Engineer Operations Summary

[1SGDan]

This series of posts is intended to provide only a summary of engineer operations during the Civil War. A complete recapitualtion of these activitieswould take several volumes. This product is the result of five years of research and is continually being updated as new information becomes available. I present here by request and with the approval of the moderator. A bibliography of resources used is given here to add credence to the work.


Bibliography

Books
The War of Rebellion: A Compilation of the Official Records of the Union and Confederate Armies
An Illustrated History of the Missouri Engineer and 25th Infantry Regiments, Dr. W. A. Neal
The Engineer Battalion in the Civil War, Gilbert Thompson
First Regiment Engineer Troops – Robert E. Lee’s Engineers, Harry L. Jackson
Building the Victory, Phillip Katcher
My Brave Mechanics – The First Michigan Engineers and their Civil War, Mark Hoffman
History of the Services of the First Regiment Michigan Engineers and Mechanics, during the Civil War 1861-1865, Charles R. Sligh
Diary of a Yankee Engineer – The Civil War Story of John H. Westervelt, Engineer, 1st New York Volunteer Engineer Corps, Edited by Anita Palladino
Bridge Building in Wartime – Colonel Wesley Brainerd’s Memoir of the 50th New York Volunteer Engineers, Edited by Ed Malles
"My Dear Friends at Home…" – The letters and diary of Thomas J. Owens, 50th New York Engineers during the Civil War, edited by Dale E. Floyd
Days Of Glory – The Army of the Cumberland 1861-1865, Larry J. Daniel
Sword of Lincoln – The Army of the Potomac, Jeffery Wert
Nothing but Victory – The Army of Tennessee 1861-1865, Steven Woodworth
Chancellorsville, Stephen W. Sears
To the Gates of Richmond - The Peninsular Campaign, Stephen W. Sears
The Battle of the Wilderness - May 5-6, 1864, Gordon C. Rhea
To the North Anna River - Grant and Lee May 13-25, 1864, Gordon C. Rhea
The Fredericksburg Campaign -Winter War on the Rappahannock, Francis Augustin O'Reilly


Military Studies
Engineer Battlefield Functions at Chancellorsville, Major James R. Weber
Engineer Operations during the Vicksburg Campaign, Major Robert M. Puckett
Study in Operational Level Command, Dr. Curtis S. King, Dr. William G. Robertson, and LTC Steven E. Clay

Military ManualsManual for Engineer Troops, Captain J. C. Duane, 1864


Staff Ride Handbooks
A Staff Ride Handbook for the Battle of Chickamauga, 18-20 September1863, Dr. William G. Robertson, LTC Edward P. Shanahan, LTC John I. Boxberger, and Major George E. Knapp.
Staff Ride Handbook for the Battle of Shiloh, 6-7 April 1862, Dr. Robert S. Cameron
Staff Ride Handbook for the Vicksburg Campaign, December 1862 – July 1863, Dr. Christopher R. Gabel

Articles
The Pioneer Brigade, Geoff Blankenmeyer
Engineering and Command: The Case of General William S. Rosencrans 1862-1863, Philip Shiman
First Michigan Engineers and Mechanics, Rick Reuss, Keith Rocco, and Rob Girardi

Personal Papers
William Franklin Patterson Papers, Library of Congress

Internet Resources
www.usace.army.mil/history
www.dmna.state.ny.us/historic
www.topogs.org
Hundreds of other sites were used to verify details
　

[1SGDan]

[B]In the Beginning
At the outbreak of the Civil War the armies were comprised almost entirely of the three combat arms branches; infantry, cavalry, and artillery. The entire engineer compliment of the United States Army consisted of 43 officers and a single 100 man company of enlisted soldiers stationed at West Point, New York. The officers comprised the Corps of Engineers and the enlisted men provided training support for the cadets at the United States Military Academy when not occupied in construction of the various forts and military installations across the country. On 20 Jan 1861 the company, minus a 16 man detachment in California placing batteries on Alcatraz Island and conducting a survey of the Monterey Peninsular was summoned to Washington “for the purpose of protecting public buildings, stores, and arsenals.” The tense atmosphere in the nation’s capital required adherence to a strict duty roster. Under these guidelines no more than three soldiers were allowed on pass at any one time for no more than an hour. Their duties during this time included serving as the escort for Abraham Lincoln during his inauguration on 4 March 1861.


On 3 April 1861 the company departed Washington by train headed for New York. After a four day stay at Fort Lafayette the company boarded the steamer Atlantic and set sail with "a mounted battery and some infantry" for Santa Rosa Island, Florida. They landed in Florida late on 16 April but continued on to Fort Pickens without delay, arriving at 0300. They were immediately put to work preparing for the expected Confederate attack. Accordingly "all wooden buildings were torn down" to reduce the fire hazard and make way for the construction of "bomb-proofs and traverses". The defensive armament was also enhanced when " heavy guns (were) mounted".

The climate change, over-crowding and "scarcity of fresh rations" made sickness prevelant. Despite efforts by the officers to supplement the companies fare "from their own purses" disease claimed two soldiers. The men were not unhappy to leave the austere conditions for home on 17 September 1861. The stay at West Point proved short lived, however. On October 31 they departed once again for Washington. There they joined the 16 man California detachment that had completed the journey back through Panama to West Point, arriving in New York on 15 July 1861. They were sent to the capital in advance of the main body on 27 July. This small group constructed a battery to cover the Chain Bridge and began work on Fort Pennsylvania before the arrival of the remainder of the company.

