Life in Dixie during the War, 1861-1862-1863-1864-1865

The balls were like minie-balls, one inch in diameter, and two and one-fourth inches long, and weighed four ounces. Mr. Peck made only one set of bullet moulds, which run two bullets at the same time, and he thinks he made only six of the tripod rests. They were – every lock, stock and barrel – tested by several persons expert in the handling of muskets, rifles, shot-guns, etc., among whom was Mr. Charles Heinz, still living in Atlanta, and who will vouch for the accuracy of this important item of Confederate history, and the utility of the shot emanating from these wonderful guns. To put it mildly, the effect was almost equal to that of a six-pounder. And the recoil! Well! Wonderful to relate! They must have had infused into their mechanism supernatural or national prescience, and peering through the dim vista of the future saw the beacon light of a re-united country, and disdained partiality in the Fratricidal Contest, for every time one of them was shot at a “Yankee,” it kicked a “Rebel” down.

P. S. – Mr. Peck has the original “drawing” sent on from the Ordnance Department at Richmond, and also the receipt for the payment for the barrels. He also has a letter from the Chief of Ordnance at Washington, D. C., informing him that the identical guns described in the above sketch had been found in his department, and that two of them would be exhibited in the Government Building of the Piedmont Exposition, Atlanta, Georgia, in 1895.

CHAPTER XXXIV.

THE PURSUIT AND CAPTURE OF THE ANDREWS RAIDERS

Captain William A. Fuller and his comrades of the pursuit. – The race of the engines, “The General” and “The Texas.”

In the early part of 1862 the army of the Cumberland and also that of the Tennessee had grown to gigantic proportions. The history of that memorable era establishes the fact that in the month of February of that year the army of the Cumberland, commanded by General Buell, had captured Fort Donaldson and several other strong strategic points on the Tennessee and Mississippi Rivers. Numerically the Federal Army was so much stronger than the Confederate that large detachments could easily be made for incursions into the interior and unprotected sections of middle and West Tennessee, while the main army steadily advanced down the Mississippi Valley. By the first of April, General Mitchell had occupied Shelbyville and other cities, including Nashville; and the larger towns and railroad stations in the neighborhood South and East of Nashville had been occupied by the Federals.

Recognizing the importance of saving to the Confederate cause everything necessary to sustain life both of man and beast, all that could be brought out of Kentucky and Tennessee had been sent South – to Atlanta and other important points – so that those States were literally stripped of all surplus food.

The army of the Tennessee, under the command of General Albert Sidney Johnston, sought to meet General Buell and dispute his further advance. Corinth, Mississippi, was selected by General Johnston as a point beyond which the army of the Cumberland should not go. This position commanded the Memphis and Charleston Railroad, as well as others running south of that point. By the fifth of April General Buell’s army had massed at Pittsburg Landing, and along a line reaching south and parallel to that of General Johnston. Relatively the armies stood about five to eight, the Confederate of course being the smaller. They met in battle on the 6th day of April at Shiloh, so-called by the Federals, but Southern historians call it the battle of Corinth. The fight was a long and disastrous one – disastrous to both armies – but the Federals, having an unbounded supply of everything needed in war, and being immediately strengthened by large reinforcements which literally poured in, were enabled to rapidly recuperate. The Confederates lost heavily in killed and wounded, and suffered irreparably by the death of General Albert Sidney Johnston. The loss of this noble man was deeply felt and regretted by the entire South. The week following this horrible carnage was mainly taken up by both armies in burying the dead, caring for the wounded, fortifying, receiving reinforcements and maneuvering for advantageous positions.

General Mitchell, as already stated, had occupied Shelbyville, and had a considerable force. Some cavalry had penetrated as far south-east as Chattanooga, and had several times dropped a few shell into that town.

