{Union
correspondence from May 1, 1865 to the End. Though post-war and
written by Union officers, there are many facts that assist in
understanding the Confederate railroads. Note that track laid,
siding's length, type of bridges constructed, etc. are by the Union
Army and do not necessarily represent what the Confederate railroads
had at the same location.} |
|
Office of Chief Engineer, U. S. Military
Railroads |
Washington, D. C., April 24, 1866 |
|
General D. C. McCallum |
Director and General Manager Military
Railroads U. S. |
|
General, |
I have the honor to submit
the following final report showing the amount and cost of work done
for construction and maintenance of way on the several military
railroads in what was the Military Division of the Mississippi, and
also on the military railroads in the Department of North Carolina.
This report only embraces the operations on these roads subsequent
to the time they were placed in your charge. There are no means at
my command of ascertaining the amount of work done or its cost
previous to that time. |
The railroads included in
this report in the Military Division of the Mississippi are the
Nashville & Chattanooga, Shelbyville Branch, McMinnville &
Manchester, Nashville & Decatur, Mount Pleasant Branch, Memphis
& Charleston (Eastern Division), Chattanooga & Knoxville,
Cleveland and Dalton Branch, Nashville & Northwestern,
Chattanooga and Atlanta, Rome Branch, Atlanta and Macon, Nashville
and Clarksville, Knoxville and Bristol, Rogersville Branch, Memphis
& Charleston (Western Division), Mississippi Central, Mobile
& Ohio, Louisville City; and in the Department of North Carolina
the Atlantic & North Carolina, Wilmington & Weldon, North
Carolina, Raleigh & Gaston. |
***** |
On the 19th of December,
1863, I received your order to accompany you "to Chattanooga,
Tenn., with such portion of the construction force as could be
spared from the front" in Virginia. |
One division of the
Construction Corps, numbering about 285 men, was taken, and we
arrived in the Military Division of the Mississippi on the 1st of
January, 1864. At the time of our arrival the Nashville &
Chattanooga Railroad (151 miles long, extending from Nashville to
Chattanooga) was being operated between Nashville and Bridgeport,
and the Tennessee River and Running Water bridges were building. Our
construction force was at once put to work between Bridgeport and
Chattanooga, the bridge builders to assist in the completion of the
Running Water and other bridges, and the track layers to repair the
track and relay the portion that had been destroyed. This work was
completed and the first train run into Chattanooga on the 14th of
January, some three weeks sooner than was deemed possible previous
to our taking charge of the work. ***** Although this road was now
completed, it was not in condition to sustain the heavy traffic that
would necessarily be thrown upon it when General Sherman's whole
army would have to be supplied over it. The superstructure was old
and much worn and had never been of first-class character. The rail
used was light and of the U-pattern and laid on longitudinal
stringers, which were so much decayed in many places that they would
not hold the spikes. Accordingly orders were given to relay the
track over the whole road with T-rail in the best manner. For this
work, and that to be done on the other lines which were to be opened
up, a large additional force was required, and arrangements were at
once made for an abundant supply of men. The work of relaying the
track was prosecuted steadily until completion, though necessarily
at a great disadvantage in consequence of the large number of trains
constantly on the road. When turned over to the company the road was
in every respect in excellent condition. The following statement
embraces the whole construction work done on this line, with the
exception of some small pieces of track rebuilt, which had been
destroyed by guerillas, and of which no account was kept. |
Track |
|
Miles |
Rebuilt in first instance |
115 |
Rebuilt after Wheeler's raid in 1864 |
7 |
Rebuilt after Hood's invasion |
7 3/4 |
Total main track |
129 3/4 |
|
Side-tracks |
Location |
Length
Feet |
|
Location |
Length
Feet |
Nashville |
38,628 |
|
Tunnel |
264 |
Barracks |
1,630 |
|
Tantalon |
1,500 |
Glen Cliff Station |
2,368 |
|
Condit |
2,000 |
Antioch |
990 |
|
Anderson |
354 |
La Vergne |
895 |
|
Stevenson |
1,673 |
Smyrna |
2,260 |
|
Bolivar |
1,640 |
Stone's River |
1,660 |
|
Bridgeport |
9,472 |
Winsted |
2,408 |
|
Carpenter's |
1,037 |
Christiana |
1,500 |
|
Alley's Spur |
159 |
Fosterville |
775 |
|
Whiteside |
850 |
Normandy |
929 |
|
Hooker |
350 |
Tullahoma |
609 |
|
Chattanooga |
10,072 |
Estill Springs |
1,582 |
|
Total |
100,2767 |
Decherd |
13,732 |
|
|
|
Cowan |
970 |
|
|
|
|
|
|
|
Miles |
Main track |
|
|
|
129 3/4 |
Side track, 100,277 feet, or |
|
19 |
Total track laid by
Government |
|
148 3/4 |
|
|
Bridges |
No. |
Location |
Height |
Length |
Remarks |
|
|
Feet |
Feet |
|
1 |
Mill Creek, No. 1 |
16 |
260 |
Rebuilt five times |
2 |
Mill Creek, No. 2 |
18 |
250 |
Rebuilt four times |
3 |
Mill Creek, No. 3 |
16 |
256 |
" |
4 |
Hurricane |
|
|
|
5 |
Smyrna |
20 |
120 |
Rebuilt three times |
6 |
Stewart's Creek |
29 |
183 |
" |
7 |
Overall's Creek |
20 |
160 |
" |
8 |
Stone's River |
22 |
420 |
" |
9 |
Lytle's Creek |
10 |
135 |
" |
10 |
Murfreesborough |
9 |
140 |
Not destroyed |
|
" |
6 |
40 |
|
|
" |
6 |
50 |
|
|
Creek Branch |
7 |
50 |
|
11 |
Stone's River (East Fork) |
22 |
270 |
Rebuilt |
12 |
Christiana |
|
73 |
" |
13 |
Bellbuckle |
7 |
82 |
" |
|
Bragg's Bridge |
9 |
128 |
Not destroyed |
14 |
Wartrace |
14 |
241 |
Rebuilt |
15 |
Garrison's Fork |
24 |
178 |
Rebuilt twice |
16 |
Duck River |
30 |
350 |
" |
17 |
Poorhouse Creek |
13 |
100 |
" |
18 |
Elk River |
60 |
470 |
Rebuilt |
19 |
Cowan Creek |
26 |
160 |
" |
20 |
Crow Creek (South Fork) |
17 |
160 |
Rebuilt twice |
21 |
Dry Trestle, No. 1 |
12 |
84 |
Rebuilt |
22 |
Dry Trestle, No.2 |
10 |
75 |
" |
23 |
Crow Creek, No. 1 |
15 |
225 |
Not destroyed |
24 |
Crow Creek, No. 2 |
11 |
225 |
" |
25 |
