Engineer Operations - A Brief Rest and Reorganization

[1SGDan]

Failure of the Mine Run campaign forced the Army of the Potomac to go into winter quarters while yet another change was made in the command structure. Major-General Ulysses S. Grant was brought east to assume overall command of the Union armies. As Grant sorted out the situation and planned the next move against the Army of Northern Virginia the engineers, like the remainder of the army, rested.

The Engineer Battalion troops set up camp at Brandy Station, Virginia on December 19th. While many went on furlough the rest corduroyed the roads between Brandy and Rappahannock Station. They also wasted no time using their skills to make themselves comfortable. Axe men from Company A went into the forest and cut logs for the construction of huts and hauled them into camp. The rustic shelters were:

"...built in log house style, were 10 feet long and 7 feet wide (5 feet inside) with fireplace and chimney at the back, opposite the door; the roof was made of four pieces of shelter tent stretched from the ridge pole. Four men lived in each tent, the sergeants and corporals, however, being quartered together, and each first sergeant having a hut to himself." [1]

Other facilities were not ignored. Crews put together a guardhouse, quarters for the sergeant major, officer's quarters, and support buildings to include an Officer's Mess, stables, hospital, and supply and commissary storage buildings. There was also a time for the men to return home on furlough. Those remaining in camp were subject to regular drill and study, although the men seemed "dull" and found it difficult to concentrate on these military tasks.

---

[1] Eng Bn, Page 50

 

[1SGDan]

Leisure activities included religious services, chess tournaments, and the establishment of the "Essayons Dramatic Club". The officers contributed money for a theater and construction was begun on January 30th. The theater measured 20 by 50 feet with 7 foot high walls. The stage occupied one end of the building and seating was made of split logs, smoothed down and "set in milking stool style"[1] on a compacted dirt floor. On February 26th the club held a grand opening with the presentation of the play Toodles featuring Zenas Stoddard in the lead and George Robbins as Mrs. Toodles. S. H. Sternes, of Company C, reported that they "have put up a large building built for the purpose of having a theater and the boys has got up a very good theater now. They play twice a weekly."[2]

The entertainment provided by the theater, however, eventually led to resentment in the ranks as the officers dominated its use. Some of the officers even attended performances with their wives. After one elegant affair, on April 6th, which banned enlisted men from admittance the ranks revolted. The building was surrounded and pummeled with snowballs and rocks. The Camp guard moved in and pushed the rabble rousers away and seized the structure. The price for the defiant behavior was high. By April 9th Engineer Gilbert Thompson reported to his diary that "the theater is lonely – and gutted now, no more will ladies bright grace its boards or heroes of the dramatist stalk and swagger out their little hour of much greatness, no longer will be heard the sweet strains of musical violin and flute through its resounding spaciousness, no more!"[3] Additionally the protesters were sent to work off their restlessness with an exaggerated guard roster. Thompson again commented "the Battalion has got to take it – forty five men for Camp Guard!!"[4]

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[1] Ibid., Page 52
[2] Reference lost
[3] A Volunteer in the Regulars – The Civil War Journal and Memoir of Gilbert Thompson, US Engineer Battalion, Edited by Mark Smith, Voice of the Civil War, 2020. Page 240 ( Hereafter Thompson)
[4] Ibid.

 

[1SGDan]

Work was not forgotten despite the ease of camp life. The history of the Battalion registers the following labors:

February 1st - Sergeant McGill went to Mitchell's Station with a detail to lay out and construct a stockade fort and two-gun Battery. The returned on the 14th after completing their mission.

February 6th – Companies A and C of the Engineer Battalion were ordered forward with a train to support 3rd Division of II Corps on a diversionary attack at Morton's Ford in support of MG Benjamin Butler's raid into Richmond. On February 6th they left camp for the Rapidan River in a steady downpour. In 8 ½ hours they could manage only 2 ½ miles on another "Mud Scrape." Fires were started along the route to light the way as the wagons struggled on through the night. As the rain continued the wagons sunk deeper and deeper into the road. Two mules died of exhaustion trying to haul them forward. The chess wagons were unloaded to reduce weight but finally the engineer officers had to admit they could not get to the river in time. The infantrymen were forced to wade through the waist deep icy waters. The raid failed to materialize as designed and the infantry was returned to their camp. The return trip for the engineers proved no easier as the foul weather continued and it was not until midday of February 8th that the detail made it back to camp.