After the death of General Johnston the Confederate Army at Corinth was put under the command of General Beauregard. There were small detachments of Confederate troops distributed along the Memphis and Charleston Railroad to Stephenson, and from there to Chattanooga; also from Chattanooga to Bristol, on the East Tennessee and Georgia Railroad, and on the Virginia and Tennessee. These were to guard the railroad bridges, depots, and government stores, etc. General Ledbetter was stationed at Chattanooga with about three thousand men. There was a tolerably strong guard at London bridge, where the East Tennessee railroad crosses the Tennessee river; and General E. Kirby Smith occupied Knoxville, with a sufficient force to protect that important point as against General Morgan in his immediate front with a strong force. East Tennessee was very nearly evenly divided between Federals and Confederate sympathizers. Neither side was safe from betrayal. Those who were true to the Southern cause distinguished themselves as officials and soldiers, and those who were recreant to it were a source of great annoyance and disaster; and this applies to Kentucky and West Virginia as well. During the month of April, 1862, Brownlow, and those of his opinion, were arrested, and imprisoned in Knoxville.

The strict rules of the passport system had not yet been adopted by southern army commanders, and it was no difficult matter for friend or foe to pass the lines.

Thus matters stood at that time. The reader, therefore, may be prepared to appreciate one of the most exciting, thrilling and interesting stories of the Civil Contest.

The Western and Atlantic Railroad (often called the State Road) at the time discussed in the preceding pages, was the only line of communication between the southern centre of the Confederate States and the Army of Tennessee. It was worthy of notice that this road was not paralleled by any of the roads now in existence. The Memphis and Charleston Railroad came into the Nashville and Chattanooga at Stevenson as now, and the latter road reached from Nashville to Chattanooga. The East Tennessee and Georgia Road also came into Chattanooga then as now, and also into Dalton. These three railroad lines were “the feeders” for the Western and Atlantic Railroad at Chattanooga and Dalton. At the south or Atlanta end of that line we had the old Macon & Western (now the Georgia Central), the Atlanta and West Point, and the Georgia Railroad, as feeders for the Western and Atlantic, which reached from Atlanta via Dalton to Chattanooga. As has been stated, the Army of Tennessee, under General Beauregard at Corinth, the army under General E. Kirby Smith at Knoxville, the army under General Ledbetter at Chattanooga, and all detailed men on duty along the whole front of the Confederates from Corinth to Bristol, depended upon this single line (the old reliable Western and Atlantic Railroad) for army supplies. There was no other road in the whole distance of eight hundred miles, reaching from Mobile, Alabama, to Richmond, Virginia, that ran north and south. These facts were well known to northern commanders, and it has always seemed strange that the road should have been so unprotected. The many bridges on the Western and Atlantic were guarded at the time under consideration, April 1862, by a single watchman at each bridge, and he was employed by the railroad authorities. The bridges were of the Howe Tress pattern, weatherboarded with common wooden boards, and covered with shingles. They were exceedingly inflammable and could easily have been set on fire.

One of the rules for the running of the trains was that “if any two trains failed to make the meeting point they would be considered irregular trains, and the conductor of each train should be required to send a flagman ahead, and thus proceed until the two flagmen met.” This cumbersome rule frequently occasioned great disorder, and sometimes many trains of all grades were massed together at one station. Railroad men will understand this condition of affairs. These things were known and understood not only by the Confederates, but by the Federals through their spies. J. J. Andrews especially understood them, as the sequel will prove.

It is beyond the scope of this article to discuss the plans adopted by Captain J. J. Andrews and his twenty-two auxiliaries, to descend into the heart of the South; suffice it to say, their plans were successful, and they passed the Confederate lines and entered the pretty town of Marietta, twenty miles north of Atlanta, unmolested and unsuspected. The solving of the mystery will appear at the proper time. For present purposes it is enough to state that they not only entered the town mentioned, but boarded the north-bound train on the morning of April 12th, 1862. The well-known and intrepid Captain William A. Fuller was the conductor in charge of that train – the now celebrated “General” was his engine – and Jeff Cain his engineer. There was nothing suspicious in the environments of the occasion. In those days it was not unusual, even in a country town, for a large number of men to board a train, and they were coming in from all over the country to join the Confederate army.

There was a Camp of Instruction at Big Shanty, seven miles north of Marietta, and this fact, as well as many others more important, was known to Andrews, who from the beginning of the war had been “a commercial traveller,” “in full sympathy with the South,” and had ridden over this line many times. The conductor, therefore, took up the tickets as usual, some to one point and some to another, but the most of them to Big Shanty. The raiders were dressed in various styles and appeared like a good class of countrymen. They claimed to be “refugees from beyond the Lincoln lines.”

