. Strong measures for national defense were taken, which stopped little short of war. The country rallied to the slogan, "Millions for defense but not one cent for tribute," and the merchants of the seaports hastened to subscribe funds to build frigates to be loaned to the Government. Salem launched the famous Ess.e.x, ready for sea six months after the keel was laid, at a cost of $75,000. Her two foremost merchants, Elias Hasket Derby and William Gray, led the list with ten thousand dollars each. The call sent out by the master builder, Enos Briggs, rings with thrilling effect:

"To Sons of Freedom! All true lovers of Liberty of your Country! Step forth and give your a.s.sistance in building the frigate to oppose French insolence and piracy. Let every man in possession of a white oak tree be ambitious to be foremost in hurrying down the timber to Salem where the n.o.ble structure is to be fabricated to maintain your rights upon the seas and make the name of America respected among the nations of the world. Your largest and longest trees are wanted, and the arms of them for knees and rising timber. Four trees are wanted for the keel which altogether will measure 146 feet in length, and hew sixteen inches square."

This handsome frigate privately built by patriots of the republic illuminates the coastwise spirit and conditions of her time. She was a Salem ship from keel to truck. Captain Jonathan Haraden, the finest privateersman of the Revolution, made the rigging for the mainmast at his ropewalk in Brown Street. Joseph Vincent fitted out the foremast and Thomas Briggs the mizzenmast in their lofts at the foot of the Common.

When the huge hemp cables were ready for the frigate, the workmen carried them to the shipyard on their shoulders, the parade led by fife and drum. Her sails were cut from duck woven in Daniel Rust's factory in Broad Street and her iron work was forged by Salem shipsmiths. It was not surprising that Captain Richard Derby was chosen to command the Ess.e.x, but he was abroad in a ship of his own and she sailed under Captain Edward Preble of the Navy.

The war cloud pa.s.sed and the merchant argosies overflowed the wharves and havens of New England, which had ceased to monopolize the business on blue water. New York had become a seaport with long ranks of high-steeved bowsprits soaring above pleasant Battery Park and a forest of spars extending up the East River. In 1790 more than two thousand ships, brigs, schooners, and smaller craft had entered and cleared, and the merchants met in the coffee-houses to discuss charters, bills-of-lading, and adventures. Sailors commanded thrice the wages of laborers ash.o.r.e. Shipyards were increasing and the builders could build as large and swift East Indiamen as those of which Boston and Salem boasted.

Philadelphia had her Stephen Girard, whose wealth was earned in ships, a man most remarkable and eccentric, whose career was one of the great maritime romances. Though his father was a prosperous merchant of Bordeaux engaged in the West India trade, he was shifting for himself as a cabin-boy on his father's ships when only fourteen years old. With no schooling, barely able to read and write, this urchin sailed between Bordeaux and the French West Indies for nine years, until he gained the rank of first mate. At the age of twenty-six he entered the port of Philadelphia in command of a sloop which had narrowly escaped capture by British frigates. There he took up his domicile and laid the foundation of his fortune in small trading ventures to New Orleans and Santo Domingo.

In 1791 he began to build a fleet of beautiful ships for the China and India trade, their names, Montesquieu, Helvetius, Voltaire, and Rousseau, revealing his ideas of religion and liberty. So successfully did he combine banking and shipping that in 1813 he was believed to be the wealthiest merchant in the United States. In that year one of his ships from China was captured off the Capes of the Delaware by a British privateer. Her cargo of teas, nankeens, and silks was worth half a million dollars to him but he succeeded in ransoming it on the spot by counting out one hundred and eighty thousand Spanish milled dollars. No privateersman could resist such strategy as this.

Alone in his old age, without a friend or relative to close his eyes in death, Stephen Girard, once a penniless, ignorant French cabin-boy, bequeathed his millions to philanthropy, and the Girard College for orphan boys, in Philadelphia, is his monument.

