ON BOARD TRANSPORTS--THE SAXON--QUINCY--CHARLES
OSGOOD--SHETUCKET--QUINNEBAUG.
“Headquarters” transport _Saxon_, so called because the colonel with a
majority of his staff were on board, was commanded by Captain Lavender,
and remained in the harbor until the morning of Friday, December 5th,
the men subsisting on crackers and cold water. At eight o’clock she
proceeded to sea, the boys giving a round of cheers to a lady upon
the ramparts of Fort Columbus, who waved a United States flag as they
passed. All arrangements were promptly made for the voyage: cooks
detailed to cook rations, and men assigned to bunks below deck.
Rough weather experienced the first night out soon became a gale,
which lasted for two days, playing the deuse with company cooks, and
prevented any use of the galley situated between decks. Those who could
eat at all had to subsist on hard bread and raw, salt pork. Nearly all
of the men and all of the officers were very sea-sick. The galley fire
was started several times, but rolling of the steamer would cause fat
in the pans to run over upon the galley stove, and blazing up quick
would set fire to the deck. Quick work with buckets of water would put
the fire out and prevent any serious damage.
The gale moderated during the night of December 7th. On Monday,
December 8th, after passing Cape Hatteras during Sunday night, the sea
became smooth, when men began to show themselves on deck. Somewhat
hungry, and not liking the regular allotted fare, on Monday night a few
men broke open the ice-chest and stole some fresh beef, cooking it at
the galley. Next morning the culprits were picked out. Corporal Sanford
Wood, Company I, was broke, had his chevrons stripped from his uniform,
and was put in irons by order of the colonel, as he was ringleader in
the affair. Privates J. Colson, Company I, Frank McConlow and Fitzallen
Gourley, both of Company D, detailed cooks at the time, were also put
in irons for not revealing the thieves names.
The _Saxon_ proved to be the safest and fastest boat of the four
vessels. She made a fine run to Key West, where anchor was cast at
six o’clock December 11th, without anything of an exciting nature to
enliven the trip except striking a school of finback whales about ten
o’clock on the morning of the tenth. The orders to transport-captains
were, to sail forty-eight hours out to sea and then open their sealed
orders, which were to rendezvous at Ship Island, Gulf of Mexico, with
permission, in case of distress, want of coal, water or provisions,
to stop at Port Royal, Tortugas or Key West. Taking in a supply of
fresh water and coal the steamer left Key West at six o’clock on the
morning of December 12th, bound for Ship Island direct; but early on
the morning of December 15th, which was very dark, the mate in charge
of the deck lost his course, and at full speed almost ran by the
blockading fleet off Mobile Bay. The gunboat _R. R. Cuyler_ hailed them
at two A.M., and was answered, when a blank shot followed by
a cannon-ball from the gunboat _Montgomery_ caused the mate to slow
up and heave to. Not provided with a steam whistle there was nothing
to do but to wait for something to develop, and soon the _Saxon_ was
boarded by naval officers, who gave the unwelcome intelligence that
the transport was off her course, heading direct for Mobile, and was
then past the inner line of picket boats, about one and a half miles
from Mobile Bar.
The _Saxon_ then proceeded on the correct course for Ship Island,
arriving there at nine o’clock A.M. About twenty-five tons
of coal was taken aboard from coal vessel _General Berry_, that had
lain at Ship Island for four months without a bushel of coal being
removed until the _Saxon_ took her small supply. After receiving orders
and coaling, at five o’clock in the afternoon a start was made for
New Orleans, encountering a severe northerly gale during the night,
which caused the vessel to roll worse than at any time previous on the
voyage. At seven o’clock, December 16th, the bar at South-West Pass
of the Mississippi River was in sight, and at nine o’clock she was on
her way up river, passing Forts Jackson and St. Philip at noon, tieing
up at the left bank at nine o’clock for the night; two sentinels were
placed upon the river bank as a protection from any possible guerilla
attack.
Early on the morning of December 17th, say about three o’clock, the
vessel proceeded to New Orleans, arriving at seven o’clock, after a
trip of twelve days from Sandy Hook, New York harbor. At four o’clock
in the afternoon the _Saxon_ steamed up river to Carrollton, arriving
at seven o’clock, and anchored for the night, the men landing to go
into camp late in the afternoon of next day, eighteenth.
