Charles Francis Adams to William H. Seward, June 23, 1864

Mr. Adams to Mr. Seward.

Sir: In connexion with your despatch No. 996, of the 28th of May, I now have the honor to transmit copies of my note to Lord Russell of the 18th instant, covering a representation made to me by Mr. Morse, the consul at this port, of the case of the steamer Hawk, and of his lordship’s reply dated the 20th.

I have the honor to be, sir, your obedient servant,

[Enclosures.]

1. Mr. Adams to Lord Russell, June 18, 1864.

2. Mr. Morse to Mr. Adams, June 15, 1864.

3. Lord Russell to Mr. Adams, June 20, 1864.

Mr. Adams to Earl Russell.

My Lord: I have the honor to submit to your consideration the copy of a letter addressed to me by Mr. Morse, the consul of the United States for this port, relating to the case of the steamer Hawk.

The observations made by Mr. Morse appear to me to apply with equal force to the Alexandra, which Mr. Dudley, the consul at Liverpool, informs me to be in preparation for similar purposes.

I am instructed by my government to represent to your lordship that the fact that the parties engaged in these enterprises succeed in disguising their operations to escape detection so far as is necessary to evade the laws of this kingdom designed to prevent them does not appear in any way to diminish the very grave nature of the injury committed against an innocent, friendly nation.

The practical consequence, if not guarded against, is not unlikely to become the establishment of a system of warfare on the ocean, carried on from every maritime country, without regard to international obligations and without responsibility. I need scarcely point out to your lordship that under such practices those nations which have the most extended commerce are subject to the severest injuries. I am directed to say that the United States are not less earnest on this subject now than when they last year remonstrated against the outfit of the vessels, some of which have since been diverted from their original destination.

I pray your lordship to accept the assurances of the highest consideration with which I have the honor to be, my lord, your most obedient servant,

Mr. Morse to Mr. Adams.

Sir: During an interview with you quite early last spring I called your attention to the steamer Hawk, then just launched at Renfrew, on the Clyde. About the same time I also communicated to our consuls at Glasgow and Liverpool all the information that had reached me in regard to her. But as she recently came into this port, and will soon, in some capacity, go into active service for the so-called Confederate States, I think it proper that I should again ask your attention to her, and lay before you such reliable facts as have come to my knowledge concerning her, notwithstanding your recent correspondence with the British government in regard to her. Owing to the extrerme prudence and reticence of those who direct and execute rebel operations in this country, and the skill in evading the laws which three years’ experience has taught them, I have found it quite impossible to procure such legal evidence as is here required for her detention and condemnation. But all the facts I propose to state I am confident are substantially correct and reliable.

The Hawk is a new and strongly built iron screw steamer of about 800 tons burden, and was built by Messrs. Henderson, Coleman & Co. at Renfrew, on the Clyde. She was examined while on the stocks by Captain Bullock, of the so-called confederate navy, and then purchased by Thomas Sterling Begbie, of London, as I have not the slightest doubt, either for the so-called Confederate States or for certain citizens thereof. When purchased her deck was laid and her accommodations arranged for the usual number of officers and men carried by steamers of her class in merchant service. Immediately after she was purchased by Mr. Begbie her arrangements for the accommodation of officers and men were entirely changed and made to conform to those of a regular man-of-war. This enlarged accommodation for commissioned and warrant officers, seamen, and others takes up so much space in the vessel as to largely diminish her capacity for cargo. After she was launched side passages were made under deck on each side connecting the forward with the after part of the ship. These passages were formed by running an iron floor from the lower forward deck through the coal-bunkers and engine-room to the after deck.

The entire floor of these passages is supported by strong iron braces, and there are iron bulkheads run from its inner edge up to the deck, thus making a closed-in passage way on each side of the ship, about four feet wide and say about seven feet high, running fore and aft, through coal-bunkers, engine and fire rooms. If the Hawk was intended for a mere trading vessel, for what is such an arrangement intended? It is hardly to be supposed that so much space would be given on each side of the ship merely to form a new mode of communication between the fore and after part of the vessel. Is it not more reasonable to suppose that these side passages or spaces are to be used as depositories of coal, cotton, and other substances for the protection of engines and boilers against cannon shot; and if so, is it not clearly equipment for war purposes?

