Fiftieth Infantry.-Cols., Charles B. Stuart, William H. Pettes;
Lieut.-Cols., William H. Pettes, Ira Spaulding; Majs., Frederick
E. Embrick, Ira Spaulding, George W. Ford, Orrin E. Hine, Wesley
Brainard, William W. Folwell, Edmund 0. Beers, James H. McDonald.
The 50th, known as Stuart's regiment, and later as the 50th
engineers, was organized at Elmira, of companies from the middle
and western parts of the state, which were mustered into the U.
S. service Sept. 18, 1861, for a three years' term.
It left the state 850 strong, Sept. 21, for Washington; was
ordered to Hall's hill, Va., and assigned to the 3d brigade of
Gen. Porter's division. On Oct. 22, the regiment was converted
by special orders from the war department into a regiment of
engineers and ordered to Washington, where instruction was
received by the men in their new duties.
In March, 1862, with the volunteer engineers' brigade, Army of
the Potomac, the 50th moved to Yorktown and worked faithfully in
digging trenches, constructing bridges and earthworks, etc.,
until the evacuation of that city. At White House the command
was divided into several detachments, which were engaged in
escort duty and bridge building until reunited at Dispatch
Station on June 1, when the regiment was employed in providing
for the passage of the troops over the Chickahominy.
It accompanied the army through the Seven Days' battles to
Harrison's landing, where it was again separated, one detachment
being sent to Hampton, Va. When the regimental headquarters was
transferred to Hampton in August, a detachment was left behind at
Harrison's landing, but on Sept. 3 the regiment was reunited at
Washington.
Four companies were detached on Sept 12 and ordered to Harper's
Ferry, where they were engaged in constructing pontoons and later
returned in charge of two of the pontoons to Washington, leaving
a part of the detachment behind. Another detachment was sent to
the vicinity of Fredericksburg with these boats, and the
headquarters of the regiment were transferred to Acquia creek,
leaving one company at Washington.
Great assistance was rendered by the 50th in laying the bridges
before the battle of Fredericksburg, when they were under
continuous fire from the enemy's sharpshooters. Until July 17,
1862, the 50th was enrolled on the state records as an infantry
regiment, but an act of Congress of that date accepted it as a
regiment of the volunteer engineer corps, of the same rank as the
regular army engineer corps.
After passing the winter in the neighborhood of Fredericksburg,
the regiment joined in the Chancellorsville campaign, where it
aided effectively in conveying the army across the river and was
highly praised by Gen. Benham. At Deep run in June the 50th
suffered the loss of 11 in killed, wounded and missing, while
engaged in laying a bridge.
Cos. A, C, F, G, H and K remained in the field during the summer
of 1863 and the others were stationed in Washington. In Dec.,
1863, about three fourths of the regiment reenlisted and received
their veteran furlough. At the opening of the Wilderness
campaign in May, 1864, the 50th was again divided, one detachment
assigned to the 2nd, one to the 6th, and one to the 5th corps,
one company remaining in Washington.
In the winter of 1863-64 two new companies were added to the
regiment and the ranks filled with new recruits. During the
operations of the Army of the Potomac in May and June, 1864, the
main work of the regiment was that of laying bridges at various
points notably one 2,010 feet long, across the James.
At Petersburg the regiment was in demand at all points for work
of construction and repair on the fortifications, and it also
assisted in destroying railroads. During its long service the
men became very proficient in engineering and through its
steadiness under fire is said to have lost during the last year
of its service no bridge material of any kind.
The original members not reenlisted were mustered out at New York
in Sept., 1864, and after participation in the grand review at
Washington, the veteran organization was there mustered out on
June 13-14, 1865. The loss of the regiment by death from wounds
was 17 and by death from disease and other causes 214.
Source: The Union Army, Vol. 2, p. 86
**************************************************************************************
New York
FIFTIETH REGIMENT OF ENGINEERS (VETERAN).
Stuart's Engineers; Independent Engineers; Sappers, Miners and
Pontoniers. (Three Years)
Colonel C. B. Stuart received, July 26, 1861, authority to
recruit a regiment of infantry, which he organized at Elmira,
and which was designated September 20, 1861, the 50th Regiment
of Infantry. The companies were mustered in the service of the
United States for three years at Elmira, A and D September 18;
B August 16, C and F September 17; E August 29; G and H
September 16; I August 26, and K September 30, 1861. October
22, 1861, the regiment was converted into and designated the
Fiftieth, Regiment of Engineers. Two new companies, L and M,
mustered in the United States service for three years in
December, 1863, and January and February, 1864, joined the
regiment in December, 1863, and February, 1864, respectively.
Quite a number of men enlisted for this regiment in 1864 were
assigned to the 15th N. Y. Volunteer Engineers. At the
expiration of its term of service the men entitled thereto were
discharged and the regiment continued in service.
The companies were recruited principally: A at Addison,
Bath, Lodi, Painted Post and Savona; B at Auburn, Elmira,
Geneva, Syracuse, Waterloo, and Honesdale, Pa.; C at Chemung,
Elmira, Rome and Union; D at Elmira, Fulton, Geneva,
Ogdensburgh, Oswego, Syracuse and Watkins; E at Buffalo,
Elmira, Maine, Niagara Falls, North Hector, Penn Yan and Rome;
F at Geneva, Elmira, Oswego, Potsdam and Union, and at
Scranton, Honesdale, Mt. Pleasant and Moscow, Pa.; G at
Caroline, Elmira, Greece, Hornellsville, Maine and Millport; H
at Elmira, Maine, Malone, Ogdensburgh, Potsdam, Watkins, and at
Williamsport, Pa.; I at Elmira, Geneva, Owego and Union, and at
Hancock and Scranton, Pa.; K at Elmira, Ovid, Savona, Seneca
Falls and Union; L at Rochester, Buffalo, Canandaigua, Elmira
and Phelps; and M at Albany, Buffalo, Canandaigua, Elmira and
Owego.
The regiment left the State September 20, 1861, and served
as infantry at Washington, D. C., from September 22, 1861; in
the 3d Brigade, Fitz-John Porter's Division, from September 30,
1861; as engineers at Alexandria, Va., receiving instructions
in engineering duties, from October 22, 1861; in the Volunteer
Brigade of Engineers, Army of the Potomac, from March, 1862. A
detachment also served for a time in 1863, in the 8th Corps,
Middle Department, and Company I, with General Sheridan from
February, 1865, to Appomattox Court House, Va. Commanded by
Col. William H. Pettes, the regiment was honorably discharged
and mustered out at Fort Berry, Va., June 13 and 14, 1865.
Source: Phisterer, p. 1,669
**********************************************************************************
Reports of Lieut. Col. Ira Spaulding, Fiftieth New York Engineers,
of operations October l0 to December 5, 1863.
HDQRS. DETACHMENT 50TH NEW YORK VOL. ENGINEERS,
Bristoe Station, Va., October 23, 1863.
GENERAL: I have the honor to submit the following report of the
operations of the detachment under my command since you left
Rappahannock Station on the 10th instant:
About dark on the evening of the 10th instant I received orders to
send a train to Kelly's Ford and throw a bridge there. The night
was dark and the road bad. Five out of seven boats were upset on
the rocks during the passage, but the bridge was completed at 2 a. m.
on the morning of the 11th.
During the night of the 11th instant I was ordered to throw a
bridge at Beverly Ford; to get Captain McDonald's train for that
purpose, if possible, but if unable to do so to bring up the one from
Kelly's Ford, but to have a bridge at Beverly Ford at all hazards.
After some delay in searching for Captain McDonald, and finding his
bridge in use at Hazel Run, about 4 miles west of the Rappahannock,
I ordered up the Kelly's Ford bridge, and at 3 a. m. on the morning
of the 12th the bridge was finished at Beverly Ford. About noon
Captain McDonald reported with his train, and I sent him down to
Kelly's Ford. During the day our forces advanced again toward
Culpeper, but about 11 at night they commenced rapidly recrossing
the river to this side.
At midnight I received orders to be prepared to remove all our
bridges as soon as the army had all recrossed, which it was supposed
would be about daylight, and to destroy the railway bridge.
Captain Mendell kindly offered any assistance I might require, and to
him and his command was assigned the duty of dismantling the
bridge at Beverly Ford and destroying the railway bridge.
The two pontoon bridges at Rappahannock Station were removed
about 7.30 a. m. The pontoon bridge at Beverly Ford was not
dismantled until about an hour later, owing to delays in crossing
General Sykes' corps. All our pontoon bridges and material were
successfully removed without loss, and about 10 a. m. were all
concentrated at Bealeton, including Captain McDonald's train. Thence
we proceeded to Weaverville via Warrenton Junction, being very
much delayed on the way by trains blocking up the road. There
we bivouacked and fed our teams. At 2 a. m. on the morning of
the 13th we turned out and prepared for a start, but the road was
jammed so full of teams we could not move. I waited until some
hours after daylight, riding ahead and examining the road, and
then I decided to move on by making our own road. Tools were
distributed to a pretty large party of our own men, to act as a
pioneer corps, and we turned into the woods, making our own road
through woods and fields to Brentsville, not using a foot of the
regular road for the whole distance of 9 miles. Here we encountered
such a broken country that it was impossible to proceed
farther in that way, and after waiting some hours for the Sixth
Corps trains to pass we fell in behind them, with the cavalry trains
of six hundred wagons behind ours.
While waiting at Brentsville heavy fighting was in progress on
our left, and repeated messages came from General Buford to hurry
up the trains as he feared he could not hold the enemy in cheek.
While at or near this point one of our men--Eugene Lyon, of
Company K--was supposed to have left us, and lie was next heard of in
Washington. He has since returned to his company, and states that
he fell asleep by the side of the road, and when he was awakened
the trains were gone. This was the only straggler during the march.
We made but little progress during the night, being delayed by
teams ahead and by bad roads. About midnight we parked the
trains in a field and stopped to feed and rest. At daylight we were
again ready to move, but were delayed for the cavalry trains to pass
us, thus bringing us in rear of all the trains. The movement of the
trains was so slow that I rode some miles ahead to Bull Run. Here
I found the crossing bad and the teams of the Sixth Corps crossing
very slowly.
