May 4th, 2021 … Summer of Fun continues!

On February 17th, 1864, the H. L. Hunley became the first successful combat submarine in world history with the sinking of the USS Housatonic. After completing her mission, she mysteriously vanished and remained lost at sea for over a century. For decades, adventurers searched for the legendary submarine. Over a century later, the National Underwater and Marine Agency (NUMA), led by New York Times-bestselling author Clive Cussler, finally found the Hunley in 1995. News of the discovery traveled quickly around the world. A ground breaking effort began to retrieve the fragile submarine from the sea. The Hunley Commission and Friends of the Hunley, a non-profit group charged with raising funds in support of the vessel, led an effort with the United States Navy that culminated on August 8th, 2000 with the Hunley’s safe recovery.

She was then delivered to the Warren Lasch Conservation Center, a high-tech lab specifically designed to conserve the vessel and unlock the mystery of her disappearance. The conservation center is located on the old Naval Station in Charleston. The building is owned and research is conducted by Clemson University. The Hunley has since been excavated and proved to be a time capsule, holding a wide array of artifacts that can teach us about life during the American Civil War. The submarine and the hundreds of artifacts found onboard are currently undergoing preservation work while archaeologists use the historical clues they have found to piece together the final moments of the Hunley and her crew.

At the outset of the Civil war, the Union recognized the importance of keeping the Confederacy isolated from foreign markets. Their goal was to close all Confederate ports, preventing ships from exporting goods in support of commerce or delivering cargo and supplies to the South. Once in place, the Union’s Blockade strategy was very effective, covering 3,500 miles of coastline and 12 major ports. It was literally starving the South of supplies. The South grew increasingly desperate for any way to break the blockade to bring in much needed supplies. 

The newly formed Confederate States of America had to rethink traditional battle tactics at sea when up against the powerful and established Union Navy. Born out of necessity, this setting led the Confederates to make groundbreaking advancements in naval warfare and eventually led to the building of the world’s first successful submarine. The H. L. Hunley story begins here when Horace L. Hunley, James McClintock and Baxter Watson began to work together to find solutions to break the blockade. They attempted to take the battle beneath the water’s surface and built a series of experimental underwater vessels, and helped give birth to the age of the submarine.

McClintock and Watson were in the steam gauge manufacturing business in New Orleans and locally noted for their talent in engineering and design. These two inventors began the construction of a three-man underwater boat. During the early phases of construction another Louisiana gentleman eagerly joined McClintock and Watson in their underwater venture. Horace L. Hunley, would eventually walk many paths in his life but most notably, submarine innovator and financier. The small band of Confederates began work on a new approach to naval warfare, one that took the fight below the water’s surface. This quest became a process of innovation and evolution. Hunley, Watson and McClintock developed two prototype submarines, the Pioneer and the American Diver. Improving the concept each time, they finally had success with the creation of the Hunley, a weapon that would forever change naval warfare.

The Pioneer was built in New Orleans in early 1862 and performed moderately well. After only a short month of tests, the Pioneer was destroyed by the Confederates to avoid capture by the Union army that was quickly closing in on the city. Union occupation forces were entering New Orleans when the three inventors, carrying blueprints, diagrams and drawings, fled to Mobile, Alabama, with the intent of designing an even more formidable submersible attack boat. Soon after arriving in Mobile, McClintock, Watson, and Hunley teamed up with Confederate patriots Thomas Park and Thomas Lyons, owners of the Park & Lyons machine shop. Within months after Hunley, McClintock, and Watson arrived to the besieged and blockaded Alabama coast, a second submarine was already under construction at the Park and Lyons shop near the harbor. During this timeframe, the group began to receive local military support. Lieutenant William Alexander, CSA, of the Twenty-First Alabama Volunteer Regiment, was assigned to duty at Park & Lyons. The group of engineers made several attempts at propelling the new sub with an electric-magnetic engine or a small steam engine. Unfortunately, they were unable to produce enough power to safely and efficiently propel the submarine. This “trial and error” process took place over a period of several months until they decided to stick with a more conventional means of propulsion. They installed a hand crank and, by mid-January 1863, the American Diver was ready for harbor trials.

The American Diver, according to McClintock, was “unable to get a speed sufficient to make the boat of service against the vessels blockading the port.” Despite the American Diver’s apparent limitations, evidence exists that indicates she left from Fort Morgan sometime in mid-February and attempted an attack on the blockade. The attack was unsuccessful. Soon after, another attack was planned, but as she was being towed off Fort Morgan at the mouth of Mobile Bay in February of 1863, a stormy sea engulfed the American Diver. Fortunately, no lives were lost. The American Diver was never recovered, and her rusting hull may still remain beneath the shifting sands off the Alabama coastline. Her exact location was long ago lost by history.

McClintock, Watson and Hunley did not linger over the loss of the American Diver. With their funds exhausted, they quickly found investors for their submarine concept in an organization of Confederate engineers, referred to as Singer’s Secret Service Corps. They returned to their plans, confident in their ability to create a vessel that would succeed. Taking the lessons learned during test missions of the Pioneer and American Diver, work began on a new submarine. Once again working out of Park and Lyons Machine Shop in Mobile, the team began to build anew. The third submarine was referred to by some as the “Fish Boat” or the “Fish Torpedo Boat”, but would ultimately be named for her committed benefactor, H. L. Hunley.

While the H. L. Hunley began her preliminary testing, the news of the defeat at Gettysburg and loss of Vicksburg had reached Mobile. Times were increasingly desperate for the Confederacy. The Hunley was initially designed to dive completely below her target while towing behind a floating torpedo on a 200-foot tether. Once the submarine dove and passed under the keel of her target, the torpedo would impact its hull on the other side, in theory causing a devastating explosion that would sink the ship. To safely dive under a Union vessel, the Captain would need to carefully maneuver the five-foot tall submarine between the ocean bottom and the keel of the target ship. Satisfied with their submarine’s performance, in July 1863, a demonstration of the Hunley’s attack capabilities took place for Confederate officials. An old coal-hauling barge was anchored in the middle of the Mobile River. The Hunley approached her mark and then dove beneath the target vessel. When the torpedo hit the barge, it blew up and sank within minutes. The Hunley resurfaced shortly after. After two years of attempts at the submarine concept, it had finally happened. The Hunley had successfully attacked her target. On site to witness the display were several high ranking officials including Admiral Franklin Buchanan, Mobile’s Naval Commandant. He was satisfied the Hunley could be used successfully in blowing up one or more of the enemy’s Iron Clads in the harbor. General Beauregard agreed, requesting the “much needed” fish boat be sent at once. The Hunley was loaded onto two flat rail cars and sent to defend Charleston with the hopes she could help cripple the blockade strangling the city.

The H. L. Hunley arrived in Charleston on August 12th, 1863, accompanied by James McClintock and Gus Whitney, one of the investors in the sub. The crew quickly began testing the Hunley in Charleston Harbor. Frustrated by McClintock’s pace, the Confederates seized the Hunley submarine and turned it over to Lt. John Payne, a Navy man assigned to the CSS Chicora. On August 29th, the Hunley was moored at Fort Johnson, preparing to depart for its first attack on the blockade when it suddenly sank at the dock. There are conflicting stories of what happened: Some claimed the wake of a passing ship flooded into the Hunley’s open hatches, filling it with enough water to sink it. Others claimed the mooring lines of another ship became tangled on the sub, pulling it onto its side until its hatches were underwater. Whatever happened, the result was the same: the Hunley sank immediately, taking five of her crew down to their deaths. Payne, who was standing atop the sub, jumped into the water and was rescued. William Robinson escaped through the aft hatch and Charles Hasker – trapped by the hatch cover – rode the sub to the bottom before freeing himself and swimming to the surface.

It took weeks to retrieve the submarine, and in that time Horace Hunley arrived in Charleston and demanded the submarine be returned to him. Gen. P.G.T. Beauregard granted the request, and Hunley sent for a crew of men from the Park and Lyons Machine Shop in Mobile. During her test missions in Charleston, the Hunley suffered two fatal sinkings that would claim the lives of over a dozen men, including Horace Hunley himself. On October 15th, Horace Hunley scheduled a demonstration of his boat in Charleston Harbor. He announced his vessel would dive beneath the CSS Indian Chief and surface on the other side. Once the submarine disappeared beneath the waves, it was not seen again for weeks. Bad weather delayed search efforts and divers did not recover the H. L. Hunley until November 7th. It was found deep in the harbor channel, with its bow buried in the mud and its stern still floating.

Chains and ropes were used to hoist it to the surface and place it on the dock. When its hatches were opened, there was a gruesome sight with the crew members seemingly frozen in time. Thomas Park was found with his head in the aft conning tower. Horace Hunley, still clutching a candle, was in the forward conning tower. Rescuers reported the forward ballast tank valve had been left open, allowing the submarine to fill with water. The wrench used to operate the seacock was found on the floor of the submarine leading them to theorize Hunley had either forgotten to close the valve or lost the wrench and was unable to close it. The sub’s keel weights had been partially loosened, which suggested the crew realized they were in danger, but not in time to save themselves.

Third Hunley Crew: Volunteers All. Lieutenant George E. Dixon, Arnold Becker, Corporal J.F. Carlsen, Frank Collins, C. Lumpkin Miller, James A. Wicks, and Joseph Ridgaway. Two tragedies had now befallen the H. L. Hunley. The sinkings and visible recovery efforts that followed had created quite a stir in Charleston. It was not long before Rear Admiral John Dahlgren, the head of the Union blockading fleet, learned of the diving submarine from Confederate deserters. In response, Dahlgren ordered his blockading squadron to anchor in shallow water, hang ropes and chains over their sides as defensive measures, and deploy picket craft to keep torpedo-bearing boats away. These clever tactics were also the genesis of anti-submarine countermeasures. Confederate General Beauregard was reluctant to put the Hunley back in service, writing: “It is more dangerous to those who use it than to the enemy.” Still, the submarine had persuasive backers including Lieutenants George Dixon and William Alexander, both of whom passionately believed she could be successful in breaking the blockade. Even they knew the Hunley had to be modified if she were to be successful. The Union’s anti-submarine moves coupled with the difficulty of controlling the Hunley’s depth and pitch while submerged led them to completely rethink the mode of attack.

Captain George Dixon and his volunteer crew worked aboard the H. L. Hunley an average of four nights a week between mid-December 1863 and the end of January 1864, when the weather became too rough to venture into the ocean. On many of those trips, the submarine got close enough to blockade ships to hear Union soldiers singing on the picket boats, but they never got the chance to attack. Dixon wrote to a friend expressing frustration with the conditions that stopped them from making an attack on the Blockade, “…to catch the Atlantic Ocean smooth during the winter months is considerable of an undertaking and one that I never wish to undertake again.” On a moonlit night in February, 1864, the crew of the Hunley was given the calm sea they had waited for and embarked on their ambitious attack. The target was the USS Housatonic, one of the Union’s mightiest and newest sloops-of-war. The Hunley’s approach was stealth and by the time they were spotted, it was too late. At about 8:45pm, several sailors on the deck of the USS Housatonic reported seeing something on the water just a few hundred feet away. The officer on the deck thought it might be a porpoise, coming up to blow. As the object approached the ship, the crew realized it was no porpoise. The alarm sounded and the sailors fired their guns, the bullets pinging off the metal hull of the Hunley. Below the surface, the spar torpedo detonated and the explosion blew a hole in the ship. The Housatonic sank in less than five minutes, causing the death of 5 of its 155 crewmen.

Nearly 45 minutes later, a Union sailor claimed he saw a blue light on the water. Some speculate this was the last reported sighting of the Hunley for more than a century. One record indicates Dixon had promised the troops at Battery Marshall, if successful, he would signal to shore by showing two blue lights. The Confederates on Sullivan’s Island say they saw the agreed upon signal and lit a fire to guide the Hunley home, but she never returned. Instead, the submarine and crew disappeared into the darkness of the sea. Their fate became a mystery and their accomplishment a legend. The submarine would not see the light of day again for over 136 years. As soon as the submarine was lost, efforts to find her began. The Union fleet dragged the area around the USS Housatonic wreck in hopes of snagging the little submarine. Generation after generation of explorers scoured the sea around the site of the fallen Housatonic, hoping to discover the legendary H. L. Hunley and her doomed crew. The world would have to wait until technology caught up with the search, with modern tools ultimately helping locate her.

After fifteen years of searching, on May 3rd, 1995, New York Times best-selling author Clive Cussler and his team finally found the submarine. Long interested in maritime history, Cussler founded the National Underwater and Marine Agency (NUMA), an organization that searches for some of history’s most famous shipwrecks. “I have never made claim to being an archaeologist. I’m purely a dilettante who loves the challenge of solving a mystery; and there is no greater mystery than a lost shipwreck,” said Cussler. Finding the world’s first combat submarine was a mission right up NUMA’s alley. Much like the Hunley in her mission to make world history in the 19th century, NUMA didn’t get lucky the first time. Using a magnetometer, the Cussler crew located a metal object about four miles off the coast of Sullivan’s Island. After diving in nearly 30 feet of water, they removed three feet of sediment to reveal one of the Hunley’s two small conning towers.

As if stuck in time, the Hunley lay on her starboard side with the bow pointing almost directly toward the Housatonic wreck and Sullivan’s Island. Her position looked like she was heading home, a trip that was finally about to be completed over a century later. May 3rd, 1995 - The Hunley discovered by NUMA. What Next? Once the Hunley was found, a whole new set of issues emerged: Originally built as a privateer vessel in support of the Confederacy, who owns the Hunley? If there are human remains onboard, how should they be treated? Should the submarine be left at sea as a war grave? How will she be protected from looters now that her location is known?

These questions and many more would take years to answer. It was ultimately determined the Hunley was owned by the United States government. To protect the vessel from looters and ensure the appropriate treatment of any human remains, she had to be recovered from the ocean and conserved. Given the submarine’s deep historical significance, the decision was made to put the Hunley on display as one of America’s great maritime artifacts.

Raising the Hunley from the ocean floor was a daunting task. Coordinating with the appropriate entities at the state, federal and local level required the delicate touch of someone familiar with government. Senator Glenn McConnell answered the call. He helped negotiate a contractual agreement that outlines the appropriate manner to treat the Hunley, an irreplaceable piece of American history. While Senator McConnell navigated the different government jurisdictions, someone needed to raise money and manage the actual lifting of the Hunley from the ocean floor. When Senator McConnell first asked Warren Lasch to fill this role as chairman of Friends of the Hunley in 1997, he had only one question: “What’s the Hunley?” The answer changed his life. Lasch, a successful businessman, became the driving force behind the project. McConnell and Lasch made an incredible team and together, they would achieve what many thought impossible. Bringing the Hunley back to land proved to be an engineering challenge of unprecedented proportions. Further complicating matters was the presence of human remains within the submarine. Warren Lasch spearheaded the mission, often using the mantra, “Let’s bring the boys home.”

To get the job done, he pulled together an international team of experts and partners, including the Department of the Navy, the National Park Service, Department of Natural Resources and Oceaneering International. They developed a state-of-the-art plan that required precision timing, flawless engineering, highly trained divers, perfect weather conditions and a little luck. As part of this incredible undertaking, Friends of the Hunley Chairman Warren Lasch brought together a high caliber team.

August 8, 2000 – All eyes were focused on this Southern port city to watch the Hunley – the world’s first successful combat submarine – finally return home from a voyage that began well over a century ago. The harbor was filled with on-lookers. Spectators and reporters from around the world lined the docks, watching history unfold. Just as the crew did in 1864 on the night they made world history, the recovery team waited for a calm sea for the actual lifting of the Hunley. The well-planned recovery procedure was completed flawlessly, with the historic artifact raised safely. After the Hunley broke the water’s surface, she was gently placed onto a transport barge. Support personnel stabilized the submarine with tension straps to keep her safe. She was brought to the Warren Lasch Conservation Center and placed in a 75,000 gallon steel tank filled with chilled, fresh water to help protect and stabilize the submarine. The lab facility was specifically designed to excavate and conserve the vessel.

Now that the Hunley was safe, the work of learning her secrets could begin. The groundbreaking excavation of the Hunley’s crew compartment unearthed rare 19th century artifacts, including a gold coin that saved the life of the submarine’s Captain at the Battle of Shiloh in 1862. The coin is curved from the indention of a bullet and inscribed with his initials along with the words, “My life Preserver.” The remains of the entire eight-man crew were also found resting peacefully at their stations. They were removed from the submarine and plans were immediately put in place to give them a proper burial, an event that had been impossible for over a century.

The morning was warm, and the waters off Charleston Harbor were unusually calm.  It was perhaps the same sort of sea conditions Hunley commander Lt. Dixon was waiting for in 1864 when he and his crew launched the experimental vessel that began the age of modern day submarines. But this day would not mark the beginning of the Hunley crew’s mission, but rather the completion of their century long journey to a final burial.   On April 17th, 2004, the submarine pioneers that manned the first successful combat submarine were buried. The ceremony began at 9:15 a.m. with a memorial service at White Points Garden.  Immediately after the ceremony, horse drawn caissons followed by a procession of men and women dressed in 19th century attire brought the crew to their final resting place.  The procession marched 4.5-miles through downtown Charleston, and ended at Magnolia Cemetery.  The Hunley’s eight-man crew was then laid to rest next to others who lost their lives on Hunley test missions.

The burial was attended by tens of thousands of people who came to honor the crew and witness this historic moment. Visitors came from around the world, including Australia, Germany, France, and Great Britain. The funeral procession along East Bay St., Charleston, SC. Additionally, the Friends of the Hunley research team was able to locate descendants of two of the crewmembers, and they participated in the burial of their ancestors.   The attendance of crewmember descendants and the overwhelming amount of visitors made the burial not just a solemn and inspirational event, but a celebration of our nation’s history. Now, at last, they were at rest. The attendance of crewmember descendants and the overwhelming amount of visitors made the burial not just a solemn and inspirational event, but a celebration of our nation's history.

May 3rd, 2021 … Summer of Fun continues!

Today, we opened the door to Charleston history and Charleston welcomed us! The Charleston Area is a veritable living museum populated with expertly preserved antebellum mansions; cobblestone streets and secret gardens.

We took a guided city tour via bus and learned a great deal about the city and its unique features. In 1669, under the leadership of Captain Joseph West, three vessels; the Carolina, the Port Royal and the Albemarle set their sights on the new land, America. A severe storm separated the three ships, wrecked the Port Royal and forced the Carolina to land in Bermuda. In the spring of 1670, 150 English colonists, indentured servants and slaves sailed into the Charleston harbor.

The first view of what would become the new colony of Carolina came in March 1670 at Bull's Island. The travelers landed on a promising location they christened Albemarle Point in April 1670. The Proprietors soon flattered their king, Charles II, by insisting the settlement be named Charles Town in his honor. Enemies of the colony included the French, the Spanish, hostile Indian tribes and pirates. Disease was also rampant due to poor sanitation and an inhospitable location.

With its many wharves along East Bay Street, Charles Town became a busy seaport. Ships carrying raw materials, deer skins, rice, indigo, and eventually cotton were exported to England and commerce was born. Ships returned heavy with staples and luxuries of Europe which lent a cosmopolitan air to the growing community. Even in its infancy, Charleston had the reputation of being a "Little London" in the semi-tropic wilds of the New World. By 1740, Charles Town was becoming the most critical port in North America for exporting, and an economic boom surged across the colony. Colonists found out early that the New World had its share of troubles and danger as the coastal town endured a small pox epidemic, a fire which destroyed 1/3 of the colony including 300 houses and a great number of stores in just four hours, a plague among the cattle, and yellow fever and several major hurricanes. Disasters continued to ravage the city with fires in 1740, 1796, 1838 and 1861.

The philosophy of early Charles Town was based on religious tolerance and it was believed that with this attitude the settlement would increase in numbers and profitability. The second charter guaranteed religious freedom. The openness towards religion brought French Huguenots, Baptists, Congregationalists and Presbyterians. Early in the next century, 12 Scottish families withdrew to form the Scots Kirk, now the First Scots Presbyterian Church. A Jewish congregation formed in 1750, followed shortly by a Lutheran Church and Methodist assembly. The first Roman Catholic mass was held in Charleston in 1786. Because of its origins for religious diversity, Charleston became known as "The Holy City."

The Revolutionary War brought to a close Charleston's Golden Age. In 1776, a British fleet carrying 270 guns failed to take Colonel William Moultrie's palmetto fort on Sullivan's Island. In 1778, the British attacked again, coming by land from Savannah. The city held, but much of the surrounding countryside was torched. The British took control and Charles Town was occupied by England. By 1783, Charles Town had been reborn as Charleston.

Called the Holy City, Charleston is known for its churches ... and its beautiful cemeteries. While we wandered around the city, we took a stroll through a cemetery we passed. The beauty is amazing! While there are paths for visitors to stroll, the graves themselves have been given back to nature, with trees and shrubs growing wild. 

In the late 1700s, plantations harvested such crops as indigo (a blue dye) and rice. Prosperity from an agrarian society was mixed with great interest in cultural affairs. In 1791, President George Washington toured the States and came to Charleston where he slept in the Heyward Washington House on Church Street and entertained at the Old Exchange Building. There are only two buildings still in use that used to process rice, but there is one wall left from the largest rice processing plant. It sits as a fixture to days gone by. This one in particular is Bennett's Rice Mill and it stands in the middle of State Ports.

The Citadel is a landmark in Charleston and South Carolina that is noted for its educational reputation as well as its rich history. Founded in 1842, The Citadel has an undergraduate student body of about 2,300 students who make up the South Carolina Corps of Cadets. Another 1,000 students attend The Citadel Graduate College, a civilian evening and online program that offers graduate and professional degrees as well as undergraduate programs. The Citadel is best known nationally for its Corps of Cadets, which draws students from about 45 states and a dozen countries. The men and women in the Corps live and study under a classical military system that makes leadership and character development an essential part of the educational experience.

The original site of The Citadel was on what is now Marion Square in the City of Charleston. During the Revolutionary War, a fortification known as a "Horn works" was established in the vicinity of Marion Square. In 1783, this site was transferred to the City upon its incorporation as a municipality. Six years later a small portion of this tract was transferred back to the state for use as a tobacco inspection site. The City retained the remainder of the land known as the Citadel Green which was used as a muster site for militia units. Prominent Charleston architect Frederick Wesner designed the building that was to become known as the Citadel, but it was not until 1829 that the structure was erected on the square. Wesner's design, a two story Romanesque structure, incorporated an interior courtyard with Doric columns and Roman arches. It is speculated that Wesner's design was inspired by the Jacques-Louis David painting, The Oath of the Horatii.

At the request of the State of South Carolina, troops from the federal garrison at Ft. Moultrie became the first guard of the new state arsenal on January 8, 1830. Federal troops were withdrawn on December 24, 1832, as a result of tensions between the federal government and South Carolina over federally imposed tariffs. State militia at the Charleston powder magazine were then detailed to guard the state arsenal at the Citadel. During the next ten years several smaller arsenals around the state were consolidated at the Citadel in Charleston and at the Arsenal in Columbia, and placed under the guard of two companies of State militia known as the Arsenal and Magazine Guard. Governor John P. Richardson first conceived of converting the Arsenal in Columbia and the Citadel in Charleston into military academies. This was accomplished by act of the State Legislature on December 20, 1842. 

We stopped at The Charleston City Market. In 1788, Charles Cotesworth Pinckney ceded the land to the City of Charleston for the express use as a public market, and he stipulated that the land must remain in use as a market for perpetuity. To fulfill this requirement, the low buildings—sheds—that stretch from Market Hall to the waterfront were built between 1804 and the 1830s. These sheds originally housed meat, vegetable, and fish vendors; each booth rented for $1.00 per day, or $2.00 if the booth had a slab of marble used to keep the meat or fish cold. Butchers often threw meat scraps into the street, much to the delight of local buzzards, which were nicknamed Charleston Eagles. Over the years, the sheds have survived many disasters, including fires, tornadoes, earthquakes, hurricanes, and bombardment.

In 1841, three years after the Masonic Hall on the corner of Meeting and Market Streets was destroyed by fire, the current Market Hall was erected. Architect Edward Brickwell White was paid $300 to create the building's blueprints, which paid homage to the Temple of the Wingless Victory in Athens. The resulting handsome structure was originally used by the Market Commissioners for meetings and social functions, while the space beneath the hall housed vendors. Since the 1970s, the original sheds and surrounding neighborhood have housed many small and unique shops. Of special note are the more than 50 sweetgrass basket weavers who carry forth a special Charleston tradition. The Charleston City Market, recognized as one of the oldest in the country, is part of a permanent exhibit entitled “Life in Coastal South Carolina c. 1840” at the American History Museum of the Smithsonian Institute in Washington D.C.

We enjoyed lunch at Hyman’s Seafood for lunch. The Hyman family has been at the same location for over 121 years. Starting out as a Wholesale dry goods store then changing to Hyman's Seafood in 1987. 

The Hyman's commitment to guaranteed customer satisfaction is the reason that Hyman's Seafood is now a Charleston landmark. The building size is deceiving, I think they have combined 2 or 3 buildings to create this current restaurant and store. We kept walking, climbing stairs and following the carpet to get to our table! 

The inside is filled with memorabilia and the coolest old tables of every shape and size!

After lunch, we walked Meeting street to the end, where it meets the harbor and back! We passed on foot, but our tour guide called the four corners of law … a city building (city law), a state building (state law), a federal building (federal law) and a church (God’s law.)

We saw homes that had both wrought iron and cast iron fences and railings. The fundamental distinction between cast iron and wrought iron is in how they are produced. The differences can be found in the names: wrought is a past participle of work (“worked iron”), and cast describes anything formed by the casting process. Wrought Iron is iron that has been heated and then worked with tools, while cast Iron is iron that has been melted, poured into a mold, and allowed to solidify. The front fence is wrought iron and the railing in the background is cast iron. 

The shade of blue used on many southern ceilings is often called “haint blue”. This light blue-green color is especially popular in southern coastal cities like Charleston, SC because of the historically haunted nature of these cities. The blue color was meant to ward off “haints” or evil spirits who might want to harm the house or the family inside. Many people argue that painting your porch ceiling blue actually keeps insects away. While not necessarily rooted in science, there are a few possible explanations for that theory. Older blue paints were often made with lye, which is a known insect repellent, and to keep the paint looking new, a new coat had to be applied every few years, thus refreshing the insect repellent. Another theory is that the blue color mimics the color of the sky and tricks insects into not making their nest there. 

Additionally, while blue paint on a porch ceiling can’t literally extend the amount of daylight you get, it can provide that feeling. The light blue color reflects light, so your space will seem brighter even during the twilight hours. Additionally, you can use less artificial light to brighten up the space at night. This practice was really popular in the Victorian era, and you can still see the blue color used in many Victorian homes today.