Following the disaster at Bull Run the illusion of a short war began to fade away. When MG George B. McClellan assumed command of the Army of the Potomac he had the arduous task of shaping an army for the task he envisioned ahead. One of his first priorities was to evaluate the existing force and make recommendations for its improvement. The massive scope of the operations over a huge geographical area containing a multitude of natural obstacles was destined to change the organization of the Federal forces. In a long message to the President, McClellan laid out his plan for reshaping the army. The force he envisioned included 7500 engineers. While the Engineer Corps was never to approach that number he took almost immediate steps to correct what he saw as a critical shortage.

[1SGDan]

Growing the Force
The first addition to the Engineer branch was authorized by Congress on 3 August 1861. An additional three companies of Regulars, under the command of Capt. J.C. Duane, were added to form the Engineer Battalion, as well as a company of Topographical Engineers. Each company was to consist of 150 enlisted soldiers. The breakdown of this number included 10 Sergeants, 10 Corporals, 2 musicians, 64 Private First Class (known as artificers) and 64 Private Second Class. To fill the new unit officers were dispatched to the northeast in search of recruits with suitable backgrounds. Captain Thomas Casey recruited Company B from the area around Portland, Maine and Company C was filled by Captain James McPherson working in Boston. The final company (D) was formed on 4 July 1862 at Harrison’s Landing, Virginia by transferring men from the other companies. The Topograhical engineers were the responsibility of LT Charles N. Turnbull, who centered his recruiting efforts in Boston. The new men were quartered in a block of buildings near the Arsenal Grounds. The conditions were again less than grand. Seventeen men were assigned to each 14 x 20 room. There were no mattresses, only a fireplace for heat, and a bland unchanging diet. The conditions proved right for the spread of disease. Sickness spread through the battalion, as it did with most units, and “several men died.” The deceased were buried in the Congressional Cemetery following a service generally conducted by acting Sergeant Major Frederick Gerber. Gerber was the prototype professional engineer soldier. Originally enlisted in the 4th United States Infantry in 1839 he transferred to the Engineer Company in June 1846. He was with the company during the Mexican War and had been selected to blow “General” on his bugle at the surrender of Mexico City. Offered an officer commission at the beginning of the war Gerber refused the “demotion.” He rose to Full Sergeant Major of the battalion of Engineers in 1867 and served until 1875. At his death he was awarded the Medal of Honor in recognition of his long service.

The additional regulars were the first step toward building an effective engineer force, however, “the number of engineer troops being entirely inadequate to the necessities of the army", McClellan also decided to supplement them with volunteers. He selected two regiments, the 50th New York Infantry and the 15th New York Infantry, to be assigned as engineer troops. The two units contained "many sailors and mechanics" and were sent to Washington where LTC B.S. Alexander was responsible for their instruction. Under his tutelage they learned their role as "pontoniers, and became somewhat familiar with those of sappers and miners". Both regiments were officially designated regiments of Engineers in the last week of Oct, 1861. They constituted the Engineer Brigade for the Army of the Potomac under the command of BG D.P. Woodbury.

During the early stages the “old soldiers” of Company A, returned from their mission to Florida, served as instructors for the new men while continuing to work on the capital defenses. The Engineer Battalion soon put blacksmith and carpenter shops into operation at their camp for training and support purposes. The diverse skills of the engineer soldiers were soon employed. On 12 December 1861 the bow of the steamer Henry Jenkins was repaired by the engineers after being struck by Confederate artillery on a run up the Potomac River.

The job of equipping the new brigade and regular battalion fell to Capt J. C. Duane. McClellan's ever vigilant eye for detail did not rest when it came to his efforts. He issued specific instructions to Duane to avoid the purchase of India-Rubber pontons which he considered "entirely useless". He was to buy the new model French bridge train. Along with the bridging materials he purchased other engineer tools and wagons for their transportation. The first pontoon boats began arriving on 17 December 1861. The first bridging drills were conducted after the Christmas holiday and the soldier’s view of the clumsy craft was quickly altered from their first impressions.

“They afterwards became fast friends and companions. They excelled a gymnasium for the development of chest and muscle; they sheltered us from the rain and the sun; they hid us from the foe; they carried our wounded, and received our dead. When as veterans with discharges in our pockets , we took our last look at the camp, our eyes lingered longest where the old arks were parked, battered and plugged but fitted and equipped, ready for another move.”

The training, including standard infantry drill, marksmanship, and even some artillery practice continued into February of 1862. On the 24th the Battalion was ordered onto a train for Sandy Hook, Maryland. A camp was established at the end of a railroad bridge with Sibley tents used to shelter the men. No fires were allowed for fear of detection by the nearby Confederate pickets. Companies B and C unloaded the bridging material during the night of the 26th and work began the next morning. Company A was given the honor of throwing what is believed to be the first wooden pontoon bridge in United States military history. By 1300 a bridge of 41 boats (840 feet) was completed with the exception of a hawser that was added later in the day to relieve the stress on the anchors from the current. General McClellan crossed as the last chess was laid. On March 1 a flying bridge of two boats lashed together was made for a crossing at Harpers Ferry.