I consulted with General Buford, and determined, as soon as I
could get the head of my train up to the point where there was a
road turning off for Wolf Run Shoals, to go down by that road and
cross Bull Run at that point, although the distance was probably 7
or 8 miles farther; but I should have a clear road, as the Third Corps
trains had gone from Brentsville there and crossed at that point.
General Buford intimated to me that it was very doubtful if he
should be able to protect the trains, as the enemy were pressing him
heavily. I requested him, if he found he could not protect the
trains, to notify me in time, that I might destroy them. He thought
he might not be able to do so.
About 5 p. m., by parking some of the cavalry wagons ahead of
us and turning others out of the road, the head of our trains reached
the road turning to the right, and turned down it toward Bacon
Race Church. About the same time I rode back a short distance to
General Buford, and requested him, if he could not give me time to
destroy the trains, to give me notice if it should be necessary to abandon
them and I would try to save my men and teams, and that I
would be at the rear of my train to receive his orders. This he said
he would try to do. As the head of our train turned to the right a
determined attack was made by the enemy upon General Buford,
near our left and rear, but he succeeded in repulsing the enemy with
his battery. In this attack I was informed General Buford lost about
200 men.
Soon after dark we commenced crossing Cedar Run. The ascent
on the other side was bad, with short turns, and a rocky precipice
below. Here we were delayed some three hours, and lost several
boats by upsetting down the rocks and by teams giving out and
becoming unable to haul them. They were all burned.
While delayed at this point I sent back to General Buford for an
escort of cavalry, and he very kindly sent me two squadrons. We
reached Wolf Run Shoals about midnight with the head of our train,
and here we were obliged to build large fires to be able to find a
circuitous ford and to reach the outlet on the opposite side. The hill on
the opposite side was steep, long, and rocky, but the road-bed was
hard, and, by driving slowly and letting the animals rest often, they
were able to haul the loads up the hill. About 3 a. m. we had everything
safely across and closed up on the road.
We reached Fairfax Station about 9 a. m. on Friday, the 16th
instant, parked our trains, unharnessed and fed our animals. Thus for
six days our men had been almost constantly at work or marching
day and night, with but little opportunity for rest or sleep, and few
of the animals had been out of harness during that time.
The behavior of the men during the whole of this march was
admirable, always doing their duty promptly and cheerfully. During
the last attack upon General Buford, so close upon our left and rear,
not a man or even teamster left his place, and the rear guard obeyed
orders as quietly and steadily as if on dress parade. To every officer,
and to all the men in the command, I am indebted for their most
hearty co-operation. The zeal and energy of the officers and endurance
and cheerfulness of the men were beyond all praise.
During the whole march we lost six boats, which were all burned.
This was all the property of any value lost, and I am told we are
commended at headquarters for getting the trains through with so
little loss.
On arriving at Fairfax Station I had hoped for some rest for men
and teams, but I was mistaken.
Soon after arriving there I received an order by telegraph to send
the teams to Alexandria with a sufficient guard and move with the
Third Corps with the balance of my command. About an hour
afterward an orderly brought me the same order from headquarters,
except that Washington was specified for the trains instead of
Alexandria. Before they were ready to start, I received orders than if
the trains had started for Alexandria to order them back, and move
with all my trains and my command for Fairfax Court-House; also
to send for additional boats and material from Washington.
We reached Fairfax Court-House about dark. During the night
I received orders to move early in the morning for Centreville with
all my trains, and to call on the quartermaster at Fairfax Court-House
for any assistance I might want in the way of teams.
The trains were started soon after daylight, and at 9 a. m. we
reached Centreville and went into camp. There I was ordered to
make up a train of five boats, and material for a bridge over Bull
Run, at Blackburn's Ford, which Captain Mendell took charge of in
order to give my men a little rest.
Captain Folwell arrived with the train from Washington on the
evening of the 17th instant.
The 18th (Sunday) we rested in camp.
On Monday morning I was ordered to dismantle and load the bridge
at Blackburn's Ford and move forward my train with the army. We
had just got this bridge loaded and the trains moved to the heights
of Centreville when I received orders to throw four bridges across
Bull Run at points designated. These trains were made up and sent
forward, as follows: Captain Hine to Island Ford (finally changed
to Ball's Ford), Captain McDonald to Mitchell's Ford, Lieutenant
Beers to Blackburn's Ford, and Captain Folwell to McLean's Ford.
These bridges were all completed before noon, and in the afternoon
the balance of the trains were moved across Bull Run and we went
into camp on the southwest side, near McLean's Ford.
On Tuesday, the 20th instant, these bridges were all taken up and
concentrated about a mile north of Manassas Station, where we
went into camp, except Captain Hine and his company, who were
left near Ball's Ford to rebuild the bridge there in case of emergency.
On Wednesday all the trains, including Captain Hine's, were
brought up to Bristoe Station and parked, and we went into camp.
Yesterday and to-day our men were occupied in putting our trains
and tools in order, and building a heavy, double-track, corduroy
bridge across Broad Run at this point.
We have now thirty-three serviceable boats, with the requisite
amount of other material. Two damaged pontoons, with a number
of damaged and surplus wagons, I hope to be able to send down by
Lieutenant Templeton by to-morrow.
This report is longer than I could wish, but it covers our movements
for many days and a large amount of work, and I could not
well make it shorter and give you a clear explanation of our
operations.
Very respectfully,
I. SPAULDING,
Lieut. Col. 50th New York Vol. Engrs., Comdg. Pontoon Train.
Brig. Gen. H. W. BENHAM,
Commanding Engineer Brigade.
-----
HDQRS. DETACHMENT 50TH NEW YORK VOL. ENGINEERS,
Catlett's Station, Va., October 31, 1863.
GENERAL: My last report closed with a history of the operations
of this detachment up to the evening of October 23, when we were
encamped at Bristoe Station.
On the 24th instant I received orders at 5.15 p. m. to move my
trains, via Gainesville, to Warrenton, as soon as possible. The
trains were started soon after dark, but at Broad Run we were
stopped for several hours by the First Corps trains.
Finding that we were likely to be delayed much longer we returned,
crossed the railway northeast of Bristoe, and by making a detour of
about a mile and a half reached the Gainesville road about 1 mile
from Bristoe. The night was dark and rainy, and the roads very
bad. Several wagons were broken in various ways, and some
material left on the way.
The head of the train reached Gainesville at about 9 a. m. on
the 25th instant, but the rear of the train did not come up until 3
p. m. About the same time the head of the train was started
for Warrenton; but when it had gone about half a mile we were
ordered to halt there and go into camp. The teams had had but
little rest since the 10th instant. Much of that time they had
been in harness all night as well as all day, and for the previous
forty-eight hours they had had but one feed. As a consequence
they were very much reduced, and some of the teams could barely
haul an empty wagon.
On the 26th instant I sent back to Bristoe for forage we had
left there and for material left on the road. We remained in camp
near Gainesville until this morning at 7.30 a. m., being occupied
during that time in repairing wagons and bridge material,
arranging our trains and devoting a little of our time to infantry
drill.
Soon after our arrival at Gainesville I was telegraphed from
headquarters Army of the Potomac to know the condition of our
animals. I answered that it was generally bad; that we could
move our trains at a moderate pace over tolerable roads, but if
we were required to move for any considerable distance over such
rolls as that from Bristoe to Gainesville, it would be next to
impossible with our then means of transportation. I was then requested
to state how many fresh animals would be required to render our
trains efficient for a long, forced march. I answered 394. During
the time we remained at Gainesville we were enabled to obtain full
rations of hay for our animals (being about the first they had had
since leaving Rappahannock Station), and they improved rapidly.
At 7.30 this morning we left Gainesville for Catlett's Station.
Part of the way the road was bad, and we had our usual luck in the
shape of a rain-storm in the early part of the day, but great improvement
in the condition of our animals was apparent in the movement
of the trains, and at 4.45 p. m. everything was in park at this place.
We rarely make a move over these Virginia roads without more
or less breakage of poles, hounds, reaches, &c., particularly on the
chess-wagon, and our trains will require about the usual repairs
to-morrow. These wagons are of the very poorest quality, and,
notwithstanding the repairs and improvements which have been made
on them, are hardly fit for the service.
Our men are generally in excellent health and spirits.
Very respectfully,
I. SPAULDING,
Lieut. Col., Comdg. Detachment 50th New York Vol. Engrs.
Brig. Gen. H. W. BENHAM,
Commanding Engineer Brigade.
-----
HDQRS, DETACHMENT 50TH NEW YORK VOL. ENGINEERS,
Near Brandy Station, Va., November 21, 1863.
GENERAL: At the date of my last report* (November 9), I had four
companies in camp near Rappahannock Station, two bridges across
the river at that place, and Captain McDonald was at Warrenton
Junction with his company in charge of a reserve train. Captain
Mendell, with the U. S. Engineer Battalion, had also two bridges
across the river at Kelly's Ford.
On the 11th instant Captain McDonald was ordered up with the
reserve train, and rejoined me at Rappahannock Station.
On the night of the 13th instant I sent Companies F and K,
Captain McDonald in command, to Kelly's Ford to relieve the battalion
of U. S. Engineers in charge of the two bridges at that place.
That portion of the upper pontoon bridge at Rappahannock
Station, consisting of the four pontoons captured from the rebels, was
removed on the 14th instant and replaced by other boats, the rebel
pontoons being brought to camp preparatory to sending them to
Washington with other surplus material.
Finding that the twelve wagons sent up from Washington for
Lieutenant Manger were sent without tail-boards, feed-boxes, bows,
or covers, six of them being reported as unserviceable, and Lieutenant
Manger having reported to me that he had sixteen army wagons
in Washington complete in every respect, at his request I telegraphed
for these wagons to be sent up. Sixteen wagons arrived on the 18th
instant, only ten of these being Lieutenant Manger's, and these were
nearly stripped of covers, bows, tail-boards, and feed-boxes. Out of
the sixteen additional wagons which this gave us, I turned over four
more to Lieutenant Manger and four more to Lieutenant Templeton.
