THE PURSUIT AND CAPTURE OF THE ANDREWS RAIDERS.

Captain William A. Fuller and his comrades of the pursuit.—The race of the engines, “The General” and “The Texas.”

In the early part of 1862 the army of the Cumberland and also that of the Tennessee had grown to gigantic proportions. The history of that memorable era establishes the fact that in the month of February of that year the army of the Cumberland, commanded by General Buell, had captured Fort Donaldson and several other strong strategic points on the Tennessee and Mississippi Rivers. Numerically the Federal Army was so much stronger than the Confederate that large detachments could easily be made for incursions into the interior and unprotected sections of middle and West Tennessee, while the main army steadily advanced down the Mississippi Valley. By the first of April, General Mitchell had occupied Shelbyville and other cities, including Nashville; and the larger towns and railroad stations in the neighborhood South and East of Nashville had been occupied by the Federals.

Recognizing the importance of saving to the Confederate cause everything necessary to sustain life both of man and beast, all that could be brought out of Kentucky and Tennessee had been sent South—to Atlanta and other important points—so that those States were literally stripped of all surplus food.

The army of the Tennessee, under the command of General Albert Sidney Johnston, sought to meet General Buell and dispute his further advance. Corinth, Mississippi, was selected by General Johnston as a point beyond which the army of the Cumberland should not go. This position commanded the Memphis and Charleston Railroad, as well as others running south of that point. By the fifth of April General Buell’s army had massed at Pittsburg Landing, and along a line reaching south and parallel to that of General Johnston. Relatively the armies stood about five to eight, the Confederate of course being the smaller. They met in battle on the 6th day of April at Shiloh, so-called by the Federals, but Southern historians call it the battle of Corinth. The fight was a long and disastrous one—disastrous to both armies—but the Federals, having an unbounded supply of everything needed in war, and being immediately strengthened by large reinforcements which literally poured in, were enabled to rapidly recuperate. The Confederates lost heavily in killed and wounded, and suffered irreparably by the death of General Albert Sidney Johnston. The loss of this noble man was deeply felt and regretted by the entire South. The week following this horrible carnage was mainly taken up by both armies in burying the dead, caring for the wounded, fortifying, receiving reinforcements and maneuvering for advantageous positions.

General Mitchell, as already stated, had occupied Shelbyville, and had a considerable force. Some cavalry had penetrated as far south-east as Chattanooga, and had several times dropped a few shell into that town.

After the death of General Johnston the Confederate Army at Corinth was put under the command of General Beauregard. There were small detachments of Confederate troops distributed along the Memphis and Charleston Railroad to Stephenson, and from there to Chattanooga; also from Chattanooga to Bristol, on the East Tennessee and Georgia Railroad, and on the Virginia and Tennessee. These were to guard the railroad bridges, depots, and government stores, etc. General Ledbetter was stationed at Chattanooga with about three thousand men. There was a tolerably strong guard at London bridge, where the East Tennessee railroad crosses the Tennessee river; and General E. Kirby Smith occupied Knoxville, with a sufficient force to protect that important point as against General Morgan in his immediate front with a strong force. East Tennessee was very nearly evenly divided between Federals and Confederate sympathizers. Neither side was safe from betrayal. Those who were true to the Southern cause distinguished themselves as officials and soldiers, and those who were recreant to it were a source of great annoyance and disaster; and this applies to Kentucky and West Virginia as well. During the month of April, 1862, Brownlow, and those of his opinion, were arrested, and imprisoned in Knoxville.

The strict rules of the passport system had not yet been adopted by southern army commanders, and it was no difficult matter for friend or foe to pass the lines.Thus matters stood at that time. The reader, therefore, may be prepared to appreciate one of the most exciting, thrilling and interesting stories of the Civil Contest.

