hide Sorting

You can sort these results in two ways:

By entity
Chronological order for dates, alphabetical order for places and people.
By position (current method)
As the entities appear in the document.

You are currently sorting in ascending order. Sort in descending order.

hide Most Frequent Entities

The entities that appear most frequently in this document are shown below.

Entity Max. Freq Min. Freq
Washington (United States) 172 0 Browse Search
Grant 96 20 Browse Search
United States (United States) 92 0 Browse Search
Stephen D. Lee 85 1 Browse Search
George B. McClellan 78 0 Browse Search
Yorktown (Virginia, United States) 72 0 Browse Search
Sherman 66 6 Browse Search
John Pope 63 1 Browse Search
Herman Haupt 58 2 Browse Search
Richmond (Virginia, United States) 53 3 Browse Search
View all entities in this document...

Browsing named entities in a specific section of The Photographic History of The Civil War: in ten volumes, Thousands of Scenes Photographed 1861-65, with Text by many Special Authorities, Volume 5: Forts and Artillery. (ed. Francis Trevelyan Miller). Search the whole document.

Found 515 total hits in 116 results.

1 2 3 4 5 6 ...
Louisville (Kentucky, United States) (search for this): chapter 14
eenforced with trusses. These standard size trusses and other parts of bridges were carefully made by the skilled engineers of the construction corps, and tested under weights greater than any they would conceivably be called upon to bear. These parts were kept constantly on hand so that repairs could be rushed at short notice. The Bridge over Bull Run near Union Mills that was destroyed seven times Reenforced with trusses-transformed into a standard bridge 473 miles of road from Louisville, through Nashville and Chattanooga, to Atlanta, 288 miles of which were constantly subject to raids from the foe — the portion from Nashville to Atlanta; that this single-stem road supplied one hundred thousand men and thirty-five thousand animals for one hundred and ninety-six days; and that to have delivered as much food by wagon would have been entirely impossible, since even to have hauled as much a short distance would have taken thirty-six thousand eight hundred six-mule wagons, and,
Macon (Georgia, United States) (search for this): chapter 14
a, he destroyed the railroad in his rear, blew up the railroad buildings in the city, sent back his surplus stores and all the railroad machinery that had been accumulated by his army, and, as far as possible, left the country barren to the Confederates. The stores and railroad stock were safely withdrawn to Nashville, and after the dispersion of Hood's army the construction corps again took the field, reconstructed the road to Chattanooga, then to Atlanta, and later extended it to Decatur, Macon, and Augusta. At one time, just prior to the close of the war, there were 1,769 miles of military railroads under the direction of General McCallum, general manager of the military railroads of the United States. These roads required about three hundred and sixty-five engines and forty-two hundred cars. In April, 1865, over twenty-three thousand five hundred men were employed. The results of the work of the corps were recognized throughout the world as remarkable triumphs of military a
Cedar Mountain (Virginia, United States) (search for this): chapter 14
all such matters should be run by the Quartermaster's Department. Consequently, Colonel Haupt went to Washington, reported the state of affairs to an assistant secretary of war, and proceeded to his home in Massachusetts. The understanding was that he was to return if needed. Soon after his arrival home he received from the War Department the following telegram, Come back immediately; cannot get along without you; not a wheel moving on any of the roads. He reported to General Pope at Cedar Mountain, and received orders to dictate such directions as he deemed necessary to the chief of staff. Orders were thereupon issued, placing Haupt in entire charge of all transportation by railroad within the lines of operation of Pope's army. This was August 18th. On August 19th, the Secretary of War confirmed the order issued by General Pope on the previous day. During the retreat of General Pope, the railroads under Lifting the 59,000-pound engine Vibbard from the draw of long Bridge
Front Royal (Virginia, United States) (search for this): chapter 14
Testing a shad-belly bridge Trial of a shad-belly bridge: bridges while you wait, by the construction corps enable McDowell's forces to reach the Valley, at Front Royal, in time, if possible, to get in rear of the Confederates. McDowell was then in command of the Department of the Rappahannock, and Haupt was his chief of const, to get some kind of service, the use of the telegraph had again to be abandoned, and even a schedule was dispensed with. Trains received orders to proceed to Front Royal with all speed consistent with safety, returning trains to give the right of way, and all trains to send flagmen in advance. These flagmen were relieved as soo success was obtained. McDowell's orders had been to intercept Jackson; he had personally hurried through Manassas Gap with the troops in advance, and was at Front Royal when, on May 31st, an engineer officer reported to him that there was a bad break in the railroad just west of the summit of the gap, with the track torn up and
Jackson (Tennessee, United States) (search for this): chapter 14