The Treaty of Amiens brought a little respite to Europe and a peaceful interlude for American shipmasters, but France and England came to grips again in 1803. For two years thereafter the United States was almost the only important neutral nation not involved in the welter of conflict on land and sea, and trade everywhere sought the protection of the Stars and Stripes. England had swept her own rivals, men-of-war and merchantmen, from the face of the waters. France and Holland ceased to carry cargoes beneath their own ensigns. Spain was afraid to send her galleons to Mexico and Peru. All the Continental ports were begging for American ships to transport their merchandise. It was a maritime harvest unique and unexpected.

Yankee skippers were dominating the sugar trade of Cuba and were rolling across the Atlantic with the coffee, hides, and indigo of Venezuela and Brazil. Their fleets crowded the roadsteads of Manila and Batavia and packed the warehouses of Antwerp, Lisbon, and Hamburg. It was a situation which England could not tolerate without attempting to thwart an immense traffic which she construed as giving aid and comfort to her enemies. Under cover of the so-called Rule of 1756 British admiralty courts began to condemn American vessels carrying products from enemies'

colonies to Europe, even when the voyage was broken by first entering an American port. It was on record in September, 1805, that fifty American ships had been condemned in England and as many more in the British West Indies.

This was a trifling disaster, however, compared with the huge calamity which befell when Napoleon entered Berlin as a conqueror and proclaimed his paper blockade of the British Isles. There was no French navy to enforce it, but American vessels dared not sail for England lest they be snapped up by French privateers. The British Government savagely retaliated with further prohibitions, and Napoleon countered in like manner until no sea was safe for a neutral ship and the United States was powerless to a.s.sert its rights. Thomas Jefferson as President used as a weapon the Embargo of 1807, which was, at first, a popular measure, and which he justified in these pregnant sentences: "The whole world is thus laid under interdict by these two nations, and our own vessels, their cargoes, and crews, are to be taken by the one or the other for whatever place they may be destined out of our limits. If, therefore, on leaving our harbors we are certainly to lose them, is it not better as to vessels, cargoes, and seamen, to keep them at home?"

A people proud, independent, and pugnacious, could not long submit to a measure of defense which was, in the final sense, an abject surrender to brute force. New England, which bore the brunt of the embargo, was first to rebel against it. Sailors marched through the streets clamoring for bread or loaded their vessels and fought their way to sea. In New York the streets of the waterside were deserted, ships dismantled, countinghouses unoccupied, and warehouses empty. In one year foreign commerce decreased in value from $108,000,000 to $22,000,000.

After fifteen months Congress repealed the law, subst.i.tuting a Non-Intercourse Act which suspended trade with Great Britain and France until their offending orders were repealed. All such measures were doomed to be futile. Words and doc.u.ments, threats and arguments could not intimidate adversaries who paid heed to nothing else than broadsides from line-of-battle ships or the charge of battalions. With other countries trade could now be opened. Hopefully the hundreds of American ships long pent-up in harbor winged it deep-laden for the Baltic, the North Sea, and the Mediterranean. But few of them ever returned. Like a brigand, Napoleon lured them into a trap and closed it, advising the Prussian Government, which was under his heel: "Let the American ships enter your ports. Seize them afterward. You shall deliver the cargoes to me and I will take them in part payment of the Prussian war debt."

Similar orders were executed wherever his mailed fist reached, the pretext being reprisal for the Non-Intercourse Act. More than two hundred American vessels were lost to their owners, a ten-million-dollar robbery for which France paid an indemnity of five millions after twenty years. It was the grand climax of the exploitation which American commerce had been compelled to endure through two centuries of tumult and bloodshed afloat. There lingers today in many a coastwise town an inherited dislike for France. It is a legacy of that far-off catastrophe which beggared many a household and filled the streets with haggard, broken shipmasters.

It was said of this virile merchant marine that it throve under pillage and challenged confiscation. Statistics confirm this brave paradox. In 1810, while Napoleon was doing his worst, the deep-sea tonnage amounted to 981,019; and it is a singular fact that in proportion to population this was to stand as the high tide of American foreign shipping until thirty-seven years later. It ebbed during the War of 1812 but rose again with peace and a real and lasting freedom of the seas.

