2) H L HUNLEY
MARKER TO BE SET
burial of the final crew of the H. L. Hunley is
scheduled for Saturday, April 17th, 2004 starting at
10:00 a.m. at White Point Gardens, followed by a funeral
procession and ending at Magnolia Cemetery for the
From the The Post and Courier.
With the Carolina Day celebration of the 227th anniversary
Battle of Sullivan's Island on Saturday, Mount Pleasant,
Island and the Isle of Palms announced a new historical
marker to be
placed at Breach Inlet, located between the two islands.
A ceremony will be held at 11 a.m. July 25 at Breach Inlet.
marker will tell of the inlet's significance in both the
Revolutionary War and the Civil War.
The marker will bear the following inscription on the front:
1776, a force of British Army regulars attempted to cross
Inlet in an effort to capture Fort Sullivan (Fort Moultrie).
advance was thwarted and many British lives lost when their
were caught in treacherous currents while under fire from
Thomsen's Eutawville sharpshooters who had erected a
near this spot overlooking Breach Inlet."
On the back, it will read: "In 1864, the Confederate
Hunley departed from Battery Marshall near this spot on
Island. It passed through Breach Inlet on assignment to sink
Housatonic. The Hunley crew signaled Battery Marshall that
mission was successful, but the submarine sank. The wreck of
the H.L. Hunley and crew were recovered in 2000."
*The Confederate Submarine H L Hunley was discovered in 1970
by Dr. E. Lee Spence. It took over 30 years to finally
recover the sub.
3) The Pioneer and the David - Part One of a two
Pioneer and the David
was being built in New Orleans while the "David" was being
built in Charleston
Late fall 1861 Leeds Foundry, Front Street, New Orleans, La.
– James McClintock and Baxter Watson are building a three
man submarine boat, cigar shaped, 30 feet long and 4 feet in
diameter. The middle body was cylindrical – ten feet long
–ends were conical. Conning tower with manhole and hatch –
circular glass windows on each side. Clockwork type torpedo
made to screwed into the bottom of enemy ships. It was
mounted on top of the boat with the screws employed. Screws
were gimlet pointed and tempered steel.
Materials include ¼ inch plate steel sheets bolted to an
iron frame. The bolt heads are hammered into counter
sinkholes to provide a smooth surface on the hull. A
propeller shaft, hand crank and a small spiral propeller is
mounted to the stern. Diving planes are mounted on each
side. Matthew Maury (Underwater explosives designer)
Papers, Manuscript Division, Library of Congress,
Horace L. Hunley joins McClintock and Watson, and in
February 1862, the submarine was launched from the New Basin
Dock and made ready to test on Lake Pontchartrain. The boat
proved that it could move in any direction, could dive and
surface but had to be steered by compass which was
The owners and financial backers were granted a Letter of
Marque also known as a privateering commission from the
Confederate government on March 31, 1862. Description:
Submarine Propeller, Armament: Magazine of Powder
Measurements: 34’ (May have included the spar) 4’ diameter
with conical ends. Painted black. Skipper: John K. Scott.
Note: commission was granted to cruise the high seas, bays,
rivers and estuaries in the name of the Confederate States
of America and entitled to a share or commission of all
vessels destroyed or captured.
investors besides Watson and McClintock included Horace
Hunley’s brother in law, Robert Ruffin Barrow, a sugar baron
who owned eighteen plantations scattered around the South
and John K. Scott, an acquaintance of Horace, described as a
citizen of New Orleans and commander of the submarine
investors applied for and received one of the first
privateering licenses issued by the Confederate government
as authorized by President Jefferson Davis. Privateers were
ships of varying types owned by private citizens and had the
authority to attack and destroy Northern ships on behalf of
the Confederacy. This was done to supplement the almost
non-existent Confederate Navy.
month later in April, 1862, New Orleans was evacuated with
the Confederates burning and destroying anything that could
be of value to the Union attackers. The Pioneer owners
scuttled the sub in the New Basin Canal between New Orleans
and Lake Pontchartrain and moved their operations to Mobile,
Union forces found the scuttled submarine and pulled it on
shore. Several U.S. Naval engineers inspected the hull and
machinery making drawings and measurements confirming the
length and diameter of the submarine.
torpedo boat was sold at auction by United States
Authorities around February 15, 1868. The advertisement in
the New Orleans Picayune states that the torpedo boat in now
lying on the banks of the New Canal, near Claiborne Street.
