Both Napoleon and Frederick the Great have been credited with the saying “An army marches on its stomach.” Provisioning an army, especially one that numbered over 125,000 – the size of the Army of the Potomac at the beginning of General U.S. Grant’s Overland Campaign in May 1864 – would prove to be a monumental logistical challenge.
Fresh beef – 1¼ pounds daily according to the US War Department Army Regulations – was an important component of the Federal Civil War soldier’s ration. The most practical way to furnish beef to campaigning soldiers was to have herds of cattle march with the army.
So how much beef was needed?
An estimate given by Lt. Colonel C. W. Tolles in 1864 stated “A
bullock will furnish about 450 rations, so that an army of 100,000 men needs
over two hundred beef cattle for its supply.” Based on 450 rations
per head of beef, an army of 125,000 men consumed 278 head of beef daily.
At least 6,000 head crossed the Rapidan
River with the Army of the Potomac in early May of 1864. These
6,000 documented head produced approximately 2.7 million rations, enough to
supply an army of 125,000 for 21½ days.
The
6,000 head were gathered from holding pens in Pennsylvania, Maryland and Washington,
D.C. How did 6,000 head of cattle get to the Army of the Potomac for the
Overland Campaign?
An
excerpt from Feeding a Great Army ”
in the United States Service Magazine
in February 1880 by Brevet Brigadier General Thomas Wilson tells how:
“…to carry out my orders of supply, it
would be necessary to have sent up to the front from Alexandria, some 50 miles
distant, about 6,000 head of beef cattle, with the forage, corn in the ear, and
hay necessary to subsist them until the march began, and this feat had to be
accomplished between one Friday morning and the next Tuesday night; or, in
other words… an average of 1,200 head of beef cattle had to be sent daily by me
for five days, with the necessary forage for their maintenance.
The existing capacity of the Orange and
Alexandria Railroad in cattle cars was, at this time, for only 300 head daily…
The sudden call and the subsequent
remarkable feat of shipping 6,000 cattle over this road of a single track, in
the time required and with its limited resources was accomplished by the
authorities seizing all the flat cars within reach and placing fences around
them… In this manner, 1,800 head were
sent up in one day of twenty-four hours.
At one time during the shipment an endless train of cattle cars was in
transit, most of the railroad sidings being filled with them… We received all the cattle asked for before
the time needed.
Three hundred men were kept constantly
employed in unloading the cattle cars on their arrival at the front, so that
the emptied cars might be sent back without delay.”
The herds and animals that we see today
in the rural parts of Spotsylvania and Orange Counties are insignificant when
compared to those that travelled with General Grant. The Army of the Potomac had more than 50,000
horses and mules and at least 6,000 head of beef. Big armies meant big numbers.
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The term “unfinished railroad” refers to the roadbed without track that existed during the Civil War. This article will give a brief description of its history. Another article will discuss its use specifically during the Civil War period.
The “unfinished railroad” had a role in the Civil War, but
later it was two different working railroads run on the same roadbed. Although
incorporated in 1853 no track had been laid as the Civil War began. Running
between Orange and Fredericksburg, it existed under several names and
configurations existing operationally from 1877 until 1984. The first line was
narrow gauge, best known as the Potomac, Fredericksburg and Piedmont Railroad
(PF&P). It provided passenger and freight service for almost fifty years.
The second venture was standard gauge. It also hauled freight and passengers
under the name of the Virginia Central Railway between 1927 to1937 and freight
within Fredericksburg until 1984.
Incorporated in 1853, the
Fredericksburg and Gordonsville Railroad Company’s (FGRRC’s) “purpose was to
build a railroad between Fredericksburg and Gordonsville or Orange Court House
in order to connect with the rail lines already running to Gordonsville.” The
company failed by November 1857. Road
grading from Fredericksburg on 18 miles of the project had taken place by the
time of the Civil War but no track had been laid, thus the “unfinished
railroad” term. The project was resurrected in 1871. Some progress was made by
the new company, however, after many delays, the State took possession of the
railroad in December of 1873. It restored the property to the original owner,
the FGRRC. In March 1876 the railroad was again reorganized and the name
changed to the Potomac, Fredericksburg and Piedmont (PF&P), best known to
locals as the “Poor Folks, and Preachers” due to its clientele. The first train
to Orange arrived on February 26th, 1877.
PF&P showed a profit for many years. 1910 proved a banner year with 18,000 passengers and $56,000 in freight revenue. The high point for number of employees was 63 in 1920 but the decline was coming. The automobile and the truck “offered portal to portal service and substantial reductions in labor costs.” Furthermore the line could not interchange freight with mainline connections. In 1925 the line was sold and reorganized as the Orange and Fredericksburg Railroad but that was quickly sold to Langhorne Williams, a Richmond banker. The new name was the Virginia Central and the first upgrade was to install standard gauge track in 1926.
The line generally operated at a loss until it petitioned the Interstate Commerce Commission in 1937 to abandon the 37 miles between Orange and West Fredericksburg. It would continue to operate one mile of track in Fredericksburg as a switching operation for 15 industrial customers. The Williams family continued to operate that line until 1967 when it was transferred to the city. The line was quickly recognized as a white elephant and although several schemes promised a profit, in March of 1984 the ICC approved final abandonment
Three excellent sources of reading are
“Richmond, Fredericksburg & Potomac Railroad Historical Society, Inc.”
Volume 5, Issue 4, Fall 2009, “The Virginia Central Railway,” Ames Williams,
pages 18-28, Remembering: A History of Orange County, Frank S. Walker
Jr., pages 252-256 and “Tracks Through Time; A Railfan Tour of Orange County,
Virginia”, Frank S. Walker Jr., page 20, a pamphlet available at the Orange
County Visitor Center.
Whether you’re looking for homes for sale in Lake of the Woods VA or Waterfront property in Virginia we are your Real Estate Advisors for Stafford, Fredericksburg, Spotsylvania, Locust Grove, Central Virginia, and Greater Virginia. Thinking of selling? In any market condition, “what is my homeworth?” is the #1 question asked by home owners. If you wish to sell your home, it needs to be sold for top dollar and in a timely manner. Pricing your home accurately, Pat will partner with you to make the selling process so much easier. Get started today by calling us at (540) 388-2541 or contact Pat Licata.
To see available Lake of the Woods properties, please visit our site.