Following the wasted effort at Morton's Ford the pace of work increased in preparation for the next move against the Confederate army. The concentration of effort on improving and securing communications clearly indicated an upcoming operation. Details were sent out on various assignments ranging in duration from a single day to a week. These details accomplished a variety of tasks:

April 7th – Thirty men from each company were assigned to road maintenance between camp and Culpepper.

April 11th – The Battalion repaired a bridge over Mountain Run.

April 21st – 45 man details from each company took the cars to Catlett Station and Bull Run to put up stockades. A smaller detail also went to Kettle Run to construct a blockhouse. They returned on the 28th.

April 27th – Company D built a stockade, 12 feet square, at Bristoe Station.

April 30th –May 1 – Twenty men from each company went to complete stockade work at Rappahannock Station.

 

[1SGDan]

This time period was equally idyllic for the New York Volunteer Regiments. While the bulk of the regiment was enjoying a pleasant but busy stay at the engineer depot there were two forward deployed elements as the calendar turned to April. Four companies (F, H, I, and K) remained at Rappahannock Station to maintain the bridge there, provide support for the combat elements, and ensure the logistical lifeline of the Army of the Potomac remained open. Another detail (Co. E) was located at Hazel Run to maintain the bridge there. These companies also enjoyed the break from active operations despite the draw of the capital city. Lieutenant Colonel Spaulding, commanding at Rappahannock Station, noted "that during the past month there has been little in our operations worthy of note. Our men have been principally employed in work upon winter quarters, fencing and flooring, corrals, corduroy roads, and repairs and renewals in pontoon trains."[1]

The extra work at the camp site paid off handsomely. The camp at Rappahannock Station was described by Wesley Brainerd as

"...one of the finest in the Army. Situated upon rising ground about half a mile from the line and bridges it overlooked, it commanded a fine view of the country for miles around. Large log houses with real windows and doors, wooden chimneys and immense fire places were constructed for the officers... comfortable huts of the men laid out in symmetrical lines, all of the same size and shape and covered with their shelter tents for roofs."[2]

The men here occupied themselves in the same fashion as their regular brothers. Brainerd noted that the men passed the winter "enjoying the romance of war with just enough hazard to make the situation interesting."[3]

---

[1] OR, Volume XXXIII, Spaulding to Benham, Page 450
[2] Building Bridges, Page 189
[3] Ibid.

 

[1SGDan]

Camp of the 50th New York Engineers on the Rappahannock

 

[1SGDan]

At the Engineer Depot the respite also allowed time to refresh the 50th New York. Recruits flowed in from central New York and the veterans reenlisted almost to a man. Despite the lack of overall military success the volunteer engineers' espirit de corps remained remarkably high. The daily schedule included infantry drill from 6:30 A.M. to 8:30 A.M., followed by two hours of pontoon drill before the midday meal. After a short break infantry drill was again conducted from 2:00 P.M. to 4:00 P.M. A dress parade ended the daily activities, for those not detailed for guard, at 5:00P.M. The result of the intense training at the Engineer Depot in Washington was described by one soldier, who identified himself only as Henry, in a letter to his father in mid-March. He reported that the "discipline, under Col. Wm. H. Pettes, is so perfect that even New York's famed 7th would hardly wish to drill against them in either Manual of Arms or bayonet exercise. We have a man who publicly, at a friendly trial of the bayonet, three times disarmed the lamented Col. Ellsworth. Do you wish a pontoon bridge built over the Potomac at a point 1300 feet across? The 50th will do it in nineteen minutes. Try them if you don't believe them."

 

[1SGDan]

Of course such talk was most certainly just military blustering but it was certainly indicative of a unit that was thought to be both physically and mentally prepared for the next campaign. The reports of the Court Martials during this period certainly reflect a different story. General Orders from Washington D.C. listed the following findings among others from a Courts Martial led by Major Wesley Brainerd, 50th N.Y.V. Engineers.