It states that, “it is built of iron and weighs two tons.”
“It was built as an experiment, and was never fully
perfected, and is only valuable now for the machinery and
iron which is in and about it. (The Hunley:
Submarines, Sacrifice, and Success in the Civil War, Ragan
between David and Goliath
“…..it seems that the vessel was called the "David,"
probably to point to the presumed success against the
Ironsides, which was to enact the Goliath.” - Dahlgren
The "Davids" were built and
engineered in Charleston, S.C. Their first successful attack
was four months before the Hunley sank the U.S.S.
The secrecy, rapidity of movement, control of direction, and
precise explosion indicate, I think, the introduction of the
torpedo element as a means of certain warfare. -Rear-Admiral
Dahlgren regarding the "DAVID"
The David’s were semi submersible
torpedo boats, sleek in design. 54 feet long and about five
foot six across the midsection, with a steering wheel, a
steam engine and boiler which turned a single propeller.
They had ballast tanks which allowed them to sink low in the
water with only a few inches of exposed trim and the
smokestack showing. Mounted on the bow was a spar roughly
22’ feet long with a torpedo explosive device attached at
it’s tip which was rammed home in the enemy ships side.
The first David’s weighed in at 500
tons and General Beauregard was convinced that they were by
far a better investment in iron than the “ironclads “ that
were being built in Charleston. Actually the work on the
David’s was fairly well advanced.
There were two men in Charleston who
had the expertise and the money to create the first David.
Captain Theodore D. Stoney, recording secretary of the
Southern Torpedo Company, and Dr. St. Julian Ravenel. teamed
up with a young army officer, Captain Francis D. Lee with
Stoney putting up the money and Ravenel drawing the plans.
Lee engineered the long boom with the torpedo on the end.
With Charleston society the way it was,
and the General Beauregard, being the dancer and cad that he
was, meetings were held at the Mills (now the Mills-Hyatt
House) on Meeting Street where money and southern
entrepreneurs always got together. But money was less a
problem than getting the steel needed to build the DAVIDS.
The DAVIDS never really had a
chance to prove themselves, even though they felt like a
good investment to Beauregard. The torpedo rams had only
proven themselves once against the Yankee Frigate New
Ironsides. The watch on deck of the New Ironsides
, a Northern blockader, inadvertently allowed the DAVID
to approach alongside. Just as the Confederate David
came within earshot of the ship, the Union guard, and the
Southern attackers were chatting in the Southern style. The
guard wanted to know what these crazy Rebs were up to. The
Southerners were just getting ready to fire at the guard
almost three stories above their heads when a current pushed
the David down the length of the New Ironsides.
The DAVIDS' crew were being dragged down the length
of the ship toward the anchor chain where they got hung up.
Here they are with their torpedo ram all twisted up on the
bow chain of the New Ironsides and the Yankees above
asking them what they were doing down there, not realizing
the Rebs where desperately trying to get lose from the
anchor chain, red faced as they were,. Finally they got lose
and clear. The Southern Boys always had convincing answers
to the Yankee questions.
While the crew of the David was
struggling desperately to get their lines untangled from the
New Ironsides they were chatting with the enemy
officers above when they finally got clear and started
drifting away. Suddenly a crewman of the David
blasted his shotgun toward the New Ironsides and killed the
First Officer of the Deck. The Little David , fighting the
current, powered up and rammed home the torpedo. With a
blast that shook the New Ironsides it was not enough to
sink her. The Yankees in that moment knew the David was
there and was a foe to contend with.