This second war with England was fought in behalf of merchant seamen and they played a n.o.bly active part in it. The ruthless impressment of seamen was the most conspicuous provocation, but it was only one of many. Two years before hostilities were openly declared, British frigates were virtually blockading the port of New York, halting and searching ships as they pleased, making prizes of those with French destinations, stealing sailors to fill their crews, waging war in everything but name, and enjoying the sport of it. A midshipman of one of them merrily related: "Every morning at daybreak we set about arresting the progress of all the vessels we saw, firing off guns to the right and left to make every ship that was running in heave to or wait until we had leisure to send a boat on board to see, in our lingo, what she was made of. I have frequently known a dozen and sometimes a couple of dozen ships lying a league or two off the port, losing their fair wind, their tide, and worse than all, their market for many hours, sometimes the whole day, before our search was completed."

The right of a belligerent to search neutral vessels for contraband of war or evidence of a forbidden destination was not the issue at stake.

This was a usage sanctioned by such international law as then existed.

It was the alleged right to search for English seamen in neutral vessels that Great Britain exercised, not only on the high seas but even in territorial waters, which the American Government refused to recognize.

In vain the Government had endeavored to protect its sailors from impressment by means of certificates of birth and citizenship. These doc.u.ments were jeered at by the English naval lieutenant and his boarding gang, who kidnapped from the forecastle such stalwart tars as pleased their fancy. The victim who sought to inform an American consul of his plight was lashed to the rigging and flogged by a boatswain's mate. The files of the State Department, in 1807, had contained the names of six thousand American sailors who were as much slaves and prisoners aboard British men-of-war as if they had been made captives by the Dey of Algiers. One of these incidents, occurring on the ship Betsy, Captain Nathaniel Silsbee, while at Madras in 1795, will serve to show how this brutal business was done.

"I received a note early one morning from my chief mate that one of my sailors, Edward Hulen, a fellow townsman whom I had known from boyhood, had been impressed and taken on board of a British frigate then being in port.... I immediately went on board my ship and having there learned all the facts in the case, proceeded to the frigate, where I found Hulen and in his presence was informed by the first lieutenant of the frigate that he had taken Hulen from my ship under a peremptory order from his commander to visit every American ship in port and take from each of them one or more of their seamen.... I then called upon Captain Cook, who commanded the frigate, and sought first by all the persuasive means that I was capable of using and ultimately by threats to appeal to the Government of the place to obtain Hulen's release, but in vain....

It remained for me only to recommend Hulen to that protection of the lieutenant which a good seaman deserves, and to submit to the high-handed insult thus offered to the flag of my country which I had no means either of preventing or resisting."

After several years' detention in the British Navy, Hulen returned to Salem and lived to serve on board privateers in the second war with England.

Several years' detention! This was what it meant to be a pressed man, perhaps with wife and children at home who had no news of him nor any wages to support them. At the time of the Nore Mutiny in 1797, there were ships in the British fleet whose men had not been paid off for eight, ten, twelve, and in one instance fifteen years. These wooden walls of England were floating h.e.l.ls, and a seaman was far better off in jail. He was flogged if he sulked and again if he smiled flogged until the blood ran for a hundred offenses as trivial as these. His food was unspeakably bad and often years pa.s.sed before he was allowed to set foot ash.o.r.e. Decent men refused to volunteer and the ships were filled with the human sc.u.m and refuse caught in the nets of the press-gangs of Liverpool, London, and Bristol.

It is largely forgotten or unknown that this system of recruiting was as intolerable in England as it was in the United States and as fiercely resented. Oppressive and unjust, it was nevertheless endured as the bulwark of England's defense against her foes. It ground under its heel the very people it protected and made them serfs in order to keep them free. No man of the common people who lived near the coast of England was safe from the ruffianly press-gangs nor any merchant ship that entered her ports. It was the most cruel form of conscription ever devised. Mob violence opposed it again and again, and British East Indiamen fought the King's tenders sooner than be stripped of their crews and left helpless. Feeling in America against impressment was never more highly inflamed, even on the brink of the War of 1812, than it had long been in England itself, although the latter country was unable to rise and throw it off. Here are the words, not of an angry American patriot but of a modern English historian writing of his own nation: * "To the people the impress was an axe laid at the foot of the tree. There was here no question, as with trade, of the mere loss of hands who could be replaced. Attacking the family in the person of its natural supporter and protector, the octopus system of which the gangs were the tentacles, struck at the very foundations of domestic life and brought to thousands of households a poverty as bitter and a grief as poignant as death. ... The mutiny at the Nore brought the people face to face with the appalling risks attendant on wholesale pressing while the war with America, incurred for the sole purpose of upholding the right to press, taught them the lengths to which their rulers were still prepared to go in order to enslave them." *

* The Press Gang Afloat and Ash.o.r.e, by J. R. Hutchinson.