The Western and Atlantic Railroad (often called the State Road) at the time discussed in the preceding pages, was the only line of communication between the southern centre of the Confederate States and the Army of Tennessee. It was worthy of notice that this road was not paralleled by any of the roads now in existence. The Memphis and Charleston Railroad came into the Nashville and Chattanooga at Stevenson as now, and the latter road reached from Nashville to Chattanooga. The East Tennessee and Georgia Road also came into Chattanooga then as now, and also into Dalton. These three railroad lines were “the feeders” for the Western and Atlantic Railroad at Chattanooga and Dalton. At the south or Atlanta end of that line we had the old Macon & Western (now the Georgia Central), the Atlanta and West Point, and the Georgia Railroad, as feeders for the Western and Atlantic, which reached from Atlanta via Dalton to Chattanooga. As has been stated, the Army of Tennessee, under General Beauregard at Corinth, the army under General E. Kirby Smith at Knoxville, the army under General Ledbetter at Chattanooga, and all detailed men on duty along the whole front of the Confederates from Corinth to Bristol, depended upon this single line (the old reliable Western and Atlantic Railroad) for army supplies. There was no other road in the whole distance of eight hundred miles, reaching from Mobile, Alabama, to Richmond, Virginia, that ran north and south. These facts were well known to northern commanders, and it has always seemed strange that the road should have been so unprotected. The many bridges on the Western and Atlantic were guarded at the time under consideration, April 1862, by a single watchman at each bridge, and he was employed by the railroad authorities. The bridges were of the Howe Tress pattern, weatherboarded with common wooden boards, and covered with shingles. They were exceedingly inflammable and could easily have been set on fire.

One of the rules for the running of the trains was that “if any two trains failed to make the meeting point they would be considered irregular trains, and the conductor of each train should be required to send a flagman ahead, and thus proceed until the two flagmen met.” This cumbersome rule frequently occasioned great disorder, and sometimes many trains of all grades were massed together at one station. Railroad men will understand this condition of affairs. These things were known and understood not only by the Confederates, but by the Federals through their spies. J. J. Andrews especially understood them, as the sequel will prove.

It is beyond the scope of this article to discuss the plans adopted by Captain J. J. Andrews and his twenty-two auxiliaries, to descend into the heart of the South; suffice it to say, their plans were successful, and they passed the Confederate lines and entered the pretty town of Marietta, twenty miles north of Atlanta, unmolested and unsuspected. The solving of the mystery will appear at the proper time. For present purposes it is enough to state that they not only entered the town mentioned, but boarded the north-bound train on the morning of April 12th, 1862. The well-known and intrepid Captain William A. Fuller was the conductor in charge of that train—the now celebrated “General” was his engine—and Jeff Cain his engineer. There was nothing suspicious in the environments of the occasion. In those days it was not unusual, even in a country town, for a large number of men to board a train, and they were coming in from all over the country to join the Confederate army.

There was a Camp of Instruction at Big Shanty, seven miles north of Marietta, and this fact, as well as many others more important, was known to Andrews, who from the beginning of the war had been “a commercial traveller,” “in full sympathy with the South,” and had ridden over this line many times. The conductor, therefore, took up the tickets as usual, some to one point and some to another, but the most of them to Big Shanty. The raiders were dressed in various styles and appeared like a good class of countrymen. They claimed to be “refugees from beyond the Lincoln lines.”

Big Shanty was a mere station, having only one or two business houses, and noted by the traveling public as having a most excellent “eating-house” for the accommodation of the passenger trains. When Captain Fuller’s train arrived at Big Shanty, the passengers and train hands went into the hotel for breakfast. The absence from the table of the large crowd that got on the train at Marietta was noticed by the conductor, and just as he took his seat, which commanded a view of his train, the gong on the old “General” rang. It should be stated here that the train was as follows: “The general,” three freight cars, one second and two first-class coaches, a baggage car and express car. Andrews had detached the entire passenger train, put his surplus men into the three freight cars, and on “The General” he had with himself his own engineer and fireman.