The _Quincy_ was the first transport to get away, passing Sandy Hook
at night December 4th, in face of a threatening gale that lasted about
three days. While passing Cape Hatteras the gale became so severe that
the vessel was in great danger of not being able to weather it, as
Captain George W. Clapp, an old and experienced navigator, afterward
acknowledged. Had she foundered, few, if any, could have survived to
tell the tale. Except the crew and Captain Cogswell, all hands were
in that state of sea-sickness they did not care whether they lived or
died. The _Quincy_ was an old freight propeller with two light masts,
and one small upright boiler to work her machinery, previously in the
merchant marine on one of the western lakes. She was lost December
12th, 1863, while making the voyage from New York to New Orleans,
having sprung a leak during a violent gale, going down in sight of
Hatteras Light. Out of twenty-five persons aboard nine were saved.
Captain Clapp was lost.
On the evening of December 8th a leak in the boiler was discovered. The
fire was put out to admit of repairs being made; the steamer drifting
through the night. Fortunately the weather was all that could be
desired, and no bad results from the accident were to be feared. Steam
was got up on the morning of the ninth, but the same evening another
and worse leak in the boiler was discovered. At a council of officers
convened it was decided to instruct the captain to put into Port Royal
for repairs. The weather continued magnificent, with a smooth sea.
Port Royal was reached at noon on the eleventh under circumstances
which did not admit of a doubt that had the steamer been delayed twelve
hours longer her engine could not have been used at all. A Board of
Survey, granted by Brigadier-General Brannan, U. S. A., commanding the
District, and Commodore Dupont, pronounced the vessel sea-worthy, while
the boiler and engine were altogether too small for ocean service,
besides being very much out of order.
The troops were landed and quartered at Hilton Head while repairs
were made. Lieutenant Powers was sea-sick from the start, refusing
nourishment part of the time, and not able to retain any on his stomach
when he attempted to take it; wrapped in his blanket he lay a picture
of helplessness, losing strength day by day until it became a question
whether he would survive to reach Ship Island. The landings at Hilton
Head and Tortugas enabled him to recuperate sufficient strength to
stand the strain while upon the water, for when going to sea after
each landing he was flat on his back again the moment the long ocean
swell was reached. While the gale lasted for the first days out from
New York, sick as they were between decks, in an atmosphere almost
stifling from combined effects of stench from the cooking-range and
stench of another character, the men did not miss the funny scenes
that constantly occurred, causing laughter from men too sick to raise
their heads. One of these scenes was when the vessel gave a lurch,
that came near putting her upon her beam ends and threw the men below
promiscuously out of their berths, when one of them scrambled to the
other side, clung to a bunk and shouted, “for God’s sake, boys, all on
this side and right her!”
Buckets of water were kept in readiness for use in case of fire,
because in a heavy sea fat in stew-pans on the galley would be thrown
out and flash up in a blaze, causing danger to constantly exist of
a fire breaking out among inflammable material. This was so in all
transports conveying the Forty-Second, notwithstanding every precaution
was taken to guard against such a danger when cooking ranges were
placed on board.
Surgeon Hitchcock had a few severe cases of fever under his care,
attending to them faithfully, with a loss of one man by death. To his
care and attention many men owe a debt of gratitude, and for assistance
he rendered in placing them on their sea-legs; dealing out nourishment
suited to the debilitated condition they were in until sufficient
strength and appetite was gained to go on with the army ration. When
fairly over their sea-sick attack appetites of men became voracious.
On shore at Hilton Head the men were allowed to roam at will, an
opportunity they exercised to the utmost,--visiting other troops in
camp; taking daily baths at the sand beach, where they also washed
their under-clothing; feasted on fresh bread from the post-bakery,
equal to any furnished by the best of hotels in Boston; stole apples
at night from under the noses of a guard posted upon the wharf where
the barrels lay; sight-seeing upon the island like school-boys on a
vacation. The quarters were in some empty barracks near a sluggish
bayou, upon whose bank was a small graveyard, covered with ashes, with
a neglected appearance in general, where were interred the remains of a
few sailors who lost their lives at the capture of Forts Beauregard and
Walker by the Federal Navy in November, 1861.
Everything wore a quaint look, not only here but at every stopping
place _en route_ to New Orleans, exercising a peculiar charm over men
from the North who had never visited the South, experienced by all
travellers to parts of this world remote from their own residences,
regardless of any facts bearing on the climatic influences on
unacclimated beings. Until the stern reality of war was forced upon
them, it seemed to each and every man as though he was travelling for
pleasure at the Government expense. The first agreeable impressions of
localities visited on the voyage from New York to New Orleans cannot be
eradicated from minds of men belonging to the Forty-Second Regiment.
