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Robert Underwood Johnson, Clarence Clough Buell, Battles and Leaders of the Civil War: Volume 2., chapter 8.58 (search)
newall Jackson's movement on Manassas Junction was plainly seen and promptly reported, and I notified General Halleck of it. He informed me on the 23d of August that heavy reinforcements would begin to arrive at Warrenton Junction on the next day (24th), and as my orders still held me to the Rappahannock I naturally supposed that these troops would be hurried forward to me with all speed. Franklin's corps especially, I asked, should be sent rapidly to Gainesville. I also telegraphed Colonel Herman Haupt, chief of railway transportation, to direct one of the strongest divisions coming forward, and to be at Warrenton Junction on the 24th, to be put in the works at Manassas Junction. A cavalry force had been sent forward to observe the Thoroughfare Gap early on the morning of the 26th, but nothing was heard from it. General Pope's orders of the 25th disposed his troops on the line of the Rappahannock, from Waterloo to Kelly's Ford, as for an advance toward the Rapidan. Reno was ord
us Washington Artillery which had so long guarded the Heights, and inflicting slaughter upon the assaulting columns. If Sedgwick had had cavalry he could have crushed the divided forces of Early and cleared the way for a rapid advance to attack Lee's rear. In the picture we see Confederate caisson wagons and horses destroyed by a lucky shot from the Second Massachusetts' siege-gun battery planted across the river at Falmouth to support Sedgwick's assault. Surveying the scene stands General Herman Haupt, Chief of the Bureau of Military Railways, the man leaning against the stump. By him is W. W. Wright, Superintendent of the Military Railroad. The photograph was taken on May 3d, after the battle. The Federals held Marye's Heights until driven off by fresh forces which Lee had detached from his main army at Chancellorsville and sent against Sedgwick on the afternoon of the 4th. Over the ruined town: Federal battery before Fredericksburg, May 3, 1863 Here stand the Federal ca
indeed, exceeding that of any subsequent work. Of course, these three points were intended to be only footholds for further development of the works, and were, themselves, badly located for isolated defense. Fort Runyon was overlooked by the heights of Arlington, as was Fort Corcoran, though the latter was better situated than the former. Fort Ellsworth was but a weak field-fortification. The main efforts of the officers were to strengthen the Alexandria, Va. When Brigadier-General Herman Haupt was put in charge of all the railroads centering in Washington in 1861 his first care was to safeguard them as far as possible from the destructive Confederate raiders. He built a stockade around the machine shops and yard of the Orange & Alexandria Railroad, with blockhouses at the points most vulnerable to raiders. The citizens of Alexandria, terrified by their exposed position across the Potomac close to the battlefield of Bull Run, entrenched themselves as best they could,
It had been otherwise the year before. General Herman Haupt, then General Superintendent of all the operation, and repair of the railroads General Haupt inspecting the military railroad--1863: th; not a wheel moving on any of the roads. General Haupt returned, and the wheels began to move. On September 14, 1863, D. C. McCallum succeeded Haupt. of the Federal Army of Virginia and the Arm September 9, 1863, largely in the hands of Herman Haupt, who, for a time, also held general superinier-general. The first important work under Haupt's direction was the reconstruction of the raile that human eyes ever rested upon. That man, Haupt, has built a bridge across Potomac Creek, abouand of the Department of the Rappahannock, and Haupt was his chief of construction and transportatiQuartermaster's Department. Consequently, Colonel Haupt went to Washington, reported the state of g railroad wharves and road be reconstructed. Haupt reported that the task was now much more formi[19 more...]
ild, Lucius, Oct. 19, 1865. Farnsworth, E. J., June 29, 1863. Farnsworth, J. F., Nov. 29, 1862. Fry, Speed S., Mar. 21, 1862. Gamble, Wm., Sept. 25, 1865. Garrard, Th. T., Nov. 29, 1862. Gilbert, Chas. C., Sept. 9, 1862. Gorman, W. A., Sept. 7, 1861. Hackleman, P. A., April 28, 1862. Hamilton, A. J., Nov. 14, 1862. Harding, A. C., Mar. 13, 1863. Harker, Chas. G., Sept. 20, 1863. Harland, Edw., Nov. 29, 1862. Harrow, William, Nov. 29, 1862. Hascall, Milo S., April 25, 1862. Haupt, Herman, Sept. 5, 1862. Haynie, I. N., Nov. 29, 1862. Heckman, C. A., Nov. 29, 1862. Hicks, Thos. H., July 22, 1862. Hobson, Edw. H., Nov. 29, 1862. Hovey, A. P., April 28, 1862. Howell, J. B., Sept. 12, 1864. Jackson, C. F., July 17, 1862. Jackson, Jas. S., July 16, 1862. Jamison, C. D., Sept. 3, 1861. Johnson, Andrew, Mar. 4, 1862. Jones, Patrick H., Dec. 6, 1864. Judah, H. M., Mar. 21, 1862. Kaemerling, Guitar, Jan. 5, 1864. Keim, Wm. H., Dec. 20, 1861. Kiernan, James L., Aug.