Crow Creek, No. 3 |
19 |
348 |
Rebuilt |
26 |
Crow Creek, No. 4 |
16 |
254 |
" |
27 |
Crow Creek, No. 5 |
11 |
160 |
" |
28 |
Crow Creek, No. 6 |
8 |
100 |
Not destroyed |
29 |
Crow Creek, No. 7 |
12 |
156 |
Rebuilt |
30 |
Crow Creek, No. 8 |
18 |
143 |
" |
31 |
Crow Creek, No. 9 |
11 |
234 |
Not destroyed |
32 |
Crow Creek, No. 10 |
21 |
240 |
Rebuilt |
33 |
Crow Creek, No. 11 |
|
225 |
" |
34 |
Tennessee River |
|
1,520 |
|
35 |
Ben's Creek |
10 |
100 |
|
36 |
Widow's Creek |
24 |
127 |
" |
37 |
Dry Creek, No. 1 |
22 |
140 |
|
38 |
Nickajack |
34 |
200 |
Rebuilt twice |
39 |
Dry Creek, No. 2 |
34 |
203 |
Rebuilt |
40 |
Dry Trestle |
16 |
301 |
|
41 |
Running Water |
120 |
789 |
|
42 |
Lookout Creek |
36 |
155 |
Rebuilt twice |
42 |
Chattanooga |
38 |
263 |
Rebuilt |
|
|
|
|
|
|
|
|
|
Lineal feet |
Total bridging |
|
|
10,543 |
Amount rebuilt |
|
|
12,236 |
Total length of
bridging on this line |
|
|
22,779 |
Bridges not destroyed |
|
|
1,052 |
Total built by
Government |
|
|
21,727 |
Or 4 miles 607 feet |
|
|
|
|
***** |
Water stations |
Where built |
Number of tanks |
|
Where built |
Number of tanks |
Nashville |
5 |
|
Murfreesborough |
2 |
Florence |
1 |
|
Fosterville |
2 |
Christiana |
2 |
|
Garrison's Fork |
2 |
Bellbuckle |
2 |
|
Decherd |
2 |
Normandy |
3 |
|
Tantalon |
2 |
Cowan |
2 |
|
Stevenson |
2 |
Anderson |
4 |
|
Chattanooga |
2 |
Poison Hollow |
1 |
|
Total |
35 |
Antioch |
1 |
|
|
|
|
***** |
|
The Nashville & Decatur Railroad |
Extends from Nashville to
the Memphis & Charleston Railroad at a point near Decatur, Ala.,
and is 120 miles long. The repairs were completed and the road
opened in March, 1864. Much of the work in opening it the first time
was done by soldiers, and I have no account of the cost of what they
did. General Dodge was in command of the force employed on this
work. The following statements show the amount of work done and the
cost of that done by the Military Railroad Department: |
Track |
|
Miles |
Main track rebuilt in first instance |
2 |
Main track rebuilt after Forrest's raid |
7 1/2 |
Main track rebuilt after Wheeler's raids |
22 |
Total main track |
31 1/2 |
|
|
Sidings |
Location |
Feet |
Eaton Depot |
1,000 |
Nashville Junction |
8,025 |
Brentwood |
300 |
Franklin |
290 |
Columbia |
1,150 |
Prospect |
600 |
Athens |
1,480 |
Decatur Junction |
1,170 |
|
14,015 |
Add main track rebuilt |
163,680 |
Total |
177,695 |
Or 34 miles 815 feet |
|
|
|
Bridges |
No. |
Location |
Height |
Length |
Remarks |
Rebuilt |
|
|
Feet |
Feet |
|
Feet |
1 |
Brown's Creek |
12 |
38 |
Not destroyed |
|
2 |
Little Harpeth |
14 |
74 |
|
|
3 |
Spencer's Creek |
17 |
38 |
|
|
4 |
Big Harpeth |
38 |
187 |
Rebuilt twice and partly rebuilt twice |
454 |
5 |
West Harpeth |
13 |
58 |
|
|
6 |
Near Springs Hill |
12 |
53 |
|
|
7 |
Spring Creek |
15 |
21 |
|
|
8 |
Carter's Creek, No. 1 |
18 |
112 |
Rebuilt twice and partly rebuilt twice |
285 |
9 |
Carter's Creek, No. 2 |
21 |
184 |
" |
470 |
10 |
Carter's Creek, No. 3 |
20 |
94 |
" |
235 |
11 |
Carter's Creek, No. 4 |
20 |
94 |
Rebuilt twice and partly rebuilt once |
228 |
12 |
Carter's Creek, No. 5 |
30 |
235 |
Rebuilt twice and partly rebuilt twice |
587 |
13 |
Rutherford's Creek, No. 1 |
26 |
130 |
Rebuilt three times and partly rebuilt twice |
455 |
14 |
Rutherford's Creek, No. 2 |
27 |
265 |
Rebuilt twice and partly rebuilt three times |
723 |
15 |
Rutherford's Creek, No. 3 |
30 |
295 |
" |
811 |
16 |
Rutherford's Creek, No. 4 |
50 |
270 |
Rebuilt twice and partly rebuilt twice |
676 |
17 |
Duck River |
72 |
627 |
Rebuilt twice |
1,254 |
18 |
Lytle's Creek |
14 |
22 |
|
|
19 |
Hurricane Creek |
14 |
23 |
|
|
20 |
Harris Trestle |
29 |
232 |
|
|
21 |
Kalioka Trestle |
37 |
1,130 |
Rebuilt |
1,130 |
22 |
Grace Trestle |
42 |
637 |
" |
637 |
23 |
Robinson's Forks |
18 |
126 |
" |
126 |
24 |
Richland Creek, No. 1 |
32 |
160 |
Rebuilt twice |
320 |
25 |
Richland Creek, No. 2 |
37 |
180 |
" |
360 |
26 |
Richland Creek, No. 3 |
35 |
180 |
" |
360 |
27 |
Pigeon Roost Creek |
12 |
50 |
Rebuilt |
50 |
28 |
Richland Creek, No. 4 |
41 |
315 |
Rebuilt twice |
630 |
29 |
Tunnel Trestle |
38 |
822 |
Rebuilt |
822 |
30 |
Elk River |
40 |
625 |
Rebuilt three times |
1,875 |
31 |
|
10 |
48 |
|
|
32 |
Mill Creek |
30 |
330 |
Rebuilt |
330 |
33 |
White Sulphur |
71 |
570 |
" |
570 |
34 |
Mud Creek |
5 |
62 |
" |
62 |
35 |
" |
9 |
102 |
" |
102 |
36 |
Athens Creek |
10 |
134 |
" |
134 |
37 |
" |
11 |
64 |
" |
64 |
38 |
Swan Creek |
11 |
340 |
" |
340 |
39 |
" |
11 |
129 |
" |
129 |
40 |
Black Creek |
6 |
225 |
" |
225 |
41 |
Junction Trestle |
16 |
275 |
" |
275 |
|
Total |
|
9,555 |
|
14,120 |
|
|
|
|
|
|
|
|
|
|
|
Feet |
Total bridging |
|
|
9,555 |
Amount rebuilt |
|
|
14,720 |
Total built by
Government |
|
|
24,475 |
Or 4 miles 3,155 feet |
|
|
|
|
|
Water stations |
Where built |
Number of tanks |
Where built |
Number of tanks |
Little Harpeth |
1 |
Carter's Creek |
2 |
West Harpeth |
1 |
Lynnville |
2 |
Lytle's Creek |
2 |
Near Tunnel |
1 |
Pulaski |
1 |
McDonald's |
1 |
Elkmont |
2 |
Total |
15 |
Franklin |
2 |
|
|
|
***** |
|
Memphis & Charleston Railroad |
Extends from Memphis, Tenn.,
to Stevenson, Ala., and is 271 miles long. The eastern end of this
line, from Stevenson to near Decatur, eighty miles long, was
repaired and put in running order in March, 1864. The following
statements show the amount of work done on it by this department and
the cost of same: |
|
Track |
|
Feet |
Main track |
18,440 |
Sidings at -- |
|
Decatur Junction |
275 |
Fackler's |
700 |
Stevenson |
2,900 |
Chattanooga |
1,800 |
Total track |
24,115 |
Or 4 miles 2,995 feet |
|
|
|
Bridges |
Location |
Height |
Length |
Remarks |
Rebuilt |
|
Feet |
Feet |
|
Feet |
Little Piney |
15 |
109 |
Rebuilt |
109 |
Big Piney |
12 |
153 |
" |
153 |
Big Limestone |
10 |
210 |
" |
210 |
Little Limestone |
13 |
72 |
" |
72 |
Beaver Dam |
22 |
252 |
Not destroyed |
|
Bradford's Creek |
26 |
32 |
" |
|
Indian Creek |
17 |
154 |
Rebuilt |
154 |
Flint River |
25 |
302 |
Rebuilt twice |
604 |
Hurricane Creek |
12 |
271 |
Rebuilt |
271 |
Paint Rock |
38 |
313 |
Rebuilt twice |
626 |
Mud Creek |
14 |
315 |