After repairs were finished the men reëmbarked December 16th,
proceeding at once to sea, and made a fine run to Tortugas, arriving
at Fort Jefferson on the twentieth, at nine o’clock A.M., to
take in coal. While coasting in sight of Florida Keys the steamer
_Memenon Sanford_, that formerly ran between Boston and Bangor, was
seen upon the reefs with wreckers around her. The _Sanford_ had the One
Hundred and Fifty-Sixth New York Infantry Regiment on board; every man
was saved and taken to Key West, December 11th, with nothing but what
they carried in their hands. The baggage and stores were afterwards
obtained, but the steamer could not be saved.
In Fort Jefferson was a garrison of four companies, Ninetieth New
York Infantry, weak in numbers from heavy losses by yellow fever
during the summer months. There was a large number of military and
civilian prisoners kept at work upon the fort, not then in a finished
state. Occupying a part of the parade within the walls were several
three-story brick dwelling houses with gardens attached, and trees of
large growth under whose sheltering branches several head of cattle,
belonging to the Commissary Department, would collect to escape the hot
sun at mid-day.
As another instance of danger that existed during the transportation of
Banks’ expeditionary corps to New Orleans, while the _Quincy_ was at
Tortugas an old rat-trap steamer came into port in a leaky condition
with New York troops on board. The pumps were kept constantly at
work since leaving New York, so the men stated. How the unseaworthy
transports managed to carry their human freights without loss of life
from dangers of the sea is one of those curious mysteries of God’s
providence.
After coaling and starting again seaward a collision occurred in the
channel with a Government schooner, carrying away the after part of
the steamer’s deck cabin, which caused a detention of several days to
repair damages. At dusk, on the twenty-second, the _Quincy_ put to sea,
arriving at Ship Island on the twenty-fifth, at nine o’clock P.
M. Early on the morning of the twenty-fifth Private W. H. Young,
Company C, Twenty-Eighth Connecticut Volunteers, died of fever, and
was committed to the deep at eleven A.M. with appropriate
services. Before the death of Young was announced, scattered on deck
and below, were knots of men engaged in the pastime of cards. Lounging
around, fishing and card playing were what the men did to kill time
since leaving Hilton Head; a book of any sort in their hands was not to
be noticed. On the announcement--presto--a sudden change; cards were
put away; nearly every man had his Bible, and was intently engaged in
its contents for the balance of the day. A death at sea with solemn
funeral rites was not without effect.
Receiving his orders, Lieutenant-Colonel Stedman had the _Quincy_ sail
for New Orleans on the twenty-sixth, arriving late at night on the
twenty-ninth, after a passage of twenty-five days from Sandy Hook.
The South-West Pass was reached at nightfall; a thick curtain of mist
preventing an entrance then. In company with several other transports
the _Quincy_ lay outside the bar until morning; a continual noise
from fog-whistles causing one to think he was in New York harbor. In
the morning, as the heavy fog lifted, a beautiful mirage was seen in
the sky, showing a brig ashore on a mud bank of the Delta. A perfect
representation of what was soon seen to be actually the case.
The _Quincy_ disembarked her troops at Carrollton, who went into camp
at Camp Mansfield.
The _Charles Osgood_ was an unfortunate vessel. An old propeller
used on Long Island Sound, she was in every respect consort of the
_Shetucket_; each fitted up in the same manner to convey troops,
_i.e._, with a false deck to cover bunks and cooking apparatus. In
a serious blow, with heavy sea running, this deck was liable to be
swept away at any moment. The steamer anchored in the river after
all hands were on board, proceeding to Sandy Hook on the fifth; there
remained until she put to sea at half past five o’clock A.M.
December 6th. Captain Geer never was beyond Fortress Munroe, and knew
little about ocean navigation. He put to sea with one small compass,
no charts, no chronometer, no life preservers on board, and with two
small boats. With clear, cold weather, a high wind and rough sea, the
_Osgood_ ran down the coast and into Cape May harbor during the night
of the seventh, for refuge. While in Delaware Bay a severe blow split
sails and caused a slight displacement of the boiler, causing the
captain to run into Delaware River and anchor off Delaware City at
six o’clock, eighth, then to Philadelphia next day for repairs. She
remained at Philadelphia for five days, to obtain new sails, new boat
oars, life preservers, charts, and repairs on the boiler. The captain
secured the services of an old and experienced navigator, Captain Sears.