During the night of the 18th instant I sent to Warrenton Junction
to be forwarded to brigade headquarters by railroad, eight
army wagons, ten pontoon wagons, seventeen pontoons, and a
quantity of balks, oars, boat-hooks, anchors, cables, &c. Lieutenant
Pollard with 40 men went with this material to Warrenton Junction
to load it on the cars.
On Thursday, the 19th instant, Captain McDonald dismantled the
two bridges at Kelly's Ford and moved his train to this camp.
During the night of the 19th instant Captain Hine moved his bridge
up the river to the ford near the railway bridge. On the morning
of the 20th instant this bridge was moved about 200 feet nearer the
railway. During the afternoon of the 20th instant this bridge was
dismantled and all the trains were brought to this camp, except
Captain Folwell's, he being left at Rappahannock Station with his
company in charge of the upper bridge.
During the whole time we were encamped at Rappahannock
Station a great majority of the men were constantly employed in
repairing pontoons, wagons, and other material, adding claws to the
common balks, lockers in the boats, making new wagon-poles,
reaches, &c. In superintending these various branches of our work
Major Beers has rendered valuable service. His thorough knowledge
of details, combined with a most commendable zeal and faithfulness
in the performance of all duties, have been conspicuous, and
daily demonstrated his qualities as those of a good and faithful
officer.
During the whole of last night and to-day it has rained incessantly,
and the prospect is that the roads will become very bad. Every
preparation is being made for a forward movement, and we are
under orders to be reader to move at short notice. Four of our sick
will be sent to Washington to-morrow. The remainder are
equally in good condition and ready for any service. Our animals and
trains are in fair condition.
Very respectfully,
I. SPAULDING,
Lieut. Col., Comdg. Detachment 50th New York Vol. Engrs.
Brig. Gen. H. W. BENHAM,
Commanding Engineer Brigade.
-----
HDQRS. DETACHMENT 50TH NEW YORK VOL. ENGINEERS,
Culpeper Gold Mine Ford, Va., [November 30, 1863.]
GENERAL: My last report from Brandy Station closed with a history
of our operations up to the evening of the 21st instant.
Sunday, the 22d instant, was occupied in making a thorough
inspection of the whole detachment, as required by circular and
officers from brigade headquarters and headquarters of the army,
Major Beers performing the duties of acting assistant inspector
general. His resort was duly forwarded to Captain Chester.
Having been reformed that four bridges would be required over
the Rapidan of about six boats each, I made up four trains--two of
seven boats and two of eight boats each--with an appropriate
amount of bridge material, forage-wagons, &c., thus making each
bridge train complete of itself if required to be separated from the
others.
On the 23d instant I sent Lieutenant Langdon forward, with about
30 men and four teams, to build a bridge over Mountain Run, near
Stevensburg, there being no way for troops to cross this stream on
the Stevensburg road except by a deep ford. As he did not finish
his work in time to march with the detachment, and being obliged
to return with his wagons to our camp near Brandy Station for
forage left there under guard, he rejoined us on the afternoon of the
24th instant, near Madden's.
On the same day I turned over to the battalion of U. S. Engineers
trains Nos. 3 and 4 (one of seven and one of eight boats), with all
the necessary transportation, and Lieutenant Manger with these
trains as quartermaster.
At 4 o'clock on the afternoon of the 23d instant we left our camp
near Brandy Station with our trains, being ordered to move to
Stevensburg, on the road toward Culpeper Gold Mine Ford. About
9 p. m. we bivouacked 1 mile below Stevensburg. During the night
I sent an officer to report to General Sykes, near Kellysville, with
whom I had been ordered to communicate.
General Sykes directed that I should have my trains at the forks
of the road near Madden's at 6 o'clock the next morning, to join the
head of his column. At 5.45 on the next morning, the 24th instant,
we were at the place designated. I moved the trains about three-fourths
of a mile down the road, partially parked them, and, as we
were outside our picket line, threw out a force in front to protect
them, and then awaited the arrival of troops.
At 6.30 a. m. General Crawford arrived with the head of his
division. One regiment was placed in advance of the trains, the
remainder of the division in the rear, and the column moved on
toward Culpeper Ford via Richardsville. It had commenced raining
about the time we started the trains in the morning, and as the day
advanced the severity of the storm increased. The distance from
where we had spent the night to Culpeper Ford was reported to be
14 miles. The road was generally good, but the surface mud
rendered it hard marching for the men, and they were thoroughly
drenched.
At about 9 a. m. orders came from General Sykes that the movement
was countermanded and the troops were to return to their
camps. My trains were countermarched, and when we had the head
of the trains some distance past Madden's, on the road toward
Stevensburg, I received directions from General Sykes that if I had
no other orders I should place my trains inside the picket lines near
where the pickets of the Second and Fifth Corps joined. This was
done, and we went into camp near Madden's, on the road toward
Paoli Mills.
On the 25th instant I returned to headquarters near Brandy
Station for orders. Being informed by General Ingalls that hay and
grain were to be had at Brandy Station, I hurried back to camp, had
eight pontoon wagons unloaded, and sent them to Brandy Station
for hay, together with some army wagons for grain. The forage was
not at the station when the teams arrived, and they were kept so long
waiting for it that they did not return to camp until 3.30 o'clock the
next morning.
At 5.15 on the morning of the 26th instant our trains moved out of
camp and took the road toward Culpeper Ford. The two trains in
charge of battalion of U. S. Engineers fell in behind us at the forks
of the road near Madden's. The troops of the Fifth Corps not having
arrived, and being outside the picket lines, I had the pieces of
the leading company loaded, and proceeded on the road in order to
clear the way for Captain Mendell's trains to take the direction of
Germanna Ford. As soon as the rear of our trains had passed the
point where the Germanna Ford road branched off they were halted,
and we waited the arrival of troops.
About 8 a. m. General Crawford arrived with the head of his
column. General Sykes arrived about the same time. A small body
of pioneers and one regiment of infantry were marched to the head
of the trains, and we proceeded toward Culpeper Ford. The head
of the first train (Captain Hine's, with eight boats) reached the foot
of the hill about 10 a. m. Here the trains were halted under cover
until the position could be examined and troops placed in position to
Cover the crossing. A few of the enemy's vedettes only were visible
on the opposite hill.
At 10.50 a. m. General Sykes gave the order to move the trains,
throw over infantry in boats, and build the bridges. The head of
the train had about half a mile to go to reach the position selected.
Four boats were placed in the water in a very few minutes, loaded
with infantry, and sent over, and the construction of the bridge
commenced.
One regiment was sent over in boats while the first part of the
bridge was being built. As soon as the wagons of Captain Hine's
train had moved out of the way, Captain McDonald moved his train
forward and commenced the second bridge. Batteries had been
placed on the hills behind us, and while the bridges were being
constructed a few shells were thrown into the woods on the opposite
side. No response was elicited from the enemy, nor was any opposition
made to our crossing. Two of the enemy's vedettes were taken
prisoners by a small body of our cavalry that had crossed at the ford.
Captain Hine's bridge was completed at 12 o'clock and Captain
McDonald's at 12.15. All the boats I had with me (fifteen in all) were
used in the two bridges, and I have no reserve to provide for
accidents, high water, or to catch floating timber.
As soon as the first bridge was completed at this point General
Sykes crossed the river, and, before leaving, expressed his gratification
with the rapid and successful construction of the bridge.
Captain Mendell, with eight boats, built his bridge at Germanna
Ford, and Captain Turnbull, with seven boats, built at Jacobs' Ford,
about 1 mile above Germanna. I have since learned that they were
both short of material, and were delayed in completing their bridges,
although, in addition to the same number of boats that I retained,
I had turned over to them the only trestles (two complete) that I had
in my trains.
When we completed our bridges at this point there was but one
practicable road down the hill (which is nearly as high as the hill
at United States Ford), and the ascent on the opposite side was
bad.
We have since completed three other good roads down the hill,
opened another road from here to Richardsville, built another road
up the hill on the opposite side of the river, and repaired the old
ones, and have done a large amount of work to keep the bridge
approaches good. This has involved the necessity of keeping all our
officers and men incessantly at work, and the labor has been severe.
I have received no orders to do this work, but I consider it my duty
to provide every possible facility for the rapid passage of the trains
whenever they shall be ordered forward, and also to provide for the
possible contingency of the army retiring in haste to this side of the
river, as at Chancellorsville.
But few wagons have gone forward with the army, and the great
majority of the trains are still parked this side of the river.
The U. S. Engineers took up their bridges at Jacobs' and Germanna
Fords on the 28th instant, and moved down near the point where
they are now in camp.
Before we left Brandy Station Dr. Baum sent 6 of his sick to
Washington, instead of 4, as I had expected when writing my report
of the 21st instant.
William Marlin, of Company I, of this regiment, died suddenly at
our camp near Madden's on the night of the 25th instant, as the
surgeon reports, without apparent cause, and there was no time for a
post-mortem examination. The next morning I sent his body to his
company at Rappahannock Station.
Dr. Baum reports that he has 4 sick men off duty. The remainder
of the men are generally in fine condition.
Our animals and teams are in good order.
I believe Captain Folwell is still at Rappahannock Station with
his company and train of ten boats, though I have had no means of
communication with him since the morning of the 26th instant. I
left with him all the animals, forage-wagons, &c., necessary to transport
his train whenever his bridge shall be ordered up.
Very respectfully,
I. SPAULDING,
Lieut. Col. 50th New York Vol. Engrs., Comdg. Detachment.
Brig. Gen. H. W. BENHAM,
Commanding Engineer Brigade.
-----
HDQRS. DETACHMENT 50TH NEW YORK VOL. ENGINEERS,
Rappahannock Station, December 5, 1863.
GENERAL: At the date of my last report (November 30) I hoped
by this time to have met the brigade far from this, instead of again
sending my report from this place.