Big Shanty was a mere station, having only one or two business houses, and noted by the traveling public as having a most excellent “eating-house” for the accommodation of the passenger trains. When Captain Fuller’s train arrived at Big Shanty, the passengers and train hands went into the hotel for breakfast. The absence from the table of the large crowd that got on the train at Marietta was noticed by the conductor, and just as he took his seat, which commanded a view of his train, the gong on the old “General” rang. It should be stated here that the train was as follows: “The general,” three freight cars, one second and two first-class coaches, a baggage car and express car. Andrews had detached the entire passenger train, put his surplus men into the three freight cars, and on “The General” he had with himself his own engineer and fireman.

The very moment the gong rang Captain Fuller sprang from the table, and with a swift run reached the main track and pursued the flying train, which was now fast disappearing around a curve in the road. As he ran out of the hotel Captain Fuller called to his engineer, Jeff Cain: “Some one who has no right to do so has taken our train!” Cain and Mr. Anthony Murphy joined in the race, but were soon distanced by the fleet-footed Fuller. The limestone soil between the tracks was wet and clung to his feet so that fast running was very fatiguing to Captain Fuller, but he ran with a determination that overcame all obstacles. Moon’s Station, a little more than two miles from Big Shanty, was reached by him in an incredibly short time. Here he found that the Andrews raiders had stopped and had taken all of the tools from the railroad section hands. They had climbed the telegraph poles, cut the wire, and carried a hundred feet of it along with them to prevent the repair of the line in time to thwart their plans. The track hands were amazed at their conduct, and hurriedly told Captain Fuller what had been done. Up to this time he had been in doubt as to the true character of the raiders. He had thought that possibly some of the Confederates at Camp McDonald, (the Camp of Instruction at Big Shanty), tired of strict discipline and confinement, might have taken the train in order to enable them to pass the environment of their camp. But from this moment there was no room for doubt. As quickly as possible Captain Fuller and two track hands placed upon the rails an old timber car used for hauling crossties, iron, and other heavy material. This was an unwieldy and cumbersome medium of locomotion, but it rendered good service, nevertheless. Captain Fuller knew that every moment of time was most valuable, as the raiders were speeding along up the road and his chances for overtaking and capturing them were very doubtful. While putting on the hand-car he debated with himself these questions: “Should he proceed immediately in the pursuit, or would it be best to push back and get his engineer?” He decided to push back for Cain, and when he had gone nearly a mile he met Cain and Mr. Anthony Murphy. They were taken on the hand-car and the pursuit of the raiders, now far ahead, was begun again. Captain Fuller says that if he had not gone back, as above stated, he would have captured the raiders at Kingston, as more than twenty minutes were lost, and he was quite that close to them at Kingston. He says, however, he is now glad he did not do so, as the run from that point furnished the most thrilling event of his life.

Murphy, Cain, the two track hands, and Fuller, pushed and ran, and ran and pushed, alternately, and each and every man on the old hand-car did his full duty. Soon after passing Moon’s Station, where Captain Fuller got the hand-car, the pursuers came upon a pile of cross-ties, but they were soon removed from the track and the race resumed.