As the men were afraid to continue the voyage on the steamer they were
not allowed to go ashore, for fear none would return when all was
ready to start. They grumbled considerably, and when the vessel ran
aground on League Island, about half past seven A.M. on the
fourteenth, some men improved the opportunity to run ashore upon the
ice. They went to Philadelphia, got drunk, but all came back before
she got afloat at the next full tide except Private Chauncey Converse,
Company K. Private Converse did not rejoin his regiment until April
11th, 1863. He surrendered himself to United States officers, taking
the benefit of general orders No. 58, War Department, series of 1863,
granting pardon to all deserters who did so. Regarding this case of
apparent desertion Adjutant-General Schouler wrote Lieutenant-Colonel
Stedman, under date of February 21st, that Converse reported he was
left sick at Philadelphia, and said he had tried and wished to rejoin
his regiment.
At half past eight o’clock A.M. on the sixteenth this
transport got a fair start, after remaining over night inside the
breakwater at Cape Henlopen, proceeding down the coast in sight of
land during the day and running out to sea at night until Key West
was reached at two o’clock on the afternoon of the twenty-third. The
vessel struck on Fernandina Shoals, on the twentieth, about four
o’clock in the morning; fortunately no damage was done, although boats
were got ready to cast off in case of necessity. Leaving Key West
at nine o’clock A.M. on the twenty-sixth, bound direct for
Ship Island for orders, the transport arrived there at seven o’clock
P.M., December 29th, proceeding to New Orleans early next
morning (four o’clock), two hours later running aground and remaining
for a few minutes, off Chandeleur Light; made Pass L’Outre, mouth of
the Mississippi, at four o’clock in the afternoon, arriving at New
Orleans at two o’clock A.M., January 1st.
Ordered forthwith to Galveston, the transport left New Orleans at four
o’clock in the morning, January 2d, and anchored at South-West Pass for
the night, about five o’clock in the afternoon. On the third, at six
o’clock A.M., the voyage was continued, but after a five hours
run gunboat _Clifton_ hailed the _Charles Osgood_ and ordered her back
to New Orleans, because Galveston was lost. She again reached that city
at three o’clock P.M. on the fourth.
Companies E and K were disembarked at Carrollton on the afternoon of
January 5th, and reported to Lieutenant-Colonel Stedman, in command
of Companies A, B and F, in camp at Camp Mansfield. Five companies
of the regiment were now united after a month’s separation by the
sea. Greetings were cordial and heartfelt. The _Charles Osgood_ was
twenty-six days making the voyage from Sandy Hook to New Orleans,
although the men had to live on board for thirty-three days.
The _Shetucket_ was another unfortunate transport, with a tedious
passage. She went to sea on the morning of December 6th. The men
had embarked during the day of December 3d, proceeding down the bay
to Sandy Hook on the morning of the fifth, when Captain Philo B.
Huntley, in command of the steamer, was obliged to seek shelter until a
snow-storm, then raging, had somewhat abated.
The officers on board were: Major Stiles in command; Captain Leonard,
Lieutenants White and Sanderson, of Company C; Lieutenants Phillips
and Gould, of Company H; and Lieutenant Duncan, Company F, detailed to
act as commissary. Captain Bailey, Company H, had been granted a two
hours furlough on shore for the express purpose of obtaining oil to
counteract the effect of salt water upon the muskets, and taken with
him acting Commissary-Sergeant Wentworth, Company G. They failed to
report on board at the limitation of time, but took passage for New
Orleans on the _North Star_, conveying the Forty-First Massachusetts
Infantry, General Banks and staff. The _North Star_ left New York
December 4th, before the _Shetucket_ left her anchorage in the
river. Captain Bailey did not assume command of his company until
January 12th. He and Wentworth arrived in New Orleans December 15th.
Wentworth was ordered to join his company on the _Saxon_. No hospital
accommodations was upon the transport, and no medicines, except what
meagre supplies were obtained by Major Stiles at Fortress Munroe and
Hilton Head. Private Thomas M. Lewis, Company D, enlisted from Roxbury,
a man forty-five years old, and a friend of Surgeon Cummings, was
detailed to act as surgeon. He was familiarly known as “old salts,” a
nickname given by the men, suggested by a rule he invariably followed
of prescribing a dose of salts to about every man who complained of
sickness.
