Transportation. By Rail. By Sea. Embarkation. Care of Animals. Food
for Animals. Diseases of Animals on Shipboard. Disembarkation.
TRANSPORTATION OF ARTILLERY.
TO EMBARK AND DISEMBARK ARTILLERY AND ARTILLERY STORES--GENERAL RULES.
When artillery and its stores are to be shipped for an expedition,
prepare first a list of all the articles, stating their number, weight
of each, and the total weight of each kind.
Furnish the quartermaster with an exact return of the command, showing
number of officers, enlisted men, and animals and weight of baggage;
also a copy of the order directing the movement.
In estimating the weights allow double for that of bulky articles which
occupy much space without weighing much.
Divide the total quantity to be transported among the vessels, and make
statements in duplicate of the articles on board each vessel, one of
which lists should go with the vessel and the other with the officer
shipping the stores.
The articles must be divided among the vessels according to the
circumstances of the case; but as a general rule everything necessary
for the service required at the moment of disembarkation should be
placed in each vessel, so that there will be no inconvenience should
other vessels be delayed.
If a particular kind of a gun is necessary for any operation, do not
place all of one kind in one vessel, to avoid being deprived of them by
any accident to it.
The pieces and caissons are brought to the wharf or shore and
unlimbered, and the chests and wheels taken off; each set of implements
is strapped together, the washers and linch-pins being put in a box;
the harness is tied and labelled in sets; if the voyage is to be
short, the harness for each horse may be tied up in its blanket. The
battery-wagon and forge is unlimbered, and the limber-chest taken off,
as well as the spare parts outside of the wagon. All the chests are
distinctly marked, so that it can immediately be seen where they belong.
The pieces are first lowered to their places between-decks, the place
for dismounting them depending upon the manner of embarking; then the
carriages, limbers, implements, and wheels; the harness is placed
(regard being had to its preservation) where it may be of easy access.
The box of washers and linch-pins is under the special charge of a
non-commissioned officer.
The battery-wagon and forge, with its limber and limber-chest, is
stowed separate from the battery, but where it will be accessible.
Sponges, rammers, and intrenching-tools should be united in bundles or
boxes.
The contents of each box, barrel, or bundle should be distinctly marked
upon it. The boxes should be made small so that they can be easily
handled.
The position of the different articles in each vessel is noted in a
column in the list on board.
Place the heaviest articles below, beginning with the guns, then the
carriages, limbers, ammunition-boxes, etc. Boxes of ammunition should
be in the driest and least exposed part of the vessel.
Articles required to be disembarked first should be put in last, or so
placed that they can be easily got at.
If the disembarkation is to be performed in front of the enemy, some of
the pieces should be so placed that they can be disembarked immediately
with their carriages, implements, and ammunition; also the tools and
materials for throwing up temporary intrenchments on landing.
When there are several vessels laden with artillery and stores for the
expedition, each vessel should have on each quarter and on a single
masthead a number that can be easily distinguished at a distance. The
same number should be entered on the list of supplies shipped in each
vessel. The commander can then know exactly what resources he has with
him. Some vessels, distinguished by particular signal, should be laden
solely with such powder and ammunition as may not be required for
immediate service of the pieces.
If it is necessary to reship or leave any articles on board the
vessels, care should be taken to note them on the list.
Boats of proper capacity must be provided for the disembarkation,
according to the circumstances in each case.
It may be necessary to establish temporary wharves on trestles, or to
erect shears, cranes, or derricks.
RAILROAD TRANSPORTATION.
The most suitable car for carrying horses, especially in warm weather,
is the "slat stock-car," built of slats and open all around, but
tight in roof. Another kind, known as the "combination car," is made
with five doors on each side and one at each end, which may be closed
tight for stores, or with iron grates when carrying horses. These are
suitable for either warm or cold weather.
Both kinds are usually from 28 to 30 feet long, 7 feet 9 inches wide,
and 6 feet 8 inches high, inside measurement. Each car will carry 16
artillery or 18 common horses or mules. Be careful to have floors
sanded to keep horses from slipping down.