The intelligent reader will not for a moment suppose that Captain Fuller and his comrades entertained any hope of overtaking the raiders on foot, or even by the hand-car. Captain Fuller’s thoughts ran ahead of his surroundings, and he disclosed his plans to his comrades in these words: “If we can get to Etowah by 9:40, we will catch the old Yonah. This we can do by very hard work, unless hindered by obstructions.” This suggestion doubled the energy of every man, and they abandoned themselves to the task before them. It is difficult to write, with deliberation, a story so full of push and haste. This run of twenty miles with an old clumsy hand-car, under so many difficulties, is replete with interest. At length, after Captain Fuller and his comrades were thoroughly exhausted, standing on the turn-table at Etowah more than a mile away, “the old Yonah” was espied. A yell and cry of great joy went up from these gallant men; but, alas, their vision had extended beyond their immediate danger! The raiders had removed an outside rail in a short curve, and unexpectedly the whole party was thrown into a ditch full of water. This, however, was a small matter to men of resolute will and iron nerve. The car was soon carried across the break in the track and put upon the run again. One of the track hands was left to watch this break, to prevent danger to following trains – the other was left with the hand-car at Etowah. Although the old Yonah was standing on the turn-table at Etowah, her tender was on another track. Willing and eager hands soon had the engine and tender coupled together, and the Yonah was “pressed into service.” An empty coal car was taken on, and a few Confederate soldiers, who were at the station waiting for a south-bound train, volunteered to join in the chase. The engineer of the Yonah, Mr. Marion Hilly, and his own hands, ran the Yonah from Etowah to Kingston, and Captain Fuller gives them great credit for their loyalty and faithful service.

A more dangerous run was never made. The track was in a bad condition, and the line quite crooked; and the pursuers could not tell at what moment they might be thrown into a ditch by a removal of rails, or obstructions placed upon the track; but they were absolutely blind to all personal danger or considerations. The Yonah had only two drivers and they were six feet, and she had a very short strike. She was built for fast running with a small passenger train on an easy grade. Under all the difficulties by which he was surrounded, Hilly ran the Yonah from Etowah to Kingston, thirteen miles in fourteen minutes, and came to a full stop at Cartersvile, and also at Kingston. Several crossties had been put upon the track, but the pursuers said “they were literally blown away as the Yonah split the wind.”

At Kingston, Captain Fuller learned that he was only twenty minutes behind the raiders. At this point, Andrews had represented himself as a Confederate officer. He told the railroad agent that he “passed Fuller’s train at Atlanta, and that the cars which he had contained fixed ammunition for General Beauregard at Corinth.” He carried a red flag on “The General,” and said that “Fuller’s train was behind with the regular passenger train.”

This plausible story induced the agent to give him his keys to unlock the switch at the north end of the Kingston railroad yard. Several heavy freight trains were at Kingston, bound southward. Those furthest behind reached a mile or so north of the switch on the main line. Owing to Andrews’s “fixed ammunition” story, the agent, being a patriotic man, ordered all trains to pull by, so as to let Andrews out at the north end of the yard. This was done as quickly as possible, though it was difficult to make the railroad men understand why the great haste, and why Andrews should be let pass at so much trouble when Fuller’s train would soon be along, and both could be passed at the same time. But Andrews’s business was so urgent, and so vitally important, as a renewal of the fight between Beauregard and Buell was expected at any hour, the freightmen were induced to pull by and let him out. This delay gave Captain Fuller an inestimable advantage, and but for the delay at Moon’s Station, Andrews and his raiders would have been captured at Kingston.

When Fuller arrived at Kingston on the Yonah, he was stopped by a flagman more than a mile south of the depot, on account of the trains that had pulled by to let Andrews out. He saw at once that he would have to abandon the Yonah, as he could not get her by without much delay. So taking to his feet again, he ran around those freight trains to the depot and held a short conversation with the agent from whom he learned the particulars of Andrews’s movements and representations, etc. He then ran to the north prong of the Rome railroad “Y,” where that road intersected with the Western and Atlantic mainline. There he found “The Alfred Shorter,” the Rome railroad engine, fired up and ready to move. He hurriedly told Wyley Harbin the engineer of “The Alfred Shorter,” about the raiders, and he and his fireman, noble fellows, at once put themselves and their engine at his service. The pursuers were gone in thirty seconds. Captain Fuller says that Jeff Cain got into the train, but that Mr. Murphy who was in another part of the car yard, considering some other plan, came near being left; but Fuller saw him and held Harbin up until he ran up and got on.

Captain Fuller rode on the cowcatcher of the “Shorter,” that he might remove crossties and other obstructions that would probably be put on the track. Further down the road, when Andrews was running more at leisure, he loaded the three box cars with ties and other timber, and when he feared pursuit he punched out the rear end of his hindermost car and dropped obstructions in the way of his pursuers. The Alfred Shorter had drivers only four feet – 6 – , and could make only ordinary time; but Captain Fuller did not consider that of any great disadvantage, as she ran as fast as it was safe to do on account of the many obstruction dropped by raiders upon that part of the road.