Rebuilt |
315 |
Crow Creek |
20 |
265 |
" |
265 |
Total |
|
2,448 |
|
2,779 |
|
|
|
|
|
|
|
|
|
Feet |
Total bridging |
|
|
2,448 |
Deduct amount not destroyed |
|
284 |
|
|
|
|
2,164 |
Add amount rebuilt |
|
|
2,779 |
Total built by Government |
|
4,943 |
|
|
Water stations |
Where built |
Number of tanks |
Where built |
Number of tanks |
Little Piney |
1 |
Brownsborough |
1 |
Huntsville |
2 |
Near Woodville |
1 |
Gurley's |
2 |
Stevenson |
4 |
Scottsborough |
1 |
Total |
13 |
Indian Creek |
1 |
|
|
|
***** |
|
The Chattanooga and Knoxville |
Or East Tennessee
& Georgia Railroad extends from Chattanooga to Knoxville,
110 miles, with a branch from Cleveland to Dalton twenty-seven
miles long. Repairs were commenced on this road in January,
1864, and it was completed to the Tennessee River, at Loudon,
on the 13th of February following. The portion of the road
north of the Tennessee River had not been injured and was
being operated with the rolling-stock captured by the Union
forces at Knoxville. A trestle bridge over the Tennessee River
was immediately commenced, and the work upon it had progressed
so far that it would have been completed on the 14th of March,
but on the 25th of February General Schofield, commanding the
Department of the Ohio, ordered the work to be stopped, and it
was not resumed until March 12. The trestle bridge was
completed on the 13th of April, and trains commenced running
through between Chattanooga and Knoxville. |
Track |
The track of this road
had been broken and injured in a number of places, but none of
the breaks were of great extent. The longest one was that next
to Chattanooga, being about three miles long. The cross-ties,
however, over the whole road were very much decayed, and much
work was done in replacing them with new ones after trains
commenced running. The road was occasionally broken by
guerrillas, but never seriously injured until Wheeler's raid
in August, 1864, when about twenty-five miles of track were
torn up and destroyed. |
Miles |
Main track laid in first instance |
5 1/2 |
After several small raids |
1 |
After Wheeler's raid in 1864 |
25 |
On Dalton branch, in first instance |
2 |
After Hood's invasion |
1 1/2 |
Total main track |
35 |
|
Sidings |
Location |
Length
Feet |
Chattanooga |
1,155 |
Stone Quarry |
550 |
Tunnel |
250 |
Tyner's |
787 |
Ooltewah |
445 |
McDonald's |
2,455 |
Cleveland |
310 |
Mouse Creek |
1,470 |
Reagan's |
740 |
Sweetwater |
220 |
Philadelphia |
1,450 |
Lenoir's |
1,050 |
Saw Mill |
420 |
Erin |
850 |
Knoxville |
4,760 |
West leg of Y |
920 |
Total |
17,832 |
|
Total length of track
laid, 38 miles 1,992 feet. |
Bridges |
The only important
bridges on this line are those over the Hiwassee and Tennessee
Rivers. Both of these were built of trestles in the first
place, but afterward replaced with permanent structures. The
following dimensions of these bridges: |
|
Height |
|
Total Length |
Rebuilt |
|
Feet |
Spans |
|
Feet |
Feet |
Hiwassee |
47 |
3 |
|
301 |
301 |
Tennessee |
85 |
11 |
|
1,700 |
1,700 |
Total |
|
|
|
2,001 |
2,001 |
|
Total bridge building
by the Government, 4,002 feet. |
|
Water Stations |
Where built |
Number of Tanks |
Chattanooga |
2 |
Ooltewah |
2 |
Tunnel |
1 |
Riceville |
3 |
Sweetwater |
2 |
Total |
10 |
|
***** |
|
|
The Nashville & Northwestern Railroad |
Is seventy-eight miles long
and extends from Nashville to the Tennessee River at Johnsonville.
It was partly built before the war. On the 22d of October, 1863, the
Secretary of War ordered this road to be constructed for
"military purposes," and placed it in charge of Andrew
Johnson, then Military Governor of Tennessee, who was empowered to
"employ an engineer and other officers and workmen necessary to
complete it without delay." Col. W. P. Innes was acting as
engineer at the time the railroads in this military division were
taken charge of by the U. S. Military Railroad Department, and had a
considerable forces of soldiers and civilian laborers employed on
the road. But as the work was not progressing to the satisfaction of
the general commanding, he relieved Colonel Innes and placed the
construction of the road in your charge. This order of General
Grant's was given on the 17th of February, 1864, and on the 25th of
the same month I received your order directing me to adopt the most
energetic means at my command to complete the Nashville &
Northwestern Railroad. I at once made an examination of the work to
be done and found it to consist of a rather formidable amount of
grading, bridging, track laying, and other work incident to the
construction of a new railroad, and proceeded to take the necessary
steps to complete the work as directed. I appointed Lieut. Col. John
Clark engineer of construction, and by General Grant's direction
sent North for 2,000 mechanics and laborers in addition to the force
then on the road. Some time after we had got fairly under way
Governor Johnson, claiming the right under the above-mentioned order
of the Secretary of War to appoint an engineer, also selected
Colonel Clark, who then filled this double position until the work
of construction was so far completed that the track was connected
through, an event which took place on the 10th day of May, 1864.
Governor Johnson continued to exercise semi-control over the
operations on this road until it was formally taken possession of by
General Sherman and placed absolutely under the control of the
general manager of military railroads, in accordance with the order
of the President of the United States dated August 6, 1864. The
Transportation Department then took charge of the movements of
trains, and the maintenance of way, together with construction work,
remained in my department. |
On the 20th of August I
appointed W. R. Kingsley, esq. (who had been connected with the road
as division engineer since April), engineer in charge of
construction and maintenance of way. He continued to perform the
duties of this position faithfully and satisfactorily until the 1st
of April, 1865, when, all construction work being done, the
maintenance of way was turned over to the transportation department.