Private Nathan Hill, Co. G 50th Regiment N.Y.V. Engineers

Charge/Finding – Sleeping on Post/ Guilty

Private Patrick Driscoll, Co. C 50th Regiment N.Y.V. Engineers

1st Charge/Finding –Violation of the 46th Article of War (Sleeping on duty)/Guilty

2nd Charge/Finding –Drunkenness on duty/Guilty

Private John Baldwin, Co. C 50th Regiment N.Y.V. Engineers

Charge/Finding - Conduct to the prejudice of good order and Military disciple/Guilty

Floyd Moulton, Musician Co. B 50th Regiment N.Y.V. Engineers

Charge/Finding – Desertion/ Not Guilty but guilty of lesser charge of absent without leave.

Private Edward Shannon, Co. D 50th Regiment N.Y.V. Engineers

Charge/Finding - Conduct to the prejudice of good order and Military disciple/Guilty

Private James Printy, Co. D 50th Regiment N.Y.V. Engineers

Charge/Finding - Conduct to the prejudice of good order and Military disciple/Not Guilty

Private Dennis Knapp, Co. M 50th N.Y.V. Engineers

Charge/Finding – Desertion/Not Guilty[1]

Sentences ranged from loss of pay and rank, thirty days with a ball and chain weighing not less than twenty pounds, attached to his left leg, to be subjected to a Hydropathic plunge in the Eastern Branch of the Potomac once a day for ten alternate days, confinement and hard labor. At least two engineer soldiers were sentenced to death for desertion but the sentences were not carried out.

---

[1] Court Martial results found in Building the Victory – The order book of the Volunteer Engineer Brigade, Philip Katcher, White Mane Books, 1998

 

[1SGDan]

As the enlisted men enjoyed the pause in campaigning the senior officers were tackling another problem. In the wake of a series of failed campaigns questions were being asked about every aspect of Union military operations. For the engineers this scrutiny included an attack on the very heart of the primary mission - their bridging equipment and methods. A well respected engineer, William P. Trowbridge, questioned the selection of the French pontoon system in an open letter to Chief Engineer, General J. G. Totten. Trowbridge, an 1848 West Point graduate and former member of the prestigious Corps of Engineers, offered up the American designed wrought iron pontoon as the logical alternative. Trowbridge was also the Vice President of the Novelty Iron Works, manufacturer of the proposed replacement. The company stood to benefit handsomely if the suggestion was adopted. Despite the obvious commercial gamesmanship Totten felt it necessary to address the concern. The engineer command was ordered to conduct a self-evaluation. Responding to the criticism Brigadier General Henry Benham, commander of the Engineer Brigade, called on three of his most experienced officers to evaluate and recommend changes to the equipment and procedures used in bridging operations. The responses from Lieutenant-Colonel Ira Spaulding, Major J.C. Duane and Major Wesley Brainerd examined every aspect of pontoon bridging operations. The trio offered up opinions on everything from the smallest detail to the major components. Modifications to and replacement of existing equipment were recommended. Nothing escaped scrutiny. Benham summarized their findings and added his own in a response to Chief Engineer J. G. Totten on January 25th, 1864. The highlighted points included:

- Elimination of the Birago trestle from the basic equipment load. The devise was "universally reported against"[1] and had already begun to disappear from the bridge trains.

- Elimination of the claw balk to be replaced by a slightly modified common balk.

- Changes to several harness and wagon attachment devises.

- Standardization of all equipment (16' oars, 100 lb anchors, etc.)

- Benham also recommended a modification to the standard wooden boat design. He suggested that the boat be shortened by five feet to reduce the weight and make it more transportable. He noted that the suggested change would not take anything away from the "buoyant power"[2] of the boat.

---

[1] OR, Volume XXXIII, Benham to Totten, Page 411
[2] Ibid., Page 412

 

[1SGDan]

In addition to the equipment changes the men also recommended several changes in the manner of conducting crossing operations. Spaulding thought that three or four canvas boats attached to each train would be beneficial for rapidly transporting a security force across. Benham disagreed stating he doubted the viability of the canvas boats for this task. He also added the suggestion that one company in each train be mounted to be armed with "a short 2-foot barrel rifle and Sharps sword bayonet."[1] The one common sentiment was that the wooden boats were falling out of favor. Benham spoke for them all when he stated that the wooden boats were excellent for more permanent bridges but forward operations demanded a lighter and more transportable style boat.