The _Shetucket_ was an old two-masted propeller freight boat, plying
between New York and New London. A false deck-house of unsound lumber
had been built upon her main deck, covering the whole vessel from bow
to stern; in this deck-house bunks were built to accommodate near
two hundred men, and cooking apparatus placed. In a rough sea every
wave that struck her sides would send salt water into the bunks, so
much so that when the water was rough very few men would occupy them;
those that did arranged rubber blankets for what protection they would
afford. All of the accommodations were extremely poor. Sailing orders
were the same as on other transports; no one on board knew their
destination until after leaving Key West, except Major Stiles, Captain
Huntley, and Captain Leonard. This commendable secrecy was observed
upon all four of the transports that conveyed the Forty-Second.
Slow progress was made by this vessel when at sea. On the third night,
December 8th, Major Stiles retired early, worn out with loss of sleep,
leaving the command with Captain Leonard, and Lieutenant White on
duty as officer of the guard. About eight o’clock Lieutenant Gould,
conversing with Lieutenant White, remarked that if the captain kept
on in the direction he was going the vessel would be ashore, as he
knew the course steered was wrong from his experience and knowledge,
obtained while serving upon a Baltimore steamer. White paid no
special attention to what Gould said, and it does not appear that the
attention of Major Stiles was called to the matter. Lieutenants White
and Phillips were engaged in a game of cards in the cabin about nine
o’clock when a sudden shock was felt, bringing them to their feet in
an instant. Another shock followed immediately, and on the deck they
went, when another was felt, each one shaking the vessel from bow to
stern. The sky was clear, the sea tolerably smooth, and the shore could
be seen distinctly about one-half a mile away. There were two boats
(one large and one small) upon the _Shetucket_; the large boat was not
sea-worthy, while the small boat was capable of carrying three men. The
old sailors (there were many in Companies C and H) were sharp at work
trying to launch them. Captain Leonard sought the major, who sprang
from his berth on the grating sound awakening him, and was dressing,
and said: “The men have mutinied, and are all on deck. The officers of
the boat up in the rigging assailed by the men and dare not come down,
and the boat is aground; for God’s sake, come on deck.”
There was the usual commotion and confusion incident to such occasions,
and the major, half-dressed, was met by Lieutenant Phillips at the head
of the companion-way, who handed him a rope saying: “Make yourself fast
major, or you will be washed overboard.”
Lieutenant White drove men away from the boats, not until Sergeant
Henry Mann kicked a hole in one of them, and remarked as he did so:
“Only the officers can use it.” They then went for the hatchway, broke
it open, and commenced work on what little cargo there was aboard; for
what reason it is difficult to understand, unless to obtain material to
float upon in case it was necessary to take to the water as the only
means of escape, or to lighten the vessel. This was soon stopped. Major
Stiles ordered the men to their quarters below, answered by a chorus of
voices shouting: “We will be d--d if we will.” A persuader in shape of
a couple of cocked revolvers, with a determination to shoot the first
man who refused to obey his order, settled the business in a very short
time, and they went below.
Captain Huntley came down from aloft and informed the officers his
vessel was on Hog Island Shoals. For half an hour all attempts to back
off ended in failure, until a long, ocean swell lifted her bow, when
she floated into deep water. An examination of the hold proved that the
ship was making water slowly--not enough to be dangerous, as the pumps,
when set to work, were found able to control it. Her rudder was sprung,
two flukes were gone from the propeller, and two of her keel planks had
been smashed. The _Shetucket_ proceeded on, and reached Fortress Munroe
next day.
One of the funny incidents of this adventure was Lieutenant Sanderson
appearing on deck with a patent rubber pillow, for use in case of
shipwreck, at that period sold extensively in New York City, so fixed
about his body near the hips that if he should have been washed
overboard it would be difficult, if not impossible, to keep either head
or feet above water. The lieutenant was obliged to hear many sharp
jokes on this account the remainder of the trip.
At Fortress Munroe the vessel was ordered to Norfolk for necessary
repairs, arriving in the evening at six o’clock. In passing Craney
Island on the way to Norfolk they came to a blockade of piles with bare
room enough for a vessel to pass through, and a gunboat on guard. In
answer to a hail from this gunboat a dare-devil in Company H shouted in
reply: “Go to h--ll!” an answer that aroused the anger of Mr. gunboat
commander, who threatened to blow them to pieces. Apologies were of no
avail; a demand was made for the man who made the insulting reply, but
no one would point him out. The affair calmed down and the _Shetucket_
went on her way.
