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Civil War Railroad Page Updated

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By way of housekeeping, I’ve updated the Popular Series Posts page on the right nav bar titled Civil War Railroads here with the latest series of posts titled “Stewards of Civil War Railroads.”

United States Military Railroad 4-4-0 locomotive W.H. Whiton (built by William Mason in 1862) in January 1865 with Abraham Lincoln's presidential car, which later was used as his funeral car.

Above: United States Military Railroad 4-4-0 locomotive W.H. Whiton (built by William Mason in 1862) in January 1865 with Abraham Lincoln’s presidential car, which later was used as his funeral car.
Source: Wikicommons

May Civil War and Military History Book Acquisitions – II

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Continuing with my May book acquisitions which illustrate, as said by Civil War Interactive’s comments on my blog this week, why bank robbery may be needed to support my book-buying habits…

How Abraham Lincoln Used the Telegraph to Win the Civil War
  • ISBN-10: 0061129801
  • Paperback: 256 pages
  • Publisher: Collins; Reprint edition (January 22, 2008)   
  • This looks like a great read. Author Tom Wheeler, an accomplished man by any measure, has a terrific website here with more about his book and research. This has moved to the top of my list of reading for between terms.

    The Eastern Campaigns, 1861-1864 (Civil War America)
  • Hardcover: 464 pages
  • Publisher: The University of North Carolina Press (April 6, 2005)
  • Language: English
  • ISBN-10: 0807829315
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    Field Fortifications in the Overland Campaign (Civil War America)
  • Hardcover: 336 pages
  • Publisher: The University of North Carolina Press (September 5, 2007)
  • Language: English
  • ISBN-10: 0807831549
  • I have DISCOVERED Dr. Hess and the growing list of terrific titles he has published on the Civil War. No doubt his other books will show up in my library before long. Dr. Hess, who has impressive academic credentials, has a website here. His book, Pickett’s Charge: The Last Attack at Gettysburg, was nominated for a Pulitzer Prize.

    Union Military Policy toward Southern Civilians, 1861-1865
  • Paperback: 256 pages
  • Publisher: Cambridge University Press; New edition (February 28, 1997)
  • Language: English
  • ISBN-10: 0521599415
  • I’ve been intending to pick this up. Authored by military history professor and fellow blogger Mark Grimsley, it too is at the top of my reading list. Dr. Grimsley’s OSU webpage is here. His blog is here.

    Confederate Strategy Reconsidered (American Crisis Series)
    Retreat to Victory?: Confederate Strategy Reconsidered (American Crisis Series)
    By Robert G. Tanner
  • Paperback: 162 pages
  • Publisher: SR Books (January 28, 2002)
  • Language: English
  • ISBN-10: 084202882X
  • My post, “Fabian Strategy and the American Civil War” here, lead me to this book. One of my readers recommended it and suggests that it proves that the Confederacy could not have used the Fabian strategy effectively. I’m looking forward to this one.

    The European Inheritance
  • Paperback: 284 pages
  • Publisher: University Press of Kansas; New Ed edition
  • Language: English
  • ISBN-10: 0700603794
  • Jav Luvaas is another prolific writer of military history and my collection of his books is growing. I first discovered his work while taking the course, Great Military Philosopers (see “The Courses” page here for details. I picked up his titles: Napoleon on the Art of War and Frederick the Great on the Art of War.

    I’ll be adding these authors to my “The Historians” page shortly.

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    Stewards of Civil War Railroads – Part II Davis

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    This post continues from Part I, here.

    Jefferson Davis

    Jefferson Davis (above) and the Confederate Congress, by contrast, were reluctant to wrestle control of the railroads away from civilian owners. This was consistent with a laissez faire pattern exhibited by Davis on a number of issues involving civilian commercial interests and may have been a response to the populace’s opposition to overbearing centralized government. The consequences were dire for Lee. In the winter of 1862, he found his Army of Northern Virginia completely reliant on its communications. [i]

    Pocotaligo

    Above: Pocotaligo, South Carolina - Railroad depot center of image surrounded by rough sketch of soldiers and covered wagons. Circa: 1865
    Medium: 1 drawing on tan paper : pencil, black ink wash, and Chinese white ; 14.7 x 21.4 cm. (sheet).
    Source: Library of Congress Ref: LC-USZ62-14306 (b&w film copy neg.)

    With the mobility, indeed the survival, of the army dependent on the efficient use of the railroads, the railroad owners responded with an assertion of their individual rights. They failed to cooperate. Government shipments were accorded low priority. The railroads over which the animals’ feed had to be transported refused to use the space for bulk fodder. The breakdown of the railroad system led to a crisis in the supply of horses, mules, fodder, and subsistence. The Army of Northern Virginia was left hanging at the end of its lines of communications.[ii]

     Warrenton Depot

    Above: Warrenton Depot, on the Orange & Alexandria RR, in August 1862. Supply point for Lee.