Her decks were first laid of 3½ inches deck plank, the usual thickness for vessels of the size of the Hawk, and abundantly thick for any vessel of her class, if intended for any branch of mercantile trade. After she was sold another Scinches covering was laid over the first deck, making her deck when completed 7 inches thick. As this second covering of deck plank was entirely useless for any mercantile purpose, was it not put on to stiffen the upper part of the ship and deaden the shock she might receive from the recoil of guns when discharged from her deck? These alterations and her equipment and fittings were done, by the direction of Captain Bullock, of the so-called confederate navy. This Captain Bullock visited her several times while in the process of completion, and once, in company with Mr. Henderson the builder, Smith, acting purser, and Captain Holmes, the acting agent of Begbie in fitting and equipping vessels for sea, made a thorough examination of her and directed various alterations to be made, which were made by the builders, Mr. Henderson & Co. Bullock was undoubtedly the chief superintendent and director in the purchase and fitting out of the Hawk, Holmes and Smith both looking to him for instructions, and yet she stands registered in Mr. Begbie’s name, being put forward as the pretended owner to give her protection until she can be placed safely in confederate hands. The Hawk left Renfrew for London April 16, 1864. She touched at Greenock and took in a few men, and then came on towards London. After a passage of three days, during which she made about 10½ knots per hour, she arrived near the mouth of the Thames, where she remained in some obscure place about three weeks.

Why she was detained there so long, whether to complete her equipment and fittings or merely detained for orders, I am at present unable to inform you.

She next came up to Gray’s Thurrock, a short distance this side of Gravesend, and from thence into Victoria docks, London, where she remained at anchor, unconnected with the shore except by row-boats, until June 13, when she was taken out in great haste, and brought to an anchor off Woolwich. While she lay in the Thames and London docks, no person was allowed to go on board without permission from her first ofiicer, who is a Lieutenant Knox, of the so-called confederate navy. The only boatman in attendance to take off persons who wished to go on board appears to have been carefully instructed in his duty and to have performed it satisfactorily to his employers. He first asked the name of the visitor, where he belonged, the nature of his business with the steamer, why he wished to go on board, &c., &c. He would then go off to the vessel and report the case to Lieutenant Knox and receive his instructions whether to take the person on board or not. This Lieutenant Knox was, I understand, first ofiicer in the rebel steamer Eugenie when she was driven on shore, and captain of the Robert E. Lee when she was captured. Both of these steamers belonged to the insurgents or their government. Lieutenant Knox made application for an examination, and I think was examined for a captaincy in the British mercantile service, so that he might act as master in taking out from English ports confederate steamers. But failing, if he appeared for examination, to obtain a commission as captain in the British merchant service, he has gone first officer of the Hawk, with the understanding, it is said, that he shall command her when she leaves Bermuda.

He took on board in this port some bar iron and a quantity of deal cases, the contents of which we were unable to learn. When she came into dock here she had two or three British custom-house officers on board. She had probably been under the observation of such officers since leaving the Clyde.

This scrutiny over her movements was no doubt one of the consequences of your correspondence with the British government in regard to her. It is not to be presumed that while here, under the observation of government officers, they would suffer anything to be done which is here considered in violation of the foreign enlistment act or the Queen’s proclamation. Although many circumstances connected with her show that she is to be a confederate belligerent ship, yet while in this port and passing through the formalities necessary to be observed on going to sea, those who controlled her were careful to keep within the letter of the law, though it is not probable that they succeeded in disguising her true character. She has an English register, in which Thomas Sterling Begbie, a London merchant, is named as sole owner. Her crew was shipped at the Sailor’s Home in this city, a government shipping office. They shipped for the run out; received one month’s advanced wages, with a promise of two months’ wages in addition on arriving out. She cleared under the protection of English papers and the English flag, and is bound, it is given out, for Bermuda, an English island.

From the fact that she was purchased, equipped, and fitted under the directions of Captain Bullock; that after the purchase she was changed so as to accommodate wardroom officers aft and warrant officers and over one hundred men forward of the engines; that she was greatly stiffened in the upper deck to enable her to bear the recoil, of guns when discharged; that arrangements have been made for protecting her engines and boiler against shot; that the greatest secrecy and caution were observed in regard to her while in this port; and that a lieutenant in the rebel navy is acting as her first officer, and from many other facts and circumstances known to me, I am satisfied that she belongs to the so-called confederate government, and that said government intends to use her for purposes of war, or for committing depredations against the commerce of the United States. There is a possibility that she may go to some continental port to receive her armament and men, or take them in at sea. But should she go to Bermuda in conformity with her clearance from this port, permit me to suggest the propriety of requesting the British government to give her some attention on her arrival out.

I remain, sir, your obedient servant,

Earl Russell to Mr. Adams.

Sir: I have the honor to acknowledge the receipt of your letter of the 18th instant, and its enclosure respecting the Hawk, and I have the honor to state to you that her Majesty’s government will cause further inquiries to be made with respect to that vessel.

I have the honor to be, with the highest consideration, sir, your most obedient, humble servant,