The very moment the gong rang Captain Fuller sprang from the table, and with a swift run reached the main track and pursued the flying train, which was now fast disappearing around a curve in the road. As he ran out of the hotel Captain Fuller called to his engineer, Jeff Cain: “Some one who has no right to do so has taken our train!” Cain and Mr. Anthony Murphy joined in the race, but were soon distanced by the fleet-footed Fuller. The limestone soil between the tracks was wet and clung to his feet so that fast running was very fatiguing to Captain Fuller, but he ran with a determination that overcame all obstacles. Moon’s Station, a little more than two miles from Big Shanty, was reached by him in an incredibly short time. Here he found that the Andrews raiders had stopped and had taken all of the tools from the railroad section hands. They had climbed the telegraph poles, cut the wire, and carried a hundred feet of it along with them to prevent the repair of the line in time to thwart their plans. The track hands were amazed at their conduct, and hurriedly told Captain Fuller what had been done. Up to this time he had been in doubt as to the true character of the raiders. He had thought that possibly some of the Confederates at Camp McDonald, (the Camp of Instruction at Big Shanty), tired of strict discipline and confinement, might have taken the train in order to enable them to pass the environment of their camp. But from this moment there was no room for doubt. As quickly as possible Captain Fuller and two track hands placed upon the rails an old timber car used for hauling crossties, iron, and other heavy material. This was an unwieldy and cumbersome medium of locomotion, but it rendered good service, nevertheless. Captain Fuller knew that every moment of time was most valuable, as the raiders were speeding along up the road and his chances for overtaking and capturing them were very doubtful. While putting on the hand-car he debated with himself these questions: “Should he proceed immediately in the pursuit, or would it be best to push back and get his engineer?” He decided to push back for Cain, and when he had gone nearly a mile he met Cain and Mr. Anthony Murphy. They were taken on the hand-car and the pursuit of the raiders, now far ahead, was begun again. Captain Fuller says that if he had not gone back, as above stated, he would have captured the raiders at Kingston, as more than twenty minutes were lost, and he was quite that close to them at Kingston. He says, however, he is now glad he did not do so, as the run from that point furnished the most thrilling event of his life.

Murphy, Cain, the two track hands, and Fuller, pushed and ran, and ran and pushed, alternately, and each and every man on the old hand-car did his full duty. Soon after passing Moon’s Station, where Captain Fuller got the hand-car, the pursuers came upon a pile of cross-ties, but they were soon removed from the track and the race resumed.

The intelligent reader will not for a moment suppose that Captain Fuller and his comrades entertained any hope of overtaking the raiders on foot, or even by the hand-car. Captain Fuller’s thoughts ran ahead of his surroundings, and he disclosed his plans to his comrades in these words: “If we can get to Etowah by 9:40, we will catch the old Yonah. This we can do by very hard work, unless hindered by obstructions.” This suggestion doubled the energy of every man, and they abandoned themselves to the task before them. It is difficult to write, with deliberation, a story so full of push and haste. This run of twenty miles with an old clumsy hand-car, under so many difficulties, is replete with interest. At length, after Captain Fuller and his comrades were thoroughly exhausted, standing on the turn-table at Etowah more than a mile away, “the old Yonah” was espied. A yell and cry of great joy went up from these gallant men; but, alas, their vision had extended beyond their immediate danger! The raiders had removed an outside rail in a short curve, and unexpectedly the whole party was thrown into a ditch full of water. This, however, was a small matter to men of resolute will and iron nerve. The car was soon carried across the break in the track and put upon the run again. One of the track hands was left to watch this break, to prevent danger to following trains—the other was left with the hand-car at Etowah. Although the old Yonah was standing on the turn-table at Etowah, her tender was on another track. Willing and eager hands soon had the engine and tender coupled together, and the Yonah was “pressed into service.” An empty coal car was taken on, and a few Confederate soldiers, who were at the station waiting for a south-bound train, volunteered to join in the chase. The engineer of the Yonah, Mr. Marion Hilly, and his own hands, ran the Yonah from Etowah to Kingston, and Captain Fuller gives them great credit for their loyalty and faithful service.