The men disembarked, quartered in the Seamen’s Bethel on West Wide
Water Street, and gave their officers considerable trouble by pranks
they carried on while in the city. General Vialle at one time
threatened to send a battery and fire into them; they made so much
disturbance ringing the church bell. During their stay Privates Luke
Armstrong and Alexander B. Ralsea, Company H, were taken sick and
placed in the general hospital; neither men rejoined the regiment
during its term of service. Private Ralsea was mustered out of service
at Fortress Munroe, for disability, May 27th.
Repairs finished, on the afternoon of December 21st the _Shetucket_
proceeded to sea, making very slow time, and ran short of coal and
water, causing Captain Huntley to bear up for Hilton Head. In the
attempt to make that port he ran into the blockading squadron off
Charleston, S. C., at three A.M. on the twenty-fifth, sailing
a direct course for Fort Sumter, when hailed by war-vessel _Powhattan_,
whose crew were beat to quarters, with a command: “Stop, or I will sink
you!” The naval officers were out of temper, and used strong language
to Captain Huntley for his stupidity, intimating that he deserved
sinking, and would have got it but for the troops on board. Anchor was
dropped at Hilton Head in the afternoon at half-past five o’clock.
The next day, twenty-sixth, an affair happened that threatened serious
consequences to one of the participators. Coal schooner _J. G. Babcock_
was alongside coaling the steamer. For some time the men had been
chaffing the schooner’s crew in a good-natured manner, and when a
drummer-boy of Company H began to climb the rigging he was ordered down
by the sailing-master, who was in an angry mood. This drummer paid
no attention to the order until the master sprang into the rigging to
force the boy back. He was coming down as the officer passed up, and
was kicked by the latter a few times in the head. That was enough to
make the men furious. Seizing lumps of coal they began to hurl the
missiles into the rigging, uttering threats to kick him overboard if he
came down, and frightened the officer to such an extent that he dare
not do so, but kept on going up to the crosstrees with an intention
of coming down on the other side of the mast. Privates John Davis,
Company H, Con. Dougherty, William Cook and Joseph Cole, Company C, and
others, all rough fighters, jumped on board the schooner and were in
the rigging on that side to get at him, when Lieutenant White, whose
personal courage no one ever had occasion to doubt, sprang to the
schooner’s deck ordering them down. All of the company officers then
got these men aboard the _Shetucket_, and the _Babcock’s_ crew cut the
ropes, letting her drift away to a safe distance. On the twenty-seventh
another schooner finished coaling.
As water was scarce at Hilton Head, the _Shetucket_ was ordered
to Beaufort to replenish water casks, doing so on Sunday, the
twenty-eighth. With a few hours to spare while at Beaufort, Major
Stiles decided to give the men leave of absence on shore until five
o’clock P.M., for at that hour the tide would serve to proceed
to sea. Thoroughly disgusted with the _Shetucket_, the men held a mass
meeting in a square of the town during the day and voted not to go on
board the old boat again. A committee was appointed to notify Major
Stiles of their decision; this committee attending to that duty between
two and three o’clock in the afternoon. No time was to be lost if the
men were to be got aboard that day in season to sail. The quality and
temper of the men was such, that any attempt to persuade them was
useless and merely involved loss of valuable time. Major Stiles called
upon the provost-marshal, informed him of the situation and asked his
assistance, which he was willing to give if the major would assume all
responsibility if trouble ensued. Of course this was done.
With about one hundred cavalry-men and seventy-five infantry the
provost-marshal, almost at the point of the bayonet and sabre, it
might be said, drove the men slowly toward the wharf, and every man
but one (a member of Company H) was got aboard at the appointed time.
The missing man was asleep in a house and overlooked, but found next
morning, brought down to Hilton Head and put aboard. On casting off and
reaching the channel, the provost-guard was saluted with many forcible
compliments, such as can only be given by men in a like situation.
It is not surprising such an incipient mutiny should have occurred when
all the circumstances of the case are considered: an old, unseaworthy
boat; indifferently officered, manned and equipped; consuming days of
valuable time to make a comparatively short voyage; liable to founder,
if caught in a heavy gale; not able to make over four knots an hour at
her best speed. The regimental officers consider it creditable that the
men bore their hardships patiently so long as they did.
Sailing from Hilton Head on the twenty-ninth, the steamer arrived at
Key West January 2d, 1863, for provisions. There was much amusement on
board when the U. S. gunboat _Sagamore_ hailed them in the afternoon of
the day they went into Key West, and the officer in charge of her deck,
when informed what day the vessel left New York, replied: “Where in
h--ll have you been all this time?”