    Davis’ refusal to give greater control to the military for operation of the railroads added to “the weight of this burden of waging war by improvisation within the confines of the Confederacy’s social and political ideals [and] helped break the back of Confederate offensive power.” [iii]

    Edward Hagerman notes that problems continued into 1863 as “conflicts between the commissary agents of field commanders and those of the [Confederate] Subsistence Department hampered efficient gathering of available resources.” [iv] The largest obstacle was “the failure of the railroads to cooperate in the distribution of food surpluses from other states to the Army of Northern Virginia. Neither the army nor the government exercised any control over the railroads.” [v] It wasn’t until Lee’s army was faced with starvation that the Confederate Congress intervened. In April of 1863, it “hesitantly” granted Jefferson Davis the “authority to regulate the railroads.” [vi]

    The laissez faire-minded Davis was as reluctant to accept the authority as the Confederate Congress was to bestow it. Here was the instrument to prevent a recurrence of the crisis of the past winter. It would enable through scheduling the interchange of rolling stock from one railroad to another. It also would enable the War Department, rather than the railroad owners, to decide on the priority of material to be transported. [vii]

    Davis signed the bill into law but Congress ensured its ineffectiveness by failing to approve an “office of railroad superintendent” as proposed by the secretary of war and by sacking the temporary appointee. [viii] “Not until early 1865, far too late, did the Confederacy finally take control of the railroads.” [ix]

    [i, ii, iii] Edward Hagerman, The American Civil War and the Origins of Modern Warfare: Ideas, Organization, and Field Command (Bloomington: Indiana University Press, 1988), 121.

    [iv, v] Ibid., 130.

    [vi, vii, viii] Ibid., 131.

    [ix] Allan R. Millett and Peter Maslowski, For the Common Defense: A Military History of the United States of America, 165.

     

     

    Stewards of Civil War Railroads – Part I Lincoln

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    The decisions made by leaders of the North and South regarding the dispensations of their respective railroads, could arguably be some of the most impactful of the war. Armies on both sides considered railroads critical. But Lincoln and Davis approached the control and stewardship of these vital resources differently. The resulting policies did not equally reflect rational military consideration.

    United States Military Railroad 4-4-0 locomotive W.H. Whiton (built by William Mason in 1862) in January 1865 with Abraham Lincoln's presidential car, which later was used as his funeral car.

    Above: United States Military Railroad 4-4-0 locomotive W.H. Whiton (built by William Mason in 1862) in January 1865 with Abraham Lincoln’s presidential car, which later was used as his funeral car.
    Source: WikicommonsAbraham Lincoln

    The need for oversight of the rails came early in the war. Edward Hagerman highlights Federal Quartermaster General Meigs’ complaints in the opening months of the war over the problems of coordination that arose “from civilian control of the railroads.” [i]  In January of 1862, Congress gave Lincoln the authority he needed “to take control whenever public safety warranted it.” [ii]  Lincoln moved decisively, appointing within thirty days Daniel C. McCallum (below) as director of the United States Military Railroads (USMRR).

    Daniel C. McCallum (1815 – 1878)’
    Photo Source: Wikicommons, Public Domain

    Daniel Craig McCallum

    In May of 1862, Abraham Lincoln “took formal possession of all railroads.” General McCallum recruited Herman Haupt (below), a “brilliant railroad engineer,” to assume duties as Military Director and Superintendent of the United States Military Railroad. Haupt was given the rank of Colonel and Lincoln gave him broad, albeit frequently challenged, powers.

    Henry Haupt (1817 – 1905)
    Military Director and Superintendent of the united States Military Railroad

    Henry Haupt

    In the next post, the action of the South.

    You may also be interested in two of my previous posts on Civil War Railroads:

  • Were the North and South Evenly Matched on the Rails?
  • Railroad Generalship (Profiles Herman Haupt)
  • [i] Edward Hagerman, The American Civil War and the Origins of Modern Warfare: Ideas, Organization, and Field Command (Bloomington: Indiana University Press, 1988), 63.
    [ii] Allan R. Millett and Peter Maslowski, For the Common Defense: A Military History of the United States of America, (New York: The Free Press, 1994), 165.

    Wig-Wags Military History Blog Widget

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    Here’s an idea! Like the wig-wags military history blog and want a widget to show the lastest posts and associated pictures? I’ve created one for you over a widgetbox.com. You can choose the color and size, whether you want just headlines or headlines and story clips, and whether you’d like pictures to show.

    Here’s where you can get it and a preview…   http://www.widgetbox.com/widget/wig-wags

    Wig Wags Widget

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    New Page – "the wars"

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    I’ve added a new page to wig-wags titled, “the wars” which you can access here or on the sidebar any time. I am in the third week of a core course, “Studies in U.S. Military History” (see “The Courses here for more detail on this an other courses I’m taking at the American Military University). I am convinced that there has been mention of at least 20 – 30 “wars” so far in this class. I’m losing track. So as has been my practice on wigwags, I’m creating a page to log information I want to collect for reference, add to as I find more information, and be able to jump to quickly. I should have started this page with the first chapter read in the course!

    I’ll begin with a chronicle of America’s wars. I will add to it as I discover and have time to post. I may also create sub-pages to dive into each war in more detail. I have a bit of catching up to do so won’t start “at the beginning” but rather where I am in my reading (War of 1812). But I’ll eventually get them all filled in. If interested, please come back from time-to-time to that page as I’ll hope to update regularly.

    As always, I’ll try to make the page as visually interesting as possible.

    Battle between the frigates HMS Shannon and USS Chesapeake off Boston during the War of 1812; detail of a lithograph by J.C. Schetky.

    Photo: Battle between the frigates HMS Shannon and USS Chesapeake off Boston during the War of 1812; detail of a lithograph by J.C. Schetky.

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