Not even the smallest detail was overlooked by the Army of the Potomac as they attempted to solidify their lines of communication for the inevitable spring campaigns. Private Daniel Personius of the 50th New York detailed the rush to complete preparations on April 25th in an interrupted letter home. Explaining the abrupt end to a paragraph he wrote;

"Well you see we was ordered to fall in the ranks immediately with our dinners in our haversacks. We went back to Brandy Station to cover a piece of corduroy road with dirt which took us all day."[2]

---

[1] Ibid.
[2] CCHS, Daniel Personius to Parents, April 25th, 1864

 

[1SGDan]

The preponderance of Confederate defenses across the Rapidan River led Grant to consider side stepping the Army of Northern Virginia. The plan would take the Army of the Potomac into the thinly populated and heavily wooded area known as the Wilderness. Flanking Lee would take the Army away from the primary supply line, the Orange and Alexandria Railroad, so the planning had to be acute. The idleness of the winter months gave the Union leaders the opportunity to build supply reserves and make the necessary arrangements for a fruitful campaign. With the lines of communication secured the Overland Campaign was set to begin.

The nearly constant fighting in northern Virginia had revealed another problem for Union commanders. The area had never been adequately surveyed and the available maps were unreliable. Accordingly, while the rest of the army rested an intense effort was made by the Topographical Department[1] attached to headquarters of the Army of the Potomac to rectify the situation. Major Nathaniel Michler[2], acting chief engineer, described one of the most unheralded, yet noteworthy accomplishments of the war;

"During the winter months previous to the opening of the spring campaign, from the 10th of December to the 1st of May, a large number of original drawings of campaign maps were prepared under my direction (twenty-nine sheets in all), comprising the country from Gettysburg south to Petersburg, and from the Chesapeake Bay as far west as Lexington, in readiness for the movement of the army in whatever direction it might march after breaking up the winter camps near the Rappahannock River and along the Orange and Alexandria Railroad."[3]

---

[1] Originally the Corps of Topographical Engineers was a separate entity but were merged with the Corps of Engineers in March of 1863
[2] Nathaniel Michler, He attended Lafayette College before his appointment to the United States Military Academy, West Point, New York, on July 1, 1844. He graduated seventh in his class in 1848, and was brevetted second lieutenant, Topographical Engineers, on July 1, 1848
[3]OR, Volume XXXVI, Part 1, Report of Nathaniel Michler, Page 292

 

[1SGDan]

Knowing that the available maps had been inaccurate the Topographic engineering teams set out to make corrections by applying information gained through a number of resources. Copies of the US Coast Survey charts, reconnaissance, and reports from spies and deserters were compiled and then verified by small teams that conducted 1300 miles of professional surveys. The resulting corrections were sent to Washington where the Bureau of Engineers "either photographed, lithographed, or engraved"[1] them. By the time the Overland Campaign began more than 1200 maps, scaled one mile to the inch, each of them covering an area of 875 square miles, and subdivided into 5 miles square for the sake of easy reference had been issued.

The commencement of the campaign did not end the efforts of this intrepid group. Under the direction of Michler, a party consisting of Maj. John E. Weiss, Capt. W. H. Paine, Ferdinand Theilkuhl, W. Burchard, Franz Schumann, E. Myers, L. C. Oswell, George L. Crane, and John H. Mullen went forward as the Army of the Potomac crossed the Rapidan. With the assistance of detailed soldiers the teams continued to conduct surveys under the fire.

"Each and every road within the lines of the army was examined and surveyed, and their researches were pushed as far to the front and on the flanks as it was compatible with safety to go without incurring any unnecessary risk of capture."[2]

---

[1] Ibid.
[2] Ibid.

 

[1SGDan]

Once again the initiation of large scale operations demanded bridging components at multiple sites at the same time. This called for a basic reorganization of the engineer assets. The first order of business was to call the rear detachments forward from Washington to unite the force. To accomplish this BG Benham, commanding the Engineer Brigade, issued the following order from Grant:

HEADQUARTERS ARMY OF THE POTOMAC, March 28, 1864—11.05 p. m. Brig. Gen. H. W. BENHAM:

The commanding general directs that the Fiftieth New York Engineers join the engineer camp near Rappahannock Station, with as little delay as practicable. If there are men in this regiment that you think it necessary to detain for special service at the depot you are authorized to retain such men. Please acknowledge.