A more dangerous run was never made. The track was in a bad condition, and the line quite crooked; and the pursuers could not tell at what moment they might be thrown into a ditch by a removal of rails, or obstructions placed upon the track; but they were absolutely blind to all personal danger or considerations. The Yonah had only two drivers and they were six feet, and she had a very short strike. She was built for fast running with a small passenger train on an easy grade. Under all the difficulties by which he was surrounded, Hilly ran the Yonah from Etowah to Kingston, thirteen miles in fourteen minutes, and came to a full stop at Cartersvile, and also at Kingston. Several crossties had been put upon the track, but the pursuers said “they were literally blown away as the Yonah split the wind.”

At Kingston, Captain Fuller learned that he was only twenty minutes behind the raiders. At this point, Andrews had represented himself as a Confederate officer. He told the railroad agent that he “passed Fuller’s train at Atlanta, and that the cars which he had contained fixed ammunition for General Beauregard at Corinth.” He carried a red flag on “The General,” and said that “Fuller’s train was behind with the regular passenger train.”

This plausible story induced the agent to give him his keys to unlock the switch at the north end of the Kingston railroad yard. Several heavy freight trains were at Kingston, bound southward. Those furthest behind reached a mile or so north of the switch on the main line. Owing to Andrews’s “fixed ammunition” story, the agent, being a patriotic man, ordered all trains to pull by, so as to let Andrews out at the north end of the yard. This was done as quickly as possible, though it was difficult to make the railroad men understand why the great haste, and why Andrews should be let pass at so much trouble when Fuller’s train would soon be along, and both could be passed at the same time. But Andrews’s business was so urgent, and so vitally important, as a renewal of the fight between Beauregard and Buell was expected at any hour, the freightmen were induced to pull by and let him out. This delay gave Captain Fuller an inestimable advantage, and but for the delay at Moon’s Station, Andrews and his raiders would have been captured at Kingston.

When Fuller arrived at Kingston on the Yonah, he was stopped by a flagman more than a mile south of the depot, on account of the trains that had pulled by to let Andrews out. He saw at once that he would have to abandon the Yonah, as he could not get her by without much delay. So taking to his feet again, he ran around those freight trains to the depot and held a short conversation with the agent from whom he learned the particulars of Andrews’s movements and representations, etc. He then ran to the north prong of the Rome railroad “Y,” where that road intersected with the Western and Atlantic mainline. There he found “The Alfred Shorter,” the Rome railroad engine, fired up and ready to move. He hurriedly told Wyley Harbin the engineer of “The Alfred Shorter,” about the raiders, and he and his fireman, noble fellows, at once put themselves and their engine at his service. The pursuers were gone in thirty seconds. Captain Fuller says that Jeff Cain got into the train, but that Mr. Murphy who was in another part of the car yard, considering some other plan, came near being left; but Fuller saw him and held Harbin up until he ran up and got on.

Captain Fuller rode on the cowcatcher of the “Shorter,” that he might remove crossties and other obstructions that would probably be put on the track. Further down the road, when Andrews was running more at leisure, he loaded the three box cars with ties and other timber, and when he feared pursuit he punched out the rear end of his hindermost car and dropped obstructions in the way of his pursuers. The Alfred Shorter had drivers only four feet—6—, and could make only ordinary time; but Captain Fuller did not consider that of any great disadvantage, as she ran as fast as it was safe to do on account of the many obstruction dropped by raiders upon that part of the road.