November 30 and December I were occupied in covering with
corduroy one of the roads we had built down the hill at Culpeper
Ford. A first-class road was made of it, and it was fortunate this
was done before the army commenced recrossing the Rapidan, as
nearly all the heavy artillery passed over it, and our own trains
moved easily up the hill after the bridges were removed. The
wagon teams on the other side of the river and the reserve artillery
were moved to this side of the river during the night of the 1st
instant. At daylight but two divisions of infantry had recrossed.
We broke camp early on the morning of the 2d instant, had the
teams hitched up, and every preparation made for removing the
bridges as soon as the army was over.
At 10 a. m., finding that one bridge could pass the troops as fast
as they could get to the river, I directed Captain McDonald to remove
his bridge. In less than one hour it was dismantled, loaded, and
moved up the hill. I had been instructed to call upon the
commander of the rear of the column for troops to cover the removal of
the last bridge, which I did. This officer (a colonel whose name I
do not now remember) very promptly placed a battery on the hill
and deployed four regiments of infantry along the foot of the slope.
A few shells were thrown from our battery, but no enemy came
in sight of the bridge. One regiment of cavalry remained on the
south side of the river while the bridge was being dismantled, and
crossed by the ford when the material was nearly all removed.
The order for dismantling Captain Hine's bridge was given at
11.10 a. m., and in forty-five minutes thereafter the last wagon was
on its way up the hill. A small number of stragglers came to the
bank and were brought over in boats while the bridge was being
removed.
Our trains were all collected on the main road near Richardsville
soon after noon, but the roads were blocked so full of wagons that
we were unable to move for several hours.
About 4.30 p. m. we fell in behind headquarters train and moved
on slowly. Double, and sometimes treble, lines of wagons and artillery
occupied the road, and delays often occurred in consequence.
At 8 p. m. we parked the trains, fed the animals, and bivouacked,
waiting for the moon to rise, having come but about 6 miles from
Culpeper Ford.
At midnight we again started. Portions of the road were heavy
from recent rains, and very much cut up, but having the roads
pretty much to ourselves we made very good headway. We had
some difficulty and were delayed in getting through a train that had
unhitched and fed in the middle of the road, and were also delayed
about an hour and a half at Madden's Corners for a division of troops
(that was crossing our line) and its batteries to pass. From this
point we moved without interruption via Stevensburg to Brandy
Station, stopping at Mountain Run to water all the animals, and
arriving at Brandy Station at sunrise on the morning of the 3d
instant, having marched about 12 miles since midnight. Some little
time was occupied in looking for suitable camp ground, where wood
and water could be obtained, when the trains were moved to the
point selected, about 1 mile northeast of Brandy Station. Both men
and animals came into camp quite fresh and apparently equal to still
further exertions if required. As it was supposed we had reached a
position likely to be occupied for some time, the day was spent by
the men in fitting up their quarters, expecting an undisturbed sleep
that night.
In the afternoon the two trains used by the U. S. Engineers
at Germanna and Jacobs' Fords were returned to me, and were
parked near my camp. Some of the boats were damaged, and the
trains were not in good order.
About 7.30 p. m., when many of the men and drivers had gone to
bed, I received orders to "move all my trains to the north side of
the river at Rappahannock Station; to build another bridge at that
point; to hold trains in readiness to build bridges at Beverly and
Kelly's Fords at short notice, and to be as expeditious as possible."
In thirty-five minutes from the time the order was given the
drivers, the trains commenced hauling out. Before many wagons
had started orders came that "the emergency had passed, and that
I need not move that night."
In the mean time I had gone to report in person at headquarters,
as ordered. After consulting with Captain Michler (acting for Major
Duane), and being informed that General Meade thought it best my
trains should be moved to this side of the river, and that he desired
another bridge built at this point, I determined to come on that
night. I therefore returned to our late camp and again started the
trains.
When we arrived near the river I directed Captain McDonald to
turn his trains down the river to the crossing near the ford, send
his teams to camp, bivouac his men, and build his bridge at daylight.
We reached our old camp, about 1 mile from the river (where I had
left Captain Folwell and his company), at midnight, put out the
teams and bivouacked for the night. The weather was intensely
cold, and the men suffered from insufficient protection.
At 7.30 on the morning of the 4th instant Captain McDonald's
bridge was completed. Early in the morning a large force was at
work on the trains, putting them in order for instant use.
At 10.15 a. m. I received an order from Major Duane to send a
train to Welford's Ford, on Hazel Run, and build a bridge there,
and requesting me to state at what hour the bridge would be
finished. The distance was about 8 miles. I replied that the train
would start in one hour, and the bridge probably be completed at
from 2.30 to 3 p. m. I sent Captain Hine with his train, giving him
Captain Folwell's animals that had been resting while we were gone
to the Rapidan.
Captain Hine writes me that the roads were bad, but that his
bridge was completed at 2.55 p. m.
At noon to-day (the 5th instant) I received orders to have a train
ready to move to Kelly's Ford at short notice. I directed Company F
to be ready, had the harness put on the animals, and sent a telegram
to headquarters that the train was all ready except hitching
up. Up to this hour (10.30 p. m.) it has not been ordered to move.
I was directed to put the roads in order from this place to Bealeton
and to call upon General Sykes for such assistance as I might
require, which I did. The Eighty-third Regiment Pennsylvania
Volunteers, Major Lamont commanding, reported this morning with
about 350 men. Twenty wagons were also sent.
I placed Captain McDonald in charge of the work, and it is
progressing fairly. Captain McDonald is thoroughly efficient in this
department, as in every other in which I have had occasion to place
him. Though partially crippled by the wound in his arm he does
full duty, and does it more fully and faithfully than any other line
officer in my command except, perhaps, Captain Folwell; and not
only this, but he has drilled and disciplined his men until they have
now the finest appearance and most soldierly bearing of the men of
any company in this detachment.
The behavior of our men has been excellent. In fact, since our
active operations commenced, nearly two months since, there has
been no occasion for serious punishment and rarely for reprimand.
The labor performed by our small detachment while on the Rapidan,
besides building and maintaining the bridges, was more than I have
seen done by any 1,000 men in the same length of time since I have
been in the service.
We are now hard at work upon our trains, making them as
perfect as possible, and holding them always ready for immediate use.
The surgeon reports 5 men only off duty. The health of the
remainder is good. Our animals are also in good condition.
Very respectfully,
I. SPAULDING,
Lieut. Col., Comdg. Detachment 50th New York Vol. Engrs.
Brig. Gen. H. W. BENHAM,
Commanding Engineer Brigade.
Source: Official Records
CHAP. XLI.] MISCELLANEOUS REPORTS, ETC. PAGE 999-48
[Series I. Vol. 29. Part I, Reports. Serial No. 48.]
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Report of Lieut. Col. Ira Spaulding, Fiftieth New York Engineers.
HDQRS. DETACH. 50TH NEW YORK VOL. ENGINEERS,
Near Petersburg, Va., August 30, 1864.
MAJ.:+
FIFTH EPOCH.
The march across the Chickahominy and the James River, and the
operations in front of Petersburg up to the assault on the enemy's
position July 30, 1864.
June 12, camped near Cold Harbor. Maj. Brainerd moved with two
companies of his battalion to repair the roads and bridges in the
direction of Bottom's Bridge, preparatory to the movement of the Second Corps.
He arrived near Bottom's Bridge at 11 p.m., having put the road and
bridges on the route in good order, and there awaited the arrival of the
corps. Maj. Beers marched with Company L to join his train near
Parsley's Mill, then in charge of Capt. Palmer, leaving Company E
(Capt. Hine) in charge of the corps intrenching tools to march with
the Sixth Corps. Maj. Beers joined me at Tunstall's Station in the
afternoon with two companies and his bridge train, where I had also a
part of the reserve battalion, with one-third each of canvas trains Nos.4
and 5, commenced by First Lieut. M. B. Folwell. During the night
these troops and trains marched to Emmaus Church. Maj. Ford, being
at Fifth Corps headquarters, near Baltimore Cross-Roads, sent Capt.'s
McDonald and Van Brocklin and Lieut. Van Rensselaer to examine
the roads and approaches to the Long Bridge crossing of the
Chickahominy. At 4 p.m. he started with his trains; moved about four
miles, and halted within half a mile of the river, having been joined on
the way by the above-named officers. Reported as to the nature of the
crossing were conflicting, and the enemy's sharpshooters being in
possession of the south bank, it was difficult to ascertain the facts.
Members of Gen. Warren's staff assured Maj. Ford that there was
but one stream of about 100 feet in width, while the officers sent by
Maj. Ford were confident that there were two streams, with an island
between. The latter opinion proved to be correct. The nature of the
crossing was such that Maj. Ford deemed it inexpedient to use the
canvas bridge, and he therefore directed Capt. McDonald to move his
company and wooden train to the river about dark, taking also Company
D (Capt. Pettes) as a guard. Arriving at the river Maj. Ford
immediately put one of his boats in the water, and crossed the river,
taking over at the same time a squad of Col. Chapman's dismounted
cavalry. He found the stream proper about 100 feet wide, an island of
about 250 feet, and a branch of the river on the south side of the island
of about 60 feet in width. While crossing the second boat-load of
cavalry the enemy's pickets opened a brisk fire upon the troops and
pontoniers. Capt. McDonald at once put his boats in the water and
commenced his bridge. The cavalry succeeded in crossing the south
branch on some fallen trees, and after a contest of about twenty minutes
the enemy were driven off. One man of Capt. McDonald's company
(K) was wounded while at work on the bridge, and has since died.
Capt. Van Brocklin, having volunteered his services, crossed the
river, and, assisted by Capt. Pettes with a portion of his company (D),
dragged three pontoons across the island and built the bridge across the
south branch and the approaches. Maj. Ford reports that extensive
swamps bordered the approaches, the river was filled with sunken piles
and timber, the available passage was very narrow, the debris of the old
bridge had to be cleared away, and the abutments cut down. Such was
the nature of these obstacles that it required two and a-half hours' hard
work to complete the bridges. The remaining cavalry of Col.