The South knew at this point that she
needed more DAVIDS to beat the Yankee Goliath.
"If ya see a smoke stack with an
alligator attached “duck and run” were the orders of the
day. The DAVIDS were the predecessor of The Hunley
and even though they were built and designed in two
dissimilar areas of the South both ships could have turned
the tides of war in a different direction. The DAVIDS
had proven themselves, but because of the lack of materials
they were never completed. Many of them simply rusted away
at the docks in Charleston. At the end of the War there were
six DAVIDS found in various stages of construction
just laying in the mud of the Ashley River. That was all
that were built.
You have only to complete this by
extending it so as to form a cigar 50 feet long and 5 to 6
feet in diameter, about 2 feet being above water. There is
a long hatch, with a coaming, through which rises the pipe.
The crew stand in the space opened by the coaming, and my
informant, who is a short man, says, that when standing on
the iron ballast, he could just see over the coaming.
The torpedo is said to project about 10
feet, which I am unable to reconcile with the length of the
craft that is immersed. The “David” moved so rapidly that
but a few moments intervened between getting sight of her
and the blow.
The mysterious part is that after the
explosion it was thought that two monitors saw and fired at
the vessel. The captain affects to believe that it went
down, but of the precise fact nothing is actually known.
October 8.—The foregoing was written
last night. This morning I am at Port Royal to see if the
monitors here under repair can not receive some arrangement
to stave off these torpedoes. I left Rowan in command at
Charleston and will probably get back tomorrow.
By all means let us have a quantity of
the torpedoes, and thus turn them against the enemy. We can
make them faster than they can. Very respectfully, your
obedient servant, John A Dahlgren to Assistant Secretary
A vessel of this kind about 50 feet
long, 8 feet wide by 6 feet and elliptical form would,
immersed awash, displace about 24 tons as a paraboloid; the
greatest cross-section would be 38 square feet; if made of
full one-eighth-inch plate iron the weight would be nearly 5
tons, and there would thus be 18 to 19 tons for machinery,
coal, and ballast.
For permanent stability the vessel would require some 2
tons of iron ballast, as, from the shape, the machinery
would necessarily be light. For creeping up very little
speed would be required, and only when within about 180
yards, a five minutes run, will the whole speed be
required. A high pressure engine would be the lightest
kind; about 10 to 13 tons can be allowed for the engine
and 3 to 6 tons for the coal and men. A vessel to be used
und water must be elliptical in every direction, so that
the water may pass over as under it.
I should also like to have one or more
torpedo boats built following the plan of those used the
rebels, which, from description, are 40 or 560 feet long, 5
or 6 in diameter amidships and tapering to both ends like a
cigar; the engines high pressure, and capable of driving the
boat 5 knots the hour.
The upper portion of the hull is alone
above the water, and has a hatch, the upper edge of which is
18 inches or 2 feet above the water line.
Four persons are to be accommodated in
the open space marked by the hatch, and here the fires are
fed and engine worked. At the fore end is a bar for a
torpedo, at the other the propeller. I have the honor to
be, very respectfully, your obedient servant, J.A.
Dahlgren. Rear-Admiral, Comdg. South Atlantic Blockdg.
Squadron. To: John Lenthall, Esq., Chief of Bureau of
Construction, Navy Department
FACTS AND NOTES
The Crew of the DAVID:
Lieutenant W. T. Glassell, Confederate Navy, in
charge of the propeller "David" (a small submerged
steamer), Glassell was formerly a Lt. in the Union Navy. He
was picked up by a Northern Coal Schooner after abandoning
ship. Sent by Dahlgren to Fortress Monroe on October 12.
James H. Tomb, acting first assistant engineer;
Abandoned ship but returned to DAVID to make one more
effort to save the ship and helped Cannon in escaping.
Walker Cannon, pilot; (The Hero of the Day) Never
gave up or abandoned ship.
Seaman James Sullivan, second fireman - "fearing
the explosion, he jumped overboard just as the torpedo was
hailed" He abandoned the DAVID. Captured by the
enemy. Dahlgren described him as a "frightened wretch"
“my informant, who is a short man,
says, that when standing on the iron ballast, he could just
see over the coaming.”- Dahlgren
- gave a full statement.
IT'S LIKELY THAT
SULLIVAN TURNED INFORMANT AND SUPPLIED REAR ADMIRAL DAHLGREN
WITH SKETCHES OF THE "DAVID" Dahlgren reported that he
had not seen Glassell as of October 7, 1863
New Ironsides - Casualties - Ensign C. W.
Howard - Officer of the Deck with rank of Acting Ensign was
promoted to Acting Master- died October 10, 1863 - single
buckshot to chest, was to be promoted to Master - Dahlgren
considered it as murder. Also reported that damage from
torpedo very serious.
William L. Knox, ordinary seaman, leg broken;
Thomas Little, master at arms, several severe contusions
from the shock of the explosion.
Damage to the New Ironsides “The ship is very
seriously injured, and ought to be sent home for repairs as
soon as it is possible to spare her services here.” -
DAMAGE REPORT TO THE “NEW
IRONSIDES” The result of a 60 pound explosion 6 1/2 feet
below the waterline where the hull of the ship was nearly 5
U. S. S. NEW IRONSIDES,
Off Morris Island, South Carolina, November 24, 1863.
SIR: In obedience to your
order, I have examined the injuries discovered in the coal
bunkers, resulting from the attack made on this ship by the
rebel torpedo boat "David" on the night of the 5th ultimo,
[and find them] to be as follows:
One hanging knee abreast
the engine room started off 10 inches from the clamps and
ceiling; two strake clamps and five strakes ceiling broken
in two in a perpendicular line; the hanging knee is started
entirely from the beam and the beam badly smashed; the
fore-and-aft piece that forms the engine room is split for
about a space of 4 feet and likewise started from the ends
of the spur beams from 3 to 4 inches. Six of the lap knees
are also started. The stanchions that support the
fore-and-aft piece, of the engine room and likewise from the
coal bunkers are entirely gone at the head. The ceiling is
started off from the frame of the ship for a space of 10
feet, both forward and aft of the hanging knee; forward of
the knee, where the ceiling forms a butt, it has started 10
inches from the ship's frame, and the side of the ship is
sprung in from 4 to 5 inches for a space of some 40 feet.
When the ship was examined outside by the divers, they
reported the planking abreast the engine room shattered for
a space of 6 feet in depth, 10 to 12 feet in length, and
about 1½ inches in the face of the planking. The oakum is
also started in the seams. In examining the gun and berth
decks I find the spirketing and waterway on berth deck
started in 3 inches for a space of 20 feet. The bulkheads
and shelving of three store rooms abreast the engine room
were entirely knocked down. The stanchions that support the
fore-and-aft piece that forms the engine room on gun deck
were carried away at the heel, carrying the joiner work with
them. The stanchions that support the spar deck around the
engine room were jumped out of the iron sockets by the
shock. The waterway on the gun deck abreast the engine room
is started from the deck three-quarters of an inch for a
space of 30 feet, causing the deck to leak badly. The above
injuries were all caused by the explosion of the torpedo. In
my opinion this ship ought to be docked as soon as she can
possibly be spared from this harbor.
Very respectfully, your
T. H. BISHOP,
Carpenter, U. S. Navy
6) LATEST NEWS FROM
on Thu, Jun. 26,
Ports Authority worker back
at work after probe
An employee with the S.C. Ports Authority has
returned to work after an investigation into claims
that he sought a loan from the head of a company
that did business with the port.
The agency took an unspecified disciplinary
action against the midlevel manager after a
five-week investigation, Ports Authority spokesman
Byron Miller said.
In a 2001 e-mail, the Ports Authority employee
asked for a $150,000 to $175,000 loan from Warren
Lasch, head of Charleston International Ports LLC.
Charleston International was under contract with
the Ports Authority to run a terminal on the former
Charleston Naval Base. The Ports Authority and the
company are involved in a legal dispute over the
The employee did not receive a loan, but the
Ports Authority learned of the incident last month
and put the employee on leave.
The agency cannot discuss specific personnel
matters, but it took disciplinary action, Miller
said. The Ports Authority does not condone the
conduct, he said.
"It was not the most appropriate request to
make," Miller said. "But there was never any
evidence that an economic benefit was received for
The Ports Authority learned of the incident after
being forwarded a copy of the e-mail by The State.
Charleston International did not file a complaint
or cooperate with the investigation, according to
the Ports Authority.
The company did not want to make an issue of the
loan request, said Richard Quinn Sr., a spokesman
for Charleston International. The incident, though,
is part of a pattern of problems at the Ports
Authority, he said.
The relationship between the two groups remains
In April, the Ports Authority ended a long-term
contract with Charleston International to run the
terminal on the former Charleston Naval Base.
An audit conducted for the Ports Authority said
the company did not obtain proper approval for some
transactions and used company money for Lasch's
Charleston International says the contract was
improperly cut short and that neither the company
nor Lasch did anything wrong.
The Ports Authority controls the facility, but
Charleston International says it should continue
running the site until an arbitration panel rules on
7) FROM THE GUEST BOOK
Hi there, any info needed on historical
sites let me know. I live right here in charleston and
can get you info or help ya find places. firstname.lastname@example.org
Charleston , SC USA - Thursday, June 26, 2003 at
The Hunley should be at Patriots Point with all
the other Historic Ships.
Jim Gillgam <email@example.com>
Gainesville, VA USA - Thursday, June 26, 2003 at
Pratt and Whitney Rifling Machine Number l l/2.
Howard Frank Glazer <firstname.lastname@example.org>
Downingtown, PA United States - Wednesday, June 25, 2003
at 06:47:54 (PDT)
cant wait until April 17,2004
robert e. moorer <email@example.com>
north charleston, sc USA - Tuesday, June 24, 2003 at
Love the website. Keep up the good work and
Kathy Crew <firstname.lastname@example.org>
Surrey, BC Canada - Sunday, June 22, 2003 at 20:19:38
Sir I will be attending a meeting with several SLU
university student and faculty groups on Monday June 23,
2003 at 10: 30 AM. The topic of the meeting is the
building of a full scale replica of the CSS Pioneer. We
have a lot of conflicting data from our search as to
smaller details. From what I have read both were
fabricated by the same two persons. We have some
drawings and details but I would like to verify that we
are as historically correct as possible. My plans for
next week will put me in Charleston on Wednesday through
Friday. If you would not mind reviewing our plans for
the replica I will make sure that I set a little time
aside to show you what the students have in mind. I
would like to have the fabrication details as close as
possible to the original construction. The main group
that I will be working with is that of the AWS student
chapter from Southeastern Louisiana University and
several faculty members from the Industrial Technology
Group. We have several local fabricators that are going
to donate and roll the materials. I should be at my
office number on Monday until around 9:30 AM. After that
the office can get in touch with me or you can use the
number listed below during my travel. The phone number
for our meeting location is 225-673-1951. I hope that
you will be interested in working with me on this
project or at least putting me in contact with any one
who would like to advise us on our project direction.
George Fairbanks Senior Welding Inspector Gonzales
Industrial X-Ray Inc. PO Box 481 Prairieville LA 70769
Phone 225-673-6600 Fax 225-673-6600 Email
email@example.com Home email firstname.lastname@example.org I am the
out going Chairman for AWS Baton Rouge section and the
Educational Chairman PS I shall start my travel to
Charleston on Monday around 1:PM after our meeting. My
Pager number is 225-327-4765 My Cell number is
George Fairbanks <email@example.com>
St Amant, LA USA - Saturday, June 21, 2003 at 12:59:35
I really enjoyed my first visit to Charleston and
I am happy to announce that I will be the guest, again,
of the Mystery Club at Barnes & Nobles, Rittenburg
Boulevard on September 10, 2003. I am planning to spend
a few days in the city to visit some of the sites I
missed on my last visit.
Cliff Chandler <CDuke23@aol.com>
Macon, GA USA - Thursday, June 19, 2003 at 19:56:04
I could not find map to the Hunley and data
Rev. Dr. Daniel V. Horn <firstname.lastname@example.org>
Spring Hill, FL USA - Thursday, June 19, 2003 at
Great site! Thank you for all the info! We hope to
visit Charleston next April for "the last Confederate
Barbara M. Updike <email@example.com>
Richmond, VA USA - Wednesday, June 18, 2003 at 18:37:55
John C Schatte <firstname.lastname@example.org>
Houston, TX USA - Monday, June 16, 2003 at 16:07:09
can we see the hunley in Charleston? i am going to
Charleston in two weeks and i recently bought the hunley
tag for my car
dr alex garrett <email@example.com>
myrtle beach, sc USA - Monday, June 16, 2003 at 14:33:08
I am enjoying the info you present on the Hunley
sub. Horace Hunley's Grandfather, William Hunley, born
1744, was my GGG Grandfather. I descended from him and
also from two of Horace Hunley's Aunts, Lucretia Hunley
and her sister Martha Hunley, both from Sumner County
Tennessee , where H L Hunley was also born. I have in my
possession an old Hunley family bible almost 200 years
old which has the records of H L Hunley's birth and some
of his ancestors births, deaths, etc. I am happy and so
pleased with all the research being done on the famed
sub. I have followed this Hunley history since my
childhood days. Best wishes, Jim Peyton, west KY
Jim Peyton <JPHunley@aol.com>
Murray, KY USA - Sunday, June 15, 2003 at 19:18:49 (PDT)
i have been studying the hunley and i am obsessed
with what happened back in 1863. it is terrible and when
the crew members of the hunley are buried i am going to
the grave sites of the members. and i am going to leave
1 red rose on the grave stones. they are TRUE heroes.
and they will never be forgotten.
East peoria, IL USA - Saturday, June 14, 2003 at
I DEY HERE OOOOOOOOOOOOOOOOOOOOO ALL GUYMEN KEEP
lome, utah USA - Saturday, June 14, 2003 at 14:50:37
I an very intereste in cival war history, I
watched on MSNBC
Marianne Vargo <firstname.lastname@example.org>
Souderton, Pa USA - Saturday, June 14, 2003 at 06:09:29
Congratulations for Mardikians´team. Keep up the
good work! Amities, Teresa
Teresa Bosques <email@example.com>
Mexico, DF Mexico - Friday, June 13, 2003 at 20:08:48
Great site!, The Hunley is a magnificent piece of
history and a remarkable achievement in the history of
the civil war.
Adam Basketfield <firstname.lastname@example.org>
Milton Keynes, UK - Friday, June 13, 2003 at 16:48:54
I was wondering if the Navy had anything to do
with with this?
Lettie M. Lee <Genemom@aol.com>
Ft. Meade, Fl USA - Friday, June 13, 2003 at 15:42:19
You've done a fantastic job, presenting the Hunley
and its' crew in a dignified manner, and given them both
the respect and honor they deserve.
Buddy Cousins <email@example.com>
Ashland, VA USA - Wednesday, June 11, 2003 at 17:56:16
I need this page for my social studdies project
New york, NY USA - Wednesday, June 11, 2003 at 17:36:48
Looks like you are doing a great job preserving
history. I plan to visit 10/03.
Thomas J Shively <firstname.lastname@example.org>
LasVegas, NV USA - Sunday, June 08, 2003 at 11:14:34
I am a tour guide for Stately Oaks Plantation in
Jonesboro and love history from the civil war era. I
believe the Hunley is so unique. I visited Fort Sumter a
few years ago and was amazed at the condition. I would
love to attend the memorial service for the brave
sailors of the Hunley.
