Posts Tagged ‘American Civil War’
One of my readers is researching General Grenville M. Dodge and asked for information. I, of course, turned promptly to my buddy Peter A. Hansen who knows more about rail history than anyone I know. Pete writes for most of the major rail history magazines, consults with museums and rail companies, speaks regularly on rail history, and is currently editor of Railroad History, the scholarly journal of the Railway and Locomotive Historical Society. Pete has also been an on-camera source for CBS News and NBC News. More about Pete here.
Fun Fact: It’s an indisputable fact that Railroad History is the oldest (and still the most scholarly) rail history journal, but it is also believed to be the oldest industrial heritage journal of any kind in the U.S.
The information below is all Pete’s.
“You’ve seen Dodge many times, though you may not have known it. He appears at the center of what’s arguably the most famous photograph in American history (below). Two men on the ground are shaking hands; Dodge is the one on the right.
Dodge was born in Danvers, Mass. in 1831, and educated at New Hampshire’s Durham Academy and Vermont’s Norwich University. Upon receiving his engineering degree, he did what many ambitious young engineers did in the 1850s: He went to work for a railroad. He started with the Illinois Central, and later went to the Chicago & Rock Island and the Mississippi & Missouri. It was during his service to the latter two roads that he met Thomas C. Durant, who would later become the driving force behind the Union Pacific, the eastern half of the nation’s first transcontinental railroad.
Dodge’s relationship with Lincoln stemmed from a chance 1859 encounter on the front porch of the Pacific House hotel in Council Bluffs, Iowa. Lincoln was in town to inspect some real estate that had been offered as collateral for a loan requested by a friend, and he was also due to make a speech there. (He wasn’t yet an officially-declared candidate for the Republican presidential nomination, but he was at least considering it.) Dodge had just returned from a surveying expedition in Nebraska’s Platte Valley, seeking a route for an eventual Pacific railroad. Lincoln, a frontiersman by birth, was intensely interested in the subject of internal improvements, and particularly in a line to California. During their two-hour meeting, Lincoln did most of the listening, and Dodge, the talking. “By his kindly ways,” Dodge would recall, “[he] soon drew from me all I knew of the country west, and the results of my reconnoisances. [sic] As the saying is, he completely ‘shelled my woods,’ getting all the secrets that were later to go to my employers.”
A few years later, when President Lincoln needed impartial advice on the Pacific Railroad, the greatest non-military undertaking of his administration (or indeed, in all of American history, up to that point), he turned to Dodge. Apart from his unquestioned abilities, it may have been Dodge’s relationship with Lincoln that made him a favorite of Sherman and Grant.
Dodge began the war inauspiciously enough, as colonel of the Fourth Iowa infantry regiment. He was to make his mark at Pea Ridge in early 1862, where he sustained multiple minor wounds and had three horses shot from under him. He was promoted to brigadier general in April of that year, and was commanded to rebuild the Mobile & Ohio Railroad between Corinth, Miss., and Columbus, Ky. Despite continual harassment by Nathan Bedford Forrest, he got the job done by October.
His performance did not go unnoticed. Grant’s chief of staff, John Rawlins, sent for him that month, and he was given a divisional command with the Army of Tennessee. He became something of a spymaster during the Vicksburg campaign, where he also covered Grant’s left during the final stages.
It’s also worth noting that Lincoln sent for Dodge during the Vicksburg siege, seeking his advice on several matters related to the Pacific Railroad Act. In particular, the Act had authorized the president to name the eastern terminus of the line, and Lincoln wanted to hear more about Council Bluffs. Also, certain provisions of the 1862 Act had scared private investors away from the project: Lincoln sought Dodge’s advice on how to redress them, but ultimately rejected Dodge’s advice on the finance question. Dodge thought the government should simply build the railroad itself; Lincoln favored a revised Pacific Railroad Act in which government bonds would take second position to private issues – a reversal from the original Act. Lincoln’s view prevailed in Congress, and a second Pacific Railroad Act was passed in 1864. Lincoln did follow Dodge’s advice about Council Bluffs, however, and to this day, the city is Milepost 0 on the Union Pacific’s line west from the Missouri River.
Dodge went on leave after Vicksburg, and Durant lobbied him vigorously to resign his commission and return to railroading. Durant saw an opportunity in the young engineer for unparalleled Washington influence, and offered him the generous salary of $5,000. Nonetheless, Dodge remained in uniform for the rest of the war, though he would never again attain the distinction of the early campaigns. He served under Sherman during the siege of Atlanta, where a bullet fractured his skull, after which he was effectively out of the war.
Incidentally, Dodge’s papers can be found at the Iowa State Department of History and Archives in Des Moines. Do take his writings with a grain of salt: Dodge was not above embellishing his record. His home in Council Bluffs is now a museum, and it’s well worth a visit. While you’re in town, you might also check out the Union Pacific Railroad Museum, which tells the story of the first transcontinental railroad, and of Dodge’s role in it.