Chapman's command crossed at once, followed by the Fifth and Second
Corps. On the morning of this day Capt. Personius was at Tunstall's
Station with his company (G) and the pontoon train of the First
Battalion, and Capt. Middleton at White House with his company (M)
and the extra pontoon train of twenty boats. I directed Capt. Personius
to proceed to Saint Peter's Church, near New Kent Court-House, with
his train, and Capt. Middleton to report to Capt. Personius at the
same place with his train. From this point both these trains, under
command of Capt. Personius, were to accompany the supply trains of
the army, and bridge the
Chickahominy at such point as might be designated for the crossing of
the supply trains. The point then contemplated for this crossing was
Windsor Shades. Subsequent examination by myself proved that a
crossing at this point was not practicable in the face of an enemy, and
exceedingly difficult if unopposed. The ground upon the northeast bank
was favorable, but the deep marshes and swamps on the southwest side
of the river were extensive, and could only be crossed by crib bridges
and corduroy roads, requiring a vast amount of labor.
June 13, Maj. Brainerd marched with his command at 1 a.m. in rear
of the artillery of the Second Corps. About noon he advanced to the
front of the column to repair the roads, crossed the Chickahominy at
Long Bridge, and, accompanying the Second Corps, arrived at Wilcox's
Landing, on the James River, at 8.30 p.m. Maj. Beers, with his
command and trains, remained at Emmaus Church until noon awaiting
the arrival of the Sixth Corps. The head of the column having then
arrived within supporting distance, the trains were moved to Jones'
Bridge, on the Chickahominy. Here it was found that there were also
two branches of the stream to be bridged, the island being about 800
feet wide. Lieut. Folwell immediately built a canvas pontoon bridge
over each branch of the river, and Capt. Palmer also bridged both
branches with wooden pontoons. The bridges over the north branch
were each sixty feet in length, and those over the south branch forty feet
in length each. Considerable difficulty was encountered here in
removing flood wood and timber of the old permanent bridge, but the
four bridges were completed in about one hour and a quarter, and the
Sixth Corps commenced crossing. Maj. Ford's bridges were detained
in the water at Long Bridge crossing until 5.30 p.m. for the rear guard
of cavalry to cross, when they were dismantled and loaded in forty-five
minutes. He then marched with his command and trains with Gen.
Cutler's division, of the Fifth Corps, arriving at Charles City
Court-House soon after midnight. Capt. Personius moved his
command and trains to Diascond bridge and proceeded in person to
examine the Chickahominy at Cole's Ferry, the point finally selected for
the crossing of the supply trains. He found the river at that point much
wider than it had been supposed to be, and reported to Capt. Peirce,
assistant chief quartermaster, Army of the Potomac, in charge of the
trains, that he had not sufficient pontoon material to bridge the river.
During the afternoon his company (G) built two permanent bridges over
the Diascond Creek at points where they had been destroyed.
June 14, Maj. Brainerd moved his command at 9 a.m. to Second Corps
headquarters, and soon after was ordered to the James River, where the
two companies were employed all day in repairing the wharves for the
use of the Second Corps, then crossing in transports. At 11 p.m. Maj.
Brainerd was ordered across the river to construct an additional wharf
for the use of the corps, and a detail of 800 men was furnished by
Gen. Birney, but the timely arrival of six pontoon boats and bridge
material from Gen. Behman's command, with a detachment of the
Fifteenth New York Volunteer Engineers, rendered the services of the
infantry unnecessary. Maj. Beers built a permanent bridge over each
branch of the Chickahominy at Jones', near his pontoon bridges. About
10 a.m. the troops of the Sixth Corps and Ninth Corps had crossed the
river, and I had just given the orders to dismantle the bridges and
proceed to Charles City Court-House, when I received your note
inclosing Capt. Personius's letter to Capt. Peirce, directing me to
proceed on the north side of the river to Cole's
Ferry with the pontoon trains and collect sufficient material to bridge the
river. I immediately sent orders for all the pontoon trains to concentrate
at Cole's Ferry, and proceeded at once to the latter place in person.
There I found that Capt. Personius had arrived about 8 a.m. with his
pontoon train, and had built a wharf of boats on each side of the river
and a large pontoon raft, on which he was passing bearers of dispatches,
small squads of cavalry, and occasionally wagons. I found also that the
width of the river was such that with all our pontoon material we could
not span the river without extensive timber and corduroy approaches.
Capt. Peirce was then making preparations to build this timber
approach of about 250 feet in length on the north shore with the aid of
several hundred colored troops. Maj. Beers arrived with his bridge
material. In the mean time, and while waiting the completion of the
timber approach, Capt. Personius was engaged with his men in
making up rafts of four boats each, with material on each for making
the connection. Maj. Ford started from Charles City Court-House
about noon, having been detained about an hour after he received the
order to proceed to the Chickahominy for the purpose of repairing a
couple of boats damaged at the last bridge. He had then about twelve
miles to march, and reported to me at the south bank of the river at 5
p.m. This brought all the land pontoons of the army to this point, except
the train of eight canvas boats, which Capt. Folwell had with Gen.
Sheridan. While Capt. McDonald was preparing the south abutment
and building his portion of bridge by successive pontoons, Maj. Ford,
with Company D (Capt. Pettes) and a detail of 300 colored troops,
laid the approach across the marsh, a heavy piece of raised corduroy
about 200 feet in length. After Capt. McDonald had built in all his
wooden pontoons, Capt. Van Brocklin followed with his eight canvas
boats. About dark Capt. Personius commenced putting in the bridge
the rafts made from the trains on the north shore. After these had been
all built in, Lieut. Folwell followed with his train of eight canvas
boats. When all the boats had been built in from each shore the bridge
did not meet in the center by about thirty feet. The bridge was then
detached from the north shore, connected in the center, and the
approach on the north shore extended by the construction of additional
cribs and corduroy. This caused considerable delay in the completion of
the bridge, but it was finally ready for use about three hours after
midnight. On account of the scarcity of material for the width of the
river, the canvas portion of the bridge was built in long spans with a
few additional balks, and though a bridge built in this way is apparently
very frail, all the supply trains of the army, 2,800 head of cattle, and a
division of troops crossed this bridge without delay and without accident
to the bridge. The total length of the bridge was 1,240 feet, and of the
timber and corduroy approaches about 450.
June 15, leaving Maj. Beers in command at Cole's Ferry, I proceeded
to headquarters of the army at Charles City Court-House, and thence
accompanied headquarters to Fort Powhatan on the James River. Thence
I sent directions to Maj. Beers to send all the wagons and
transportation by land to the south side of the James River at Fort
Powhatan in charge of Capt. Dexter, with Company L and part of I
as a guard, make preparations to arrange his bridge in rafts as soon as
the rear guard in charge of the supply trains should have crossed the
river, and bring all his bridge material around by water in tow of a
steamer that would be ordered to report to him. At daylight on the
morning of this day Maj. Brainerd had his wharf completed on the
south side of the James River at Wilcox's Landing and transports
commenced landing troops, ambulances, &c., of the Second Corps.
During the day Maj. Brainerd was occupied in getting the wagons of
his battalion across the river and at night bivouacked on the south side
of the James.
June 16, Maj. Brainerd marched his command toward Petersburg. At
1 p.m. he received orders to join Second Corps headquarters as soon as
possible. At 5 p.m., after a forced march, he reported to Gen.
Hancock while the assault was in progress on the enemy's works in
front of Petersburg. That night he bivouacked with his command near
the Dunn house. Capt. Dexter started from Cole's Ferry at 3 a.m.
with all the land transportation, arrived at the James River about noon,
and at 5 p.m. all the wagons had crossed the river and were parked
along the south bank below Gen. Benham's pontoon bridge, ready for
loading as soon as the rafts should arrive. After the rear guard, with the
supply trains, had crossed the river at Cole's Ferry, Maj. Beers had
the bridge dismantled, made up into rafts, and at 6.30 p.m. started down
the Chickahominy in tow of the James A. Stevens. After running down
about three miles the captain of the steamer deemed it unsafe to run
farther during the night, not having a pilot accountant with the river,
and therefore anchored for the night.
June 17, at 6.30 a.m., the fog having cleared away, the pontoon rafts
in charge of Maj. Beers were towed down the Chickahominy and up
the James to Fort Powhatan, arriving at the latter place at 4 p.m. The
troops were immediately disembarked, the rafts dismantled, boats and
materials loaded on the wagons parked on the top of the hill, and about
9 p.m., all the material having been loaded, the troops and trains were
moved about four miles toward City Point and bivouacked for the night.
Maj. Ford had for some weeks been to ill to walk or sit on his horse
and had received a leave of absence for twenty days, when at Long
Bridge, on the Chickahominy, but he did not feel disposed to leave his
command until it arrived at the James River, when he turned over the
command of his battalion to Capt. McDonald and left for the North.
June 18, I divided the extra train of twenty boats among the First,
Second, and Third Battalions, making the whole number of boats in each
as follows: First battalion, fifteen boats; second battalion, fifteen boats;
third battalion, fourteen boats. During the day the troops and trains
moved to a point near Old Church, about two miles from City Point,
where all the trains were parked and a camp established.
From the 19th of June until the 29th of July most of the pontoon trains
were in camp near City Point, and all the available officers and men of
this command not required for repairing and guarding the trains were
occupied in front of Petersburg, making gabions and fascines, working
upon forts, covered ways, roads, and bridges, about 1,200 fascines and
10,000 gabions have during that time been made by the men of this
command.
On the 22d of June Maj. Brainerd moved his battalion into the
rifle-pits in front of the Jones house and continued with his command to
act as infantry with the Second Corps until the 30th of June.
About the 10th of July I sent Capt. Folwell, with his company and a
canvas train of eighteen boats, to report to Gen. Sheridan, near
Light-House Point, and additional boats were ordered down from
Washington to replace those sent to the Cavalry Corps. Capt. Folwell
remained with the Cavalry Corps until Gen. Sheridan left for
Washington after the close of this epoch, but he has since returned to
this command with his company and train.
On the 10th of July all the battalions of this regiment then in the field
were consolidated under my command as one detachment for
engineering operations in front of Petersburg.