Lieutenant Duncan, who was sea-sick whenever at sea, had a penchant
for collecting leaves and flowers wherever a landing was made, placing
them between leaves of books to press, and thus preserve them. While
at Key West some wags among the officers, who were ashore strolling
around, conceived the idea of carrying on board an appropriate sample
of the product of the soil. A huge cactus plant was obtained, taken
aboard, and presented to Lieutenant Duncan to press and preserve. He
had to stand many a joke about that cactus for a long time.
After obtaining a supply of repacked beef, that tasted well enough when
cooked and cold, but during the process of cooking made such a stench
the men could not remain below, the _Shetucket_, on the fourth day
of January, sailed for Ship Island, encountering a rough gale on the
sixth, that made things lively on board, and blew them fifty miles from
their course. Late in the afternoon on the seventh two steam vessels
were seen, or rather, the smoke they made was sighted on the horizon.
There was some commotion on board, and speculation was rife as to their
identity. The Confederate war vessel _Alabama_ was a nightmare that
haunted the minds of all upon transports conveying troops to the Gulf
Department. The following morning a vessel was in sight giving chase.
Rapidly gaining upon the _Shetucket_, a blank shot, then two solid
shots were fired, the last striking water about two hundred yards away
from the transport, when she was hove to. The vessel in pursuit was
the gunboat _R. R. Cuyler_, who had sighted the afternoon before, the
transport and another steamer, giving chase first to the _Shetucket_,
until finding her to be a slow sailer had gone in pursuit of the other
vessel, overhauling her during the night, capturing a good prize in an
English iron-built blockade runner, and then started for the transport
again, confident she could be found at any time.
This was on the morning of the eighth, and in the evening, at nine
o’clock, they arrived at Ship Island. Receiving orders to proceed
to New Orleans, a start was made at noon the next day, entering the
Mississippi River by Pass L’Outre early on the morning of the tenth,
arriving at New Orleans in the afternoon of Sunday, January 11th, with
only three men sick after such a trip.
The regiment was in camp at Carrollton, and Companies C and H proceeded
next day to that place, disembarked, and joined Companies A, B, E, F
and K, having been thirty-six days on the trip from Sandy Hook to New
Orleans.
The transport _Quinnebaug_ was in charge of Lieutenant Proctor,
Company G. Corporal Hodsdon, Company D, was detailed to report to
Colonel Beckwith, chief commissary, and by him assigned to the
vessel. It was intended at one time to send some horses upon her,
but the accommodations were such that none would have lived, and
it was abandoned. This transport was like the _Charles Osgood_ and
_Shetucket_, fitted up with bunks to accommodate troops. After some
changes of mind in regard to this vessel, she was loaded with stores,
sufficient for twenty-four thousand army rations.
Lieutenant Proctor, while on the way to go aboard his steamer in the
river, ready to proceed, was hailed on Broadway by Sergeants Nichols,
Vialle and Atwell, who said they had been left, together with Private
Greene, all of them members of Company G. Proctor told them to find
Greene and go on board the _Quinnebaug_, which they did.
One of the ridiculous things done in loading this vessel was to put
in a large refrigerator built next to the engine boilers, against
remonstrances of men who knew this would not do, packing it with ice
and fresh beef. As was to be expected, heat from the boilers melted
the ice fast, and by the time they went into Tortugas the beef was
spoilt. The _Quincy_ was there at the same time, but her troops could
not, or would not, eat the meat which Lieutenant Proctor sent on board
to the extent of several tons. The balance he threw overboard after
leaving Tortugas.
This vessel sailed December 6th, proceeding to Fortress Munroe for
orders, as directed, remaining there two days; also touched at Hilton
Head for one day, Tortugas for one day and a half and Ship Island
for one day, arriving at New Orleans December 29th, having been
twenty-three days on the trip from Sandy Hook.
When Captain Beckley, commanding vessel, heard the sailing orders read
at sea, which directed them to Ship Island, he was mad, and said his
boat was unseaworthy and in no condition to go over the Bahama Banks;
he was also without charts for a voyage beyond Charleston, S. C., and
was obliged to send to Baltimore for them, from Fortress Munroe, where
they were obtained with difficulty. The _Quinnebaug_, in July, 1864,
while conveying from Morehead City to Baltimore about two hundred and
eighty discharged soldiers, was driven ashore when off Cape Lookout,
the machinery refusing to work, and became a total wreck. Between
eighty and ninety soldiers were lost.