Six miles north of Kingston, Captain Fuller found it necessary to abandon the “Shorter,” because at that point several rails of the track had been taken up and carried away by the raiders. Knowing the schedule as he did, and seeing he could not get by in less time than thirty minutes, Captain Fuller decided that the best thing to be done was to go to Adairsville, four miles north, where he hoped to find a south-bound train, “tied up” because of the delay of his train. Possibly he might meet this train before reaching Adairsville. Leaving the “Shorter,” he called upon all who wished to join in one more effort to follow him, and started in a run on foot for another four miles. There were none to follow—all preferred to remain in the Rome passenger coach. (It is not amiss here to state that, at Kingston, Fuller took on one coach belonging to the Rome Railroad, and that some thirty or forty persons had volunteered and boarded the Rome car; but, when invited to join in a four-mile foot race, they preferred to remain in the coach.)

When Fuller had run about two miles he looked back and saw Murphy just rounding a curve about three hundred yards behind. When he had run about a mile further, to his great delight he met the expected south-bound freight train. Fuller gave the signal, and, having a gun in his hand, was recognized by the conductor, who stopped as quickly as possible. Fortunately Peter I. Brachen was the engineer of the freight, and had “The Texas,” a Danforth & Cook, 5 feet 10 driver, as his engine. Captain Fuller knew that Brachen was a cool, level-headed man, and one of the best runners that ever pulled a throttle. As soon as the train stopped, Fuller mounted and was about to back it, when, seeing Murphy coming, he held Brachen a few seconds until his comrade got on “The Texas.” Then the long train was pushed back to Adairsville, where Fuller changed the switch, uncoupled the train from the engine, and pushed in upon the side track. In the further pursuit of the raiders, Captain Fuller never changed his engine or his crew again.

From hence “The Texas” is after “The General”—both are new, both 5 feet 10 driver, with the same stroke—“The General” a Rogers, “The Texas” a Danforth & Cook. But “The General” was forward, while “The Texas” had to back.

Captain Fuller rode on the back end of the tender, which was in front, and swung from corner to corner, so that he could see round the curves and signal to Brachen. His only chance to hold on was by two hooks, one at each corner of the tender, such as were formerly used to secure “spark catchers.” Many times he bounced two feet high when the tender ran over obstructions not seen in time to stop the engine. The ten miles from Adairsville to Calhoun was made in twelve minutes, including the time consumed in removing obstructions. (Here it may be in order to state that when Andrews had met Brachen at Adairsville, on his south-bound trip before being met by Fuller, that he told him to hurry to Kingston, as Fuller would wait there for him. This Brachen was doing, when Captain Fuller met him a mile south of Adairsville. But if Fuller had not met and stopped him, he would not have gone on to Kingston, but would have plunged into the break in the railroad where the raiders had taken up the rails at the point where the “Shorter” was abandoned. This was one of Andrews’ best moves. He hoped to occasion a disastrous wreck, and block the road.)

As Captain Fuller with “The Texas” and her crew figure exclusively in the remainder of this wonderful chase, he thinks it eminently due them that the names of those actually engaged on the engine should be given. Federal reports of the affair have put under the command of Fuller a regiment or more of armed soldiers. Some illustrations show long trains of cars packed to overflowing with armed men.

From the time he stopped Brachen, a mile south of Adairsville, to the point where Andrews abandoned “The General,” three miles north of Ringgold, he had with him only Peter J. Brachen as engineer, Henry Haney, fireman of the engine (who, at the suggestion of Brachen, stood at the brakes of the tender, and had for additional leverage a piece of timber run through the spokes of the brake-wheel), Flem Cox, an engineer on the road, who happened to be along, and fired the “Texas,” and Alonzo Martin, train hand of the freight train left at Adairsville, who passed wood to Cox. Thus it is seen that Captain Fuller, Peter J. Brachen, Flem Cox, and Alonzo Martin were the members of the pursuing party in toto, during the last fifty-five miles of the chase.