The line of this road as originally located crossed the Tennessee
River nearly perpendicular to the course of that stream and at an
elevation of fifty-two feet above low water and nine feet above high
water. The approach to the river was an embankment seventeen feet
high above the surface of the ground on the river bank. The object
of making this a military railroad being the transportation of army
supplies from the Tennessee River to Nashville, it became necessary
to construct ample and convenient arrangements for the transfer of
freight from steam-boats to cars. Accordingly two large transfer
freight-houses were designed and built, one on each side of the
railroad, with tracks starting from main line at the bluff and
curving right and left until parallel with the buildings and river
bank. The freight-house or shed on the north or lower side, 600 feet
long by 30 feet wide, was hastily knocked up so as to bring it into
immediate use, and the levee in front graded off to the water's edge
with a slope of 9 degrees or about 16 feet rise in 100 feet
horizontal. The freight-house on south side, 600 feet long and 90
feet wide, was a much more complete building. The floor was two feet
and a half above high-water mark and the levee in front graded to a
slope of 14 degrees, on which it was designed to lay railroad tracks
from low-water mark to floor of freight-house. The plan for
transferring freight from steam-boats to cars was to load from the
boats onto small cars, which were hauled up the levee to the level
of the freight-house floor by a wire rope passing round a pulley or
spool, which was dropped into or lifted out of gear with the main
shaft by a lever. This main shaft was 500 feet long and passed
through the center of the building immediately below the floor or
platform and was operated by an engine located in the middle of the
building. The freight was then passed directly through the building
and loaded into cars on the opposite side. The levee was of
sufficient length to allow at least four or five boats to unload at
the same time, and the side tracks were so arranged that a whole
train of cars could be loaded at once, and as soon as loaded could
be moved away and another train run right alongside the house. This
plan would undoubtedly have enable us to handle a large amount of
freight with great rapidity and ease, but we had not the opportunity
of bringing it to a practical test, for just as everything was about
completed Hood's invasion of Tennessee took place and Johnsonville
was evacuated by our troops, and during their absence the
freight-house was burned, as is supposed, by rebel sympathizers in
the neighborhood. However, the engine and all the most valuable
parts of the machinery were saved by being taken to Nashville. |
All could have been saved if
we had had sufficient transportation for it. Although the road was
opened through to Johnsonville after Hood's defeat at Nashville, but
little work was done in rebuilding the houses and platforms at that
point. Grading off the levee involved considerable work; about
30,000 cubic yards of earth had to be moved. It was designed to pave
it, or put on a covering of broken stone, but owing to the delay in
furnishing gun-boat protection to our boats, which were to bring
stone down the river for this purpose, the work was but partially
carried out. A row of piles were to have been driven at the edge of
the water to protect the levee and prevent its washing away at time
of floods, but the pile driver for this purpose never reached
Johnsonville. It is but proper for me to state here that the work on
the buildings and levee at Johnsonville was much delayed by the
confusion and embarrassment caused by the conflict of authority
incident to a divided control of the work. ***** The following is a
statement of the work done on this road: |
|
Graduation |
The amount of grading was
very considerable, but I am unable to give the number of cubic yards
moved, because when we took charge of this road I had no time to
measure it, and I had no assistants to do it for me. By the time I
procured the requisite assistance much of the work had been done.
Thorough cuts of as much as forty and fifty feet in depth and 800
feet in length were taken out and high embankments made. Even where
the grading had been done previously much labor was required to
dress up the embankments and clean out the cuts. |
|
Superstructure |
The total length of track laid
was: |
|
Miles |
Main line |
46 1/2 |
Sidings |
4 1/4 |
Total |
50 3/4 |
|
Seven different patterns of
rails were used in the track; the amount of each kind is given
below. With the exception of No. 1 and the U-rail, the iron was
purchased by the Government. No. 1 pattern is the fish-joint bar
belonging to this road, and the U-rail was taken from the Nashville
& Chattanooga. Railroad. |
Pattern |
Weight per yard |
Amount |
|
Pounds |
Tons |
No. 1 |
56 1/4 |
1,315.61 |
No. 2 |
49 3/4 |
149.70 |
No. 3 |
45 |
382.11 |
No. 4 |
45 |
40.04 |
No. 5 |
60 |
1,096.84 |
No. 6 |
56 1/4 |
1,469.48 |
U |
48 |
23.50 |
total |
|
4,477.28 |
Deduct No. 1 pattern |
|
1,315.61 |
Balance
furnished by Government |
|
5,161.67 |
|
One hundred and seven
thousand cross-ties were used in laying the track. A considerable
number was found on the line of this road, but we had to make the
greater part. |
|
Bridging |
The following table shows
the location, dimensions, and amount of bridges and trestles on this
road. Many of these structures had to be rebuilt several times in
consequence of being carried away by high water or destroyed by the
enemy. |
|
Statement of bridges and trestles on the Nashville
& Northwestern Railroad |
Distance from Nashville |
Name |
Number of spans or bents |
Height |
Length |
Remarks |
Miles |
|
|
Feet |
Feet |
|
0 |
Nashville Trestle |
170 |
21-28 |
2,151 |
|
4.57 |
Richland Creek, No.1 |
2 |
15 |
76 |
Rebuilt once |
5.36 |
Richland Creek, No. 2 |
1 |
9 |
66 |
Rebuilt twice |
5.75 |
Richland Creek, No. 3 |
1 |
9 |
65 |
" |
6.53 |
Branch Richland Creek |
2 |
10 |
35 |
|
6.72 |
" |
1 |
8 |
17 |
|
|
" |
1 |
8 |
26 |
|
7.52 |
Over road |
1 |
10 |
32 |
|
8.91 |
Trestle over road |
6 |
20 |
75 |
Rebuilt five times |
13.39 |
Harpeth River, No. 1 |
2 |
34 |
87 |
" |
13.94 |
Harpeth River, No. 2 |
2 |
35 |
201.5 |
Rebuilt four times |
15.31 |
Harpeth River, No. 3 |
1 |
42 |
180 |
" |
17.43 |
Harpeth River, No. 4 |
2 |
38 |
201.4 |
" |
21.21 |
Harpeth River, No. 5 |
1 |
32 |
236.9 |
" |
23.14 |
Harpeth River, No. 6 |
12 |
24 |
180 |
|
|
" |
2 |
24 |
201.8 |
Rebuilt once |
23.56 |
Harpeth River, No. 7 |
10 |
24-30 |
180 |
|
|
" |
2 |
33 |
203.3 |
" |
24.66 |
Turnbull River |
43 |
12 |
516 |
|
24.66 |
" |
2 |
27 |
259 |
|
24.66 |
" |
20 |
20-25 |
270 |
|
25.37 |
Trestle |
66 |
20-32 |
792 |
|
25.66 |
Sullivan's Branch |
3 |
16 |
39 |
Rebuilt twice |
25.66 |
" |
1 |
48 |
89.7 |
|
25.66 |
" |
102 |
26-46 |
1,326 |
|
26.44 |
Trestle |
17 |
36-26 |
306 |
|
27.18 |
" |
21 |
38-24 |
262 |
|
40.95 |
" |
18 |
17-28 |
238 |
|
41.71 |
" |
17 |
14-25 |
225 |
|
47.53 |
" |
75 |
20-33 |
1,087 |
|
49.49 |
" |
30 |
19 |
442 |
|
52 |
" |
58 |
7-13 |
837 |
|
52.38 |
" |
8 |
10 |
145 |
|
53 |
" |
37 |
13-12 |
470 |
|
53.44 |
" |
2 |
18 |
40 |
|
54.19 |
" |
62 |
30-48 |
910 |
|
55.79 |
" |
70 |
40-72 |
980 |
|
56.18 |
" |
11 |
30-39 |
180 |
|
|
Branch Trace Creek |
1 |
7 |
24 |
|
60.05 |
" |
2 |
8 |
47 |
|
63.56 |
Trace Creek |
2 |
14 |
216 |
Slightly injured and repaired |
64.01 |
|
1 |
10 |
20 |
|
64.61 |
Flood Creek |
2 |
3 |
30 |
|
66.51 |
" |
3 |
4 |
35 |
|
71.44 |
|
22 |
18 |
272 |
|
73.08 |
Trace Creek |
1 |
25 |
114 |
Rebuilt four times |
74.44 |
Trestle |
3 |
15 |
66 |
|
78 |
Trestle at Johnsville |
121 |
12-18 |
1,525 |
|
|
Total |
|
|
15,956 |
|
|
Or 3 miles and 114 feet. |
Add to this amount rebuilt,
5,366 feet, and we have a total of four miles and 200 feet of
bridging and trestle on this road built by the Government. The
lumber consumed in these structures amounted to 4,098,509 feet, B.