Two additional footnotes:
- One of the perks of being a railroad construction engineer, especially in virgin territory, was the ability to name places. Thus, the highest point on the first transcontinental line was at Sherman, Wyo., 8013 feet above sea level. Some 120 miles west, another Wyoming town bears the name of Rawlins.
- Some of Dodge’s history with Lincoln is recounted in my February 2009 Trains magazine feature, ‘The Rail Splitter and the Railroads.'”
Many thanks to Pete for the information above!
For more on Grenville Dodge, I recommend:
- Iowa Public Televisions Series on Dodge here.
- Dodge’s book, How we built the Union Pacific railway: and other railway papers and addresses thanks to Google Books.
In class, we’ve been discussing how the decisions of the two commanders-in-chief during the American Civil War impacted events at the operational level. Modern scholars have challenged the notion that Lincoln simply stayed involved in military details until he found the right general (Grant). Eliot Cohen posits that’s “Lincoln exercised a constant oversight of the war effort from beginning to end.”(1) This intense interest in providing direction can be seen as early as the events surrounding the attack on Fort Sumter. Lincoln’s order of the nonviolent resupply of the fort, which caused the Confederates to fire the first shot and thus initiate the war, demonstrates Lincoln’s willingness to go against the advice of senior commanders. Equally important, it showed his considerable ability at playing the game of strategy. Cohen summed it up well by calling Lincoln’s move “characteristically cunning” and revealing of “a steely willingness to accept the hazards of war.”(2)
Lincoln continued to immerse himself in operational details, stepping back only to a degree when General Grant became General-in-chief but certainly not completely. Lincoln carefully reviewed dispatches and, as has been well documented, literally camped in the telegraph office during battles. In fact, he qualified as a micro-manager to some degree. As such, one of the ways in which his leadership impacted operation was by his dismissal of generals who didn’t perform. “By comparison with our recent presidents, Lincoln was an exceptionally unforgiving boss.”(3) He also took considerable personal interest in the technological advancements that took place prior to and during the war. His personal influence could make things happen as it did with the development of river canon, which helped to win control by the Union of the Mississippi River and southern ports.
Lincoln was so intent upon staying informed of field activities that he installed journalist Charles Dana as, effectively, a spy in Grant’s camp while he was assigned in the west. Dana, who even had his own cipher for sending reports back to Stanton, was also dispatched to observe and report back on the command abilities of General Rosecrans. Lincoln put Dana back in Grant’s camp later in the war even after Grant had demonstrated success and earned Lincoln’s trust. This fact further dispels the notion that Lincoln simply turned over the war’s higher direction to Grant.(4) In fact, Cohen posits that “Lincoln did not merely find his generals; he controlled them. He molded the war to its last days, and he intended to dominate the making of peace at its end.” (5)
(1) Eliot A. Cohen, Supreme Command: Soldiers, Statesmen and Leadership in Wartime, (London: Free Press, 2002), 19.
(2) Ibid., 20.
(3) Ibid., 24.
(4) Ibid., 51.
(5) Ibid., 21.
The good folks at Oxford University Press recently sent me a copy of the new paperback edition of James McPherson’s This Mighty Scourge: Perspectives on the Civil War. First published in 2007, it comprises 16 essays in which McPherson attempts to answer the following questions:
- Why did the war come?
- What were the war aims of each side?
- What strategies did they employee to achieve these aims?
- How do we evaluate the leadership of both sides?
- Did the war’s outcome justify the immense sacrifice of lives?
- What impact did the experience of war have on the people who lived through it?
- How did later generations remember and commemorate that experience?
- Author: James M. McPherson
- Publisher: Oxford University Press
- ISBN13: 9780195392425
- ISBN10: 0195392426
- Paperback, 272 pages
- Sep 2009
I read the hardback version in 2007 and can highly RECOMMEND.
FYI – Amazon has the paperback version available for here for $12.21.
STEVEN E. WOODWORTH. Jefferson Davis and His Generals: The Failure of Confederate Command in the West. Lawrence, Kansas: University Press of Kansas. 1990. Pp. xv, 380. $16.95.
Much has been written about the political and military genius of Abraham Lincoln and the successful leader he grew to be while Commander in Chief of a fractured union. But as the country divided and civil war became a reality, a new leader was called upon to assume the role of Commander in Chief for the Confederacy, the seasoned Jefferson Davis. At the precipice of war, betting men looking at the comparative qualifications of the two presidents could easily have predicted that Davis would outshine Lincoln. What kind of leader did Davis prove to be and how did he recruit and manage those men who would become members of his high command? What kind of generals were they and how did their personalities and actions impact the outcome of the war?