The new canvas trains sent from Washington have been fitted up in
accordance to plans heretofore adopted for field trains and all the trains
thoroughly repaired and refitted. This has involved a very large amount
of labor, but the trains were never in better order for active service.
The following tabular statement shows the number and size of the
pontoon trains now in my charge:
No. 1 No. 2 No. 3 No. 4 No. 5 No. 6
French pontoons........number.... 15 15 14 .. .. ..
Canvas pontoons..........do...... .. .. .. 12 12 13
Wing trestles............do...... .. .. .. 2 2 2
Length of bridge:
Without trestles....feet...... 320 320 300 212 212 308
With trestles.........do...... .. .. .. 252 252 348
Length of bridge with trains consolidated-- Feet.
Canvas bridge, short spans:
Without trestles....................................... 1,572
With trestles.......................................... 1,692
Canvas bridge, long spans:
Without trestles....................................... 1,782
With trestles.......................................... 1,902
The above trains are completely furnished with tool-wagons, forgoes,
supply wagons, and transportation.
On the morning of the 30th of July, at 4 a.m., my camp equipage was
packed, the men under arms, and the pontoon trains all parked near
general headquarters. The assault on the enemy's works having failed,
the pontoon trains were returned to their old camp near City Point, and
the men went into camp.
For convenience of reference and to show the length of bridges required
at the several points in any future military operation, I have prepared the
following tabular statement of all the pontoon bridges built by this
command during the present campaign up to July 30, 1864.*
Very respectfully,
I. SPAULDING,
Lieut.-Col., Cmdg.
Maj. J. C. DUANE,
Chief Engineer, Army of the Potomac.
Source: Official Records
CHAP. LII.] THE RICHMOND CAMPAIGN. PAGE 295-80
[Series I. Vol. 40. Part I, Reports. Serial No. 80.]
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Report of Bvt. Col. Ira Spaulding, Fiftieth New York Engineers.
HDQRS. DETACHMENT 50TH NEW YORK VOL. ENGINEERS,
Fort Berry, near Washington, June 14, 1865.
GEN.: I have the honor to submit the following report of
engineering operations of this command from the commencement of the
campaign in March last to the arrival of the army near Washington:
On the morning of the 29th of March I left my winter camp near
Petersburg with all of my command except one company, Capt.
Arthur M. Jackson commanding, left to guard the trains, one company,
Bvt. Maj. M. Van. Brocklin commanding, previously sent to report
to Gen. Warren with a pontoon train of twelve boats, and one
company, Lieut. Taylor commanding, previously sent to report to
Gen. Humphreys with a pontoon train of eighteen boats. I marched
my command to the W. Perkins house, repairing roads and bridges on
the way. At the crossing of Hatcher's Run I found a pontoon bridge had
been built by Maj. Van Brocklin, and also a log bridge for the passage
of trains. The crossing at Hatcher's Run was found to be in a very bad
condition, the stream rising rapidly and the roads almost impassable. All
my troops were immediately set at work upon the crossing and upon the
old stage road, repairing the worst places and assisting the trains. At
midnight they were permitted to bivouac for a short rest, and at 4 o'clock
the next morning the work was recommenced. The stream rose
so rapidly at the crossing of Hatcher's Run as to render the log bridge
unserviceable. It became necessary to raise the abutments of the pontoon
bridge about four feet and to build a corduroy bridge, nearly 100 yards
in length, to the hill on the south side. It rained incessantly, and it was
only by the constant and severe labor of my men that the road was kept
passable for the trains.
On the morning of the 30th, by your orders, I moved my command and
trains from the W. Perkins house to near general headquarters, on the
Vaughan road, making my own road for nearly the whole distance and
repairing roads for the passage of other trains. At 11 p.m. I was
ordered to cross with my trains to the north side of Gravelly Run as a
sater position against an apprehensive attack of the enemy.
During the 1st and 2d of April my whole command was, by your
direction, engaged in building a double corduroy track on the Vaughan
road from the old stage road to Hatcher's Run. During the whole of this
time Maj. Van Brocklin had a pontoon bridge over Hatcher's Run,
near the W. Perkins house, and also one over Gravelly Run, near the
Friends' Meeting House. He was ordered to keep these bridges in use
until the whole of the trains on the route of the old stage road had
passed. In the meantime he was engaged, with his company, in building
and repairing roads in the vicinity.
At 5 p.m. on the 2d I was started with my command for the Boydton
plank road, via Fort Fisher, sending at the same time an order for
Maj. Van Brocklin to join with his train, and also to Capt. Jackson
to join me with his company and the pontoon train left in my old camp,
together with the train of siege materials and entrenching tools. During
the night all my troops and trains, except Lieut. Taylor's pontoon
train, with Gen. Humphreys, were concentrated near general
headquarters, on the Boydton plank road. The wooden pontoon trains
which I had left at City Point arrived at headquarters the same evening,
but, by your direction, they were immediately sent back to City Point.
On the 3d, 4th, 5th, and 6th I moved my command and trains, via the
Boydton plank road, the River road, Cox's road, the Epps house, and
Nottoway Court House, toward Burkeville, encamping on the 6th within
two miles of Burkeville. During the whole of this march my men were
engaged in repairing old and opening new roads for the passage of army
trains and troops.
On the morning of the 7th I moved my command to Burkeville and went
into camp. At 10 p.m. of the 7th I received an order from you to take
a pontoon train of eighteen boats to Farmville, with sufficient troops to
throw the bridge. At 10.45 I started with three companies and the
pontoon train, accompanied by Maj. Folwell, leaving Maj. McDonald
in command of the troops and trains left at Burkeville. From Rice's
Station to Farmville the roads were very bad indeed and required a large
amount of work to provide for the passage of our own and other trains.
At 9.30 on the morning of the 8th my trains reached the Appomattox at
Farmville, and Maj. Van Brocklin immediately built a pontoon
bridge across the river to take the place of one that had been in use
belonging to the Twenty-fourth Corps. At the same time I sent an order
back to Maj. McDonald, at Burkeville, to join me with the balance of
my command and trains, and he reached my camp at 2 o'clock on the
morning of the 9th. Leaving a detachment in charge of the bridge at
Farmville, I marched the balance of my train at 9 o'clock on the
morning of the 9th toward Appomattox Court-House, and late in the
evening the main portion of my pontoon trains were within about one
mile of army headquarters, and I reported to you in person. There I first
learned of Gen. Lee's surrender.
During the whole march, from leaving my winter camp on the 29th of
March until 9th of April, the labors of the men in my command, in
building and repairing roads and bridges, had been incessant, and in
addition to their arms, accouterments, knapsacks, and rations, the
necessary axes, picks, and shovels. Maj. Van Brocklin marched his
company and train thirty-three miles in less than twenty-four hours,
doing considerable work to the roads on the way. The energy and zeal
displayed by the officers and the promptness and cheerfulness of the
men in the performance of their severe labors were beyond all praise.
On the afternoon of the 10th of April we commenced our return march
to Burkeville, reaching the latter place at 6 p.m. of the 12th, having
done a large amount of work on the roads and bridges during the march.
Brevet Maj. Van Brocklin was left at Farmville with a detachment of
two companies in charge of the two pontoon bridges over the Appomattox
at that place, to remain until the Second Corps should recross the river.
On the 14th Brig.-Gen. Benham arrived at Burkeville with his
command, and I rejoined the brigade, from which I had been detached
since the 10th of October, 1864, having been on duty at headquarters of
the army during this time with my command, under the direct orders of
the chief engineer. On the same day one-half of Company A of the
Fiftieth, under Lieut. Brown, joined me, making a total of eleven
and a half companies of engineer troops under my command. On the
20th Brevet Maj. Van Brocklin rejoined me with his detachment. On
the 22d I sent Maj. Folwell, with a detachment of three companies
and a bridge train, to bridge the Appomattox at Genito Bridge for the
passage of the Twenty-fourth Corps on its way to Richmond. On the
23d I sent Brevet Maj. Van Brocklin, with a bridge train and a
accompany the Sixth Corps on its march toward Danville. On the 24th
Maj. Folwell rejoined me with his detachment, and I moved my
command across the Staunton River to a point about one mile south of
Clover Station, and on the morning of the 28th commenced getting out
timber and sending it to the river for the reconstruction of the railway
bridge. On the evening of the 29th I had the (timber) for three-fourths
of the bridge delivered, Col. Brainerd having procured timber for the
one-fourth of the bridge on the north side of the river. On my arrival at
Staunton River I had a pontoon bridge thrown across the stream, and
this was taken up on the morning of the 1st of May and replaced by
Brevet Maj. Van Brocklin, who had got thus far on his return from Danville
with orders to wait at this point for the return of the Sixth Corps.
Early on the morning of the 1st of May I started with my command to
accompany the brigade on its return to Burkeville, reaching the latter
place on the evening of the 2d of May. On the morning of the 3d I
sent Capt. McGrath, with his company, to accompany Gen.
Benham to City Point, for the purpose of loading and forwarding
engineer material to Washington, and started with the balance of the
brigade, under the command of Col. Brainerd, for Richmond; and
at 5 a.m. on the 5th we reached Manchester, opposite Richmond, having
marched forty-two miles during the last twenty-five hours. On the 6th
we marched with the army thorough Richmond, and camped that night
near Hanover Court-House. On the morning of the 7th the march toward
Fredericksburg was resumed. At the Pamunkey I left Lieut. Taylor,
with a small detachment, in charge of a pontoon bridge over the river,
and the balance of the wooden-boat trains, which I had left at City Point
and which had been brought to this point, were turned over to me. We
reached the Rappahannock near Fredericksburg on the evening of the
8th, and at 7 o'clock the next day I had a bridge completed across the
river at Franklin's Crossing. On the same day, by your order, I sent
Capt. Jackson with one company and a train of four boats to bridge
Potomac Creek for the Fifth Corps. On the 10th I received your order
to keep down the bridge at Franklin's Crossing until after the passage
of the Twentieth Corps, and on the same day, by your order, I sent
Brevet Capt. Van Rensselaer with a small detachment and a train of
six boats to report to Gen. Griffin, at Potomac Creek. Capt.