The hysteria created by the image of Confederates swooping into the Capital gave the newly formed units another mission. The city was to be defended by a series of works. Under the supervision of BG John G. Barnard, new forts, renovation of some existing works and connecting strong points with new entrenchments was commenced. Work of this scale was impossible to accomplish with so small a force so "large details of troops and also (by) large gangs of hired laborers" were brought in to move the project along. Construction of the capital defenses would last until spring of 1864 when a line of 68 forts, almost 100 artillery batteries, and 20 miles of rifle pits and trenches were completed. The engineers would be long gone by then, moved off to support combat operations across the entire east coast. Once the safety of the Capital was assured and with a President pushing him forward Little Mac turned his attention to the offensive.

[prroh]

Dan,

is there a rule of thumb as to the number of pontoons needed to cross the width of a river?

The "flying bridge" at Harper's Ferry sounds small. Any idea how long it was? Was this the same bridge that was used by the cavalry to escape Jackson's 1862 seige? Do you know where it was located?

[1SGDan]

Pat
As suggested by the length of this bridge each "span" covered about 20 feet, The balks were longer than that but were notched at each end to connect the pontons (boats).

A "Flying Bridge" is described in The Manual for Engineer Troops as any floating support anchored to a fixed point and driven shore to shore by the oblique action of the current.

This ceratinly suggests a very short bridge (less than 40 feet perhaps) but the exact location of this bridge is unknown.

I suggest that anyone with even the slightest interest in this type of action view this manual at www.archive.org by searching the text section for the title.
Dan

[prroh]

Here is a bridge photo from the Library of Congress collection. It appears to be on the James River, I suspect near the supply depot at City Point. Note that there are several boats swung away to allow supply boats to pass through the gap. A steamer on the left appears underway towards the gap.

[M E Wolf]

Dear Sfcdan;

I would highly recommend contacting the U.S. Army Corps of Engineers at:

US Army Corps of Engineers - HQ
The USACE is responsible for investigating, developing and maintaining the nation's water and related environmental resources.

www.usace.army.mil/ - Similar

Get a Job with the Corps
Locations
Contracting
Library
Services for the Public
Contact Us
Corps Lakes Gateway
About Us
[ More results from www.usace.army.mil ]


They would be able to cross-check; help and or add to the list of references that would help assemble all things 'engineer' wise.

Respectfully submitted for consideration,
M. E. Wolf

[1SGDan]

M Wolf
I spent the last two years working for USACE in Iraq and was connected to the history department there with the recomendation of some very highly placed USACE officials. I did not mention the uasce websites by name (my bad) but they are icluded in the internet resources catch all phrase at the end of the bibliography.
Dan

[1SGDan]

The Peninsular Campaign - Part 1
In March, 1862, McClellan was finally ready to move to the Virginia Peninsular to start the long awaited campaign. In a long exchange of messages with President Lincoln he had put off the offensive until he felt that everything was ready. He was insistent that all his forces be properly equipped before embarkation and this included his engineers.
BG Barnard enumerated his assets for the campaign as follows:
-160 bateaux (wooden pontoon boats) of the "French model" as McClellan had insisted,
complete with balks (joists), chess (planking), anchors, and other accessories.
- An unknown numbers of Birago trestles and Russian canvas boats.
- Thirty wagons for assorted engineer tools.

This gave them the material necessary for "six regular trains", each capable of bridging 250 yards, as well as a light weight train containing the canvas boats. Transportation would remain an issue, however, as wagons were available to haul only two regular trains and the advance train. These items would become very important to the fighting in Virginia.

The disembarkation of the Union host created the first mission for LTC Alexander and the 50th NY Engineers. The shallow water at the landing sites for Franklin's division made the transfer from deep draft vessels necessary. Using available materials and engineer ingenuity an improvised system of rafts, gangplanks, and mobile wharves was constructed that allowed "the main body of infantry (say 8,000 men)" to be landed in 3 hours. Further modifications allowed the landing of artillery, including heavy siege pieces, complete with horses. In his after action report Barnard could not help but make some fun at the officers of the other branches of service. When discussing the landing procedures he found "officers of great intelligence entertained very crude ideas on the subject" and left the matter for him to work out.

The Engineer Brigade displayed considerable ingenuity and bravery in their first combat experience. During the siege of Yorktown the 50th New York was engaged in building a mortar battery (No. 4) and was frequently under fire during the construction. The extreme weather and enemy presence highlighted the difficulty the engineers had dealing with their assigned fatigue parties. On one rainy night the 74th New York simply refused to work. All the threats and cajoling could not induce the stubborn infantrymen to work. A report was made and although no overt disciplinary action was taken the unit was soon transferred away from the Army of the Potomac.

At the completion of construction the 13 inch mortars had to be brought in from the river and emplaced. This procedure was seriously hindered by Confederate artillery that took the ponderous boats under fire. Two boats were brought in but a third lay anchored in the river subjected to heavy fire. A team of four engineers under the command of CPT Wesley Brainerd volunteered to go out to the endangered vessel and cut the anchor lines allowing the boat to drift to shore. Under intense fire the five men rowed to the stranded craft and cut the lines. Despite several very near misses the crew returned safely and the important cargo was recovered.