M. ***** |
The following table shows
the location of and amount of lumber in the buildings on this road: |
For what purpose |
Location |
Lumber |
Shingles |
Remarks |
|
|
Feet, B. M. |
|
|
House for trackmen |
Nashville |
8,000 |
5,000 |
|
House for switchmen |
" |
1,500 |
|
|
Tool-house |
" |
3,000 |
5,000 |
|
House for trackmen |
Section 3 |
7,863 |
5,000 |
|
" |
Section 6 |
5,000 |
5,000 |
|
Telegraph office |
Section 18 |
8,000 |
|
Destroyed |
House for trackmen |
Section 20 |
5,728 |
5,000 |
|
" |
Section 24 |
15,037 |
|
" |
Telegraph office |
" |
8,500 |
3,500 |
Destroyed and rebuilt |
Blacksmith shop |
" |
5,000 |
|
|
Outbuildings |
" |
800 |
|
" |
House for trackmen |
Section 29 |
10,162 |
|
|
Telegraphic office |
Section 32 |
5,000 |
3,500 |
|
" |
Section 42 |
11,000 |
3,500 |
" |
" |
Section 50 |
11,000 |
3,500 |
" |
House for trainmen |
" |
4,000 |
|
Destroyed |
House for trackmen |
" |
2,800 |
|
" |
Telegraph office |
Section 57 |
4,800 |
|
" |
" |
Section 66 |
6,800 |
|
" |
House for trackmen |
Section 77 |
6,800 |
|
" |
House for yardmen |
Johnsonville |
18,200 |
4,200 |
" |
House for engineers and firemen |
" |
25,200 |
22,000 |
" |
house for station agent |
" |
28,900 |
21,000 |
" |
Outbuildings |
" |
1,000 |
|
" |
Wheelwright shop |
" |
5,570 |
|
" |
Blacksmith shop |
" |
5,000 |
|
" |
Saw-mill |
" |
6,656 |
|
Destroyed and rebuilt |
House for carpenters |
" |
11,800 |
|
Destroyed |
Depot |
" |
175,000 |
90,000 |
Destroyed and rebuilt |
House for railroad purposes |
" |
110,400 |
|
|
House for track hands |
" |
6,540 |
|
|
House for mill hands |
" |
20,000 |
|
|
Upper freight-house |
" |
1,097,600 |
566,000 |
Destroyed |
Lower freight-house |
" |
165,000 |
|
Destroyed and partly rebuilt |
Total |
|
1,805,656 |
742,200 |
|
|
|
Water Stations |
Fourteen of these were built
and located, as shown in the following table, containing in the
aggregate 63,700 feet, B. M., of lumber: |
Distance from Nashville |
Capacity |
Remarks |
Miles |
|
|
7 1/2 |
One tank |
|
16 1/2 |
" |
Discontinued |
17 1/2 |
" |
Destroyed and rebuilt |
24 1/2 |
" |
Destroyed |
27 1/2 |
" |
|
28 |
" |
|
45 |
" |
|
53 1/2 |
Two tanks |
|
59 1/4 |
One tank |
" |
66 1/4 |
" |
" |
71 3/4 |
" |
|
75 1/4 |
" |
Destroyed and rebuilt |
77 1/2 |
" |
" |
78 |
Two tanks |
" |
|
***** |
|
Chattanooga and Atlanta |
Or Western & Atlantic
Railroad extends from Chattanooga to Atlanta, 136 miles, with a
branch from Kingston to Rome seventeen miles long. The
reconstruction and maintenance of this line was in many respects the
most difficult and interesting of any military railroad operation
during the war. By it the Confederate army under General Johnston
made their retreat from Buzzard Roost to Atlanta, and upon its rapid
and prompt reconstruction General Sherman's army depended for
the supplies necessary for his successful movement on Atlanta. As
Johnston fell back from one strong position to another he did such
damage to the to the road as it was supposed would delay or prevent
Sherman's pursuit, but in no instance was he successful in this
object. However great the damage done, it was so speedily repaired
that General Sherman soon ceased to fear any delay from this cause
and made his advance movements with perfect confidence that the
railroad in his rear would be "all right." Being from the
nature of the case entirely ignorant of the obstacles to be
encountered at each advance, the construction force had to be
prepared for any emergency, either to build a bridge of formidable
dimensions or lay miles of track, or perhaps push back to some point
on the line and repair damages done by guerrillas or raiding
parties. These attacks on the line to the rear were of such frequent
occurrence , and often of so serious a character, that to insure
speedy repairs it became necessary to station detachments of the
Construction Corps at various points along the road, and also
collect supplies of construction materials, such as iron rails,
chairs, spikes, cross-ties, and bridge timber, at points where they
would be comparatively safe and easily obtained when required. These
precautionary measures proved of the utmost importance in keeping
the road open. The detachments stationed along the line were
composed of bridge-builders and track-layers, and had an ample
supply of tools for either kind of work. Each detachment was under
the command of a competent engineer or supervisor, who had orders to
move in either direction, within certain limits, as soon as a break
occurred and make the necessary repairs without delay, working day
and night when necessary. Under this arrangement small breaks were
repaired at once at any point on the line, even when the telegraph
wires were cut and special orders could not be communicated to the
working parties. When "big breaks" occurred one or more
divisions of the Construction Corps were moved as rapidly as
possible thereto, either from Chattanooga or "the front."
Construction trains loaded with the requisite tools and materials
were kept ready at each end of the road to move at a moment's
notice. |
By order of General Thomas
the work of reconstruction commenced on the 1st of March, 1864, and
the road to Ringgold and a short distance beyond was completed on
the 20th of the same month. The advance movement of the army from
Ringgold took place on the 6th of May, and the railroad was
completed and trains run to Tunnel Hill early on the morning of the
9th. Fears being entertained by some that the tunnel had been mined
by the enemy, a locomotive was run through it to test the matter,
but it was found to be all safe. The enemy having fallen back to
Resaca, the road was opened up on the 15th to Tilton while the
battle was still in progress a few miles beyond that station, and
next day the construction trains ran into Resaca with the advance of
our army. The railroad bridge over the Oostenaula River was still
burning on our arrival here, and the work of rebuilding delayed
somewhat in consequence. However, we got fairly started to work next
morning, and the bridge was completed and other necessary repairs
made to the track, and the trains pushed forward and overtook the
army on the morning of the 20th at Kingston. Beyond this point the
track was immediately put in order to Cass Station, but not farther,
until the army again reached the railroad south of Allatoona Pass. I
received General Sherman's order to build the Etowah bridge on the
3d of June at Chattanooga, but owing to the delay in getting the
construction trains over the road did not reach the Etowah River
until the night of the 5th, and then with only one division of the
bridge-builders. The other division ordered to this work did not
arrive until twenty-four hours afterward. The bridge was commenced
on the morning of the 6th and finished at noon on the 11th. There
was an abundance of timber prepared on the line of the railroad for
this work, but the trains sent to bring it up were detained so long
for running orders that we could not wait for it, and a large amount
had to be cut near the site of the bridge and dragged by hand to the
work. Notwithstanding these delays this bridge, 600 feet long and 67
feet high, was built in five days and a half. As soon as it was
completed trains ran to Big Shanty, which was made the depot of
supplies until after the capture of Kenesaw Mountain. On the 3d of
July I received General Sherman's order to open the railroad to
Marietta. The construction trains were detained some time at Tunnel
Hill by a small rebel raid on the road near Buzzard Roost but
reached Big Shanty on the morning of the 5th and commenced work at
once. The road was opened on the 6th to Vining's Station, which is
only ten miles from Atlanta. We commenced work on the Chattahoochee
bridge by order of General Thomas on the 23d of July, but next day
received orders to stop the work, which was accordingly done at noon
on the 24th. Orders were received on the 2d of August to resume
work, which was done at noon on that day, and the bridge was
finished and trains passed over it at noon on the 5th and ran within
three miles of Atlanta. The Chattahoochee bridge is 780 feet long
and 92 feet high, and was built in precisely four days and a half.
