On May 4, 1865, Rear-Admiral John Dahlgren forwarded a copy of orders, posted the previous day to the South Atlantic Blockading Squadron, to Major-General Quincy Gillmore. The copy was in part a courtesy to the Army commander, to let him know of the Navy’s operational matters. But at the same time was a warning that despite the surrender of Confederate forces, there were many loose ends left untied… and one of those was a rather important, advanced warship sailing on the high seas – the CSS Stonewall.
The Stonewall was an advanced vessel for her time. And she entered the stage from a backdrop of intrigue and secrecy… of the type novelists love to use. The ship was laid down at Bordeaux, France in 1863. Designed by Lucien Arman as an ocean-going ironclad, the Stonewall boasted a 4 ½ inch armor belt along the waterline and a 5 ½ armored pilot’s compartment. Her offensive power was one 300-pdr (10-inch) and two 150-pdr (8-inch) Armstrong rifles (and there is some indication that at least one 70-pdr (6.4-inch) rifle was also on board when she sailed from Europe). Add to that firepower the “ram bow” for use in close combat. And to make that ram even more useful, the Stonewall featured twin screws and rudders, affording greater maneuverability than most vessels of her time.
The Stonewall was one of five “blue water” ironclads ordered from European shipyards by Confederate agents. Two “Laird Rams” were built in England under the cover of an Egyptian customer name. But those were seized by the British government in the fall of 1863 and then served for the Royal Navy as coast defense vessels. An armored frigate named Santa Maria, with an impressive twelve 8-inch rifles, was started in the yards of J.L. Thompson and Sons in 1863. But once the true nature of the work was discovered, the Santa Maria became the Danish Danmark.
In France, Confederate agents contracted for the Stonewall and a sister ship under the cover names Sphinx and Cheops, respectively. Despite the legal setbacks in England, the work in France continued into 1864. The intrigue pitted the French Emperor, Napoleon III, against his own government in an effort to see the vessels delivered to the Confederates. But that was foiled by a leak of information to the US consulate. As result, the Sphinx was sold to Denmark as the Stærkodder, and her incomplete sister ship to Prussia as the SMS Prinz Adalbert. Though the Stærkodder received a Danish crew, the shipbuilder and the Danes failed to finalize the deal. In the confusion, Arman completed a deal with the Confederates. On January 6, 1865, a Confederate crew went on board the ironclad then in Copenhagen.
With several US cruisers keeping pace, the Stonewall went to sea only to spring a leak and seek a Spanish port. After repairs, Captain T.J. Page took the Stonewall to sea, only to watch the Federal cruisers run off instead of offering battle. Page then put in to Lisbon for provisions and fuel in preparation for a trans-Atlantic run. Not until late April was she ready for sea. But when she put to sea, the Federals still lacked a vessel capable of intercepting and engaging the Stonewall. So she posed a significant threat on the high seas during the opening days of May, 1865.
Dahlgren’s copy of General Orders No. 48, forwarded to Gillmore, carried this cover:
General: I am informed by the Navy Department that the rebel ram Stonewall has left Teneriffe, and “her destination is believed to be some point on our coast.” Several vessels of the squadron are cruising along this coast and other orders have been issued.
The referenced orders included notices from the Navy Department, which not only called attention to the movements of the Stonewall, but also the flight of President Jefferson F. Davis. The two seemed connected at the time. And was not far out of the question for Davis to flee to Cuba using the Stonewall as some executive escape vessel. Dahlgren’s standing orders were:
The commanders of vessels stationed along the coast will use every means in their power to communicate to the iron-clads at Port Royal and Charleston the earliest intelligence of any vessel approaching the coast resembling the Stonewall, and to prevent the escape of the rebel leader and his accomplices. It is difficult to fix upon any precise point where this vessel might be expected; but once seen every effort should be made to spread the information among the squadron, and to bring the monitors within range of her, particularly to keep sight of her, so as to retain a knowledge of her locality. The Canonicus and Nantucket are at Port Royal: the Passaic and Catskill at Charleston.
At the same time 150 years ago, the Stonewall was nearing Nassau. She would reach that port on May 6. Unsure of the situation, Page would then make for Havana, Cuba. There word of the Confederate surrenders caught up with the Stonewall. Page opted to “sell” his vessel to Spanish authorities there. Weeks later, US officials purchased the Stonewall from the Spanish and sailed her to the Washington Navy Yard. There she studied in detail but generally found to be unsuitable to the needs of the post-war navy. But this did allow for some interesting photos with the Stonewall anchored near some of the Federal monitors for comparison.
The Stonewall‘s mission, when the Confederates first took possession of the ship, was to break the blockade. She might have raided Port Royal and disrupted the South Atlantic Blockading Squadron. Had she arrived in late January, Page might have even stalled Sherman’s march through South Carolina for a while. But by itself, the Stonewall was simply not enough to do more than play the fly to the Federal elephant’s advance. She might have made headlines, but could not have done anything substantial (as by that time the Confederates had no ports to open!). As events unfolded, the legal and logistic snags ensured the Stonewall was late even for that minor role.
But the “What if” question remains for us to play around with. Was the Stonewall, on paper a superior ship to the monitors, a potential game changer? Well, speaking to the negative of that question, her sister ship in Prussian service was found to leak badly and was deemed a poor handling ship on the seaways. The Prussians refitted the ship, adding better structures, armor, and Krupp cannons. Still she was destined to play no role in two wars (Austro-Prussian and Franco-Prussian) fought during her service period. The Prinz Adalbert was broken up in 1878.
However, on the positive side of that question, the Stonewall herself went on to a successful career, of sorts, under a different flag in a different kind of civil war. In 1867, the Stonewall was sold to the Tokugawa Shogunate (for a substantial profit, by the way) and sent off for Japan. Before arriving, the Shogunate lost ground and the Americans took control of the vessel when it arrived in Yokahama (April 24, 1868). A deal with the Meiji government delivered the ironclad, then renamed Kōtetsu. Over the following years, the Kōtetsu fought in several engagements as part of the Boshin War between Shogunate and the Imperial Court. The most important of which was the battle of Hakodate in May 1869 (but four years removed from her last Confederate days).
There, the Kōtetsu dominated a force of unarmored ships. That episode might provide some insight into what “might have been” at Port Royal. Though the Kōtetsu appears to have remained in the coastal waters of Japan throughout these operations, never testing her ability to fight on ocean waters.
The French built ex-Danish, ex-Confederate, ex-American, ex-Shogunate Japanese ironclad was renamed Azuma in 1871 and rated coast-defense battleship. She was finally stricken in 1888 and used as an accommodation hulk. But, looking many decades into the future at that time, the former CSS Stonewall was the first rated “battleship” used by the Imperial Japanese Navy. Many decades later the Azuma‘s descendants would contest an ocean with the descendants of the American monitors, in some of history’s largest naval battles.
(Citation from OR, Series I, Volume 47, Part III, Serial 100, pages 299-300.)