In another humorous but no less dangerous episode, LT Hoyt of the 50th New York, outsmarted the Confederate pickets in his sector of the line to secure a small herd of cattle that had wandered between the opposing lines. The enterprising Hoyt crawled out to the animals and by using them as a shield managed to bring in the entire 17 head. As a result the nearby field hospital was supplied with fresh milk and the engineers with fresh beef. Additionally two young steers were hitched to a cart and provided unauthorized transportation for excess baggage for the duration of the campaign.

[1SGDan]

The Peninsular Campaign - Part 2
Departure from the area around Yorktown added another new and dangerous task to the list of things that the engineers would be called on to do. In their first call to combat engineers type duties two companies of the 50th New York Engineers were detailed to " find and dig up" torpedoes (mines). These hidden devises were responsible for a number of deaths as the Army of the Potomac moved after the retreating Confederates. Mine warfare was considered barbaric by the average Civil War soldier and CPT Brainerd feared for the life of any captives after he and his men watched a man dismembered by one of the bombs.
The Virginia lowlands proved a formable challenge for the engineers of the Army of the Potomac. During the campaign the engineers were divided up to accomplish a variety of tasks. The daily work reports from the detachments reveal a staggering pace of work, particularly in the building, maintenance, and eventual destruction of the critical bridges over the Chickahominy River, including the Grapevine Bridge
A sample of the daily work reports for the 15th NY Engineer detachments:
Capt Ketchum Detachment
May 19 - Built a bridge. 26 foot span.
May 20 - Corduroyed 1000 feet of road. Rebuilt bridge at grist mill.
May 26 - Completed framing New Bridge.
May 27 - Worked all night hauling timber for the bridge planking.
Capt Chester Detachment
May 19&20
Laid corduroy and graded 150ft of road.
Built four small bridges.
1000 feet of road corduroyed with ditching and grading.
Built small bridges with corduroy approaches. 3/4 mile of road constructed.
1000 heavy sticks stockpiled for corduroy use.
The 50th Regiment worked equally as hard.
Capt Spaulding Detachment
Constructed two trestle bridges over the Chickahominy. Each was 120 feet long with prepared approaches. By May 24, these bridges allowed "seventy-nine regiments, more than 900 wagons, and several batteries of artillery" to cross the wildly fluctuating river.
Major Embrick Detachment
May 19-24
Construction of railroad bridge near Tunstall's Station.
Other detachments assisted on these projects as well as duties such as assembling the pontoon trains, guarding the equipment and bridges, assisting in construction of defensive works. The presence of the new engineer asset presented some early command problems for the Army of the Potomac. After being repeatedly ordered by local commanders to make changes and rush work CPT William Ketchum had his bridge project collapse and was forced to begin again. Although the bridge was eventually completed the frustrated engineer noted in his after action report "that I was very much annoyed by the constant interference" of officers outside the engineer chain of command.
The Regulars (Engineer Battalion) also played a huge role in the campaign. They embarked on the steamers Herald and Maryland on 27 Marc 1862, leaving behind only Sergeant Robert Ayres and a small detail to care for property left behind. The first construction mission was a sad one. A soldier from Company C died of disease on the 1st of April and the carpenters built a coffin from boards pulled off a nearby building. After two weeks of work at the landing sights, improvements to the defensive posture of the army, and the endless road work the Army of the Potomac began to move forward. On April 14th a set of pontoon boats was floated down the York River to Black Creek where a bridge was assembled. On the 19th another span was constructed in pitch darkness at Wormsley Creek. Later the siege of Yorktown kept the Battalion busy with the construction of batteries and defensive works.
Departing the Yorktown area following the retreat of the Confederate forces there the Battalion marched all day, often extricating the cumbersome pontoon wagons from the mud by hand, and then went out overnight on the 13th to clear the road which had been blocked by felled trees. It was an enormous effort by the men, who by daylight were exhausted. As they attempted to gain some much needed rest BG Slocum approached and unaware of the overnight effort had the men arrested en masse for laziness. The matter was quickly resolved and the men were released.
The next great obstacle to be overcome was the Chickahominy River. BG John Barnard, Chief Engineer for the Army of the Potomac described the river this way;
"The Chickahominy, considered as a military obstacle, consists of a stream of no great volume, a swamp, and bottom land. The stream flows through a belt of heavily timbered swamp, which averages 300 to 400 yards wide."
At the time of the Peninsular Campaign the area had been subjected to steady rains that turned the entire river valley into a huge swamp. On May 27th a pontoon bridge was thrown at New Bridge but was removed when advancing Confederate troops threatened the site. Another attempt to build the bridge on the night of the 31st also proved unsuccessful. The rising water and powerful currents created by the steady rains made the job impossible in the darkness. Capt. Duane suspended construction until daylight. The next day two bridges were completed with extra lines to hold them steady against the current. While the battle of Fair Oaks raged in the distance General Barnard ordered Lt Babcock across the bridge to conduct a reconnaissance of the far approaches. Babcock gathered Sergeant Ayres and 12 men and set out to complete the survey. They had not travelled far when they bumped into enemy skirmishes that fired on the party wounding Private Austin. Thus Austin became the first engineer casualty of the war.
The potential effects that the swollen river might have on military operations did not go unnoticed, even at the highest level. President Lincoln wired McClellan on the afternoon of June 3rd;
"With the continuous rain I am very anxious about the Chickahominy – so close in your rear and crossing your line of communication. Please look to it."
The egotistical McClellan probably chafed at taking advice from a military amateur but responded dutifully that evening.
"As the Chickahominy has been almost the only obstacle in my way for several days Your Excellency may rest assured that it has not been overlooked. Every effort has been made, and will continue to be, to perfect the communications across it."
Indeed McClellan’s engineers had been at work at the river and would remain busy there until the eventual retreat from the area. The flooded nature of the Chickahominy River basin made the construction of additional bridges a priority. The river formed a natural separator between the wings of the army. In order for the different Corps to supply mutual support the barrier had to be overcome. Accordingly on June 11th construction began on a trestle bridge (dubbed Duane’s Bridge). Unlike the other bridges, the deep water actually assisted in the construction of this bridge. The heavy log stringers could be floated into position rather than carried. The bridge complete with lengthy corduroy approaches was finished on the 17th. The needs of the sick and wounded were not forgotten in the rush to defeat the rising waters. On the 20th time was taken to construct a field hospital near a source of fresh water.
As the fortunes of the campaign started to turn against the Federals the engineers were assigned the duty to remove what they had worked so hard to construct. On June 26 they attempted to float the boats of a dismantled pontoon bridge to safety. The channel, however, was found to be clogged with tress downed to prevent such an effort. After struggling for hours with axes and saws to clear the way time ran out. The boats were scuttled by drilling or shooting holes in the hull and then weighing them down with the bridge anchors. The chess and balks were gathered on shore and burned. The destruction of the trestle bridges, Grapevine and Woodbury, was handed over to LT Reese and LT Cross respectively. Cross, with only twelve men, successfully managed to destroy the Woodbury Bridge despite having to detail six of his available men to skirmish duty in the absence of any other support. The formation of this tiny skirmish line proved a wise decision when Confederate cavalry made an appearance as the remaining six chopped away at the structure with axes. A few well placed shots by the skirmishers drove the enemy horsemen away long enough to complete the destruction of the bridge.
The remainder of the campaign was spent laying out defenses and batteries at Malvern Hill and maintaining the roads that allowed the Army of Potomac to make good their escape. In a final bit of bridging the battalion constructed the longest pontoon bridge of the campaign, with the help of the 15th New York Engineers, at Barret’s Ferry. The bridge allowed the passage of the Army rear guard to move in. The span consisted of 96 boats and 5 trestle spans and was covered with unthreshed wheat to soften the noise of the retreat.
Besides the construction of siege materials (gabions and fascines) the Battalion built a number of batteries and magazines, assembled no fewer than a half dozen bridges of all types, as well as made continuous repairs to the road system that degraded rapidly in the foul weather. A complete recapitulation of the work completed during this campaign is a monument to these men. It should be remembered that this was all hand work, some done under fire. Shovels, axes and saws got most of this work done. Innovation also played a role in the engineer’s work. The hot and humid weather caused many soldiers to lighten their load by discarding their blankets. In some places these blankets were used to help fortify the soft spot in the roads for the Union retreat. In many instances the engineers were aided by detailed soldiers or in some cases, contracted labor. Still the pace must have been exhausting in the sweltering Virginia heat.
The tiny group of Topographical engineers available for this campaign struggled to supply the Union forces with adequate maps. They suffered a serious loss when LTC W. R. Palmer succumbed to disease early in the campaign.
The conclusion of the Peninsular Campaign offered only a short respite for the hard working engineers. After steaming away from Barret’s Ferry on the Metamora on August 18th the Engineer Battalion took up station at Aquia Creek, Virginia. From 22 to 30 August they accomplished little more than foraging to supplement the meager rations and the destruction of a bridge at Potomac Creek. They happily departed their camp on the 31st for a short stay at their old quarters near the Arsenal in Washington.
.