Loading cars with horses at night should be avoided. The battery should
be drawn up in the most convenient position for loading; and during
the operation of loading quiet and order must be maintained. Dismount;
let the men fall out of ranks if necessary and then reform, and have
personal equipment, etc., placed on the ground; unhitch; unharness and
tell off the horses to the cars, cannoneers assisting drivers. Station
a non-commissioned officer and one private at the door; the former to
superintend the work and the latter to count in a loud tone the horses
as they enter. Two more privates should be present to assist in putting
horses in position, etc.
After horses are loaded all assist in loading the material. The battery
is then reformed, retake equipments, etc., and the men are told off to
cars.
The horses should be driven or led in, following one another as closely
as possible, but should not be tied. They should be alternately led
to either end so as to fill up the middle of the car last, and should
stand alternately head and tail. If the journey is to be continued
beyond 18 or 20 hours, the horses will require to be watered and
fed. Nose-bags are generally used for the grain. If the drivers are
attentive, they, by taking advantage of the short halts made by the
train, can feed grain and hay quite easily by hand. Half-rations will
be sufficient under any circumstances. Before placing the horses on the
cars they should be thoroughly groomed and cooled; they should have
nothing more on them than their halter head-stalls. They should be fed
before being loaded, as it tends to keep them quiet.
If the journey is to continue for more than 36 hours, the horses
should be unloaded every 24 hours, and should be watered, fed,
groomed, and exercised before being loaded on the cars again. If there
are stockyards near by, the horses should be turned loose in them
for exercise. On long journeys, run all night and until about 10
A.M., then unload at a convenient place, and water, feed, and
groom; give the horses gentle exercise, and water and feed again so
that the horses can be reloaded about 4 or 5 P.M. to resume
the journey.
Horses are best loaded and unloaded from a stock-chute, but where this
convenience is not available and there is no platform a ramp or chute
may be improvised, using for it planks about 12 feet long and from 2 to
3 inches thick, depending on the strength of the wood.
A ramp should be about 4 feet wide, with the planks firmly fastened
together with transverse battens. These battens furthermore prevent the
horses from slipping. A strong trestle or crib of logs supports the end
of the ramp next the car, while the other rests on the ground and is
secured from slipping by strong stakes. An intermediate trestle or a
support of logs should be placed to prevent the planks from springing
with the weight of the horses. Three or four posts of suitable height
are set in the ground on each side, to which side-rails are lashed or
spiked for the purpose of keeping the horses from stepping off. A board
should be placed on each side to prevent the horses' feet from slipping
over the edges of the plank. When planks are not procurable, a ramp of
earth, supported by means of logs or stones on the end next the track,
may be constructed. The cars are brought up in succession to the ramp
to be loaded or unloaded.
In the field, where no chute or ramp is to be found at the place of
unloading, material ready prepared for constructing one should be
carried with the train. After loading the horses enclose the harness
in sacks, each marked with the designation of the horse, team, and
carriage to which it belongs.
Artillery-carriages are carried on platform or flat cars. These cars
are generally from 28 to 32 feet long by 8 feet wide. When properly
loaded, cars of 30 feet will carry two field-guns and two caissons
complete. To load them, the carriages are unlimbered and the spare
wheels removed from the caisson; the body of a caisson, its stock to
the rear, is run to the front end of the car and its stock rested on
the floor; another rear train is run forward in like manner until its
wheels strike or overlap those of the first, when its stock is rested
on the floor. A limber is then placed on the car with its pole to the
front, resting on the rear train; the second limber is backed on and
its pole held up until a gun, trail foremost, is run under it; the
trail of the gun is rested on the floor and the pole of the limber on
the gun-carriage. The other gun is run on in the same manner, and its
trail rested on the floor under the first gun; a limber is next run
on and its pole rested on the last gun; the remaining limber is run
on with its pole under the preceding limber. All of the carriages are
pushed together as closely as possible and firmly lashed to each other
and to the sides of the car; the wheels are chocked by pieces of wood
nailed to the floor. When the carriages are liable to chafe each other,
they are bound with gunny-sacking or other stuff.
A side-platform, such as is found in depots, is the best for
loading. The carriages are first run on to a spare car; from this
they are crossed over on planks to the one upon which they are to
be carried, and arranged on it as already described. When there is
no side-platform, the carriages are run up at the end of the car by
means of way-planks. Twenty-four thousand pounds is considered a safe
load for one car on a good track. Baggage, harness, forage, etc., are
usually carried in box-cars. These cars have the same dimensions as
heretofore given for those carrying horses.