On March 31st companies B, C, D, G, L, and M of the 50th New York marched through a fierce storm from the Engineer Depot to the Potomac River where they boarded a steamer to Alexandria. A train of cars carried them to Rappahannock Station arriving at 1600 in a driving rain storm. When they arrived at Rappahannock Station the new arrivals began setting up camp but discovered that they lacked enough tents for all the soldiers. The men of Company I, who had been forward deployed in this area for some time, had assembled a spacious camp and graciously, sheltered the overflow. This left only Company A at the Engineer Depot to assist in supporting operations in the field. On April 6, 1864 J. C. Duane, Chief Engineer of the Army of the Potomac issued the following;

Memorandum: Three companies of the Fiftieth New York Engineers to be attached to each corps. Each detachment provided with a pontoon train, and are to take charge of the entrenching tools of the corps to which they are attached. These detachments should be inspected from time to time in order to determine whether their trains are in a state of efficiency.

Reacting to the directive, Lieutenant-Colonel Ira Spaulding, commander of the 50th New York Engineers, arranged his troops into support elements for three Corps with a small reserve. A lieutenant from Company M described the new arrangement;

"We now number about 1,750, only lacking about 50 to fill every company to 150 men. Since arriving here the Regiment has been divided. Companies B, F, & G go to the II Corps; E, H. & L to the VI Corps; K, M, & D to the V Corps; Companies C & I have charge of the flying train of canvas boats, and Company A remains in the workshops at Washington. Col. Pettes returns to Washington; Lt. Col. Spaulding remains with the flying train; Major Brainerd goes with the detachment to the 2d Corps, and Major Beers to the 6th Corps, and Major Ford to the 5th Corps.

One company of each detachment is to act as pioneers and assist in laying bridges if necessary." [1]

---

[1]

 

[1SGDan]

The newly formed battalions were designated by number and train and would operate independently. Major Duane, described his ideal makeup of these bridge trains in the following tables.

1st Battalion - Companies B, F, and G with a train of wooden boats (Train No. 1) and the entrenching tools for II Corps under Major Wesley Brainerd. The bridge portion fell under direct command of Captain Walker Personius and the companies were divided between specific tasks. On April 28th, 1864, Major Brainerd was encamped with his Battalion and trains near Stevensburg, Va.

Train No. 1

Wagon Type​	No.​	Load​	8 mule team​	6 mule team​	4 horse team​	Total animals​
Pontoon Boat​	10​	1 anchor, 1 boat, 2 common balks, 1 cable, 2 spring lines, 5 oars, 1 boat hook​	10​	-​	-​	80​
Pontoon Boat​	1​	14 claw balks, 2 abutment sills, 2 earth rammers, 1 anchor, 1 cable, 2 spring lines, 4 pickets​	1​	-​	-​	8​
Pontoon Boat​	1​	16 long balks, 1 anchor, 1 cable, 2 spring lines​	1​	-​	-​	8​
Chess​	4​	Chess (60 each)​	-​	4​	-​	24​
Army​	1​	Quartermaster's Baggage and stores​	-​	1​	-​	6​
Army​	1​	Officer's and Company Baggage, rations, company tool chest​	-​	1​	-​	6​
Army​	1​	Teamster's baggage, rations, and picket ropes​	-​	1​	-​	6​
Army​	1​	Forage​	-​	1​	​	6​
Travelling forge​	1​	Forge Equipment​	-​	1​	-​	6​
Spare Teams​	-​	-​	-​	6​	-​	36​
Totals​	21​	​	12​	15​	-​	186​

​

2nd Battalion - Companies E, H, and L with a train of wooden boats (Train No. 2) and the entrenching tools for VI Corps, under Major E. O. Beers. The Second Battalion and trains were stationed at Welford's Ford, caring for their bridge over Hazel River;

Train No. 2

Wagon Type​	No.​	Load​	8 mule team​	6 mule team​	4 Horse Team​	Total animals​
Pontoon Boat​	10​	1 anchor, 1 boat, 2 common balks In each boat: 1 cable, 2 spring lines, 5 oars, 1 boat hook​	10​	-​	-​	80​
Pontoon Boat​	1​	14 claw balks, 2 abutment sills, 2 earth rammers, 1 anchor, 1 cable, 2 spring lines, 4 pickets.​	1​	-​	-​	8​
Pontoon Boat​	1​	16 long balks, 1 anchor, 1 cable, 2 spring lines.​	1​	-​	-​	8​
Chess​	4​	Chess (60 each)​	-​	4​	-​	24​
Army​	1​	Officer's and Company Baggage, rations, company tool chest​	-​	1​	-​	6​
Army​	1​	Teamster's baggage, rations, and picket ropes​	-​	1​	-​	6​
Army​	7​	Forage​	-​	7​	-​	42​
Totals​	25​	-​	12​	13​	-​	174​