Harper's Encyclopedia of United States History (ed. Benson Lossing), Bridges. (search)
wo shore-spans of 150 feet each, covered by fixed trusses, and a draw 500 feet in length; can be opened and closed in two minutes; bridge authorized by act of Congress June 16, 1886; completed at a cost of $450,000, June 13, 1888. Wooden bridge, over the Connecticut at Hanover, with a single arch of 236 feet; erected in 1796. Potomac Run Bridge, a famous trestle-work 400 feet long and 80 feet high; built in nine days by soldiers of the Army of the Potomac under the supervision of Gen. Herman Haupt. It contained more than 2,000,000 feet of lumber, chiefly round sticks, fresh cut from the neighboring woods; erected May, 1862. Portage Bridge, over the Genesee River, on the line of the Erie Railroad at Portage, N. Y. An iron truss bridge on iron trestles, built in 1875, to replace the original wooden trestle bridge; completed Aug. 14, 1852, and burned down, May 6, 1875; total length, 800 feet, comprising one span of 180 feet, two of 100 feet, and seven of 50 feet; height, 130 fe
Harper's Encyclopedia of United States History (ed. Benson Lossing), Nicaragua Canal. (search)
t at a cost as yet unestimated. As for the San Francisco embankment line, General Hains regards it as the most dangerous matter in connection with the whole project. General Abbott, who, however, represents a rival project, says that enormous embankments are required in the San Francisco basins. They are sixty-seven in number, and 6 miles in length, and some of them will rise from 60 to 85 feet above soft mud, which must be excavated to a depth of 30 feet to reach a clay foundation. Professor Haupt, a member of the Walker board, says that there are some 8 miles instead of 6 of artificial work along the entire length of the line of the San Francisco Basin. The canal board, at the head of which was Gen. William Ludlow, expressed grave doubts, similar to those expressed by the Walker board, as to the risk and possible trouble that would arise under the Menocal plan. After the canal board, which had neither the time nor the money to make an examination such as was needed, but
George Meade, The Life and Letters of George Gordon Meade, Major-General United States Army (ed. George Gordon Meade), chapter 1 (search)
he institution. At the end of the third year he stood number seventeen in his class of sixty. At the end of the fourth and last year he stood number nineteen in his class, then reduced to fifty-six. He was graduated on the 1st of July, 1835, and assigned as brevet second lieutenant to the Third Regiment of Artillery. Among those of his class who in after years became prominent in military and civil life were George W. Morrell, Henry L. Kendrick, Montgomery Blair, Archibald Campbell, Herman Haupt, Henry M. Naglee, Joseph H. Eaton, Marsena R. Patrick, Thomas B. Arden, and Benjamin S. Roberts. It is customary to allow the class graduating from West Point a leave of absence for three months before the members are obliged to report for duty to the various posts assigned them. Lieutenant Meade, availing himself of this leave, sought and obtained, after a few days spent in Washington with his mother, employment as an assistant on the survey of the Long Island Railroad, and continued
, 264, 288, 328, 342, 349, 353, 354, 356-358, 360, 379, 390, 391, 401, 409, 410, 415-419, 422. Hardie, J. A., II, 1, 2. Harding, Geo., I, 336; II, 165, 167, 171, 176, 178, 183, 184, 187, 208, 220, 253, 266. Harding, Mrs. Geo., II, 266. Hare, George Harrison, I, 69. Harris, Judge, II, 166, 167, 265, 266. Harris, Mrs., II, 144. Harrises, II, 165. Harrow, Wm., II, 87, 89. Hart, Patrick, II, 80. Hartranft, John F., I, 267. Hartsuff, G. L., I, 355; II, 164. Haupt, Herman, I, 12. Hawley, Parson, II, 152. Hays, Alexander, II, 65, 87, 100, 105, 109, 140. Hays, Harry T., II, 50, 51, 92, 93. Hays, Wm., II, 363. Hazlett, Charles E., II, 84, 331, 339. Heckman, Lewis, II, 52. Heintzelman, Samuel P., I, 250, 253, 278, 279, 284, 365. Hemper, Gen., II, 129. Henderson, Governor, I, 105. Henry, Dr., I, 363. Henry, Major, II, 276. Henry, Professor, I, 217. Henry, Wm. S., I, 168. Herberts, I, 9. Herrera, Gen., I, 34. Heth