Jackson and Brevet Capt. Van Rensselaer returned to my camp with
their troops and trains on the 12th. On the 17th, having learned that the
Twentieth Corps had crossed the river higher up, and that the bridge at
Fredericksburg was considered sufficient for the passage of the
remainder of the troops, I dismantled my bridge at Franklin's Crossing,
and, in accordance with your directions, made up the wooden boats in
a raft, loaded all the bridge material on this raft, and placed it in
charge of Lieut. Brown, with a detachment of Company A, and directed
him to start next morning in tow of a steamer for Washington. On the
morning of the 18th I broke camp at Franklin's Crossing and started
with my troops and trains for army headquarters near Washington,
marching via Stafford Court-House, Wolf Run Shoals, and Fairfax
Court-House, and reaching army headquarters near Fort Berry on the
morning of the 21st.
June 2, Brevet Maj. Van Brocklin rejoined me with his detachment and
trains. All my bridge trains and engineer materials were then turned in
to the engineer depot, near the Navy Yard, and the transportation to the
Quartermaster's Department.
The following is a synopsis of Maj. Van Brocklin's report:
April 23, with Companies C and E of the Fiftieth New York Engineers,
and the pontoon trains under their charge, consisting of twenty-four
canvas pontoon boats and their equipments, and Capt. Manger's
company of the Fifteenth New York Engineers, I joined the Sixth Corps
and marched with it to Clark's Ferry, on the Stanton River, where we
arrived at 6 p.m. of the 24th, when I immediately laid a pontoon bridge
of nineteen boats, making a bridge 315 feet long. Remained at this place
until the morning of the 26th, when I took up the bridge and started for
Danville with Companies C and E and their pontoon trains, leaving
Capt. Manger at the Staunton River to report to Gen. Benham on
his arrival at that place. Reached Laurel Hill, sixteen miles from
Danville, at 12 m. of the 27th, when I received orders from
Maj.-Gen. Wright to report to Maj.-Gen. Sheridan at Abbyville,
on the Staunton River. While en route for Abbyville and when near
South Boston I received notice from Gen. Sheridan that he had
already crossed the Staunton River, and therefore did not require the
bridge. During the same day [April 28], in compliance with orders of
Gen. Sheridan, I started with my bridge trains for Moseley's Ferry,
on the Staunton River, with instructions to lay a bridge
at that place for the cavalry to recross the river. Had this bridge, which
was composed of twenty-three boats, making a bridge 350 feet long, laid
at 12 m. of the 29th, having marched a distance of twenty miles that
day. This bridge was taken up by order of Brig.-Gen. Benham
at 10 p.m. of the 30th, and moved during the night to Roanoke Station,
where it was relaid across the Staunton River near the crossing of the
railroad at 8 a.m. of the following morning. This bridge was composed
of seventeen boats and was 270 feet long. In consequence of the heavy
rains while marching from Moseley's Ferry, I was obliged to lay a
pontoon bridge fifty feet long across the Little Roanoke River at
Roanoke Station for the purpose of crossing.
Remained at Roanoke Station until the morning of May 17, under orders
from Maj.-Gen. Wright, when the pontoon bridge was taken up and
moved to Clark's Ferry, three miles above, on the same river, where a
bridge was laid of eighteen boats, being 300 feet long. The supply trains
and artillery of the Sixth Corps crossed in the afternoon. The bridge was
taken up the following morning, May 18, and moved with the trains of
the Sixth Corps to Manchester, via Burkeville and Amelia Court-House,
where we arrived at 10 a.m. of the 21st, having laid a pontoon bridge
of five boats at Goode's Bridge, on the Appomattox River. Remained
in Manchester until the afternoon of the 23d, when I moved my trains
to the crossing of the Chickahominy River by the Mechanicsville pike,
having Capt. Kenyon with a portion of his company in charge of a
pontoon bridge which had been laid the previous day across the canal at
the foot of Eighteenth street, in Richmond, for the purpose of crossing
the trains of the Sixth Corps.
During the morning of the 24th the crossing of the Chickahominy was
repaired, in doing which four temporary bridges were constructed over
water-courses and one trestle bridge sixty feet long put down. Lieut.
Cowan with twenty men was left in charge of this crossing, with
instructions to follow the rear of the supply trains. The balance of the
trains were then moved to the Pamunkey River, via Hanover
Court-House, where we arrived at 4 p.m., and immediately laid down
a bridge of ten boats, Capt. Kenyon and Lieut. Cowan coming up
during the night. The Sixth Corps began crossing at noon. Remained at
this place until the morning of the 26th, when, by order of Gen.
Wright, I left Capt. Kenyon and a portion of his company in charge
of this bridge, with orders to remain until the arrival of the artillery of
the Sixth Corps, then at City Point, and to march with them until they
should join the corps, and I started with the balance of the trains to
reach the Sixth Corps, then at Chesterfield Station. In consequence of
the rains during the day the trains of the Sixth Corps had a great deal
of difficulty in moving. I came up to their rear at night. The following
day the corps did not move in consequence of the continued rains. My
trains were moved to the advance of the corps, and moved in that
position until we arrived at the camp of the Engineer Brigade near Fort
Berry on the 2d day of June, marching by way of Fredericksburg,
where we stopped one day, crossing the Potomac at Coakley's Store,
three miles west of the crossing of the telegraph road, f thence by way
of Stafford Springs, Wolf Run Shoals, and Fairfax Court-House. Owing
to the heavy rains the streams were very high and the roads in a bad
state, requiring a large amount of work to make them passable for the
supply trains following the corps. By reason of having the advance of
the corps and starting from one to two hours before them in the
morning, I was enabled to prepare the roads and build the necessary
bridges without delaying them.
During this march one pontoon bridge sixty-five feet long was laid
across the Po River, and eight corduroy bridges were built for crossing
the infantry over streams, including once across the Occoquan at Wolf
Run Shoals.
I cannot, without injustice, close this report without calling your
attention to the energy and efficiency displayed by the men under my
command and the cheerfulness with which they uniformly discharged
their duties, which were many times of a very unpleasant and fatiguing
nature. I desire especially to mention Company C, which, by its long
experience in handling the canvas bridges and the zeal which it
uniformly manifested in the discharge of its duties, has well merited the
honor (to) which I believe them entitled--that of being second to no
company of pontoniers in the service. For their promptness in laying the
bridge at Moseley's Ferry I received the thanks of Maj.-Gen.
Sheridan, and for the arduous duties of repairing roads and constructing
bridges on the march from Richmond to Washington, performed by
Companies C and E, I received the thanks of Maj.-Gen. Wright.
Very respectfully, your obedient servant,
M. VAN BROCKLIN,
Capt., Fiftieth New York Vol. Engineers, Brevet Maj., U. S. Vols.
Bvt. Col. IRA SPAULDING,
Cmdg. Fiftieth New York Volunteer Engineers.
The following tabular statement shows the number, length, and location
of the several pontoon bridges built by myself, and by officers and men
under my orders, from the 28th of September, 1862, to the arrival of
the Army of the Potomac near Washington, in May, 1865:
Date. No. of Length. Kind of Location. River. Officer in command Remarks.
bridge. boat. of train.
1862. Feet.
Sept. 28 1 800 Wooden Harper's Ferry. Potomac...... Captain Spaulding.
Oct. 20 2 1,500 ..do.. Berlin......... ...do........ ...do.............
21 3 80 ..do.. ...do.......... Chesapeake ...do.............
and Ohio
Canal........
Nov. 22 4 280 ..do.. Occoquan....... Occoquan..... Major Spaulding...
Dec. 11 5 440 ..do.. Fredericksburg. Rappahannock. ...do............. Lacy house.
11 6 420 ..do.. ...do.......... ...do........ Captains McDonald Lower crossing.
and McGrath.
12 7 440 ..do.. ...do.......... ...do........ Major Spaulding... Lacy house.
1863.
Apr. 20 8 420 ..do.. U.S. Ford...... ...do........ ...do.............
20 9 400 ..do.. ...do.......... ...do........ ...do............. Fort French pontoons
and part Waterman boats.
May 6 10 400 ..do.. Franklin's ...do........ ...do.............
Crossing.......
7 11 400 ..do.. ...do.......... ...do........ ...do.............
July - 12 800 ..do.. Harper's Ferry. Potomac...... Leiutenent-Colonel
Spaulding.
13 1,500 ..do.. Berlin......... ...do........ ...do.............
14 80 ..do.. ...do.......... Chesapeake and ...do.............
Ohio Canal...
15 1,500 ..do.. ...do.......... Potomac...... ...do.............
Oct. 11 16 180 ..do.. Kelly's Ford... Rappahannock. Major Beers.......
11 17 180 ..do.. Beverly Ford... ...do........ ...do.............
18 18 100 ..do.. Ball's Ford.... Bull Run..... Captain Hine......
18 19 100 ..do.. Mitchell's Ford. ...do........ Captain McDonald..
18 20 120 ..do.. Blackburn's ...do........ Leiutenent Beers..
Ford............
18 21 120 ..do.. McLean's Ford... ...do........ Captain Folwell...
Nov. 8 22 180 ..do.. Rappahannock Rappahannock. Captain McDonald.. Above railroad bridge.
Station.........
8 23 190 ..do.. Norman's Ford... ...do........ Captain Hine...... Below railroad bridge.
9 24 180 ..do.. Rappahannock ...do........ ...do............. ...do....
Station.........
26 25 180 ..do.. Culpeper Ford Rapidan...... ...do.............
Gold Mine.
26 26 170 ..do.. ...do........... ...do........ Captain McDonald..
Dec. 4 27 180 ..do.. Rappahannock Rappahannock. ...do.............
Station.........
4 28 140 ..do.. Welford's Ford.. Hazel........ Captain Hine......
1864.
Apr. 29 29 180 Canvas. Kelly's Ford.... Rappahannock. Captain Folwell...
May 4 30 150 ..do.. Ely's Ford...... Rapidan...... ...do.............
4 31 190 Wooden Culpeper Ford... ...do........ Major Brainerd....