 

[1SGDan]

3rd Battalion - Companies D, K, and M with a train of wooden boats (Train No. 3) and the entrenching tools for V Corps, under Captain J. H. McDonald. Captain McDonald, with his battalion and trains, was in winter camp near Rappahannock Station.

Train No. 3

​

Wagon Type​	No.​	Load​	8 mule team​	6 mule team​	4 horse team​	Total animals​
Pontoon Boat​	10​	1 anchor, 1 boat, 2 common balks In each boat: 1 cable, 2 spring lines, 5 oars, 1 boat hook​	10​	-​	-​	80​
Pontoon Boat​	1​	14 claw balks, 2 abutment sills, 2 earth rammers, 1 anchor, 1 cable, 2 spring lines, 4 pickets.​	1​	-​	-​	8​
Pontoon Boat​	1​	16 long balks, 1 anchor, 1 cable, 2 spring lines.​	1​	-​	-​	8​
Chess​	4​	Chess (60 each)​	-​	4​	-​	24​
Army​	1​	Officer's and Company Baggage, rations, company tool chest​	-​	1​	-​	6​
Army​	1​	Teamster's baggage, rations, and picket ropes​	-​	1​	-​	6​
Army​	6​	Forage​	-​	6​	-​	36​
Totals​	24​	-​	12​	12​	-​	168​

​

Reserve Battalion - Companies C and I with two trains (trains No. 4 & 5) and two trestles each, under Lieutenant-Colonel Spaulding Train No.4 was commanded by Captain W. W. Folwell.

Train No. 4

​

Wagon Type​	No.​	Load​	8 mule team​	6 mule team​	4 horse team​	Total animals​
Pontoon Boat​	10​	1 anchor, 1 boat, 2 common balks In each boat: 1 cable, 2 spring lines, 5 oars, 1 boat hook​	10​	-​	-​	80​
Pontoon Boat​	1​	14 claw balks, 2 abutment sills, 2 earth rammers, 1 anchor, 1 cable, 2 spring lines, 4 pickets​	1​	-​	-​	8​
Pontoon Boat​	1​	Long balks (16), 1 anchor, 1 cable​	1​	-​	-​	8​
Chess​	4​	Chess (60 each set on edge )​	-​	4​	-​	24​
Army​	1​	Officer's and Company Baggage, rations, company tool chest​	-​	1​	-​	6​
Army​	1​	Teamster's baggage, rations, and picket ropes​	-​	1​	-​	6​
Army​	6​	Forage​	-​	6​	-​	36​
Totals​	24​	-​	12​	12​	-​	168​

​

Train No. 5 was commanded by Captain M. Van Brocklin. Captain McDonald, with Third Battalion and trains, was at my winter camp near Rappahannock Station. The Reserve Battalion, their trains and Brigade headquarters were also located at Rappahannock Station.

Train No. 5

​

Wagon Type​	No.​	Load​	8 mule team​	6 mule team​	4 horse team​	Total animals​
Pontoon Boat​	1​	14 claw balks, 2 abutment sills, 2 earth rammers, 1 anchor, 1 cable, 2 spring lines, 4 pickets​	1​	-​	-​	8​
Pontoon Boat​	2​	Extra Long Balks (16 each)​	2​	-​	-​	16​
Chess​	4​	Extra chess (60 each)​	-​	4​	-​	24​
Army​	1​	Extra cordage, buckets, lanterns, etc.​	-​	1​	-​	6​
Army​	1​	Entrenching tools, etc.​	-​	1​	-​	6​
Army​	1​	Headquarters​	-​	-​	1​	4​
Army​	1​	Quartermaster stores​	-​	-​	1​	4​
Army​	1​	Hospital stores​	-​	1​	-​	6​
Army​	6​	Commissary stores​	-​	6​	-​	36​
Army​	1​	Carpenter's Tool Chest, shoeing frames​	-​	1​	-​	6​
Army​	1​	Teamster's baggage, rations, and picket ropes​	-​	1​	-​	6​
Army​	8​	Forage​	-​	8​	-​	48​
Army​	2​	Forge, iron, blacksmith's tools, etc.​	-​	2​	-​	12​
Totals​	30​	-​	3​	25​	2​	182​

​

One company (A) to remain in Washington to support operations at the engineer depot under Colonel Pettes.

