information thus obtained was hastily transmitted to Mr. Adams, but on the same day, March 22, 1862, the Oreto sailed, bound, so her clearance papers certified, for Palermo and Jamaica. She was next heard from at Nassau, where she had been seized by the British authorities, but she was subsequently released. She afterward ran into the port of Mobile and reappeared as the Confederate war ship Florida.

The complications arising in the case of this vessel warned the Confederate agents to be more guarded in their operations. The British Foreign Enlistment Act provided a penalty of fine and imprisonment and forfeiture of ship and cargo for any person who should “equip, furnish, fit out or arm” any vessel to be employed by any persons or real or assumed government against any other government at peace with Great Britain. This prohibition was generally understood not to extend to the construction of the vessel, no matter for what purpose she might be intended; and the existing state of public opinion was such that it required strong evidence to induce officials to act in a given case and a very well fortified cause of action to induce a jury to convict an owner of breaking the law.

Scarcely was the Oreto beyond English jurisdiction before Mr. Dudley’s attention was occupied with another and more formidable vessel, which was suspected of being intended for the use of the Confederate government. She had been launched from the yard of Laird Brothers at Birkenhead, near Liverpool. The vessel had not yet even received a name, and was still known by her yard number, 290.

On June 29th, 1862, Mr. Adams called the attention of Lord John Russell, who was at the head of the British department of foreign affairs, to the suspicious character of the “290,” and an investigation was ordered. The report of the custom house officers, made July 1, was to the effect that the “290” was still lying at Birkenhead, that she had on board several canisters of powder, but as yet neither guns nor carriages, and added that there was no attempt to disguise the fact that she was intended for a ship of war, and built for a foreign government, but that Laird Brothers did “not appear disposed to reply to any questions respecting the destination of the vessel after she leaves Liverpool.” Having agreed to keep watch of the vessel, British officialdom concluded that it had done its entire duty in the premises, and the matter was dropped. Meanwhile Mr. Adams, who had all along been expecting exactly this result, had been in telegraphic communication with Cadiz, Spain, where the United States steamer Tuscarora had touched, and that war ship was now on her way to Southampton.

Raphael Semmes, Commander of the Alabama.

Mr. Adams had also caused a number of affidavits to be prepared, embodying as much evidence as to the character of the “290” as could be obtained. The affidavit of William Passmore was to the effect that he was a seaman and had served on board the English ship Terrible during the Crimean war. Hearing that hands were wanted for a fighting-vessel at Birkenhead, he applied to Captain Butcher for a berth in her.

“Captain Butcher asked me,” the affidavit continued, “if I knew where the vessel was going, in reply to which I told him I did not rightly understand about it. He then told me the vessel was going out to the government of the Confederate States of America. I asked him if there would be any fighting, to which he replied, yes, they were going to fight for the Southern government. I told him I had been used to fighting-vessels and showed him my papers.”

Captain Butcher then engaged him as an able seaman at £4 10s. per month, and it was arranged that he should go on board the following Monday, which he did, and worked there several weeks. During that time Captain Butcher and Captain Bulloch, both having the reputation of being Confederate agents, were on board almost every day.

This affidavit with five others was laid before the customs officers, but the evidence was adjudged to be insufficient to warrant the detention of the vessel. Determined not to neglect any possible chance of stopping the “290” from getting to sea, the energetic United States minister placed copies of the affidavits before an eminent English lawyer, Mr. R. P. Collier, who arrived at a very different conclusion in regard to them. He said:

“It appears difficult to make out a stronger case of infringement of the foreign enlistment act, which, if not enforced on this occasion, is little better than a dead letter.”

Armed with this opinion, Mr. Adams lost no time in laying it before Lord Russell, together with the affidavits upon which it was based. His success was an agreeable surprise. An official opinion was at last obtained to the effect that the “290” might lawfully be detained, and an order was issued in accordance therewith.

The Confederate agents were well aware of the efforts of Mr. Adams and his assistants, and suspected the nature of the errand of the Tuscarora. Friends of the builders and others were invited to participate in a trial trip of “No. 290” on July 29th. Her armament was not yet on board. The still unfinished deck was decorated with flags, and occupied by a gay party of pleasure seekers, including a number of ladies, and several British custom house officials. The vessel dropped down the Mersey, and the revellers partook of luncheon in the cabin. Then a tug steamed alongside, and the surprised guests were requested to step on board. Bunting and luncheon were hastily hustled out of the way, and holiday ease instantly gave way to the work of getting to sea. Anchor was dropped in Moelfre Bay on the coast of Wales, and preparations for a voyage were rapidly pushed forward. A tug brought out about twenty-five more men, and the crew signed shipping articles for Nassau.

At two o’clock on the morning of July 31st “No. 290” turned her prow toward the Irish sea. On the same morning came the British officials with the order for her detention. Information of the proposed seizure had leaked out through the medium of Confederate spies, and the bird had flown.

Meanwhile the Federal agents had discovered the location of “No. 290” at Moelfre Bay, and the Tuscarora proceeded to Queenstown and thence up St. George’s Channel in quest of her. Mr. Adams telegraphed Captain Craven:

At latest yesterday she was off Point Lynas; you must catch her if you can, and, if necessary, follow her across the Atlantic.

But the fleeing steamer passed through the North Channel, around the north coast of Ireland and vanished in the broad ocean. The Tuscarora at once abandoned the chase.

CHAPTER III.

ARMING AT THE AZORES.

Captain Bulloch had gone ashore with the pilot at the Giant’s Causeway, in the north of Ireland, and the vessel was under the command of Captain Butcher. During the next nine days the “290” struggled with strong head winds and a heavy sea, shaping her course toward the southwest. The speed at which she was driven was attended with some damage to the vessel and