Capturing a Locomotive: A History of Secret Service in the Late War.

by William Pittenger

We will now resume the direct narrative.

When Kingston was left behind, it was believed by our leader that, notwithstanding all our vexatious delays, we still had a margin of at least an hour's time. Our movements were arranged on that supposition. The next considerable station, Adairsville, was about ten miles distant, and the intervening country comparatively level. There were no considerable bridges in this space, and the most we could do was to run swiftly, and occasionally to obstruct the track. Our speed was increased to about forty miles an hour, and this swift running, after our long halt at Kingston, was exquisitely delightful. Looking out from the crevices of the box-car, we saw the hills and trees gliding swiftly by, and felt that each moment we were getting farther away from the foes who had so long surrounded us, and nearer safety and triumph. While we were actually under way our prospects did not yet seem very unfavorable. There were yet one freight and one passenger train to meet, which we would now encounter an hour farther south, because of our long hindrance; but we felt confident of our power to deceive or overpower them, and they did not embarrass our running because they were on the regular schedule. The freight was now almost due at Adairsville, and we expected the passenger train to overtake and go ahead of it from that point. If they were both on time we would also meet them there, and then have an absolutely open road to Chattanooga. It will show the tremendous risks that encompassed our enterprise, when we reflect that so trifling a circumstance as the delay or the misplacement of a train could introduce an "if" into our most hopeful plans.

A short distance south of Adairsville we again stopped, and Andrews called us to come forth and work with a will. No exhortation was needed. John Scott, as usual, climbed the telegraph-pole, and the wire was soon severed. Two or three rails were slowly and painfully battered loose with our iron bar, which still constituted our only instrument for track-lifting. These were loaded on the car to carry away with us. There happened to be a large number of cross-ties lying near, and these we also loaded up for future use. When all was done we moved on, feeling that we had provided for the delay or destruction of any train that might pursue. It was also probable that the first train which met us at Adairsville would be wrecked. This was not our design, as we did not relish wanton mischief; but there was no safe way of giving warning, and a wrecked train would have been a considerable obstruction of the track.

We reached Adairsville before the expected freight, but had only just taken our place on the side track when its whistle was heard. When it came up, Andrews, who still personated a Confederate officer, and exacted and received the obedience which in those days of conscription and impressment was readily yielded to military authority, ordered the train to be run past the station and back again on the side track behind his own, to wait for the expected passenger train. The usual explanations about the powder train were repeated to credulous ears. Then came five minutes of suspense and waiting. The train was behind time,—a trifling matter in itself, but, in our situation, each minute might turn the scale between death and life. We could not afford to repeat the experience of Kingston. Not one bridge had yet been burned, and all we could show for our hazard, beside our captured train, were a few cross-ties and lifted rails. After a whispered word of consultation with his engineer, who was willing to assume the most deadly risks rather than to lie still, Andrews remarked to the bystanders that a government powder express must not be detained by any number of passenger trains, and then gave the word, "Go ahead!"

We started quite moderately, but, as soon as the station was out of sight, we noticed a wonderful acceleration of speed. The cars seemed almost to leap from the track, and we whirled from side to side at a bewildering rate. There was scarcely any slackening for curves or grades, and our whistle rang out with scarcely a moment's cessation. In the box-car we could retain no position for more than an instant, and were jostled over each other and against the sides of the car much oftener than was pleasant. No one of us had ever rode at such a rate before. Though we had no means of measuring the speed, none of us estimated it at less than a mile a minute. What was the meaning of such a break-neck pace? Had Andrews discovered that we were pursued, and was he making a desperate effort to escape from the enemy? Or was he simply hurrying to the bridges we were to burn? Such questions were easier asked than answered, for two cars and the tender intervened between us and the locomotive, on which our leader was. At any rate, the moments were rapidly carrying us towards our own lines, and a very few hours of such running would see us delivered from the series of perils which had so long environed us. We had learned that just beyond Calhoun, a station only ten miles from Adairsville, there was a large bridge, which we knew was marked for destruction. If that was passed without stopping, we would be convinced that an enemy was on our track, and that the race was simply for life. A few minutes would decide. But in the mean time, as an enemy might be following us, it occurred to the writer that it would be well to continue obstructing the track. This was accomplished by breaking open the hind end of the last box-car, and shoving out one by one the ties previously loaded. A part only of the ties on board were thus employed, as we thought it possible that the remainder might be more useful in other directions. Many of those sprinkled on the track showed a perverse disposition to jump off, but we felt sure that enough remained to make a pursuer cautious. Nothing more impressed us with the fearful speed of our train than the manner in which these ties seemed instantly to vanish when they touched the ground.