Six miles north of Kingston, Captain Fuller found it necessary to abandon the “Shorter,” because at that point several rails of the track had been taken up and carried away by the raiders. Knowing the schedule as he did, and seeing he could not get by in less time than thirty minutes, Captain Fuller decided that the best thing to be done was to go to Adairsville, four miles north, where he hoped to find a south-bound train, “tied up” because of the delay of his train. Possibly he might meet this train before reaching Adairsville. Leaving the “Shorter,” he called upon all who wished to join in one more effort to follow him, and started in a run on foot for another four miles. There were none to follow – all preferred to remain in the Rome passenger coach. (It is not amiss here to state that, at Kingston, Fuller took on one coach belonging to the Rome Railroad, and that some thirty or forty persons had volunteered and boarded the Rome car; but, when invited to join in a four-mile foot race, they preferred to remain in the coach.)

When Fuller had run about two miles he looked back and saw Murphy just rounding a curve about three hundred yards behind. When he had run about a mile further, to his great delight he met the expected south-bound freight train. Fuller gave the signal, and, having a gun in his hand, was recognized by the conductor, who stopped as quickly as possible. Fortunately Peter I. Brachen was the engineer of the freight, and had “The Texas,” a Danforth & Cook, 5 feet 10 driver, as his engine. Captain Fuller knew that Brachen was a cool, level-headed man, and one of the best runners that ever pulled a throttle. As soon as the train stopped, Fuller mounted and was about to back it, when, seeing Murphy coming, he held Brachen a few seconds until his comrade got on “The Texas.” Then the long train was pushed back to Adairsville, where Fuller changed the switch, uncoupled the train from the engine, and pushed in upon the side track. In the further pursuit of the raiders, Captain Fuller never changed his engine or his crew again.

From hence “The Texas” is after “The General” – both are new, both 5 feet 10 driver, with the same stroke – “The General” a Rogers, “The Texas” a Danforth & Cook. But “The General” was forward, while “The Texas” had to back.

Captain Fuller rode on the back end of the tender, which was in front, and swung from corner to corner, so that he could see round the curves and signal to Brachen. His only chance to hold on was by two hooks, one at each corner of the tender, such as were formerly used to secure “spark catchers.” Many times he bounced two feet high when the tender ran over obstructions not seen in time to stop the engine. The ten miles from Adairsville to Calhoun was made in twelve minutes, including the time consumed in removing obstructions. (Here it may be in order to state that when Andrews had met Brachen at Adairsville, on his south-bound trip before being met by Fuller, that he told him to hurry to Kingston, as Fuller would wait there for him. This Brachen was doing, when Captain Fuller met him a mile south of Adairsville. But if Fuller had not met and stopped him, he would not have gone on to Kingston, but would have plunged into the break in the railroad where the raiders had taken up the rails at the point where the “Shorter” was abandoned. This was one of Andrews’ best moves. He hoped to occasion a disastrous wreck, and block the road.)

As Captain Fuller with “The Texas” and her crew figure exclusively in the remainder of this wonderful chase, he thinks it eminently due them that the names of those actually engaged on the engine should be given. Federal reports of the affair have put under the command of Fuller a regiment or more of armed soldiers. Some illustrations show long trains of cars packed to overflowing with armed men.

From the time he stopped Brachen, a mile south of Adairsville, to the point where Andrews abandoned “The General,” three miles north of Ringgold, he had with him only Peter J. Brachen as engineer, Henry Haney, fireman of the engine (who, at the suggestion of Brachen, stood at the brakes of the tender, and had for additional leverage a piece of timber run through the spokes of the brake-wheel), Flem Cox, an engineer on the road, who happened to be along, and fired the “Texas,” and Alonzo Martin, train hand of the freight train left at Adairsville, who passed wood to Cox. Thus it is seen that Captain Fuller, Peter J. Brachen, Flem Cox, and Alonzo Martin were the members of the pursuing party in toto, during the last fifty-five miles of the chase.