CHAPTER VII. THE BRILLIANT ERA OF 1812

American privateering in 1812 was even bolder and more successful than during the Revolution. It was the work of a race of merchant seamen who had found themselves, who were in the forefront of the world's trade and commerce, and who were equipped to challenge the enemy's pretensions to supremacy afloat. Once more there was a mere shadow of a navy to protect them, but they had learned to trust their own resources. They would send to sea fewer of the small craft, slow and poorly armed, and likely to meet disaster. They were capable of manning what was, in fact, a private navy comprised of fast and formidable cruisers. The intervening generation had advanced the art of building and handling ships beyond all rivalry, and England grudgingly acknowledged their ability. The year of 1812 was indeed but a little distance from the resplendent modern era of the Atlantic packet and the Cape Horn clipper.

Already these Yankee deep-water ships could be recognized afar by their lofty spars and snowy clouds of cotton duck beneath which the slender hull was a thin black line. Far up to the gleaming royals they carried sail in winds so strong that the lumbering English East Indiamen were hove to or snugged down to reefed topsails. It was not recklessness but better seamanship. The deeds of the Yankee privateers of 1812 prove this a.s.sertion to the hilt. Their total booty amounted to thirteen hundred prizes taken over all the Seven Seas, with a loss to England of forty million dollars in ships and cargoes. There were, all told, more than five hundred of them in commission, but New England no longer monopolized this dashing trade. Instead of Salem it was Baltimore that furnished the largest fleet--fifty-eight vessels, many of them the fast ships and schooners which were to make the port famous as the home of the Baltimore clipper model. All down the coast, out of Norfolk, Wilmington, Charleston, Savannah, and New Orleans, sallied the privateers to show that theirs was, in truth, a seafaring nation ardently united in a common cause.

Again and more vehemently the people of England raised their voices in protest and lament, for these saucy sea-raiders fairly romped to and fro in the Channel, careless of pursuit, conducting a blockade of their own until London was paying the famine price of fifty-eight dollars a barrel for flour, and it was publicly declared mortifying and distressing that "a horde of American cruisers should be allowed, unresisted and unmolested, to take, burn, or sink our own vessels in our own inlets and almost in sight of our own harbors." It was Captain Thomas Boyle in the Cha.s.seur of Baltimore who impudently sent ash.o.r.e his proclamation of a blockade of the United Kingdom of Great Britain and Ireland, which he requested should be posted in Lloyd's Coffee House.

A wonderfully fine figure of a fighting seaman was this Captain Boyle, with an Irish sense of humor which led him to haunt the enemy's coast and to make sport of the frigates which tried to catch him. His Cha.s.seur was considered one of the ablest privateers of the war and the most beautiful vessel ever seen in Baltimore. A fleet and graceful schooner with a magical turn for speed, she mounted sixteen long twelve-pounders and carried a hundred officers, seamen, and marines, and was never outsailed in fair winds or foul. "Out of sheer wantonness," said an admirer, "she sometimes affected to chase the enemy's men-of-war of far superior force." Once when surrounded by two frigates and two naval brigs, she slipped through and was gone like a phantom. During his first cruise in the Cha.s.seur, Captain Boyle captured eighteen valuable merchantmen. It was such defiant rovers as he that provoked the "Morning Chronicle" of London to splutter "that the whole coast of Ireland from Wexford round by Cape Clear to Carrickfergus, should have been for above a month under the unresisted domination of a few petty fly-by-nights from the blockaded ports of the United States is a grievance equally intolerable and disgraceful."

