War Department,
Washington City, D.
C, April 5, 1862.
SIR: I beg permission to make the following report relative
to the transportation of troops, horses, wagons, batteries, and usual
equipments, recently shipped at this city, Alexandria and Perryville.
I was called to Washington by telegraph on the 17th January
last by Assistant Secretary of War Thomas A. Scott. I was informed that Major
General McClellan wished to see me. From him I learned that he desired to know
if transportation in smooth water could be obtained to move at one time, for a
short distance, (from Annapolis to the mouth of the Rappahannock river,) about
50,000 troops, 10,000 horses, 1,000 wagons, 13 batteries and the usual
equipment of such an army. He frankly stated to me that he had always supposed
such a movement entirely feasible until two experienced quartermasters bad
recently reported it impracticable in their judgment. A few days afterwards I
reported to General McClellan that I was entirely confident the transports
could be commanded, and stated the mode by which his object could be
accomplished. A week or more afterwards I had the honor of an interview with
the President and General McClellan, when the subject was further discussed,
and especially as to the time required. I expressed the opinion that as the
movement of the horses and wagons would have to be made chiefly by schooners
and barges; that as each schooner would have to be properly fitted for the
protection of the horses, furnished with a supply of water and forage, and also
each transport for the troops provided with water, I did not deem it prudent to
assume that such an expedition could start within thirty days from the time the
order was given. The President and General McClellan both urgently stated the
vast importance of an earlier movement. I replied that if favorable winds
prevailed, and there was great despatch in loading, the time might be
materially diminished.
On the 14th February you advertised for transports of
various descriptions, inviting bids. On the 27th February I was informed that
the proposed movement by water was decided upon. That evening the quartermaster
general was informed of the decision. Directions were given to secure the
transportation, and my assistance was tendered. He promptly detailed to this
duty two most efficient assistants in his department. Colonel Rufus Ingalls was
stationed at Annapolis, where it was then proposed to embark the troops, and
Captain Henry C. Hodges was directed to meet me in Philadelphia, to attend to
chartering the vessels. With these arrangements I left Washington on the 28th
February. Aware that the movement of horses and wagons would be the chief cause
of delay, I had previously corresponded with Mr. M. S. Buckley, superintendent
of the Philadelphia and Reading Railroad Company, at Port Richmond, with whom I
had been officially connected for twelve years, to ascertain how many schooners
and barges could be at once commanded. I telegraphed him to meet me on my
arrival. I knew that I could rely on his good judgment, energy, and strict
integrity to serve the government and myself without compensation or profit,
direct or indirect. He, under me, had been daily familiar with a business
requiring transportation by water, which for many years had exceeded the entire
foreign tonnage of the port of New York. I requested Mr. Buckley not only to
give full notice to all vessels at his depot that the government required such
transports, but to oblige me personally by visiting the wharves in Philadelphia
generally, and especially those of the Schuylkill Navigation Company, to inform
the owners and captains of schooners and barges that the government desired to
charter them. After remaining two days in Philadelphia, with much satisfaction
in our progress, Captain Hodges and myself went to New York. All parties who
offered suitable transports in reply to your advertisement had been requested
to meet me. With few exceptions, such vessels were taken, and generally at a
reduction from the bids. These, however, were by no means sufficient. As much
publicity as possible was given, without further resort to the newspapers, that
the government was in the market to charter vessels. In fact, with your
advertisement and our action, it was notorious. Every owner of a vessel had the
opportunity to deal directly with the representatives of the department. It was
publicly avowed that the government preferred this course. When, however, a
transport was offered, I did not stop to ask the party whether he was the sole
owner, part owner, or merely represented the owners. Time being such an
important element, it was enough for me to know (or I thought it was) that the
party had proper authority to charter, that the vessel was suitable, and
offered at the fair current price. To have refused suitable vessels till I
could have ascertained who were the owners, or because they preferred to send
an agent or even pay a ship-broker, might have taken weeks, instead of days, to
have secured the required tonnage, and also greatly increased the cost, by
having a part of the fleet under charter waiting for the balance. I am induced
to make these remarks in consequence of the objections which I have recently
heard urged against the interference of agents or ship-brokers. It may not be
fully understood that in all great maritime cities negotiations for the sale,
charter, and freighting of vessels are carried on, to a considerable extent at
least, through ship-brokers — a business class as firmly established as stock,
land, money, or merchandise-brokers. In New York they are well known as a class
comprising many men of integrity and intelligence, whose services are not
ignored by ship-owners. In France, Belgium, Prussia, and many other places, the
charges for their services are regulated by a legalized tariff, from which the
broker is not allowed to deviate. In Great Britain and the United States he is
paid a commission, which, in the absence of a special agreement with the owner
for whom he is acting, is regulated by custom and sanction of local chambers of
commerce, boards of trade, &c.
In the case under consideration, however, no application was
made to shipbrokers, no commission tendered or asked, and no preferences shown.
The wants of the government were made public. Every party interested had the
opportunity of direct negotiation. The business was conducted with entire
fairness to the owners of vessels, and with fidelity to the government. I beg
to hand herewith a statement, prepared by Captain Hodges, of the vessels
chartered, which exhibits the prices paid and the parties with whom the
contracts were made. From this it is shown there were engaged:
113 steamers, at an average price per day of $218.10
188 schooners, at an average price per day of $24.45
88 barges, at an average price per day of $14.27
In thirty-seven days from the time I received the order in
Washington (and most of it was accomplished within thirty days) these vessels
were laden at Penyville, Alexandria, and Washington, (the place of embarking
the troops having been changed after all the transports had sailed, which
caused confusion and delay,) with 121,500 men, 14,592 animals, 1,150 wagons, 44
batteries, besides pontoon bridges, ambulances, telegraph materials, and the
immense quantity of equipage, &c, required for an army of such magnitude.
The only loss of which I have heard (and I am confident there is no other) is
eight mules and nine barges, which latter went ashore in a gale within a few
miles of Fort Monroe, the cargoes being saved. With this trifling exception,
not the slightest accident has occurred, to my knowledge.
I respectfully but confidently submit that, for economy and
celerity of movement, this expedition is without parallel.
I remain, sir, very
respectfully, your most obedient servant,
JOHN TUCKER, Assistant
Secretary of War.
Hon. EDWIN M. STANTON, Secretary of War.
SOURCE: Reports of
the Committees of the Senate of the United States for the Third Session of the
Thirty Seventh Congress, p. 328-9
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