 

[1SGDan]

Duane also defined the specific nature of each additional load.

Load each wagon:

In each locker: 22 lashings, 1 steel scoop shovel or bucket and one small scoop, 1 pick, 2 shovels, 2 axes, 2 hatchets, 10 rack sticks.

Load of cordage wagon: 12 coils 1-inch rope for lashings, 4 coils 3-inch rope, 25 pounds cotton, small quantity of paint and oil, 2 dozen rubber buckets, 2 dozen tin lanterns, 1 box candles, 2 sets block and falls.

Load of tool wagons: 200 axes, 150 shovels, 75 picks, 100 hatchets, 6 cross-cut saws, 6 bars, 4 broad axes, 4 adzes, 2 casks 6-inch spikes, 2 casks twelve-penny nails, and 2 casks eight-penny nails.

Additionally Duane called for one small carpenter's chest to be allotted to the commander of each company for the maintenance and repair of the valuable boats.

Despite Duane's exact accounting he was forced to admit that the trains "must necessarily often be varied in their character and composition to suit the character of the country and the nature of the service required."[1] Thus was the case here. Ultimately the newly formed trains did not exactly fit the proscribed totals. Added to the engineer trains were wagons containing the entrenching tools for the assigned Corps. Brainerd described his train as being made up of 54 wagons and two ambulances. Other trains included extra boats. There is no explanation why train No. 1 was authorized extra animals and the others not. Certainly all trains brought at least some extra animals

---

[1]

 

[1SGDan]

The signs of coming action were unmistakable and Captain Walker Personius accurately predicted events in an April 28th letter.

"Of our future movements I know nothing but in view of the weather and the look of things in general I think we will move by the first of the next month."[1]

On April 14th Captain Brainerd accompanied LTC Spaulding to the headquarters of II Corps (Hancock) to arrange attachment of Train No. 1. The two men were told by Colonel Francis Walker, Adjutant General, that Hancock desired them move close to the Corps Headquarters as quickly as possible. The following day Brainerd's battalion departed Rappahannock Station and marched through Brandy Station to Stevensburg. They established camp near Mountain Run. Despite leaving their idyllic winter camp at Rappahannock Station Brainerd reported that the men strived to make the new camp the envy of all. The location selected certainly helped accomplish that goal. The men set up camp in the peach orchard of an abandoned plantation that held a beautiful view to the south. Pvt. Daniel Personius wrote that "we have got our camp in a very nice place. It is a peach orchard. The trees is in blossom and the sun shines warm and nice as summer and the grass is green here where there is any."[2] Their time at "Camp Peach Orchard" was spent in drill and the construction of a few small bridges across Mountain Run.

Second Battalion, under Beers, remained at Welford's Ford where their bridge was in use on Hazel Run awaiting orders to pick up their bridge and move with VI Corps. Captain McDonald, filling the command slot for Major Ford who was on sick leave, remained at Rappahannock Station, where his bridge was in use across the Rappahannock, with the headquarters element and the reserve trains.

As a last order of business before embarking on the new campaign a review was conducted of each Corps. It was an opportunity for Grant to see his new troops and for them to see him. Major Brainerd noted that at this first meeting Grant raised his hat in recognition as the II Corps troops passed by with the engineers in the lead. It was a grand event and Brainerd boasted that;

"The men did themselves credit, each one feeling the responsibility of the situation. They marched with a precision and alignment which was perfection."[3]

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[1] CCHS, Walker Personius to Parents, April 28th,1864
[2] CCHS, Daniel Personius to Parents, April 25th,1864
[3] Building Bridges, Page 199

 

[1SGDan]

After the reviews orders flew thick and fast as final preparations were made for the new campaign. Grant's non-stop directives at all hours caused Brainerd to begin sleeping fully clothed to prevent dressing in the darkness of the night. The constant activity was clear evidence that the Overland Campaign was set to start.