This was when the schooner Syren had captured His Majesty's cutter Landrail while crossing the Irish Sea with dispatches; when the Governor Tompkins burned fourteen English vessels in the English Channel in quick succession; when the Harpy of Baltimore cruised for three months off the Irish and English coasts and in the Bay of Biscay, and returned to Boston filled with spoils, including a half million dollars of money; when the Prince de Neuchatel hovered at her leisure in the Irish Channel and made coasting trade impossible; and when the Young Wasp of Philadelphia cruised for six months in those same waters.

Two of the privateers mentioned were first-cla.s.s fighting ships whose engagements were as notable, in their way, as those of the American frigates which made the war as ill.u.s.trious by sea as it was ignominious by land. While off Havana in 1815, Captain Boyle met the schooner St.

Lawrence of the British Navy, a fair match in men and guns. The Cha.s.seur could easily have run away but stood up to it and shot the enemy to pieces in fifteen minutes. Brave and courteous were these two commanders, and Lieutenant Gordon of the St. Lawrence gave his captor a letter which read, in part: "In the event of Captain Boyle's becoming a prisoner of war to any British cruiser I consider it a tribute justly due to his humane and generous treatment of myself, the surviving officers, and crew of His Majesty's late schooner St. Lawrence, to state that his obliging attention and watchful solicitude to preserve our effects and render us comfortable during the short time we were in his possession were such as justly ent.i.tle him to the indulgence and respect of every British subject."

The Prince de Neuchatel had the honor of beating off the attack of a forty-gun British frigate--an exploit second only to that of the General Armstrong in the harbor of Fayal. This privateer with a foreign name hailed from New York and was so fortunate as to capture for her owners three million dollars' worth of British merchandise. With Captain J.

Ordronaux on the quarterdeck, she was near Nantucket Shoals at noon on October 11, 1814, when a strange sail was discovered. As this vessel promptly gave chase, Captain Ordronaux guessed-and as events proved correctly--that she must be a British frigate. She turned out to be the Endymion. The privateer had in tow a prize which she was anxious to get into port, but she was forced to cast off the hawser late in the afternoon and make every effort to escape.

The breeze died with the sun and the vessels were close insh.o.r.e.

Becalmed, the privateer and the frigate anch.o.r.ed a quarter of a mile apart. Captain Ordronaux might have put his crew on the beach in boats and abandoned his ship. This was the reasonable course, for, as he had sent in several prize crews, he was short-handed and could muster no more than thirty-seven men and boys. The Endymion, on the other hand, had a complement of three hundred and fifty sailors and marines, and in size and fighting power she was in the cla.s.s of the American frigates President and Const.i.tution. Quite unreasonably, however, the master of the privateer decided to await events.

The unexpected occurred shortly after dusk when several boats loaded to the gunwales with a boarding party crept away from the frigate. Five of them, with one hundred and twenty men, made a concerted attack at different points, alongside and under the bow and stern. Captain Ordronaux had told his crew that he would blow up the ship with all hands before striking his colors, and they believed him implicitly. This was the hero who was described as "a Jew by persuasion, a Frenchman by birth, an American for convenience, and so diminutive in stature as to make him appear ridiculous, in the eyes of others, even for him to enforce authority among a hardy, weatherbeaten crew should they do aught against his will." He was big enough, nevertheless, for this night's b.l.o.o.d.y work, and there was no doubt about his authority. While the British tried to climb over the bulwarks, his thirty-seven men and boys fought like raging devils, with knives, pistols, cutlases, with their bare fists and their teeth. A few of the enemy gained the deck, but the privateersmen turned and killed them. Others leaped aboard and were gradually driving the Americans back, when the skipper ran to the hatch above the powder magazine, waving a lighted match and swearing to drop it in if his crew retreated one step further. Either way the issue seemed desperate. But again they took their skipper's word for it and rallied for a b.l.o.o.d.y struggle which soon swept the decks.

No more than twenty minutes had pa.s.sed and the battle was won. The enemy was begging for quarter. One boat had been sunk, three had drifted away filled with dead and wounded, and the fifth was captured with thirty-six men in it of whom only eight were unhurt. The American loss was seven killed and twenty-four wounded, or thirty-one of her crew of thirty-seven. Yet they had not given up the ship. The frigate Endymion concluded that once was enough, and next morning the Prince de Neuchatel bore away for Boston with a freshening breeze.