No night work was done upon it whatever, but the men worked from
daylight till dark, with one hour intermission at noon for dinner. A
division of the Construction Corps was held at the Chattahoochee
until Atlanta was won, and they then completed the railroad into the
city on the 3d of September, the day after General Slocum took
possession of it. |
|
Track |
By the original location the
Atlanta line crossed the Knoxville line twice within a few miles of
Chattanooga. Both roads having been destroyed in the vicinity of
that place, it was deemed unnecessary to rebuild both entire, and as
the Knoxville road was the shorter and better line, it was rebuilt
and the Atlanta line was connected with it near the crossing of the
Chickamauga Creek, some five miles from Chattanooga, thus shortening
the distance to Atlanta about two miles. Two connections were made,
the first being merely for temporary use. The track between the
junction and Tunnel Hill had been badly damaged and much of it
required relaying; besides a number of small breaks at other points,
some two miles near Marietta had been taken up and the rails
removed. A similar break, but not of such extent, was found near
Vining's Station. Guerrillas and raiding parties were more or less
successful in destroying portions of track during the whole time we
held the road; but the crowing effort of this kind was made in
October, 1864, when Hood, getting to the rear of Sherman, threw his
whole army on the road, first at Big Shanty and afterward north of
Resaca, and destroyed in the aggregate thirty-five and a half miles
of track and 455 lineal feet of bridges, killing and capturing a
large number of our men. Fortunately, however, the detachments of
the Construction Corps which escaped were so distributed that even
before Hood had left the road two strong working parties were at
work, one on each end of the break at Big Shanty, and this gap of
ten miles was closed and the force ready to move to the great break
of twenty-five miles in length north of Resaca as soon as the enemy
had left it. The destruction by Hood's army of our depots of
supplies compelled us to cut nearly all the cross-ties required to
relay this track and send to a distance for rails. The cross-ties
were cut near the line of the road and many of them carried by hand
to the track, as the teams to be furnished for hauling them did not
get to the work until it was nearly completed. The rails used on the
southern end of the break had to be taken up and brought from the
railroads south of Atlanta, and those for the northern end were
mostly brought from Nashville, nearly 200 miles distant.
Notwithstanding all these disadvantages under which we had to labor,
this twenty-five miles of the track was laid and the trains were
running over it in seven and a half days from the time work was
commenced. When Sherman cut loose from his railroad line of supply
in November, 1864, and commenced his march to the sea, he very
effectively destroyed the road between the Etowah and Atlanta, and
by his order we took up the track between Resaca and Dalton, sixteen
miles, and brought the iron to Chattanooga. ***** |
The following is a statement
of track laid: |
Main track laid -- |
Miles |
In opening the road |
18 3/4 |
After numerous small raids |
10 |
After Hood's great raid |
35 1/2 |
In 1865, by General Thomas' order
{after the war} |
66 1/2 |
Total |
130 1/4 |
|
|
Sidings |
Location |
Length |
|
Location |
Length |
|
Feet |
|
|
Feet |
Chattanooga |
15,940 |
|
Acworth |
1,900 |
Chickamauga |
1,200 |
|
Big Shanty |
1,305 |
Graysville |
1,420 |
|
Marietta |
3,450 |
Ringgold |
2,000 |
|
Ruff's |
1,040 |
Dalton |
4,550 |
|
Vining's |
1,540 |
Steedman |
1,360 |
|
Chattahoochee |
1,250 |
Tilton |
700 |
|
Atlanta |
15,670 |
Summit |
1,255 |
|
Total |
56,270 |
Etowah |
360 |
|
|
|
Sherman |
1,490 |
|
|
|
|
Or 10 3/4 miles. |
|
Miles |
Main track |
130 3/4 |
Sidings |
10 3/4 |
Total track laid |
141 1/2 |
|
|
Bridges |
Name |
Height |
Number of spans |
Length |
Remarks |
Rebuilt |
|
Feet |
|
Feet |
|
Feet |
Chickamauga, No. 1 |
37 |
2 |
201 |
Rebuilt twice |
402 |
Chickamauga, No. 2 |
16 |
1 |
80 |
" |
160 |
Chickamauga, No. 3 |
28 |
2 |
221 |
" |
442 |
Chickamauga, No. 4 |
22 |
2 |
223 |
" |
446 |
Chickamauga, No. 5 |
16 |
1 |
42 |
|
|
Chickamauga, No. 6 |
19 |
1 |
27 |
|
|
Chickamauga, No. 7 |
18 |
2 |
256 |
Rebuilt twice |
512 |
Chickamauga, No. 8 |
25 |
2 |
265 |
" |
530 |
Chickamauga, No. 9 |
18 |
2 |
148 |
" |
296 |
Chickamauga, No. 10 |
16 |
1 |
136 |
" |
272 |
Chickamauga, No. 11 |
18 |
1 |
141 |
|
|
Chickamauga, No. 12 |
19 |
1 |
124 |
|
|
Chickamauga, No. 13 |
12 |
1 |
125 |
|
|
Chickamauga, No. 14 |
13 |
1 |
124 |
|
|
Buzzard Roost |
15 |
1 |
87 |
Rebuilt |
87 |
Old Brewery |
15 |
1 |
40 |
" |
40 |
Tilton |
20 |
1 |
100 |
Rebuilt twice |
200 |
Resaca |
35 |
7 |
842 |
" |
1,684 |
Etowah |
67 |
5 |
598 |
" |
1,196 |
Allatoona Creek |
18 |
1 |
163 |
" |
325 |
Near Vining's |
35 |
1 |
400 |
Rebuilt |
400 |
Chattahoochee |
92 |
6 |
780 |
Rebuilt twice |
1,560 |
Total |
|
|
5,123 |
|
8,553 |
|
Total bridging by the Government 13,676,
or 2 miles 3,116 feet. |
|
Water Stations |
Where built |
Number of tanks |
|
Where built |
Number of tanks |
Chattanooga |
1 |
|
Graysville |
2 |
Chickamauga Creek, No. 2 |
2 |
|
Old Brewery |
2 |
Greenwood |
2 |
|
Resaca |
1 |
Tilton |
2 |
|
Rogers' |
1 |
Kingston |
2 |
|
Moon Station |
1 |
Allatoona |
1 |
|
Atlanta |
1 |
Kinesaw |
1 |
|
Total |
20 |
Tunnel |
1 |
|
|
|
|
***** |
|
The Nashville and Clarkesville Railroad |
Extends from Nashville to
Clarksville, and is sixty-one miles long. It is composed of three
links: First, the Louisville & Nashville Railroad from Nashville
to Edgefield Junction, ten miles; second, the Edgefield &
Kentucky Railroad to the State line, thirty-seven miles; and third,
the Memphis, Clarksville Louisville Railroad to Paris,
fourteen miles. On the 4th of August, 1864, I received General
Sherman's order directing this road to be opened so as to provide
another avenue of supply to the depot at Nashville. Having made the
necessary arrangements for carrying on the work at the front during
my absence, I took the First Division of the Construction Corps,
under L. H. Eicholtz, division engineer, and proceeded to
Springfield, where we arrived on the 11th of August. I found the
road had been repaired and put it running order from Edgefield
Junction to this station by Capt. C. H. Irvin, assistant
quartermaster, who was using it to haul lumber from his numerous
saw-mills to Nashville. The portion from State line to Clarksville
was in running order and being operated by the Louisville &
Nashville Railroad Company. Putting the construction force to work
at once, I made an examination of the line between Springfield and
State line and found the work to be done consisted principally of
bridging; the track had not been much damaged. Some of the cuts were
so filled up that it required the removal of a good deal of material
to clear the track. The bridges destroyed were of considerable
magnitude and all the timber for their reconstruction had to be cut
and prepared. The work was completed and the road opened through to
Clarksville on the 16th of September. The construction force
remained on the road until October 16, employed in getting out
bridge timber and cross-ties, and grading and laying a track with
sidings 6,765 feet long from main line to the levee at Clarksville.