By thus exerting the full speed of the engine Andrews hoped to reach Calhoun before the belated passenger train should arrive. The engineer stood with his hand on the lever ready to reverse his engine the moment an opposing train was sighted. The open character of the country in this part of the route permitted a good outlook. The whistle was also kept sounding that an opposite train might be warned and checked. It was the intention of Andrews, in case of meeting the expected train, to reverse his own engine only long enough to escape the danger of collision, and then to persuade or compel the other to back before him to the first siding. This lightning-like run was bold and full of peril, but it was wise. Had the same risk been promptly assumed at Kingston the whole future of the enterprise would have been different. But we reached Calhoun before any train was met. When we slackened speed, just before arriving at the station, we shoved out one more cross-tie, and then carefully concealed the hole in the car by piling other ties across it. As we drew nearer, great was the satisfaction of Andrews and his engineer when they saw the belated passenger train—our last obstacle—lying quietly at the station. It had been just starting, but, on hearing our whistle, it awaited our arrival. We ran down almost against it; and, without getting off his locomotive, Andrews shouted his orders to have the road cleared for an impressed powder train. The news from the north and west—the panic caused by the rumored approach of General Mitchel—made this sudden demand seem less unreasonable, and it was unhesitatingly obeyed. The passenger train was switched out of the way, and we glided smoothly by the last train we were to meet. Thus, at length, we had reached the ground where bridge-burning was to begin, and all obstacles were out of the way; what could hinder full and decisive success?

Fuller and Murphy had not left Kingston many minutes before they became conscious of the error they had committed in exchanging the "Yonah" for the "Shorter." The latter was a weak engine with small wheels. It was now forced to the utmost, oil being freely used with the wood in the furnace; but they were unable to equal the tremendous speed with which they had made the previous stage of their journey. Though they had but two or three cars and the advantage of a level and unobstructed track, they could not exceed forty miles an hour. They maintained a vigilant lookout, but ran with the steam-valve entirely open, while Murphy and Cain both grasped the lever, ready to use their combined weight and strength in reversing the motion if any obstacle should be descried. Their vigilance was soon approved. They observed the point at which we had removed rails, and, by reversing, were able to arrest their motion just on the edge of the break. But here they found themselves confronted with a terrible obstacle. They had no rails to replace those that had been carried off. Some instruments for track-laying were on board, and it was suggested to tear up rails behind and place them in the break. This double labor required too much time to suit the ardent temper of Fuller and Murphy. At once they repeated the old tactics which alone had given them any hope of success. They abandoned their engine and ran ahead once more on foot. The remainder of their company remained behind, and probably did, after a time, succeed in lifting rails behind their engine and laying them down before, as a contemporaneous account asserts; but they had no further real part in the chase.

Before the two footmen had gone far they encountered the regular freight train that we had met at Adairsville. Thus their delay was reduced to a very small amount. It seems that almost as soon as Andrews and his party had left Adairsville for their rapid flight towards Calhoun, this train, guided either by the decision of the conductor, or by a telegraphic message from the management of the road, started southward, and were met no more than a mile or two on their way by the dauntless pursuers. Great was the amazement of the men on the freight train to learn that the fine-looking Confederate officer with whom they had been talking five minutes before was probably a "Yankee" engaged in the most daring exploit of the war. But not much time was allowed for the indulgence of any emotion. Fuller promptly took command of the train and backed it with all possible speed to Adairsville. Its engine, the "Texas," was known to Fuller as one of the largest and best in the State. While backing and pushing the whole train of nearly twenty cars it made the most rapid speed that they had yet attained.

But still greater speed was necessary, and by throwing all but one or two cars on the side track at Adairsville, the noble engine was relieved and enabled to show all its fine qualities. No turn-table being at hand, it had still to be run backward; but that position does not materially lessen the power of an engine, though the risk of accident is somewhat increased. This risk had been taken, however, in so many instances by the desperate pursuers, and with perfect safety, that they were willing to tempt fortune still further. The engineer of the captured train had been left behind at the last break, but his place was ably supplied by Peter Bracken, of the "Texas." Starting from Adairsville with a full head of steam, the distance of ten miles to Calhoun was run in twelve minutes, and even this tremendous speed would have been exceeded but for the slight delay caused by the ties dropped on the track. When one of these obstructions was seen, Fuller, who had stationed himself for that purpose on the end of the tender which ran ahead, would jump off, remove the tie, and be back to his place almost before the engine ceased to move. The uniform mode of stopping to clear the track was by reversing the engine. Aside from the time lost in these stops, the running must have exceeded a mile per minute. This exceeding rapidity prevented any loss of distance in this stage of the pursuit.

At Calhoun, Fuller scarcely made a full stop. He told his tale in a few words and called for volunteers. A number came just as he was moving on again; indeed, after the train was well under way, he secured a still more valuable prize. The telegraph managers at Chattanooga had found that the wires were broken, and were endeavoring to discover the source of mischief. By telegraphing to different stations and asking for replies, they could easily make an approximate estimate. But the difficulty was coming nearer: they discovered that one station after another was being cut off from communication with headquarters. South of Calhoun they could get no reply at the time the passenger train reached Dalton. They had, therefore, directed the only operator at that station—a mere boy—to leave his post and go to Calhoun for the purpose of discovering and remedying the mischief. Fuller recognized him on the platform, and reached out his hand, shouting, "Come!" The boy took hold and was lifted on the flying engine.