4 32 220 ..do.. Germanna Ford... ...do........ Captain McDonald..
4 33 220 Canvas. ...do........... ...do........ Captain Van Brocklin
4 34 160 Wooden Culpeper Ford... ...do........ Captain Palmer.....
7 35 190 ..do.. Ely's Ford...... ...do........ Captain McDonald...
10 36 420 ..do.. Fredericksburg Rappahannock. Major Brainerd.....
(lower crossing).
10 37 50 Canvas. ................ Po........... Captain Van Brocklin
10 38 50 ..do.. ................ ...do........ ...do..............
18 39 440 Wooden Fredericksburg Rappahannock. Major Beers........
(Lacy house).
23 40 160 Canvas. Jericho Mills... North Anna... Captain Van Brocklin.
Date. No. of Length. Kind of Location. River. Officer in command Remarks.
bridge. boat. of train.
1864. Feet.
May 24 41 100 Canvas. Railway bridge. North Anna.. Captain Folwell...
24 42 100 ..do... ...do.......... ...do....... ...do.............
25 43 100 ..do... Above railway ...do....... ...do.............
bridge.........
25 44 80 Wooden Quarles' Mills. ...do....... Major Beers....... Besides pontoon,
200-foot crib bridge.
26 45 160 ..do... Jericho Mills.. ...do....... ...do.............
26 46 100 ..do... Below railroad ...do....... Captain McDonald..
bridge.........
26 47 100 ..do... Above railroad ...do....... ...do.............
bridge.
27 48 180 Canvas. Hanovertown.... Pamunkey.... Captain Van Brocklin.
27 49 164 ..do... ...do.......... ...do....... Captain Folwell......
28 50 146 ..do... Mrs. Nelson's.. ...do....... ...do................
28 51 140 Wooden ...do.......... ...do....... Major Beers..........
28 52 180 ..do... Hanovertown.... Pamunkey.... Captain McDonald.....
28 53 180 ....... Dunkirk........ Mattapony... Captain Personius....
June 1 54 188 Canvas. ...do.......... ...do....... Captain Van Brocklin
3 55 160 ..do... New Castle Ferry Pamunkey.... ...do................
5 56 150 ..do... ...do.......... ...do....... Captain Folwell......
12 57 100 Wooden Long Bridge.... Chickahominy Major Ford........... Main channel.
12 58 60 ..do... ...do.......... ...do....... ...do................ South Branch.
13 59 60 Canvas. Jones' Bridge.. ...do....... Captain Folwell...... Main channel.
13 60 40 ..do... ...do.......... ...do....... ...do................ South Branch.
13 61 60 Wooden ...do.......... ...do....... Captain Palmer....... Main channel.
13 62 40 ..do... ...do.......... ...do....... ...do................ South Branch.
14 63 1,240 Wooden Coles' Ferry... ...do....... Lieutenent-Colonel
and Spaulding............
Canvas.
19 64 100 ..do... Dunkirk........ Mattapony... Captain Folwell......
23 65 60 ..do... Jones' Bridge.. Chickahominy ...do................ Main Channel.
23 66 40 ..do... ...do.......... ...do....... ...do................ South branch.
Dec. 7 67 152 ..do... Freeman's Ford. Nottoway.... Brevet Major Van Brocklin
9 68 56 ..do... Near Hicksford. Three Creek. ...do................
11 69 152 ..do... Freeman's Ford. Nottoway.... ...do................
11 70 152 ..do... ...do.......... ...do....... Major Folwell........
1865.
Mar.29 71 65 ..do... W. Perkins' house Hatcher's Brevet Major Van Brocklin
Run.......
29 72 55 ..do... Quaker road.... Gravelly Run ...do................
Apr. 8 73 90 Canvas. Farmville...... Appomattox.. ...do................
12 74 90 ..do... ...do.......... ...do....... ...do................
22 75 100 ..do... Genito Bridge.. ...do....... Major Folwell........
24 76 315 ..do... Clark's Ferry.. Stauton..... Brevet Major Van Brocklin
27 77 270 ..do... Roanoke Station ...do....... Major Folwell........
29 78 350 ..do... Moseley's Ferry ...do....... Brevet Major Van Brocklin
30 79 50 ..do... Roanoke Station Little Roanoke ...do................
30 80 270 ..do... ...do.......... Staunton.... ...do................
May 8 81 400 ..do... Franklin's Rappahannock Major McDonald.......
Crossing.....
17 82 300 ..do... Clark's Ferry.. Staunton.... Brevet Major Van Brocklin
20 83 100 ..do... Goode's Bridge. Appomattox.. ...do................
21 84 90 ..do... Richmond, Va. Canal....... ...do................
24 85 180 ..do... Littlepage's Pamunkey.... ...do................
Bridge........
28 86 65 ..do... Near Guiney's Po.......... ...do................
Station.
Total number of bridges............................. 86
Total length of bridges................feet.........21,248
Equal to...............................miles........ 4,022
The above includes pontoon bridges built by officers and men under my
command during the time stated, but does not include the large number
of trestle, timber, and corduroy built by my own men, nor the pontoon,
trestle, timber, and corduroy bridges built during the same time by other
portions of the Engineer Brigade or by the regular engineer battalion. In
addition to the six pontoon trains in my charge, I also had charge of two
siege trains of twenty-two wagons each during the early part of the siege
operations in front of Petersburg and of one siege train of twenty-two
wagons during the latter part of these operations. All engineer and siege
material used in front of Petersburg was drawn on my order, approved
by the chief engineer. I have not as yet received the final reports of the
expenditure of siege material during the latter part of March, but the
following summary of expenditure will vary but little, if any, from the
actual result:
Statement of the total expenditure of engineer and siege material in front
of Petersburg, from the 14th of July, 1864, to the 29th of March, 1865.
Sand-bags...........................................48,872
Axes................................................ 8,053
Picks............................................... 2,092
Shovels............................................. 8,028
Hatchets............................................ 349
Mining picks........................................ 28
Wheelbarrows........................................ 120
Crosscut saws....................................... 9
Spin yarn...........................bales........... 24
Strap hinges........................................ 130
Hasps............................................... 50
Staples............................................. 56
Spikes..............................kegs............ 40
Nails................................do............. 39
Hand saws........................................... 26
Drawing knives...................................... 4
Gabion knives....................................... 400
Grindstones......................................... 4
Files, flat......................................... 52
Files, taper........................................ 124
Wire................................coils........... 289
Cable................................do............. 1
Screws..............................dozen........... 48
Padlocks............................................ 67
Tracing tape........................rolls........... 86
Timber...........................feet, B. M.........16,150
Plank................................do.............18,962
Boards...............................do.............22,134
In this my final report of engineering operations a few general remarks
in relation to these operations may not be out of place. The advance
guard train and the French pontoon trains taken to the Peninsula in 1862
were, as you are doubtless aware, very deficient in transportation,
depending upon movement from place to place upon temporary loans of
teams from the quartermaster's department, and the consequence was
that during the Seven Days' Battles, nine-tenths of all the bridge
material with the army at the commencement of these battles was
necessarily either destroyed or abandoned to the enemy. The same evil,
but to a less extent, prevailed in the organization of the bridge trains
operating on the Rappahannock in 1863, and, though I made repeated
protests against this system, the evil was but partially remedied. The
trains sent into the field, both wagons and bridge material, were in many
cases unfit for service, and often required nearly as much work in the
field as had been done in the shops to fit them for efficient service. It
was not until the spring of 1864 that the bridge trains of the Army of the
Potomac were properly fitted up for active field operations. By the
addition of the light canvas trains, as designed by yourself, and by your
assistance and cordial co-operation with me in my efforts to fit up and
organize those trains, they were at last organized in a manner to render
the most efficient service. When these trains crossed the Rapidan in the
spring of 1864 it is believed that they were more perfectly arranged than
any bridge trains before organized in America; and for the truth of this
statement and for the efficiency of the troops having them in charge, no
better evidence can be given than a statement of the facts--that from the
crossing of the Rapidan in the spring of 1864 to the close of the war no
bridge material
was ever lost, destroyed, or abandoned to the enemy; nor, so far as
I am aware, were any troops ever kept waiting for the construction of
these bridges. The actual construction of the bridges is but a small
portion of the labor required for the proper care and efficiency of
pontoon trains. The truth is, the necessity for labor upon them never
ceases, from the time they are first put in the field until the final close
of operations requiring their use. Many and very great improvements
have been made on pontoon bridge trains during the progress of the
war; not only in the character of the boats and arrangement and
construction of the bridges, but also in the character of the wagons, the
arrangement of the loads, manner of loading and unloading, &c. It
would seem to be very desirable that all these improvements should be
collated and a record made of them for future reference. The
organization and outfit of engineer troops, as sent into the field at the
commencement of the war (the volunteers, at least), were very
defective, and I was led to devote some thought and study to the proper
manner of remedying these defects in my own department. As the result
of these investigations and of experience my troops during the last year
of the war were furnished with such an outfit as to render each company
a unit. Each company was furnished with a company wagon, a
commissary wagon, a forage wagon, a tool wagon, and a carpenters'
tool-chest. By this means the whole or any portion of the regiment was
prepared to move at any time of the day or night, with fifteen days'
supplies and a complete outfit for the performance of all kind of
engineer duty. That the troops thus organized were at all times
admirably prepared for prompt and efficient service, my daily and
weekly reports of engineering operations and your own knowledge of
their labors furnish abundant evidence, and the works in front of
Petersburg are monuments of the skill and industry of the officers and
men engaged in their construction.
For your uniform kindness and courtesy, both to myself and the officers
and men under my command while serving under your orders, I beg to
tender you my most sincere thanks.
Very respectfully,
I. SPAULDING,
Brevet Col., Cmdg.
Bvt. Brig. Gen. J. C. DUANE,
Chief Engineer, Army of the Potomac.
Source: Official Records
CHAP. LVIII.] THE APPOMATTOX CAMPAIGN. PAGE 642-95
[Series I. Vol. 46. Part I, Reports. Serial No. 95.]
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