in supplying his
army from its secondary base at Nashville. As he desired to hold
this road to where it crossed the Tennessee, it was necessary to push
a force beyond the mountains, and after a few days of rest at Cowan
my division was ordered to take station at Stevenson, Alabama, the
junction of the Memphis and Charleston road with the Nashville and
Chattanooga, with instructions to occupy Bridgeport also.

The enemy had meanwhile concentrated most of his forces at
Chattanooga for the twofold purpose of holding this gateway of the
Cumberland Mountains, and to assume a defensive attitude which would
enable him to take advantage of such circumstances as might arise in
the development of the offensive campaign he knew we must make. The
peculiar topography of the country was much to his advantage, and
while we had a broad river and numerous spurs and ridges of the
Cumberland Mountains to cross at a long distance from our base, he
was backed up on his depots of supply, and connected by interior
lines of railway with the different armies of the Confederacy, so
that he could be speedily reinforced.

Bridgeport was to be ultimately a sub-depot for storing subsistence
supplies, and one of the points at which our army would cross the
Tennessee, so I occupied it on July 29 with two brigades, retaining
one at Stevenson, however, to protect that railway junction from
raids by way of Caperton's ferry. By the 29th of August a
considerable quantity of supplies had been accumulated, and then
began a general movement of our troops for crossing the river. As
there were not with the army enough pontoons to complete the two
bridges required, I was expected to build one of them of trestles;
and a battalion of the First Michigan Engineers under Colonel Innis
was sent me to help construct the bridge. Early on the 3ist I sent
into the neighboring woods about fifteen hundred men with axes and
teams, and by nightfall they had delivered on the riverbank fifteen
hundred logs suitable for a trestle bridge. Flooring had been
shipped to me in advance by rail, but the quantity was insufficient,
and the lack had to be supplied by utilizing planking and
weather-boarding taken from barns and houses in the surrounding
country. The next day Innis's engineers, with the assistance of the
detail that had felled the timber, cut and half-notched the logs, and
put the bridge across; spanning the main channel, which was swimming
deep, with four or fiv