Charleston's window boxes are magnificent and play a vital role in the city's appearance. One reason they're so prominent is that in the city's historic district, most houses extend nearly to the sidewalk. 

Thus, window boxes become the only gardening space people have -- at least, in front. Another reason is that Charlestonians like to put on a good show for tourists -- people like us.

Key Ingredients to a Beautiful Window Box is a tall centerpiece plant, filler plants that go on either side and add cascading plants that hang over the side.

It was a beautiful day to stroll the city!

Stay tuned, as The Adventures Continue!

May 2nd, 2021 … Summer of Fun continues!

Today we went to Liberty Square and took the ferry to see Ft Sumter. Two forts stand at the entrance of Charleston Harbor. Patriots inside a palmetto log fort, later named Fort Moultrie, defeated the Royal Navy in 1776. As Charleston blazed a path towards secession to preserve slavery, construction on a new fort, Fort Sumter, proceeded. The Confederacy fired on the US garrison of Fort Sumter on April 12, 1861 opening the Civil War, which redefined American freedom.

The shelling of Fort Sumter on April 12, 1861 marked the beginning of the American Civil War. With the booming of cannons over the harbor in Charleston, South Carolina, the secession crisis which had been gripping the country for months suddenly escalated into a shooting war.

The attack on the fort was the culmination of a simmering conflict in which a small garrison of Union troops in South Carolina found themselves isolated when the state seceded from the Union. The action at Fort Sumter lasted less than two days and had no great tactical significance. And casualties were minor. But the symbolism was enormous on both sides. Once Fort Sumter was fired upon there was no turning back. The North and the South were at war.

The Crisis Began With Lincoln's Election in 1860. Following the election of Abraham Lincoln, the candidate of the anti-slavery Republican Party, in 1860, the state of South Carolina announced its intention to secede from the Union in December 1860. Declaring itself independent of the United States, the state government demanded that federal troops leave. Anticipating trouble, the administration of the outgoing president, James Buchanan, had ordered a reliable U.S. Army officer, Major Robert Anderson, to Charleston in late November 1860 to command the small outpost of federal troops guarding the harbor.

Major Anderson realized that his small garrison at Fort Moultrie was in danger as it could easily be overrun by infantry. On the night of December 26, 1860, Anderson surprised even members of his own staff by ordering a move to a fort situated on an island in Charleston Harbor, Fort Sumter. Fort Sumter had been built after the War of 1812 to protect the city of Charleston from foreign invasion, and it was designed to repel a naval attack coming from the sea, not a bombardment from the city itself. But Major Anderson felt it was the safest place in which to place his command, which numbered less than 150 men.

The secessionist government of South Carolina was outraged by Anderson's move to Fort Sumter and demanded that he vacate the fort. Demands that all federal troops leave South Carolina intensified. It was obvious that Major Anderson and his men couldn't hold out for long at Fort Sumter, so the Buchanan administration sent a merchant ship to Charleston to bring provisions to the fort. The ship, Star of the West, was fired on by secessionist shore batteries on January 9, 1861, and was unable to reach the fort.

While Major Anderson and his men were isolated at Fort Sumter, often cut off from any communication with their own government in Washington, DC, events were escalating elsewhere. Abraham Lincoln traveled from Illinois to Washington for his inauguration. It is believed that a plot to assassinate him on the way was foiled. Lincoln was inaugurated on March 4, 1861, and was soon made aware of the seriousness of the crisis at Fort Sumter. Told that the fort would run out of provisions, Lincoln ordered ships of the U.S. Navy to sail to Charleston and supply the fort. Newspapers in the North were following the situation quite closely, as dispatches from Charleston arrived via telegraph.

The newly formed Confederate government kept up demands that Major Anderson surrender the fort and leave Charleston with his men. Anderson refused, and at 4:30 a.m. on April 12, 1861, Confederate cannon positioned at various points on the mainland began shelling Fort Sumter. The shelling by Confederates from several positions surrounding Fort Sumter went unanswered until after daylight, when Union gunners began returning fire. Both sides exchanged cannon fire throughout the day of April 12, 1861.

By nightfall, the pace of the cannons had slowed, and a heavy rain pelted the harbor. When morning dawned clear the cannons roared again, and fires began to break out at Fort Sumter. With the fort in ruins, and with supplies running out, Major Anderson was forced to surrender. Under the surrender terms, the federal troops at Fort Sumter would essentially pack up and sail to a northern port. On the afternoon of April 13, Major Anderson ordered a white flag to be raised over Fort Sumter. The attack on Fort Sumter had produced no combat casualties, though two federal troops died during a freak accident at a ceremony after the surrender when a cannon misfired.

On April 13, the New York Tribune, one of the country's most influential newspapers, published a collection of dispatches from Charleston detailing what had happened. The federal troops were able to board one of the U.S. Navy ships which had been sent to bring supplies to the fort, and they sailed to New York City. Upon arrival in New York, Major Anderson learned that he was considered a national hero for having defended the fort and the national flag at Fort Sumter. In the days since he had surrendered the fort, northerners had become outraged over the actions of the secessionists in Charleston.

The citizens of the North were outraged by the attack on Fort Sumter. And Major Anderson, with the flag that had flown over the fort, appeared at a massive rally in New York City's Union Square on April 20, 1861. The New York Times estimated the crowd at more than 100,000 people. Major Anderson also toured the northern states, recruiting troops. In the North, newspapers were publishing stories about men joining up to fight the rebels and regiments of soldiers heading southward. The attack on the fort had produced a patriotic wave.

In the South, feelings also ran high. The men who fired the cannons at Fort Sumter were considered heroes, and the newly formed Confederate government was emboldened to form an army and plan for war. While the action at Fort Sumter had not amounted to much militarily, the symbolism of it was enormous. Intense feelings over the incident in Charleston propelled the nation into war. And, of course, no one at the time had any idea the war would last for four long and bloody years.

We enjoyed a Dutch treat lunch at East Bay Deli. East Bay Deli’s first location opened on East Bay St. on September 11, 2001. Dan Jaicks’ wife, Joanna, Office Manager and Director of Marketing, said the day was surreal—both for the country and her family. “I remember it well. We really only planned to open the one store downtown, but it did well so we decided to open another one,” she said. They’ve now grown to nearly 10 locations, including Summerville, Dorchester Rd. and University Blvd. in North Charleston, Mt. Pleasant and West Ashley. There are franchise locations in North Myrtle Beach, Florence and downtown Columbia. And in April another location will open up in Lexington.

Dan Jaicks and Lee’s story begins nearly 30 years ago when started out in the restaurant business. The two were best friends working together at Applebee’s, but always shared a dream of owning their own business. Today they successfully feed the masses in Charleston and despite their growing business will always call the Lowcountry home. “What’s great about Charleston is you see people you know all the time. It’s growing and yet it seems somewhat small. That’s what we like about it most,” Joanna Jaicks says. And when it comes to friendly faces, she admits East Bay Deli definitely has its regulars they know by name. “We get a lot of regulars!” she admits—and she would know. She, her husband and Lee enjoy making the time to visit every location regularly.

And what is it the loyal customers love the most? Aside from the quality meats, generous portions, exceptional customer service and a clean, inviting atmosphere, Joanna Jaicks believes it just might be their Citadel Sandwich. “That one sells the most just about anywhere. If you’ve never had one you should try it!” Oven roasted turkey and imported ham with honey mustard dressing, crispy bacon, lettuce, and tomato, The Citadel is topped with melted Swiss and cheddar cheeses and served on toasted wheat bread. Add a side of traditional New York Cheesecake and you’re a fan for life,

Myself and two friends, decided to drive to undetermined parts this afternoon. By that, I mean we had a few free hours and we had no intended destination in mind. We decided to head toward St Johns, as we are going back to Charleston tomorrow. As we drove, we saw a small brown sign, which said “Angel Tree.” 

Well that peaked our curiosity, so we turned! In just a short few yards, there was another similar sign with an arrow. Yup, you guessed it, we turned again! That took us onto a dirt road. As we looked down the road, there were plenty of cars parking on the edge of the road. 

We figured there had to be plenty of spaces down the road, so we kept driving slowly. We ended up at The Angel Oak Tree. It is a southern live oak located in Angel Oak Park, on Johns Island SC.

The Angel Oak Tree is thought to be one of the oldest living things in the country. The land where the Angel Oak Tree stands was part of Abraham Waight’s 1717 land grant. The City of Charleston now owns the property. The Angel Oak Park is free. 

It is estimated to be in excess of 400 years old, stands 67 feet tall, measures 28 feet in circumference, and produces shade that covers 17,200 square feet. From tip to tip its longest branch distance is 187 feet.  There is considerable debate about the age of the Angel Oak.  Some contend that it is 1,500 years old.  Most believe that the more conservative estimates are more accurate.

It is truly a hidden gem! We are very glad that we took our unplanned visit to St Johns!

You see all kinds of pets that campers travel with. Our neighbors in Oak Plantation have a 10-year old bird that they travel with! He is a real beauty!

Stay tuned to share our adventure with us!