Other detailed men from the regiment for detached duty were: Corporal
Alfred Thayer, Company I, Wagoners John Willy, Company B, Joseph
B. Ford, Company A, Chauncey K. Bullock, Company D, Nelson Wright,
Company E, Porter Carter, Company K, in charge of horses upon the
transport-ship _Wizard King_. This ship sailed from New York December
8th, and arrived at New Orleans December 31st. Besides a large amount
of stores, about one hundred and sixty horses were on board, belonging
to field officers of various regiments in the expedition. Each
regiment detailed men to care for its own horses. Twenty-five horses
were lost on the trip, among them Surgeon Hitchcock’s horse.
The experience of other Massachusetts troops on the voyage to New
Orleans was varied, as the following condensed statement will show:
Fourth Regiment Infantry--Seven companies and a portion of another
sailed from New York January 3d in the transport-ship _Geo. Peabody_;
arrived February 7th, not landing until the thirteenth; forty-seven
days on board; balance of regiment arrived about the same time.
Forty-Seventh Regiment Infantry--Entire regiment sailed from New York
December 22d on steamer _Mississippi_; had a pleasant voyage of eight
days to Ship Island; arrived at New Orleans December 31st.
Forty-Eighth Regiment Infantry--Embarked December 29th on steamer
_Constellation_, sailing from New York for Fortress Munroe January
4th; after detention of seven days sailed for New Orleans, and arrived
February 1st.
Forty-Ninth Regiment Infantry--Left New York January 24th on the
steamer _Illinois_; arrived at New Orleans February 7th.
Fiftieth Regiment Infantry--Three companies were on steamer _Jersey
Blue_, one company on steamer _New Brunswick_, five companies on
steamer _Niagara_, one company on ship _Jenny Lind_. The _Jersey
Blue_ sailed from New York about December 11th, became unmanageable
at sea and was obliged to put into Hilton Head in distress; troops
were landed and remained on shore about three weeks, then embarked on
bark _Guerrilla_, and arrived at New Orleans January 20th. The _New
Brunswick_ sailed December 1st; arrived at New Orleans December 16th.
The _Niagara_ sailed December 13th, sprang a leak first night out,
machinery became disabled, and it was necessary to put in at Delaware
Breakwater; arrived at Philadelphia sixteenth, where the steamer
was condemned by a Board of Survey as unfit for transport service.
Ship _Jenny Lind_ arrived at Philadelphia January 1st, took the five
companies on board, and on the ninth sailed for Fortress Munroe,
arriving on the thirteenth. As the _Jenny Lind_ was not capable of
accommodating all the troops, three companies were transferred to ship
_Montebello_--she sailed sixteenth; arrived at New Orleans January
27th. The _Jenny Lind_ arrived at New Orleans February 9th.
Fifty-Third Regiment Infantry--Embarked on steamer _Continental_
January 17th, and after a stormy passage of twelve days reached New
Orleans January 30th.
Thirty-Eighth Regiment Infantry--Left Baltimore November 10th on
steamer _Baltic_; arrived at Fortress Munroe November 12th; left
Fortress Munroe December 4th; after a smooth and pleasant passage
arrived at Ship Island December 13th; went into camp on the island
until the twenty-ninth; embarked on steamer _Northern Light_, and
arrived at New Orleans December 31st.
Forty-First Regiment Infantry--Sailed from New York December 4th in
steamer _North Star_, and after a remarkable pleasant passage arrived
at New Orleans, _via_ Ship Island, December 15th.
Twelfth Light Battery--Sailed from Boston January 3d in ship _E. W.
Farley_; arrived at New Orleans February 3d, after a very rough passage.
Thirteenth Light Battery--Sailed from Boston January 20th in ship
_DeWitt Clinton_; arrived at Fortress Munroe February 11th, after a
very stormy passage and loss of fifty-seven horses; after a long,
tedious voyage from Fortress Munroe arrived at New Orleans May 10th:
becalmed off the Florida coast, steamer _Geo. Peabody_ towed the ship
to Key West; from Key West the steamer _St. Mary’s_ towed the ship to
within one day’s sail of the Mississippi River.
Fifteenth Light Battery--Sailed from Boston March 9th in ship _Zouave_;
touched at Fortress Munroe, and arrived at New Orleans April 9th.