The passenger-car of average size will seat 60 men, but a small car
will seat only 50. Allowance must be made for men's equipments, and
if the journey is of any distance each man should have a full seat.
Then by arranging the seats the men can extend themselves for resting
or sleeping. The men must be provided with cooked rations for the
whole trip. Each car must be liberally supplied with drinking-water,
lights at night, and all other conveniences, to make it unnecessary
for the men to leave them during stoppages of the train. The "tourist
sleeper" carries 48 men. It is provided with bunks (and some cars with
cooking-stoves) and should be used for long journeys when obtainable.
Guards should be detailed and so stationed on the train to preserve
order both when in motion and during stoppages. The arrangement of the
ordinary artillery-train will be:
1. Cars with material necessary for disembarking.
2. Horse-cars.
3. Baggage-cars, loaded with forage, harness, etc.
4. Cars for material.
5. Cars for officers and men.
The size of the train will vary, depending on grade, curvature, and
speed.
TRANSPORTATION OF ARTILLERY-HORSES BY SEA.
Transports for horses should be especially prepared for the purpose;
as a rule, the larger the vessel the better is she adapted for the
conveyance of horses. Ventilation is of primary importance, the safety
and condition of the horses mainly depending upon their having plenty
of fresh air; large air-ports or scuttles are indispensable, and
wind-sails down every hatch to each deck should be insisted upon. If
time permits, fixed air-shafts should be provided for each deck. The
ventilation of steamers may be assisted by using the donkey-engines for
this purpose.
The stalls are preferably between-decks, never, if it can be avoided,
in the hold; should horses be put on the spar-deck, nothing will be
stowed on the stall-sheds. Stalls should be about 6½ feet long, 28
inches wide; tail-boards fastened to the rear posts, and padded as low
as the hock; breast-boards and side-boards fitted in grooves about 4
feet from the floor, the first padded on the inner side and upper edge,
the latter on both sides; the floors of the stalls set on blocks that
the water may pass under them; four slats across each floor to give the
horses foothold. Troughs should be made to hang with hooks, so as to be
easily removed.
Before embarkation the side-boards are removed, and replaced as each
horse is placed in his stall.
Horses, in all cases, should stand athwart-ship; in this position they
better accommodate themselves to the motion of the vessel. When on
the upper deck, they should face inward; this for the reason that the
spray will not strike them in their faces, and, besides, when facing
each other in this manner they will suffer less from fright and nervous
excitement.
All stalls, hitching-bars, or whatever other arrangement for securing
horses, must be strong beyond any possibility of giving way. The
living force exerted by a row of horses, as they swing with the motion
of a ship in a heavy sea, is very great, and it is better to have no
securing arrangements whatever than to have those that, by giving way,
will wound and injure the animals in the wreck.
If the transport is to be used in very inclement weather, the
spar-deck, over the horses, should be covered. Canvas stretched over
a secure frame is better than boards, as the latter in a severe storm
might be carried away, and its wreck would cause disaster among the
horses.
During heavy weather horses sometimes become exhausted and fall. The
best thing that can be done in such cases is to back out the horse on
each side, so as to give the fallen horse plenty of room. The fallen
horse should be protected from rain and spray by a paulin, and great
care and tenderness exercised toward him; otherwise he is very liable
to perish. The horses may be fed from nose-bags, but it is better to
have for each one a small trough, suspended to the hitching-bar by
means of two iron hooks passing over the bar. The troughs are moved out
of the way when not in use. Hay can be fed by tying it up tightly in
bundles with rope-yarn and fastening the bundles to the hitching-bar.
It may also be fed in small quantities by hand, and the more attention
the horses receive in this way from the men the less fretful and uneasy
they become.
When the embarkation takes place from a wharf, and the vessel is not
too high, it is best to use gang-planks and lead the horses on board.
The gang-plank leading up from the wharf to the gunwale should be
about 20 feet long by 10 wide, and be made very strong. This width
admits of its being used for gun-carriages. It should be provided with
ropes at the corners, rollers, side-rails, and boards upon the sides
to prevent the horses from getting their feet over the edges. Another
similar gang-plank, but not so long, leads from the gunwale to the
deck, the two being securely fastened together by their ropes. These
gang-planks should be carried by the vessel, ready for disembarking.