[ole]

Fascinating! Do go on.

Ole

[M E Wolf]

Dear Sfcdan;

Very interesting read and look forward to it being published and copyrighted, sir.

Looking forward to more of your findings sir.

Respectfully submitted,
M. E. Wolf

[prroh]

Canvas Pontoon Bridge erected by the 50th NY Maybe Dan can explain the equipment on the wagons , lower right. as what those fellows are doing, sitting in the boats. Note how they have cut the river bank to provide easy access to the bridge.









Pontoon boats on wheels

[prroh]

50th NY building a road to access pontoon bridge. Note wagons crossing

[1SGDan]

Pat
In the picture in question the wagons in the lower right represent the canvas boats in a movement status. The long boxes would contain the disassembled boat. This type of boat would not generally be carried in an assembled fashion to protect it from rips on the canvas skin. They should be sitting on a set of balks and chess but it is hard to distinguish in the picture, although the partially empty wagons to the right look like they contain remnants of the decking pieces. Also note the anchor line coming from the second boat to hold the bridge against the current. Also note the single trestle at the far end of the bridge. This is an example of the adjustable Birago trestle in use.The men in the boats are probably a detail to be instantly ready to make whatever repairs necessary to the bridge.
Abutment work was crucial to allowing wagons to negotiate the entry and exit from the bridge.
Dan

[prroh]

50th NY canvas pontoon boat






50th NY Canvas Pontoon wagon

[1SGDan]

As I suspected each wagon represents a complete set. Note the anchor at the rear of the wagon.
Dan

[prroh]

There appears to be no braking system in this wagon, or is it just me?

The wagon in the background seems to be holding four canvas boat systems. This was a very efficient method of moving a pontoon train forward. kind of a 19th Century Bailey Bridge. Of course, if the creek or river was in spring flood with lots of trees and debris to crash into them, then canvas boats were pretty worthless.