On the 25th of October I appointed W. R. Kingsley, division
engineer, engineer of construction and repairs, and he continued to
occupy this position while we held and operated the road. The
cross-ties were badly decayed in places and many had to be taken out
and replaced with new ones. On the 4th of March a freshet carried
away the Red River bridge and it was rebuilt by the 25th of same
month. Another freshet on the 7th of April again carried away this
bridge and it was not rebuilt. Still another freshet occurred on the
20th of May, destroyed the Sulphur Fork bridge and doing much
additional damage to the road, all of which, however, was quickly
repaired. The following tabular statement shows the amount of
bridging and trestle-work on this road: |
Name |
Height |
Length |
Remarks |
|
Feet |
Feet |
|
Springfield |
44 |
410 |
|
Sulphur Fork |
60 |
433 |
Partially destroyed and rebuilt, 150 feet |
Spring Creek |
60 |
560 |
|
Red River |
85 |
680 |
Partially destroyed and rebuilt, 300 feet |
Clarksville extension |
6-20 |
900 |
|
Total |
|
2,983 |
|
|
Add to this the amount
rebuilt, 450 feet, and we have a total of 3,433 feet bridging and
trestle on this road built by the Government. The lumber consumed in
these structures amounted to 890,000 feet, B. M. |
|
Track laid |
|
Feet, linear |
On Edgefield & Kentucky Railroad |
2,484 |
On Clarksville extension |
6,055 |
On side-tracks, Clarksville extension |
700 |
|
9,249 |
Or 1 mile 3,969 feet. |
|
|
|
Cross-ties |
About 15,000 cross-ties were
cut by the Construction Corps on the line of this road. |
***** |
The Knoxville and Bristol |
Or East Tennessee &
Virginia Railroad extends from Knoxville to Bristol, 130 miles, with
a branch twelve miles long to Rogersville. This road was open during
the greater part of 1864 between Knoxville and Strawberry Plains and
at one time as far as Bull's Gap. On the 12 of March, 1865, orders
were received from General Thomas to open this road to Bull's Gap
"and put it in condition to sustain as heavy a business as was
done on the Chattanooga and Atlanta line in the summer of
1864." The force sent to do this work reached Strawberry Plains
on the 13th of March, and the road was opened to Bull's Gap on the
25th of same month. Orders were then received from General Thomas to
continue the work and open the road to Carter's Station, 110 miles
from Knoxville. This point was reached on the 29th of April. |
|
Track |
Extensive repairs were
required over the whole distance and 12 1/2 miles of main track and
5,755 feet of sidings were built. |
Total track laid, 13 miles
3,115 feet. |
|
Bridges |
Location |
Height |
Length |
Location |
Height |
Length |
|
Feet |
Feet |
|
Feet |
Feet |
Flat Creek |
|
|
Swan Pond |
25 |
1,393 |
Strawberry Plains |
|
|
Chucky Creek, No. 1 |
25 |
140 |
|
10 |
30 |
Chucky Creek, No. 2 |
20 |
100 |
|
12 |
30 |
Chucky Creek, No. 3 |
28 |
180 |
Mossy Creek |
25 |
151 |
Road Crossing |
16 |
75 |
Morristown |
|
24 |
Culvert |
|
30 |
|
|
24 |
|
|
150 |
|
|
24 |
Henderson |
25 |
245 |
Russellville |
22 |
150 |
|
35 |
137 |
Three miles beyond |
|
40 |
|
|
20 |
" |
|
22 |
Limestone Creek |
25 |
235 |
Bull's Gap |
28 |
66 |
Total built by Government |
|
4,168 |
Lick Creek |
26 |
875 |
|
|
|
|
|
24 |
|
|
|
|
|
Water stations |
Where built |
Number of tanks |
Friend's Station |
2 |
Bull's Gap |
2 |
Morristown |
2 |
Chucky Creek |
2 |
Total |
8 |
|
***** |
|
The western end of the
Memphis & Charleston Railroad was opened for a longer or shorter
distance at various times during 1864 and 1865. Pocahontas Station,
seventy-five miles from Memphis, was the farthest point east that
was reached at any time. Forty-eight miles of the Mississippi
Central Railroad from Grand Junction to Tallahatchie River was
opened and used for a short time; but it was operated in connection
with the Memphis & Charleston road, and the following statements
of cost furnished by the general superintendent, Mr. A. F. Goodhue,
includes both roads. But a small portion of the amount is properly
chargeable to the Mississippi Central road: |
***** |
|
The Mobile & Ohio
Railroad was opened at the beginning of 1864 to Union City, but was
abandoned about the 1st of May. It was reopened to Crockett, about
thirty-five miles from Columbus, Ky., in May, 1865. |
***** |
|
The Atlanta and Macon
Railroad {Macon & Western RR} from
Atlanta to Rough and Ready, eleven miles, was opened for a short
time while we held Atlanta. The greater part of this iron was taken
up and used for relaying the track destroyed by General Good on the
Chattanooga and Atlanta Railroad in October, 1864. |
***** |
|
North Carolina |
On the 28th of December,
1864, while engaged in repairing [the Nashville] & Decatur
Railroad, after the defeat of Hood's army at Nashville, I received
your order to take one division of the Construction Corps and
proceed to Savannah, Ga., to join General Sherman. The division
selected for this purpose, together with a force of transportation
men, left Nashville for Baltimore on the 4th of January, 1865, fully
equipped for any kind of railroad work. They arrived in Baltimore on
the 10th, but were detained there eight days, until a vessel could
be furnished to take them to their destination. On the 28th they
arrived at Hilton Head, but were not disembarked there because
General Sherman's plans did not require the reconstruction of any of
the railroads leading out of Savannah. On the 29th General Sherman
gave me orders to proceed with my men to Morehead City, N. C., and
"prepare to make railroad connection to Goldsborough by the
middle of March." We left Hilton Head on the 3d and arrived off
Morehead City on the 5th of February. the men and supplies were
landed next day. |
The Atlantic & North
Carolina Railroad extends from Morehead City to Goldsborough and is
ninety-five miles long. We found this road in running order to
Batchelder's Creek, forty-four miles from Morehead City, and being
operated by the Quartermaster's Department. As soon as the transfer
could be made I took charge of it, and proceeded to put the main
track in good repair, extend the sidings, build new water stations,
and otherewise prepare for the heavy business which was expected to
be done on the road. I appointed J. B. Van Dyne superintendent of
transportation and William Cessford master mechanic; E. C. Smeed,
division engineer, in charge of the Construction Corps. A small
force of the Construction Corps from Virginia, under Mr. McAlpine,
were at work on the road when we arrived. They had been sent there
by order of General Grant, but considering himself relieved by our
arrival, Mr. McAlpine at once returned with his men to Virginia.