Every provision for this latter operation should be thoroughly looked
after before starting on the voyage.
When it is not practicable to use gang-planks, the horses are hoisted
on board by means of a sling and lifting-tackle.
Horses should be kept without food and without water for several hours
before being put on board, as they are liable to be injured if slung
with full bellies; they will also become sooner reconciled to their new
quarters, and take quicker to their feed on board, when these measures
have been adopted.
=Sling.=--This is made of stout web, or double No. 1 canvas. It is
5 feet long and 2 feet wide, secured at each end by a stick of strong
wood 2 inches in diameter. The sides are bound with strips of canvas
doubled, thus making the edges four thicknesses. Loops of 4-inch rope
are attached to each stick.
The loop attached to one stick is 9 inches long; that attached to
the other is 2 feet 11 inches, and has an iron eye, 3 inches inside
measurement, fixed in the end. Breast-and breech-ropes (2-inch), 9 feet
long, are fixed to each side, and are tied together when the sling has
been put under the horse. The slings should be tested by an excess of
weight. A donkey-engine is used for hoisting.
Five men are required to sling a horse quickly and well. One man holds
the head-guy, which is attached to a neck-collar; two men, one on each
side of the horse, pass the sling under his belly; both then hold up
the ends over his back, passing the long loop through the shorter one
and hooking on the eye of the former to the lifting-tackle, continuing
to hold up the sling until the horse's legs leave the ground; another
man stands at the breast and fastens the breast-rope, while the
fifth stands at his rump and fastens the breech-rope. The officer
superintending commands: "_Hoist away!_" The first man slacks away at
the guy-rope, holding it just sufficiently taut to keep the horse's
head steady. When hoisting, no delay should be permitted; it should be
done in the shortest time compatible with safety. At the commencement,
after a certainty that all is right, it should be done rapidly, to
raise the horse and free him from surrounding objects before he has
time to do any injury by kicking. After attaining the necessary height,
he is carefully and steadily lowered to the deck. Care should be taken
to have two or three careful, active men stationed to seize the horse
and prevent his plunging until the slings are removed. While one holds
him by the head-stall another rapidly unhooks the tackle-purchase, and
two others let loose the breech-and breast-bands or ropes. When the
horses are to be lowered through a hatch to a deck below, the combings
of the hatch as well as stanchions about it should be well padded. As
an additional precaution, a head-collar should be provided, with a
large pad on top, to prevent injury should the horse strike his head
against the deck-beams when lighting on his feet.
To ascertain the number of horse-stalls that can be constructed on any
deck, first mark off a space of three feet all around the ship's side
for a passage to be kept clear behind the stalls, and a similar width
alongside all hatchways or other obstructions; then divide the running
length of the space left by 28 inches; this will give the number of
stalls in each row. When the clear width of beam between the inner
sides of any deck is 36 feet or more, three rows of stalls may be
constructed, the passage between the rows where the horses are to stand
head to head being not less than 6 feet, and between those that stand
tail to tail not less than 54 inches. Horses should not be placed near
boilers, etc., as the heat is liable to make them sick.
There must be ten per cent of spare stalls, and there must also be
at least one loose box, constructed near a hatchway, to admit of
a sick horse lying down. Each stall is numbered, the side-boards,
breast-boards, mangers, etc., being marked with the number of the stall
to which they belong.
For some hours before sailing hay should not be given at all;
otherwise, if the horses are seasick, it will remain undigested in the
stomach, and possibly cause colic or blind staggers.
CARE OF HORSES AT SEA.
For the first few days on shipboard food is to be given rather
sparingly, and bran is to form a large portion of it; but after
the horse becomes accustomed to his new situation, and his appetite
increases, he should be more liberally fed. A bran mash, or oats and
bran mixed, is to be given to him every other day.
The spare stalls admit of the horses being shifted, rubbed down, their
feet washed, and the stalls cleaned out every day that the weather
permits. Hand-rubbing the legs is of the greatest consequence to
the comfort and well-being of the horse, and is to be practised, if
possible, every day or whenever the horses change stalls.