ains, and had been compelled, after waiting for hours, to leave without an answer, the telegraph line being in use for military messages. As a further evidence of the unreliability of the telegraph Guarding the O. & A. near Union mills Jackson's raid around Pope's army on Bristoe and Manassas stations in August, 1862, taught the Federal generals that both railroad and base of supplies must be guarded. Pope's army was out of subsistence and forage, and the single-track railroad was inadequate. Debris from Jackson's raid on the Orange and Alexandria railroad This scrap-heap at Alexandria was composed of the remains of cars and engines destroyed by Jackson at Bristoe and Manassas stations. The Confederate leader marched fifty miles in thirty-six hours through Thoroughfare Gap, which Pope had neglected to guard. for railroad use, Colonel Haupt stated that, even if a wire and operators were provided for the exclusive use of the road, the line would be so liable to dera
Washington (United States) (search for this): chapter 14
chusetts, which he carried to successful completion. In April, 1862, Secretary of War Edwin M. Stanton summoned him to Washington and put him in charge of rescuing the railways and transportation service from the chaos into which they had fallen. AApril, 1862, the great war secretary, Edwin M. Stanton, sent an urgent telegram to Mr. Haupt, requesting him to come to Washington. Knowing that Congress would probably exercise a certain amount of supervision over his work if he entered the Governmdance of the corps, and on June 20th, Haupt, believing that he had accomplished the purpose for which he was brought to Washington by the Secretary of War, sent in a letter of resignation, stating that the communications were then all open, the roadspe declared that all such matters should be run by the Quartermaster's Department. Consequently, Colonel Haupt went to Washington, reported the state of affairs to an assistant secretary of war, and proceeded to his home in Massachusetts. The under
Potomac Creek (Virginia, United States) (search for this): chapter 14
at Lincoln called the Beanpole and cornstalk bridge, built over Potomac creek The Fourth bridge, built over Potomac creek, built in 1864. Potomac creek, built in 1864. The Third bridge, built over Potomac creek, photographed April 12, 1863 With miles of black and yellow mud between them and the base Potomac creek, photographed April 12, 1863 With miles of black and yellow mud between them and the base of supplies, and a short day's ration of bacon and hardtack in their haversacks, the hearts of the weary soldiers were gladdened many times b The next and most serious obstruction was the deep crossing of Potomac Creek. Here was built what is known as a deck bridge, of crib and trs ever rested upon. That man, Haupt, has built a bridge across Potomac Creek, about four hundred feet long and nearly a hundred feet high, oburg was constructed next in about the same time as that across Potomac Creek, and was six hundred feet long and forty-three feet above the wagainst the burning of the bean-pole and corn-stalk bridge over Potomac Creek; that this work was a piece of vandalism on the part of Federal
Long Bridge (Pennsylvania, United States) (search for this): chapter 14
pt in entire charge of all transportation by railroad within the lines of operation of Pope's army. This was August 18th. On August 19th, the Secretary of War confirmed the order issued by General Pope on the previous day. During the retreat of General Pope, the railroads under Lifting the 59,000-pound engine Vibbard from the draw of long Bridge This scene of March, 1864, suggests some of the difficulties which confronted the superintendent of military railroads during the war. Long Bridge, from the railroad-man's viewpoint, was not a very substantial structure. J. J. Moore, chief engineer and general superintendent of military railroads of Virginia, reported to Brigadier-General D. C. McCallum, under the date of July 1, 1865, that he experienced great difficulty in keeping it secure for the passage of trains. On August 22, 1864, the draw at the south end of the bridge was nearly destroyed by a tug, with a schooner in tow, running into it, and February 18, 1865, an engine
Pennsylvania (Pennsylvania, United States) (search for this): chapter 14
secret of his success — no detail was too small for him to inspect. He was a graduate of the United States Military Academy in the class of 1835. He resigned his commission soon after graduation, and entered the railroad service in the State of Pennsylvania. His especial forte, was bridge-building. In 1846 he became identified with the Pennsylvania Railroad, and in 1865 he became interested in the Hoosac Tunnel project in Massachusetts, which he carried to successful completion. In April,ade. The crucial period of the war came at Gettysburg. The construction corps, under the personal direction of General Haupt, rendered invaluable service. Haupt had made Gettysburg his home for part of the time he was a resident of the State of Pennsylvania, and knew every road in the vicinity. He gave great assistance in divining Lee's direction of march, and by the great exertions of the corps the railroad communications were kept open, the wounded handled with celerity, and after the bat
Tennessee (Tennessee, United States) (search for this): chapter 14
s at last up to the front, and that in a short time they would have full rations and mail from home. The armies that operated in Virginia and in Georgia greeted, very often, the whistle of the engine with shouts of joy. They knew the construction corps was doing its duty, and here was the evidence. In the strict sense of the term, there were but few military railroads in the United States during the Civil War, and these few existed only in portions of the theater of war in Virginia, in Tennessee, and in Georgia. Roads owned by private corporations were seized, from time to time, and operated by the Governments of both sides as military necessities dictated, but, technically, these were not military roads, although for the intents and purposes to which they were all devoted, there should be no distinction drawn. The operation of a railroad under Government military supervision, while retaining its working personnel, made of it a military road in every sense. Great railroad dev
1 2 3 4 5 6 ...