Steven E. Woodworth’s monograph answers those questions and others through examination of Jefferson Davis’ handling of the generals who defended the newly formed Confederacy in the Western theater of the American Civil War. Against a chronology of key events, each commander is introduced with information essential to understanding the skills they brought to war. Woodworth gives us their respective birthplaces, education, military and political experience, and reasons for consideration as senior leaders. Their performances in command roles are examined along with their interactions with Davis. There is brilliance to be sure from both Davis and some of his generals. But there is also incompetence, jealousy, loss of nerve, and even a propensity toward sabotage of brother commanders. Varying degrees of analysis are given to among others: Leonidas Polk, Simon Bolivar Buckner, Albert Sidney Johnston, P.G.T. Beauregard, Braxton Bragg, Early Van Dorn, John C. Breckenridge, Edmund K. Smith, Nathan Bedford Forrest, Patrick R. Cleburne, Sterling Price, William J. Hardee, John C. Pemberton, Joseph E. Johnston, Benjamin F. Cheatham, James A. Seddon, Daniel H. Hill, James Longstreet, Gideon J. Pillow, David Twiggs, and John Bell Hood. Woodworth pulls no punches.
Woodworth concludes that Davis was highly trained, skilled from a breadth of experience in the militarily and in politics, and eminently qualified to assume the role of Commander in Chief of the Confederacy. He was also flawed. His imperfections are revealed as the war in the West is traced from beginning to end. Davis is shown to be incapable of judging objectively the performances of personal friends. He both trusts and delegates too much to his leaders. This trait worked to the detriment of some of the most exceptional men like Albert Sidney Johnston, who accomplished miracles in the defense of western borders despite unanswered requests to fill and equip his ranks. It also left incompetents like Leonidas Polk in power, impairing more talented men like Braxton Bragg. Davis becomes consumed by the war emotionally and physically. In the end, failure in the West is seen to have contributed significantly to the failure of the Confederacy. Woodworth posits that the faults of Davis himself, stemming from a deep-seated insecurity, are contributory to this failure.
Woodworth brings to the work the credentials of a seasoned historian. He holds history degrees from Southern Illinois University (B.A. 1982) and Rice University, where he received a Ph.D. in 1987. At the time of the book’s publication, he taught history at Toccoa Falls College in Georgia. He now teaches U.S. history, Civil War and Reconstruction, and the Old South at Texas Christian University. He also teaches military history at the American Military University. He is a prolific and award winning author.
Woodworth provides an insightful contribution to our understanding of the Civil War by revealing the best and the worst of the Confederacy’s senior military leadership in the West.
Particularly helpful to an understanding of the challenges faced by Davis’ high command is Woodworth’s campaign analysis. Also exemplary is the concise summary he provides of key points at the end of each chapter. This important study in leadership fills a gap and stands equal to and complementary of the T. Harry William classic, Lincoln and His Generals. It is both highly readable and academically rich.
A friend recently found a newpaper article regarding the death of his wife’s great grandfather, published below with permission. Since I live near the border of Missouri and Kansas and have posted quite a bit on our Civil War era border wars, I found this particularly interesting.
Note that Elwood, Kansas (originally called Roseport) is directly across the Missouri River from St. Joseph, Missouri.
St. Joseph Morning HeraldThursday September 11, 1862
Killing in Elwood (Kansas). Last Thursday a Mr. Slaughter was killed in Elwood by some Federal soldiers from Troy. We heard different versions of
the affair, at the time, and declined to publish any of them. Yesterday Mr. John Norton of Elwood, who lives with the Coroner, and was the
first man on the ground after the killing, brought us the following account of the affair, obtained from Mrs. Slaughter, the wife of the deceased:
Samuel A. Slaughter, living in Elwood, was killed Thursday night Sept 4, about 1 o’clock, as follows: A man named Day was living in
the house with the deceased. The soldiers came to the door which was left open, and began ballooing for the man of the house. Mr. Day asked
them what they wanted, and they replied, “A light.” He immediately struck a light, and they then asked him if a man named Slaughter lived there.
He replied affirmatively. They told him to tell Slaughter they wanted to see him. Mr. S. put on his clothes, went to the door, and asked them
what they wanted of him. They replied, “No matter, come along with us.” They took him out of the yard, and as soon as he was outside the gate, a revolver was fired. After the firing, the soldiers twice cried “halt.” They then cried, “There is a dead man out here, come and take care of him.”
Mr. Day and Mrs. Slaughter went out there, found Mr. Slaughter dead, ‘roused some of the neighbors, and procured a Coroner. The soldiers forbid them holding an inquest. They said they were there to arrest Mr. S. and he ran from them, and none should be held.
Mr. Slaughter was a secessionist, aged 26 or 28 years, and leaves a wife and two children. He formerly lived in this city, and once kept a
small saloon by the Elwood Ferry landing, called “The First and Last House.”
Elwood, first called Roseport, was established in 1856. In its heyday scores of river steamboats unloaded passengers and freight at its wharves and every 15 minutes ferryboats crossed to its Missouri rival, St. Joseph. During the 1850’s thousands of emigrants outfitted here for Oregon and California. Late in 1859, Abraham Lincoln seeking the Republican nomination, here first set foot in Kansas, and spoke in the three-story Great Western Hotel. Elwood was the first Kansas station on the Pony Express between Missouri and California. Construction of the first railroad west of the Missouri river began here in 1859. On April 23, 1860, the first locomotive, “The Albany,” was ferried over and pulled up on the bank by hand. Elwood’s ambitions for greatness were thwarted, not by St. Joe, but by the river which undermined the banks and washed much of the old town away.