Those were merchant seamen also who held the General Armstrong against a British squadron through that moonlit night in Fayal Roads, inflicting heavier losses than were suffered in any naval action of the war. It is a story Homeric, almost incredible in its details and so often repeated that it can be only touched upon in this brief chronicle. The leader was a kindly featured man who wore a tall hat, side-whiskers, and a tail coat. His portrait might easily have served for that of a New England deacon of the old school. No trace of the swashbuckler in this Captain Samuel Reid, who had been a thrifty, respected merchant skipper until offered the command of a privateer.

Touching at the Azores for water and provisions in September, 1814, he was trapped in port by the great seventy-four-gun ship of the line Plantagenet, the thirty-eight-gun frigate Rota, and the warbrig Carnation. Though he was in neutral water, they paid no heed to this but determined to destroy a Yankee schooner which had played havoc with their shipping. Four hundred men in twelve boats, with a howitzer in the bow of each boat, were sent against the General Armstrong in one flotilla. But not a man of the four hundred gained her deck. Said an eyewitness: "The Americans fought with great firmness but more like bloodthirsty savages than anything else. They rushed into the boats sword in hand and put every soul to death as far as came within their power. Some of the boats were left without a single man to row them, others with three or four. The most that any one returned with was about ten. Several boats floated ash.o.r.e full of dead bodies.... For three days after the battle we were employed in burying the dead that washed on sh.o.r.e in the surf."

This tragedy cost the British squadron one hundred and twenty men in killed and one hundred and thirty in wounded, while Captain Reid lost only two dead and had seven wounded. He was compelled to retreat ash.o.r.e next day when the ships stood in to sink his schooner with their big guns, but the honors of war belonged to him and well-earned were the popular tributes when he saw home again, nor was there a word too much in the florid toast: "Captain Reid--his valor has shed a blaze of renown upon the character of our seamen, and won for himself a laurel of eternal bloom."

It is not to glorify war nor to rekindle an ancient feud that such episodes as these are recalled to mind. These men, and others like them, did their duty as it came to them, and they were sailors of whom the whole Anglo-Saxon race might be proud. In the crisis they were Americans, not privateersmen in quest of plunder, and they would gladly die sooner than haul down the Stars and Stripes. The England against which they fought was not the England of today. Their honest grievances, inflicted by a Government too intent upon crushing Napoleon to be fair to neutrals, have long ago been obliterated. This War of 1812 cleared the vision of the Mother Country and forever taught her Government that the people of the Republic were, in truth, free and independent.

This lesson was driven home not only by the guns of the Const.i.tution and the United States, but also by the hundreds of privateers and the forty thousand able seamen who were eager to sail in them. They found no great place in naval history, but England knew their prowess and respected it.

Every schoolboy is familiar with the duels of the Wasp and the Frolic, of the Enterprise and the Boxer; but how many people know what happened when the privateer Decatur met and whipped the Dominica of the British Navy to the southward of Bermuda?

Captain Diron was the man who did it as he was cruising out of Charleston, South Carolina, in the summer of 1813. Sighting an armed schooner slightly heavier than his own vessel, he made for her and was unperturbed when the royal ensign streamed from her gaff. Clearing for action, he closed the hatches so that none of his men could hide below.

The two schooners fought in the veiling smoke until the American could ram her bowsprit over the other's stern and pour her whole crew aboard.

In the confined s.p.a.ce of the deck, almost two hundred men and lads were slashing and stabbing and shooting amid yells and huzzas. Lieutenant Barrette, the English commander, only twenty-five years old, was mortally hurt and every other officer, excepting the surgeon and one midshipman, was killed or wounded. Two-thirds of the crew were down but still they refused to surrender, and Captain Diron had to pull down the colors with his own hands. Better discipline and marksmanship had won the day for him and his losses were comparatively small.

Men of his description were apt to think first of glory and let the profits go hang, for there was no cargo to be looted in a King's ship.