Rick Atkinson - The British Are Coming

British supply contractors were supposed to stockpile at least a six-month food reserve in Boston, yet when Howe took command, the larder held less than a thirty-day supply, including just two dozen bushels of peas. Five storeships from England and Ireland arrived, but most of the 5,200 barrels of flour aboard proved rancid. Regulars composed an impious parody: “Give us each day our daily bread, and forgive us our not eating it.”

Strongboxes stuffed with cash were shipped from London to Boston aboard Centurion , Greyhound , and other warships; by late fall, more than £300,000 had been requisitioned. But rebels often thwarted British efforts to buy supplies in New York, Baltimore, and elsewhere. Moreover, transaction fees had risen to a staggering 23 percent of the sums spent. Shortages of fodder required slaughtering milk cows in Boston for meat; more than three dozen vessels sailed to Quebec and the Bay of Fundy in search of hay and oats, an unfortunate, if necessary, use of precious shipping. In mid-November, Howe sent London another set of beautiful charts, with exquisite clerical calligraphy and precise double lines drawn in red pencil to separate the columns, all to demonstrate that “there are not provisions for the army in store to serve longer than the beginning of March 1776.” Lieutenant William Feilding of the British marines wrote home, “Nothing but a desire of scouring the insolent rebels of our country keeps up the soldiers’ spirit.”

Alcohol helped, too. American rum was deemed “new and unwholesome,” so in September the British government signed an initial contract for 100,000 gallons of West Indies rum to be delivered to the army, complementing 375,000 gallons of porter to help combat scurvy. By spring a half million gallons of rum would be purchased for the Boston garrison at three to five shillings a gallon, the largest single item of expense among government provisions; ten times more was spent on rum than on medicines. The Treasury Board also saw to it that British officials in America received hydrometers—each composed of a glass cylinder, a thermometer, and various weights carefully marked for Jamaica, Grenada, St. Vincent, and other sources of West Indies rum—along with three pages of instructions on how to test each lot to ensure that contractors delivered “the usual and proper proof.” Rum had long been a reward for difficult military duty; Howe quietly made it part of the regular ration, issued at a daily rate of a quart for every six men.

Four small British warships and a storeship rounded the Casco Bay headland off Falmouth, Maine, on the mild, breezy morning of Monday, October 16. Nearly two thousand souls lived in remote Falmouth, a hundred miles upcoast from Boston, the men scratching out a living as fishermen, millers, and timberjacks. For more than half a century, Royal Navy agents had routinely come to collect enormous white pines, some of them three feet in diameter and blazed with the king’s proprietary broad-arrow insignia. After felling, the great sticks were twitched into the water by twenty yokes of oxen, then lashed into rafts or winched onto ships and hauled across the Atlantic to Portsmouth and other shipyards to be shaped and stepped as the towering masts on the king’s biggest men-of-war. To the lament of British shipwrights, that mast trade all but ended with the gunplay at Lexington. Felled timber had been hidden upriver from Falmouth, and after armed rebels twice thwarted British efforts to secure the masts, Royal Navy officers threatened “to beat the town down about their ears.”

As the five vessels carefully warped into the harbor the following afternoon, a rumor spread that the intruders simply intended to rustle livestock along the bay. Militiamen hurried off to shoo the flocks and herds to safety. That delusion vanished at four p.m., when a British naval officer with a marine escort rowed to the King Street dock, marched to the crowded town hall in Greele’s Lane, and with a flourish delivered a written ultimatum, “full of bad English and worse spelling,” one witness complained. Read aloud twice by a local lawyer who was said to have “a tremor in his voice,” the decree warned that in the name of “the best of sovereigns … you have been guilty of the most unpardonable rebellion.” The flotilla had orders to administer “a just punishment”: Falmouth was given two hours to evacuate “the human species out of the said town.” “Every heart,” a clergyman wrote, “was seized with terror, every countenance changed color, and a profound silence ensued.” A three-man delegation rowed out to Canceaux , an eight-gun former merchantman, to beg mercy of Lieutenant Henry Mowat, the flotilla commander.

Few sailors knew the upper New England coast better than Mowat, a forty-one-year-old Scot who for more than a decade had surveyed every cove, island, and inlet for Admiralty charts. One senior officer described him as “the most useful person perhaps in America for the service we are engaged in.” Mowat held a grudge against Maine militiamen, who had briefly taken him prisoner during a skirmish over the contested masts in Falmouth five months earlier. But his instructions from Admiral Graves went far beyond personal revenge: Graves had been ordered by Lord Sandwich, first lord of the Admiralty, to “show the rebels the weight of an English fleet.… You may be blamed for doing little but can never be censured for doing too much.” Graves had taken the hint. In early October, he’d told Mowat to “burn, destroy, and lay waste” nine maritime towns northeast of Boston.

So far the chastisement had gone badly. Gales nearly wrecked two of Mowat’s ships off Gloucester. Houses in a couple of targeted towns were judged by his gunnery experts to be too scattered to be worth his limited supply of incendiary carcasses. Contrary winds kept the flotilla from reaching Machias, another town two hundred miles up the coast, where a British midshipman and several sailors had been killed in a bloody scrap in June. Falmouth would have to do.

The town “had not the least right to expect any lenity,” Mowat told the emissaries. His orders were unequivocal. But because of “the known humanity of the British nation,” he would hold his fire if by eight a.m. all small arms, ammunition, and the five carriage guns known to be in Falmouth were surrendered.

All night long the townsfolk debated, fretted, wailed, and debated some more. Horse and ox teams plodded through Queen, Fish, and Middle Streets, hauling away furniture, shop goods, and the infirm. Hothead militiamen vowed to incinerate the town themselves if Falmouth complied with Mowat’s demand. A few old muskets were sculled out to the Canceaux to buy time, but at dawn the people of Falmouth screwed up their courage and sent another delegation to inform Mowat that they had “resolved by no means to deliver up the cannon and other arms.” “Perceiving women and children still in the town,” Mowat later told Graves, “I made it forty minutes after nine before the signal was hoisted.”

A red flag appeared on Canceaux ’s main topgallant masthead. Tongues of smoke and flame abruptly licked from the ships’ gun decks. “The firing began from all the vessels,” a witness later wrote, “a horrible shower of balls from three to nine pounds weight, bombs, carcasses, live shells, grapeshot, and musketballs”—eventually more than three thousand projectiles. The crash of shattered glass and splintered wood echoed along the waterfront, where a dozen merchant coasters also came under bombardment. For three hours fires blazed up only to be swatted out by homeowners and shopkeepers, although some militiamen looted their neighbors while pretending to fight fires. “The oxen, terrified at the smoke and report of the guns, ran with precipitation over the rocks, dashing everything to pieces,” another resident wrote.