The Wilmington morning star., 1940-01-21

with many almost unsurmountable
difficulties, it vas highl..- essential
for the existance of the C~onfedera-
cy that it's economic life maitain an
even keel. This was next to impos-
sible. The South was essentially
agricultural, and was dependent for
manufactured goods upon importa-
ton from abroad. Upon her ability
to obtain the materials to supply
her armies hung the failure or suc-
cess of the Young nation. When the
ports of the South were closed by
the Union navy, there remained one
possible solution to the problem: to
run the blockade. AS a result, many
Southern ports, previously only To-
cally known, sprang into internatio-
nal fame and Importance. Such was
the case with Wilmington. For al
most two years, Wilmington was
the mouth of the ~Confederacy.
Ideally Located
Wilmington was ideally located
for S as a blockade running port.
The comparatively short distance
from Nassau gave it a distinct ad-
vantage. A greater one, however,
lay in the nature Of the mouth of
the Cape Fear. At this time, there
were two entrances to the river.
North of Smiths Island was New
Inlet. and south of the island was
the Old Inlet or Smiths Inlet as it
was sometime called. This situation
made it necessary for the Union
fleet to cover a very large area in
order to close the port. In fact, the
port never was closed so long as
it remained under Confederate con
troll. Many of the blockade-runners
continued their areers until the fall
of Fort Fisher. At least one was
captured upon arrival after the cap
ture of the fort, not knowing that
the port was not still under Confe-
derate control.
During the early months of the
war, while the blockade was not
especially rigid, the unners carried
on their business in a quite normal
manner. Their outbound cargoes
were invariably cotton, and they re-
turned with many articles greatly
needed by the Confederacy. Had this
condition prevailed in 1863 and 1854,
the history of the C~onfederacy
might have been quite different. 1t
did not, however, pay merchants to
import heavy goods. Freight at Mas
sau was 100000 per ton, so it was
much more profitable to import silk
dresses, laces, linens, quinine and
morphine, upon which enormous
profits were made, than heavier
articles which were more desperate
ly needed by the Confederacy. The
majority of the blockade-runners
were owned abroad, and their own
ers were not interested in the vel
fare of the country, but only in the
available profits. During the last
months of the war, only ships own
ed by the Confederate government,
and individual state such as North
Cardinals "Advance," or one or two
Southern firms, ever came to port
with cargoes so greatly needed by
the Confederate armies. This fact
however. does not discount the i'm
p%ortance of Wilmington to the Con-
federacy. More than 400 ships dock
ed in Wilmington during the block.
AIDE, and the total amount of tonnage
delivered by them can only be est.
mated. Mr.. Sprunt states that the
value of this shipping must have
exceeded s150,O00, 900. Certainly Viii.
mington well deserves her honored
place in Confederate history.
Hall OF Fame
The hall of fame of blockade-run.
ner captains and ships engaged in
would indeed be a long list. Some
few deserve special mention. The
Lillian, of which James Sprunt was
purser, made many successful trips.
The R. E. Lee, Captain Wilkinson
in command, made twenty-one trips,
and the Siren established a record
with sixty-four trips to her credit.
Others, such as Tom Taylor and the
Banshee, and Lockwood of the Kate
of yellow fever fame, led the block
aders many a merry chase, and per
formed inestimable service to the
C%onfederacy. The methods used by
these famous ships were essential
ly similar. They would make the trip
during the first of the new moon,'
circle to the north Of the blockade.
ing squadron, stay close to shore
in shallow water, and race with all
possible speed for the shelterins