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NEW YORK
FIFTIETH INFANTRY (Engineers)
(Three Years)

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.]

**********************************************************************************


  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.]

**************************************************************************************


  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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