While here they repaired a few hundred yards of track and almost
completed the bridge over Batchelder's Creek. With the exception of
some little railroad iron and a few cross-ties, which Mr. McAlpine
had brought with him, we found the road almost destitute of
materials necessary for the construction and repairs and for
operating it. Accordingly requisitions for the necessary amount of
these supplies, together with the probable amount of rolling-stock
that would be required, were at once sent to your office at
Washington. Although the railroad department was ready in one week
from the time we landed to extend the road from Batchelder's Creek,
the advance toward Goldsborough was not commenced until the 3d of
March, after General Cox arrived and took command of the column to
move from New Berne. The time was profitably employed, however, in
the interim by the Construction Corps in getting out cross-ties and
bridge timber and cutting wood. From a short distance beyond
Batchelder's Creek to Kinston the track had been taken up and most
of the rails removed and all the bridges and water stations
destroyed. The construction of the railroad kept pace with the
advance of the troops, and the supplies were moved by rail from camp
to camp each day and unloaded from the main track. This mode of
advance and movement of supplies was continued until we reached a
point on the railroad opposite and near the battle-field of Wise's
Cross-Roads. Here we made a temporary depot which was used until we
reached Neuse River on the 20th of March. The depot was then
transferred to that point, from which General Schofield drew the
necessary supplies for his army previous to his advance on
Goldsborough. The Neuse River bridge was finished on the 23d, and
pushing forward both night and day with the work beyond, we reached
Goldsborough with the construction train late in the night of the
24th, but in consequence of having to repair a piece of track at the
edge of town we did not reach the depot until 3 a. m. on the 25th.
General Sherman's army had all reached the place of meeting on the
previous day. |
The amount of track laid on
this road is as follows: |
|
Feet |
Feet |
Side-track on crib-work |
1,000 |
|
Side-track on new wharf |
700 |
|
Side-track to commissary store-house |
500 |
|
Total sidings at Morehead City |
|
2,200 |
Siding at Carolina City |
|
1,200 |
Siding at Wheeler's Station |
|
500 |
Siding at Havelock Station |
|
1,500 |
Siding at quartermaster's wood yard |
|
5,280 |
Siding for crippled cars |
500 |
|
Siding to carpenter shop |
1,000 |
|
Total sidings at New Berne |
|
1,300 |
Siding at Batchelder's Creek |
|
1,500 |
Siding at Tuscarora |
|
1,200 |
Siding at Core Creek |
|
1.200 |
Siding at Dover Station |
|
1,200 |
Siding at Neuse River |
|
1,100 |
Siding at Goldsborough |
|
2,000 |
Main line between Batcheleder's Creek and
Goldsborough, 17 miles and |
|
2,300 |
Main line over bridges |
|
1,288 |
Total, 21 miles |
|
2,448 |
|
To this amount must be added
one mile wide-gauge track for reception of five-feet gauge
rolling-stock, which was not landed, making total 22 miles 2,448
feet, for which the Government furnished all the rails, chairs, and
spikes, and also all the cross-ties, amounting to 111,100. |
|
Bridges |
The following tabular
statement shows the dimensions and amount of material in the bridges
built on this line: |
Name |
Number of spans |
Height |
Length |
Amount of timber |
|
|
Feet |
Feet |
Feet, B. M. |
Batchelder's Creek |
1 |
17 |
70 |
10,500 |
Core Creek |
1 |
17 |
100 |
15,000 |
Southwest Creek |
1 |
18 |
85 |
12,750 |
Neuse River, No. 1 |
7 |
28 |
863 |
146,710 |
Falling Water Creek |
1 |
20 |
70 |
10,500 |
Bear Creek |
1 |
21 |
160 |
15,000 |
Total |
|
|
1,288 |
210,460 |
|
Water stations were built at
Havelock Station, Batchelder's Creek, Core Creek, Southwest Creek,
Kinston Station, Moseley Hall Station, and Goldsborough. |
***** |
|
Wilmington & Weldon Railroad |
Immediately upon our arrival
at Goldsborough the construction force was put to work on this road
so as to open communication with Wilmington, eighty-five miles
distant from Goldsborough. This was accomplished on the 4th of
April, and trains commenced running through on the same day. The
portion of this road north of Goldsborough was not used for military
purposes. |
|
Track |
But a small amount of track
other than that on the bridges which had been burned was destroyed. |
|
Feet |
Main track relaid |
1,400 |
Side-track at Northeast |
1,000 |
Total track laid |
2,400 |
|
The following tabular
statement shows the dimensions and the amount of material in the
bridges built on this line: |
Name |
Number of spans |
Height |
Length |
Amount of lumber |
|
|
Feet |
Feet |
Feet, B. M. |
Neuse River, No. 3 |
2 |
40 |
235 |
39,950 |
Northeast River |
3 |
60 |
372 |
111,600 |
Smith's Creek |
2 |
30 |
272 |
46,240 |
Total |
|
|
879 |
197,790 |
|
***** |
|
North Carolina Railroad |
This road extends from
Goldsborough to Charlotte, but we took possession of and used it
only as far as Hillsborough, eighty-eight miles from Goldsborough.
On the 10th of April General Sherman commenced his march on Raleigh,
and on the same day we commenced the work of reconstruction on the
railroad. We found the two principal bridges east of Raleigh
destroyed and about eight miles of main track torn up, and ties
burned, and rails bent in the usual manner. But in addition the
enemy had filled up some of the principal cuts with earth, rocks,
logs, and brush, hoping thus to prevent the work of reconstruction,
or at least retard it so as to interfere with Sherman's plan of
pursuit. But their efforts were unsuccessful, for on the 19th the
work of reconstruction was completed and we ran into Raleigh on the
evening of that day with the construction train, closely followed by
two trains loaded with supplies for the army. During the
negotiations for Johnston's surrender we ran trains to Durham's
Station, and after the surrender we built Flat Creek bridge, ten
miles beyond, thus opening the road to Hillsborough, to which point
it was used during the time required to parole Johnston's army. The
principal business done over it during this time was carrying
subsistence stores to the enemy who had just surrendered. |
|
Track |
The track laid is as
follows: |
|
Feet |
Main track |
37,960 |
Side-track at seventh mile post |
200 |
Side-track at Boon Hill |
1,500 |
Main track over bridges |
564 |
Total |
40,224 |
|
Or 7 miles 3,264 feet. |
|
Bridges |
The following tabular
statement shows the dimensions and the amount of material in the
bridges on this line: |
Name |
Number of spans |
Height |
Length |
Amount of lumber |
|
|
Feet |
Feet |
Feet, B. M. |
Little River |
1 |
31 |
150 |
25,500 |
Neuse River, No. 2 |
2 |
38 |
314 |
62,800 |
Flat Creek |
1 |
28 |
100 |
10,000 |
Total |
|
|
564 |
98,300 |
|
|
Water stations |
Were built at Little River
and at Smithfield Station. ***** |
|
Raleigh & Gaston Railroad |
This road extends from
Raleigh to Gaston, but only twenty-five miles of it, the portion
from Raleigh to Cedar Creek, was in our possession and this but for
a short time. By General Sherman's order I made an arrangement with
Doctor Hawkins, the president of the road, for the use of four
locomotives and forty cars for Government service as long as they
might be required, and in consideration for this loan we built the
Cedar Creek bridge. Johnston's surrender and the arrival of more
rolling-stock from the North made it unnecessary for us to call on
this company for the fulfillment of their part of the contract. |
|
Track |
|
Feet |
Main track laid (on Cedar Creek bridge) |
600 |
Side-track (at Cedar Creek bridge) |
200 |
Total |
800 |
|
Cedar Creek bridge was in
four spans, 74 feet high. Total length 532 feet, and contained
319,200 feet, B. M., of timber. ***** |
|
I have the honor to be, very
respectfully, your obedient servant, |
W. W. Wright |
Chief Engineer Military Railroads United
States |
|