The greater part of the regiment behaved finely on this occasion. There was some straggling and some desertions. The worst case of neglect of duty that occurred was Color-Sergeants Vialle, Company G, and Humphrey, Company D, who had in their charge the State and United States colors. Instead of leaving them in the armory where the regiment was quartered, they were left in a low groggery on Atlantic Avenue, and found by the sergeant-major, by the merest accident, late in the evening, taken to the armory, and placed in charge of the color company. It was the intention of Colonel Burrell to have had an inquiry into this case of neglect, when circumstances would permit. The separation of the companies and his being retained a prisoner of war for a long time alone prevented.

Early on the morning of December third the embarkation commenced, transports having arrived. Owing to the large number of stragglers during the day it was dark before all were got aboard, and the vessels hauled into the river.5 It was now evident that the three steamers upon which the regiment was embarked were not sufficient for the purpose. Upon the Charles Osgood, Shetucket, and Saxon, at least one hundred men upon each vessel were obliged to sleep on deck. Proper representations were made to General Banks the next day, who placed a fourth transport, the Quincy, at the colonel’s disposal, when three companies were transferred to that vessel.

Perhaps those men who on the night of the third of December were so loud in their denunciations of the colonel and his staff, laying all the blame for the hardships then suffered on those who strove in every way, and used every means within their power, to benefit their condition; perhaps those men, when time had given them a chance to reflect and compare their whole experience with what it was that night, would acknowledge that they were wrong in their snap judgment. If they could have seen the work done that night, and heard the opinions of their officers, they would then have known that the colonel and staff had their welfare and good condition at heart.

Shame on all men who will endeavor to foment a mutiny on the strength of fancied wrong, or incompetency of those in command, on such occasions as the one in point presented. There were men on board the transports that night who should hang their heads in shame.

The regiment was finally distributed as follows:

On the Saxon—Colonel Burrell, Adjutant Davis, Quartermaster Burrell, Surgeon Cummings, Chaplain Sanger, Quartermaster-Sergeant Foster, and Companies D, G and I. On the Quincy—Lieutenant-Colonel Stedman, Sergeant-Major Bosson, Commissary-Sergeant Friend S. Courtney, who had been promoted from a private in Company D, vice Hutchinson, discharged at East New York on account of sickness, Drum-Major Neuert, Assistant-Surgeon Hitchcock, the band, and Companies A, B and F, with fifty men of Company C, Twenty-Eighth Connecticut Volunteers. Upon the Charles Osgood—Companies E and K, and Hospital-Steward Wood. Upon the Shetucket—Major Stiles, Ward-Master Lewis, of Company D, Ordnance-Sergeant Wentworth, Company G, and Companies C and H. A few officers and men were detached for special duty on transports Quinnebaug and Eastern Queen.

The regiment departed South in these transports, leaving behind the enlisted men named in the following table, who straggled from their colors or deserted them while in camp at Readville and East New York, and while embarking for the South: a mere handful ever returned.

There may have been some excuse for the desertion of a few of the younger men. Often a young man, after enlisting, has had such a pressure put upon him by family relations as to cause his desertion. In other cases cowardice was the true reason. While in a camp of instruction, and in no danger, all is well; when marching orders are received and preparations made to reach the seat of war, then weak-hearted young or old men are apt to desert. The greater portion of deserters from the Forty-Second Regiment were professional bounty jumpers under assumed names.

CHAPTER III.
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.

CHAPTER IV.
GALVESTON.
Off for Galveston—Landing—Occupation of the City—Action of January First—Loss of the “Harriet Lane”—Deserted by the Navy—Surrender.

Companies D, G and I went into camp at Carrollton on the afternoon of December 18th, 1862. A telegraphic order was received from New Orleans on the nineteenth, sent by General Banks, which read as follows: “Colonel Burrell, with his three companies of the Forty-Second Massachusetts Volunteers, will proceed to Galveston forthwith.” Supposing execution of this order was urgent, preparations to move were at once made. At three o’clock in the afternoon camp was struck and the companies ready to move; but, as the transport Saxon, at New Orleans for repairs, did not arrive, tents were again pitched and occupied until the twenty-first. Next day, twentieth, written special orders from General Banks were handed to Colonel Burrell by General Sherman, commanding the post, and read: “Colonel Burrell, with the three companies of the Forty-Second Regiment, Massachusetts Volunteers, will proceed to Galveston, land and take post.”

Colonel Burrell decided to execute his orders promptly. On the twenty-first the Saxon was ready to embark his men. Camp was struck early in the morning. At eight o’clock men, baggage and equipage were all on board, and the steamer proceeded down river until eight o’clock in the evening, having anchored opposite New Orleans for about two hours, while the colonel, accompanied by Chaplain Sanger, went ashore for an interview with General Banks at his headquarters, to obtain definite instructions. The only officer to be found at headquarters was Colonel S. B. Holabird, chief-quartermaster of the Department, who said full instructions in writing had been prepared, but he could not find them; during the conversation carefully looking over documents in the office. Colonel Holabird suggested to Colonel Burrell not to be in a hurry in proceeding to Galveston, and having heard the subject talked over in consultations that had taken place among other staff-officers and General Banks, advised him, on arrival at Galveston, to consult with Commodore Renshaw, commander of the fleet, in reference to his course of action; that instructions would be forwarded very soon, as the balance of the regiment on arrival from New York would be promptly sent to him. The intention of General Banks, Holabird stated, was to send there an additional regiment of infantry, a regiment of cavalry, and a light artillery battery, as soon as it could possibly be done; that General Banks’ idea was, for the three companies to remain under protection of the navy guns until reënforcements arrived. Colonel Holabird cautioned Colonel Burrell, not to be drawn into any scrapes by Confederate General Magruder, who had lately assumed command of all forces in Texas.

After lying alongside the river bank until half-past one o’clock next morning, the transport proceeded on her way. Passing out of the Mississippi River by the South West Pass into the Gulf of Mexico at eleven o’clock in the morning, the course was taken for Galveston.

The troops on board the Saxon consisted of:

Colonel—Isaac S. Burrell.

Adjutant—Charles A. Davis.

Quartermaster—Charles B. Burrell.

Surgeon—Ariel I. Cummings.

Chaplain—George J. Sanger.

Quartermaster-Sergeant—Henry C. Foster.

A young volunteer in the engineer corps named W. S. Long, who reported on board at New Orleans.

Lieutenant Brown P. Stowell, Company E, who was sick when the regiment left New York, and embarked on the Saxon, instead of remaining with his company.

Private Samuel R. Hersey, Company C, acting as clerk to the colonel. Frank Veazie, cook to officers’ mess, not an enlisted man. Two colored boys, Charles L. Amos of Dedham, Mass., servant of Quartermaster Burrell, and Charles F. Revaleon of Boylston, Mass., servant of Surgeon Cummings.

The following officers and men of Company D: