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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.

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Gettysburg (Pennsylvania, United States) (search for this): chapter 14
bama The structure that stayed-three times had the Confederates destroyed the bridge at this point-bridgeport, Alabama previously felt elsewhere. On June 28, 1863, Hooker was relieved by General Meade. 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. 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 battle there was a sufficient supply on hand of nearly all kinds of provisions. On September 14, 1863, General Haupt was relieved from further duty in the War Department, and turned over his work to Colonel D. C. McCallum, who was appointed superintendent of military railroads. The efficient operat
Edgefield (Tennessee, United States) (search for this): chapter 14
d to be given them. General Sherman, in his memoirs, notes that his base of supplies during the campaign of 1864 was Nashville, supplied by railroads and the Cumberland River, thence by rail to Chattanooga, a secondary base, and by a single-tracked 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 NashviNashville 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 has 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 The stores and railroad stock were safely withdrawn to Nashville, and after the dispersion of Hood's army the construction corps again took the field, reconstructed the road to Chattan
Piedmont, Va. (Virginia, United States) (search for this): chapter 14
ading a bridge to test it 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 construction and transportation. The road to be repaired was the Manassas Gap Railroad. It was promptly put in order from Rectortown to Piedmont, but the equipment was insufficient to enable it to sustain the amount of work suddenly thrown upon it. Besides, the operation of military railroads was not understood, and the difficulties were constantly increased by military interference with the running of trains and by the neglect and, at times, absolute refusal of subordinates in the supply departments to unload and return cars. The telegraph was, at this period, so uncertain an instrument that it was considered impracticable to rely
Bridgeport, Ala. (Alabama, United States) (search for this): chapter 14
iron for the destruction of rails was perfected. The battle of Chancellorsville was fought; Hooker was repulsed, and the same annoyances of guerrilla raids were experienced on the Orange and Alexandria road as had been Bridge at Bridgeport, Alabama. This bridge of 1864 over the Tennessee, on the Nashville and Chattanooga Railroad at Bridgeport, Alabama, was the fourth in succession. Three previous bridges had been destroyed by the Confederates. But the United States Military RaiBridgeport, Alabama, was the fourth in succession. Three previous bridges had been destroyed by the Confederates. But the United States Military Railroad Construction Corps, then under the command of Colonel D. C. McCallum, seemed like the mythical giant Antaeus to rise twice as strong after each upset. So it was only for a short time that supplies were kept out of Chattanooga. So confident did Sherman become during his great Atlanta campaign of their ability to accomplish wonders, that he frequently based his plans upon the rapidity of their railroad work. They never failed him. Colonel W. W. Wright directed the transportation, and Gen
Cumberland (Maryland, United States) (search for this): chapter 14
m the vicinity of Manassas, the corps promptly began repairing road-beds, tracks, and bridges. Pope's army was soon resupplied and the intense feeling of apprehension allayed. In the latter part of 1862, W. W. Wright, an assistant in the work of the corps, was placed in charge of the Cumberland Valley Railroad, which was wholly under military supervision. Later in the war, Wright was in charge of Sherman's railroads during the great Atlanta campaign in 1864. For his guidance with the Cumberland road the instructions were: First, not to allow supplies to be forwarded to the advanced terminus until they were actually required; second, only such quantities were to be forwarded as could be promptly removed; third, cars must be promptly unloaded and returned; fourth, to permit no delay of trains beyond the time of starting, but to furnish extras when necessary. When Burnside's corps evacuated Fredericksburg upon the withdrawal of the Federal forces from the Rappahannock line before
Bull Run, Va. (Virginia, United States) (search for this): chapter 14
s were destroyed and reconstructed (that over Bull Run for the seventh time), trains troubled by marhe military railroad--1863: the scene is near Bull Run--General Haupt stands at the right — the engire the freshet of April, 1863 the bridge over Bull Run that kept the construction corps busy The its training at this point. The bridge over Bull Run near Union Mills was one of the most frequentUnion Mills was one of the most frequently reconstructed of the war. This photograph, taken from upstream, shows its appearance before it wtruction corps to the rescue The track over Bull Run clear again — Constuction corps at work . The parts of this railroad-crossing over Bull Run near Union Mills, were of the standard size fUnion Mills, were of the standard size found most suitable for emergencies. This was fortunate, because the bridge was destroyed seven tim rushed at short notice. The Bridge over Bull Run near Union Mills that was destroyed seven timUnion Mills that was destroyed seven times Reenforced with trusses-transformed into a standard bridge 473 miles of road from Louisville,
W. W. Wright (search for this): chapter 14
on resupplied and the intense feeling of apprehension allayed. In the latter part of 1862, W. W. Wright, an assistant in the work of the corps, was placed in charge of the Cumberland Valley Railroad, which was wholly under military supervision. Later in the war, Wright was in charge of Sherman's railroads during the great Atlanta campaign in 1864. For his guidance with the Cumberland road the condition for the campaign which ended so disastrously to the Federals at Fredericksburg. W. W. Wright was instructed, on December 11, 1862, to prepare for the construction of a bridge over the Raquently based his plans upon the rapidity of their railroad work. They never failed him. Colonel W. W. Wright directed the transportation, and General Adna Anderson directed repairs to the road, inclaks by raiding parties, will always remain a bright page in the history of the Civil War. Colonel W. W. Wright directed the transportation and remained most of the time with Sherman; General Adna Ande
Hood (search for this): chapter 14
t the Atlanta campaign would have been an impossibility without the railroads. When Sherman evacuated Atlanta, preparatory to his march to the sea, 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 thous
Dix (search for this): chapter 14
received the enthusiastic praise of General Grant. Engines for the military railroad at City Point had to be transported by water. In the lower photograph the General Dix is seen being landed at City Point. This engine weighed 59,000 pounds and cost $9,500. It was credited with a record of 16,776 miles at the comparatively low c it is the tender piled up with the wood which was used for fuel in those days. This is what necessitated the gigantic stacks of the wood-burning engines. The General Dix has evidently been put into perfect condition for its trips over the uneven track of the railway from City Point to the army lines at Petersburg. Major-General D. C. McCallum Landing the military engine General Dix at city Point, 1864-5 service, and staff horses; sixth, infantry regiments that had not seen service; and the following were ordinarily refused transportation, although the positive rule was laid down that nothing necessary for military service was to be refused transpo
J. J. Moore (search for this): chapter 14
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 broke through the south span of the bridge, the entire span being wrecked. The rescue
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