[1SGDan]

Pat
The canvas boats were often used with the lead elements because they were much easier to move with the more streamlined wagons. As you point out the canvas boats had limitations but they were easier to move and quick to assemble with experienced engineers. That experience was being built in these early campaigns.
Dan

[1SGDan]

Antietam and Associated Actions
On 7 September the Engineer Battalion joined in the march to intercept General Robert E. Lee’s first incursion into northern territory. The exhausting pace of work during the Peninsular Campaign had greatly reduced the engineers but they recovered some strength through the opportunity to "buy good bread". The choked roads created little chance for rapid advancement and on the night of they arrived at a camp sight in Turner's Gap. The following morning the men wer surprised that they had been sleeping "among the dead of the enemy". The marching continued on the 16th until they arrived at Antietam Creek. Here they improved two fording sites. By paving the stream bed with stones and grading the entrance and exit ramps one of the sites could facilitate the passage of artillery and wagons. The other site was prepared for infantry. The following day another ford was prepared for infantry troops.On the 19th the battalion marched across Burnside's Bridge and spent the day in support of an artillery battery where they were subjected to some counter battery fire.

The Battalion departed for Harper’s Ferry late in the afernoonon the 20th. The arrived in Sandy Hook, Maryland at 1030 on the 21st and found their progress impeded by the bidges that had been destroyed during the Confederate advance. On the 22nd they commenced repair of the sunken pontoon boats. These were raised and repaired primarily with lumber scrounged from cracker boxes. A crossing was opened on the 25th and another of 16 boats completed on the 27th. The stay at Harper’s Ferry saw the construction of three pontoon bridges and a temporary suspension bridge over the Shenandoah River in conjunction with the 50th New York Engineers, who arrived to assist on the night of the 22nd. Col Wesley Brainerd of the 50th New York Engineers reported that General Sumner was so delighted with the work that he ordered his "commisary to find us a barrel of whiskey for the use of our men who had been so long in the water."The light work schedule allowed the engineers enough free time to engage in some leisure activities. This freedom and the availabilty of liquor led to the entire Engineer Battalion being placed under arrest for excessive alcohol fueled rowdiness.

Harper's Ferry would become the seat of action for a new addition to the Engineers. The Independent Engineer Company of Pennsylvania (Wrigley's Engineers) joined the Army there from Washington. The company was formed by authority of the War Department in June, 1862 and mustered into service on the 9th of August. The small group required just six wagons to carry its full compliment of tools and forges but performed service far in excess of its size. After a month long stay in Washington they had completed defensive works from the Chain Bridge to Fort Albany. Following the Confederate retreat from Antietam the company made a brief foray into the Loudon Valley where destroyed bridges along the turnpike were repaired. Eventually they were recalled to Harper's Ferry where they rebuilt the suspension bridge across the Shenandoah. Defensive works were also constructed along Maryland Heights. When the city fell to the advance of the Confederate army enroute to Gettysburg the engineers destroyed the bridges and any useful property before retiring to Washington. While at the capital they were temporarily assigned to the Engineer Brigade. They would return to Harper's Ferry after the Confederate defeat at Gettysburg and spend the remainder of their terms of service headquartered there. They would bridge the Ohio River at Bellair to allow the passage of the 11th and 12th Corps on their move west. Detachments served lengthy tours of duty at Fairmont and Clarksburg. The company was mustered out of service in June of 1865.

An important administrative decision was also made during this time. Orders were cut that allowed the transfers to be accepted from the ranks of the volunteer troops. A vigorous recruiting campaign was initiated and many men eager to avoid the strenuous life of the combat arms were signed on with the engineers. By 29 October the Engineer Battalion was near full strength having recruited enough men to report 500 troops on the rolls. On 24 October a bridge of 61 boats and one trestle span was thrown across the Potomac at Berlin, Maryland. Major General Ambrose Burnside marched his troops into Virginia on the 28th. An impatient Cabinet would soon push Burnside into the ill-fated Fredericksburg Campaign.

[prroh]

"On the 19th the battalion marched across Burnside's Bridge and spent the day in support of an artillery battery where they were subjected to some counter battery fire."

Were Engineer's frequently assigned infantry roles? Did they get much infantry training.

[1SGDan]

Pat
The engineers were regularly drilled and were proficient with their weapons. Exactly how this would have allowed them to fare in a infantry role was rarely tested. They were often thrown into holes in the line that were created when combat troops were moved forward. This was usually away from the main action. In the east they never did see direct combat in this role. In the west the situation was much different as we will see when the series covers the events there.
Dan

[1SGDan]

Engineers in the Department of the South - I
Not unlike the situation in the Army of the Potomac, the Department of the South soon saw its need for engineers outstrip the available resources. Once again volunteer troops were called upon to fill the void. Another regiment was raised in New York for this purpose.
The 1st New York Engineers differed from its older Empire State brothers, the 50th and 15th, in that they were specifically recruited and organized with engineering tasks in mind (thus the designation of 1st Engineers). They were the brain child of Edward Serrell, who used his political influence to get authorization to recruit his force. Until that point the troop levies only allowed the raising of combat arms troops.