Pat Padgett <email@example.com>
Hello Mr. Fairbanks, I will be honored to offer
anything I can on the building of a full-scale replica
of the CSS Pioneer. As a former staff engineer at the
Medical University of South Carolina, Chief Building
Codes Analyst, and patent holder for a stair climbing
device which entitles me to being called an inventor, my
expertise is in the field of Building Construction.
Whether that qualifies me to review your plans for
building a replica would be debatable, but I imagine
there are not a lot of Civil War Engineers or boat
building experts around and still alive.
I did a fair amount of research on the Pioneer and
wrote several articles about them. You are always
welcome to anything on my site to use freely as needed.
With your permission, I will post your letter in this
weekend’s newsletter and see if we can stir up any
experts out there willing to contribute. I will also
call you Monday when you get to town.
From: Jphunley@aol.com [mailto:Jphunley@aol.com]
Sent: Tuesday, June 17, 2003 10:08 AM
Subject: thank you from a Horace Hunley relative
Dear Mr. Pennington,
I want to express my appreciation to you for the fine
job you do in informing the public about the Hunley
submarine! I have within my possession a wonderful
family treasure- the Hunley family bible. We have had
this old bible in our family for almost 200 years now.
Back in 1965, when I was only 7 years old, Mrs. Ruth
Duncan wrote the first book on Horace Hunley and the
famed submarine. The genealogical information in her
book was derived from my Grandmother's old bible, which
was given to my mother. I descended from Horace's
Grandfather, William Hunley, and also from two of his
Aunts, Martha Hunley and Lucretia Hunley. Lucretia, my
GGG Grandmother, recorded in beautiful penmanship the
members of the Hunley family.
I hope to be in Charleston next year for the burial of
Dixon and his crew and I would enjoy meeting you and
showing you this old Hunley bible. I have also wanted
to write Senator McConnell, but have just
procrastinated. I have kept up with this Hunley story
all my life and never dreamed the sub would even be
I have not been to Charleston and have not traveled much
in my life. I have been a Methodist minister since
1983, and my schedule has always been very demanding.
When the sub was found by Cussler, my mother, now 85
years old, called me and excitedly said, "They found our
submarine!" I laughed at the way she said this, but
after reading one of your comments in the e mails you
sent to questioners you made the statement that there
may be only a few surviving "owners" of the submarine
that can "claim ownership." I thought a lot about that
The sub was privately owned and used by privateers, so
you make an interesting legal observation. But I am
sure the US Government would find it laughable if I
attempted to claim even partial "ownership." But in
actuality, I have always felt it was our family's sub!
I was raised on stories of the Civil War and I feel I
almost know Horace. I know that sounds strange, but
it's true. My Great Grandfather, William Hunley Winn,
was his first cousin, born (1812) along the same creek
in Sumner County Tennessee where Horace was born. I
have a photo of my Great Grandfather, and the facial
similarities between Horace and William are amazing; I
see it also in my Grandfather's face, Willis Hunley
Winn. He died in 1943.
I noticed on the Internet that you had included some
genealogical info on the Hunley's from Bobbie Wright.
She is a dear cousin of mine and also a descendant of
William Hunley. I am wondering how you got her address,
since she does not own a computer. Maybe she wrote you
or called? I am sorry to send such a long e mail, but I
just wanted to thank you for your fine work and
introduce myself to you. I hope to hear from you! Best
wishes, Jim Peyton, 270-753-3181, 1715 Ridgewood Dr.,
Murray, KY 42071
Thank you for the great letter…Sure would like your
permission to use it in the next newsletter. I will
check to see where that Bobbie Wright info came from…she
may have signed the guest book or emailed me…don’t
remember. It would also be good if you had a seat of
honor at the Re-burial. I have McConnell’s email address
in one of the newsletters, will do a search and get back
to you later.
And as far as ownership…I have some research on
that…will get it to you…just for jollies if nothing
else. Might be you need to let them fix it up and then
we can take a cruise around the harbor. Lol.
Thanks again for writing…will get back to you later.
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