class="pginternal" tag="{http://www.w3.org/1999/xhtml}a">ToC

FROM CAIRO TO VICKSBURG.

At the 37th parallel of north latitude the Ohio, which drains the northeast portion of the Valley of the Mississippi, enters that river. At the point of junction three powerful States meet. Illinois, here bounded on either side by the great river and its tributary, lies on the north; on the east it is separated by the Ohio from Kentucky, on the west by the Mississippi from Missouri. Of the three Illinois was devoted to the cause of the Union, but the allegiance of the two others, both slave-holding, was very doubtful at the time of the outbreak of hostilities.

The general course of the Mississippi here being south, while that of the Ohio is southwest, the southern part of Illinois projects like a wedge between the two other States. At the extreme point of the wedge, where the rivers meet, is a low point of land, subject, in its unprotected state, to frequent overflows by the rising of the waters. On this point, protected by dikes or levees, is built the town of Cairo, which from its position became, during the war, the naval arsenal and dépôt of the Union flotilla operating in the Mississippi Valley.

From Cairo to the mouths of the Mississippi is a distance of ten hundred and ninety-seven miles by the stream. So devious, however, is the course of the latter that the two points are only four hundred and eighty miles apart in a due north and south line; for the river, after having inclined to the westward till it has increased its longitude by some two degrees and a half, again bends to the east, reaching the Gulf on the meridian of Cairo. Throughout this long distance the character of the river-bed is practically unchanged. The stream flows through an alluvial region, beginning a few miles above Cairo, which is naturally subject to overflow during floods; but the surrounding country is protected against such calamities by raised embankments, or dikes, known throughout that region as levees.

The river and its tributaries are subject to very great variations of height, which are often sudden and unexpected, but when observed through a series of years present a certain regularity. They depend upon the rains and the melting of the snows in their basins. The greatest average height is attained in the late winter and early spring months; another rise takes place in the early summer; the months of August, September, and October give the lowest water, the rise following them being due to the autumnal rains. It will be seen at times that these rises and falls, especially when sudden, had their bearing upon the operations of both army and navy.

At a few points of the banks high land is encountered. On the right, or western, bank there is but one such, at Helena, in the State of Arkansas, between three and four hundred miles below Cairo. On the left bank such points are more numerous. The first is at Columbus, twenty-one miles down the stream; then follow the bluffs at Hickman, in Kentucky; a low ridge (which also extends to the right bank) below New Madrid, rising from one to fifteen feet above overflow; the four Chickasaw bluffs in Tennessee, on the southernmost of which is the city of Memphis; and finally a rapid succession of similar bluffs extending for two hundred and fifty miles, at short intervals, from Vicksburg, in Mississippi, about six hundred miles below Cairo, to Baton Rouge, in Louisiana. Of these last Vicksburg, Grand Gulf, and Port Hudson became the scenes of important events of the war.

It is easy to see that each of these rare and isolated points afforded a position by the fortification of which the passage of an enemy could be disputed, and the control of the stream maintained, as long as it remained in the hands of the defenders. They were all, except Columbus and Hickman, in territory which, by the act of secession, had become hostile to the Government of the United States; and they all, not excepting even the two last-named, were seized and fortified by the Confederates. It was against this chain of defences that the Union forces were sent forth from either end of the line; and fighting their way, step by step, and post by post, those from the north and those from the south met at length around the defences of Vicksburg. From the time of that meeting the narratives blend until the fall of the fortress; but, prior to that time, it is necessary to tell the story of each separately. The northern expeditions were the first in the field, and to them this chapter is devoted.

The importance of controlling the Mississippi was felt from the first by the United States Government. This importance was not only strategic; it was impossible that the already powerful and fast-growing Northwestern States should see without grave dissatisfaction the outlet of their great highway pass into the hands of a foreign power. Even before the war the necessity to those States of controlling the river was an argument against the possibility of disunion, at least on a line crossing it. From the military point of view, however, not only did the Mississippi divide the Confederacy, but the numerous streams directly or indirectly tributary to it, piercing the country in every direction, afforded a ready means of transport for troops and their supplies in a country of great extent, but otherwise ill-provided with means of carriage. From this consideration it was but a step to see the necessity of an inland navy for operating on and keeping open those waters.

The necessity being recognized, the construction of the required fleet was at the first entrusted to the War Department, the naval officers assigned for that duty reporting to the military officer commanding in the West. The fleet, or flotilla, while under this arrangement, really constituted a division of the army, and its commanding officer was liable to interference, not only at the hands of the commander-in-chief, but of subordinate officers of higher rank than himself.

On May 16, 1861, Commander John Rodgers was directed to report to the War Department for this service. Under his direction there were purchased in Cincinnati three river-steamers, the Tyler, Lexington, and Conestoga. These were altered into gunboats by raising around them perpendicular oak bulwarks, five inches thick and proof against musketry, which were pierced for ports, but bore no iron plating. The boilers were dropped into the hold, and steam-pipes lowered as much as possible. The Tyler mounted six 64-pounders in broadside, and one 32-pounder stern gun; the Lexington, four 64s and two 32s; the Conestoga, two broadside 32s and one light stern gun. After being altered, these vessels were taken down to Cairo, where they arrived August 12th, having been much delayed by the low state of the river; one of them being dragged by the united power of the three over a bar on which was one foot less water than her draught.

On the 7th of August, a contract was made by the War Department with James B. Eads, of St. Louis, by which he undertook to complete seven gunboats, and deliver them at Cairo on the 10th day of October of the same year. These vessels were one hundred and seventy-five feet long and fifty feet beam. The propelling power was one large paddle-wheel, which was placed in an opening prepared for it, midway of the breadth of the vessel and a little forward of the stern, in such wise as to be materially protected by the sides and casemate. This opening, which was eighteen feet wide, extended forward sixty feet from the stern, dividing the after-body into two parts, which were connected abaft the wheel by planking thrown from one side to the other. This after-part was called the fantail. The casemate extended from the curve of the bow to that of the stern, and was carried across the deck both