In October of 1861 he was awarded the rank of Lieutenant Colonel and began building his force. The deficiency in engineer troops that was recognized early on now put pressure on him to recruit as “many companies as possible." He succeeded in raising twelve companies (A-M), four of which were raised in New Jersey. After a brief stay in the Washington area they completed their organization and became 10th Corps Engineers in the Department of the South.

From early 1862 to spring of 1864 the regiment was split up into detachments supporting operations covering most of the Southeastern coast from South Carolina to Florida. Reports from the various commanders described a wide variety of work under sometimes harrowing conditions.

17 June 1862 - Capt. James F. Sears from James Island SC:

"By order of General Stevens my company was constituted the pioneer corps of the attacking column and moved forward ... provided with engineering implements ... muskets slung on their backs."

In the operation against Secessionville Capt. Sears describes efforts to open a road for artillery through a dike when they came under "dreadful" fire but managed "making a good road."

When the men were compelled to drop their tools to fix bayonets and prepare to charge an advancing column Sears lamented that the action led to the loss of some of the "implements". The attack became unnecessary but led to an interesting suggestion. Sears argued in his report that the men would be better armed with pistols and sabers because the muskets encumbered them. The sabers, he thought, would prove a useful implement not only for defense but "in clearing entanglements, abitis, and hedges.” The suggestion was not adopted.

Another report details the efforts on Jones Island to blockade the Savannah River. A survey by Lt O’Rorke reported a suitable location for a battery at “the upper end of Long Island”. Because the water levels would not allow passage of boats a plan to move the guns overland was developed. The primary obstacle to the construction of this battery, as well as another at Venus Point, was the soil over which the guns had to pass. Tidal surge in the rivers turned the islands into muddy marshes incapable of supporting the weight of a man never mind the huge weight of an artillery piece. A causeway and wharf would have to be built to bring the necessary materials for the construction of the batteries to the selected locations. It would be an enormous undertaking. Extracts from the Engineer journal detail the incredible effort that went into the placing of these two batteries.

Feb 1-4, 1862
Two companies "employed in cutting poles for causeway on Jones Island and for the wharf on Daufuskie Island.10,000 poles 5-6" diameter and 9' in length had been cut and 1900 deposited at wharf.”

Feb 5-6
Filling sand bags, cutting poles, building temporary wharf on Mud River.
Constructed wheelbarrow track of planks from Mud River to Venus Point.
Transporting materials from Daufuskie Island to Jones Island by row boat (4 miles)

Feb 7-8
Finished Mud River wharf. The structure was declared strong enough for everything but the heaviest guns.
Assembled materials for emplacement of battery.

The causeway was constructed by laying the poles one after another across the mud and running thick planks perpendicular to these to form a narrow road. Prior to moving the guns across the emplacement had to be prepared. Since no suitable material was located at the construction site every bit had to be carried in by hand, the 48th New York supplying fatigue parties for this detail. The gelatinous soil was stabilized by 5-6 inches of sand that was carried over in bags. Over this base “thick planks parallel with the direction of fire were laid nearly, but not quite, in contact with each other. At right angles to these the deck planks were laid.” The resulting platform was 9 x 17 feet. A magazine was created by raising a floor off the damp natural surface by 18 inches using sandbags and more planks. Incredibly the most difficult part of the job remained.

To move the guns 35 man fatigue details manhandled the pieces across the causeway using “drag ropes.” Two sets of planks (15 feet long, 1 foot wide, and 2 ¼ inches thick) were used to fortify the existing causeway. As the pieces were pulled over one set the other would be leapfrogged to the front. If the weighty pieces slipped off the planks, as was often the case as the wheels became coated with slippery mud, levers would be used to lift the gun back onto to the plank. The arduous task was accomplished and the two batteries were operational by the13th of February. A dike was erected around the battery to keep the surging waters from reclaiming the position. At high tide the water came within 8 inches of the top of the dike.

The first test of the Venus Point battery came on the 13th when the Confederate steamer Ida challenged the guns with a run down the river. Nine shots were fired at her but only one found the mark. The recoil of the guns proved the dimension of the platform to be inadequate and the size was increased to 18 feet by 17½ feet. The next day the battery fired 30 shots at three Confederate boats at a range of about a mile, striking one, and drove them back.

[1SGDan]

Engineers in the Department of the South – II
In the summer of 1863 the emphasis on operations for the 1st New York Engineers shifted to the area outside of Charleston, South Carolina. After the unsuccessful attack on Fort Wagner on 11 July 1863, MG Quincy Gillmore decided to reduce the stronghold by regular siege. On July 12th the 482 engineers of the 1st New York began a line of works against the fort with three companies, assisted by 200 members of the 3rd New Hampshire Infantry. The work here proved slow and more dangerous than expected. On 28 July a detail of engineers placing an abatis along the Union works was attacked by troops from the fort. The Confederate attack “terminated the effort.” The “very useful” Sergeant Theodore Mandeville was killed along with some others. The remainder of the men played an important part in the siege work and also contributed to the operation in other important ways. These actions are included in Serrell’s report with associated drawings (OR’s, Volume 28, Pg 225). This is truly one of the more remarkable engineer documents to come out of the war.

In order to establish navigation in the Folly River the 1st New York was ordered to remove the poles that had been driven into the riverbed in offset rows three feet apart to block traffic. A system was devised to cut the 12 inch poles off eight feet below the low tide water level. First a hole was bored into the exposed top of the pole and a pin inserted to act as a pivot point for the saw. The saw was activated by ropes or poles pulled alternately. In this fashion a single pole could be removed in about seven minutes.

Undoubtedly the most famous action taken by the 1st New York Engineers was the construction of the “Marsh Battery.” MG Gillmore requested that batteries be constructed that could take the fort and the city under fire. The first officer assigned the task declared it impossible, but Serrell would have none of it. He assumed personal responsibility and conducted a series of experiments to establish the capability of the soil (mud) to support weight. After careful consideration of the results of these trials Serrell believed the soil could be stabilized enough to receive the weight of a siege piece. A plan was presented to Gilmore for the construction of a battery on 2 August 1863. It was immediately accepted and several days were spent setting up support activities to supply lumber and other materials. Construction of the battery began on 10 August.

The construction began with a rectangular frame of sheet piling driven by a lever activated ram. The first measure to reinforce the soil was “a thick stratum of grass”. This was covered by two layers of tarpaulin followed by “15 inches of well rammed sand”. A platform of three layers of 3 inch pine planks topped off the position. The work was declared prepared to take an eight inch Parrott rifle on the 17th. The final tally of material used in the construction of this battery, all of which had to be transported by hand over a mile on a four foot gangway makes the seven day work a marvel. Materials included:
13,000 sandbags
123 pieces of 15-18” diameter pine logs (Piling)
5000 feet 1” boards
8 Tarpaulins 18X28 feet
9156 feet of 3” pine planks
300 pounds 4” spikes
300 pounds 7” spikes
600 pounds of assorted iron pieces
75 fathoms of 3” rope

This material list did not include the materials that were used to build the gangway. The battery was completed with a service road to the edge of the river. The gun from this battery shelled the city on 22-23 August and earned the nickname of the “Swamp Angel.”

Other work in this area included impressive watch towers, bridges, and other facilities. By 1864 the need for engineers in this theater no longer required the entire regimental presence of the 1st New York. The regiment, minus four companies left behind to support ongoing operations, were removed and attached to the Army of the James.

[1SGDan]

Disaster at Fredericksburg
At this stage of the war, failure was not uncommon to the Army of the Potomac, but no battle highlighted the ineptitude of its leaders more than Fredericksburg. During the entire war no campaign that began with such promise came to such a disastrous end. While history has placed a hefty part of the blame for the debacle on Burnside, a portion must be allowed for the absence of one critical asset - bridges. It must be remembered that Burnside's Army of the Potomac had shifted away undetected and stolen a considerable march on Lee. When the Federal vanguard reached Falmouth on 17 November, Fredericksburg was lightly held by Colonel Ball's garrison. Had they been able to cross the Rappahannock at this point the roles of the two armies may have been reversed. Instead, failure to properly coordinate an important asset and timely rains gave Lee the catch up time he needed.

Retrospectively it seems impossible that so vital an element towards the success of the campaign could simply have been forgotten, but simplified that seems to be the case. Each of the primary responsible parties thinking that the other had taken care of it but neither had. Everyone blamed the errant engineers for the missed opportunities, but a short review shows that much of the fault can be found at much higher levels. Some examples of this are shown below:

-An awkward command chain required that orders from the field army be relayed through the War Department.
- A 6 November order to move pontoons was not received until 12 November. Fearing that the wire could be tapped the order had been sent by slow moving boat up the Baltimore and Ohio canal to Berlin, Maryland. The bridges there were disassembled and towed into Washington where they were ordered into depot.
- On the 15th General Woodbury received orders from Halleck to have two trains prepared for movement to Falmouth. This order was not issued to the engineers responsible until the next day. One train would move by land and the other by water to Aquia Creek.
- The overland train requistioned the necessary animals to haul the train. The engineers were issued 270 horses and 500 "greene, wild mules" by the Quartermaster to haul the wagons. Teamsters had to be found to handle the unruly animals. This delayed the move until 19 November when the 50th Engineers left Washington with:

40 Pontoon wagons 15 Chess wagons
4 Trestle wagons 4 Abutment wagons
4 Tool wagons 2 Traveling forges

When the rain started the travel became difficult with the heavy, cumbersome wagons. They sank easily into the muddy soil. The move slowed to a crawl until it reached the Occoquan Creek. On 22 November the engineers were forced to unpack a portion of the train to bridge the swollen river. Once on the southern side of the creek they found the roads had "become unpassable to pontoon trains." When "obstacles seemed to accumulate" beyond their ability to cope a decision was made to float the boats to Belle Plain while the empty wagons continued on. A steamer was called in to act as a tow for the boats. When the boats arrived at Belle Plain there was nothing waiting for them to move on to Falmouth. Burnside was furious and had Woodbury arrested. He was later released when Halleck admitted to Burnside that he "ought not to have trusted them in Washington for the details" of the engineers move. Ultimately Miegs and Burnside accepted their roles in the oversight. The pontoons finally reached Burnside on 25 November.

The 15th Engineers accompanied the waterborne train that departed 14 November and arrived at Aquia Creek on 16 November. The base was deserted and partially destroyed so the engineers immediately began repairs. A new dock, that extended 1000 feet was built, shops and forges worked with “superhuman exertions" but still supplies for Burnside could only reach him in a trickle because the railroad and bridges had been destroyed. Two bridges and the line were repaired and opened on 27 November.The bridges required to open battle were now on hand and the campaign ready to resume.