Horses are to be slung in smooth weather, and allowed to stand on their
legs in rough and stormy weather. In smooth weather they will rest
their legs and feet by throwing their whole weight into the slings. To
sling a horse in rough weather, whereby he is taken off his feet, would
only have the effect of knocking him about with the roll of the ship.
Horses standing accommodate themselves to the motion of the vessel.
They are not to be placed in the horse-hammock until they have been at
sea for a week, as some would only be made uneasy by the attempt to do
so.
The hammock is to be placed around the centre of the horse's belly, and
then the breast-band and breeching fastened to the required length and
degree of tightness. When everything is in readiness, and not before,
the horse is quickly raised until all, or nearly all, of his weight is
off his legs. He will very soon learn the relief the hammock affords
him, and will not be slow in availing himself of it by throwing his
weight into it. With some horses it is necessary to use great quickness
in making the ropes fast before they throw their whole weight into the
hammock.
When the horses are between-decks, too much attention cannot be paid to
the constant trimming of the wind-sails so as to insure plenty of fresh
air. The wind-sails should be well forward, and extended down within
two or three feet of the deck. When a horse between-decks becomes ill,
and the weather is at all fine, he should be removed to the upper deck,
where the fresh air and change will probably soon bring him right again.
Besides the ordinary grooming utensils for stable service, there should
be a plentiful supply of stable-brooms, hoes, and shovels for cleaning
out the stalls, and baskets or other light vessels for removing the
manure. The ship must be well lighted, and the guards attentive;
seasick men must not be intrusted with this important duty.
Disinfectants, such as chloride of lime and zinc, carbolic acid,
copperas, powdered gypsum, etc., should be freely used, and, upon
embarking, the artillery commander will see that they are supplied.
Should any contagious disease appear, the horse or horses attacked will
be promptly thrown overboard, and the precautions taken as prescribed
under the head of Sick Horses.
The feed-troughs and the nostrils of the horses are washed every
morning and evening with diluted vinegar.
Water is allowed at the rate of six gallons a day per horse, and one
gallon per man.
During the voyage the artillery commander will make it his especial
duty to act in harmony with the master of the vessel. There must, of
necessity, be divided authority and responsibility. Order and neatness
among the men and cleanliness with the horses are to be looked after by
the commander of the troops. In attending to these duties care will be
observed not to interfere needlessly with the duties of the crew nor
with the belongings of the ship.
Officers are always to be furnished with cabin accommodations, and the
men with proper messing arrangements. This should be specified in the
charter, and should be clearly understood by all parties previous to
setting out on the voyage.
The fitting up of the vessel is generally done by the Quartermaster's
Department, but the commander of the artillery to be embarked will, as
the one most concerned, give his special attention to see that the work
is thorough and complete.
DISEMBARKING.
When this can be done at a wharf, the operation is simply the reverse
of embarking.
When wharf accommodations are not available, arrangements will have to
be made for transferring the men, horses, and material from the vessel
to the shore. Bridges may be made of pontoons, or of trestles and
pontoons combined, and the horses and material carried ashore on these;
canal-barges may be used and towed close to shore by light-draught
steamers, from which horses and material can be landed by a gang-plank;
by lashing two of the canal-barges together, placing the boats some 12
feet apart, and throwing a false or additional deck over the whole,
a platform is formed, about 40 feet long, capable of holding all the
pieces and caissons of a six-gun battery, or from 40 to 50 horses. A
raft of this kind should have a strong railing around it.
In disembarking horses the same precautions are necessary as when
embarking them. For some days after a long voyage they should be
led about at a walk, and no weight put on their backs unless it is
absolutely necessary.
The disembarkation of horses by swimming is more easily effected than
their embarkation by the same method, as their instinct assists in
bringing them ashore. The horse should be lowered in the sling over the
side of the vessel, without fastening the breast-strap or breeching.
When the tackle is unhooked, the sling opens and is at once slipped
from under. In smooth water a horse can easily swim half a mile.
When the deck of a vessel is low, say not over 10 feet, and there is a
gangway, the horses may be backed off into the water without slinging.
This method should never be resorted to if it can possibly be avoided;
it is liable to strain and injure the animal, and it is said to injure
his pluck and make him shy about entering water.