As has been stated, Mr. Anthony Murphy, of Atlanta, rode on “The Texas” with Brachen from Adairsville to the point at which the Andrews raiders were caught, and there is no doubt he would have aided in their capture at the forfeit of his life had he been called upon to do so.

As the pursuers ran past Calhoun, an enthusiastic old gentleman, Mr. Richard Peters, himself a Northern man, and who died an honored citizen of Atlanta, offered a reward of a hundred dollars each for all the raiders captured. Had this promise been fulfilled Captain Fuller would have received $2,300, which no doubt he would have divided with his comrades in the pursuit.

At Calhoun Captain Fuller met the south-bound “day passenger train,” delayed by his unexpected movements. He had his engine run slowly by the depot, and exchanged a few words with the excited crowd of people, who were amazed at the sudden appearance and disappearance of the runaway train which had passed there a few moments before. Here he also saw Ed Henderson, the telegraph operator at Dalton. Discovering that the line was down below Dalton, Henderson had gone down on the passenger train to try to repair the break in the wire. Seeing him, Fuller reached out his hand as he was running by and took the operator into the tender, and as they ran at the rate of a mile a minute he wrote the following dispatch:

“To General Ledbetter, Chattanooga:

My train was captured this morning at Big Shanty, evidently by Federal soldiers in disguise. They are making rapidly for Chattanooga, and will no doubt burn the Chickamauga bridges in their rear, if I should fail to capture them. Please see that they do not pass Chattanooga.

Signed,
W. A. Fuller.”He handed this dispatch to the operator, and instructed him to put it through at all hazards when he should arrive at Dalton.

Just at that moment the pursuers came in sight of the raiders for the first time. They had halted two miles north of Calhoun and were removing a rail from the track. As the pursuers hove in sight, the raiders detached their third car and left it before Captain Fuller could reach them. Coupling this abandoned car to “The Texas,” Captain Fuller got on top of it and began the race again. The rails had only been loosened and the intrepid conductor took the chances of running over them. From this point the raiders ran at a fearful rate, and the pursuers followed after them as fast as “The Texas” could go.

One mile and a half further up, the raiders detached another car in the front of the pursuers. This was witnessed by Fuller, who was standing on the rear end of the car he had coupled to when the raiders were first seen. He gave Brachen the signal, and he advanced slowly to the abandoned car and coupled it to the first one obtained in this way. Then getting on top of the newly captured one he was off again in the race with scarcely the loss of a moment’s time.

Just in front of the raiders, and not more than a mile away, was an important railroad bridge over the Oostanaula river at Resaca. The pursuers had greatly feared that the raiders would gain time to burn this bridge, after passing over it. But they were pressed so hotly and so closely that they passed over the bridge as rapidly as the “General” could carry them. The pursuers were, therefore, greatly rejoiced on their arrival at Resaca to see that the bridge was standing, and that it had not been set on fire. The two cars picked up as described were switched off at Resaca, and the pursuers again had “The Texas” untrammeled. The race from Resaca to Dalton has seldom been paralleled. It is impossible to describe it.

At Dalton the telegraph operator was dropped, with instructions to put the dispatch to General Ledbetter through to the exclusion of all other matter. All was excitement at this point. The unusual spectacle of a wild engine flying through the town with only one car attached was bewildering indeed; and when Captain Fuller arrived and ran through, slacking his speed just enough to put the operator off the train, the excitement became intense. The operator was besieged on every side for an explanation, but he knew nothing save that contained in the dispatch.

Two miles north of Dalton, Andrews stopped. Some of his men climbed telegraph poles and cut the wire, while others were engaged in an effort to take up the track behind them. The operator at Dalton had sent the dispatch through to Ledbetter at Chattanooga; but just as he had finished and was holding his finger on the key, waiting for the usual “O. K,” click went the key, and all was dead. He did not know until the next day that Captain Fuller’s dispatch had reached its destination. Had the raiders been thirty seconds earlier in cutting the wire, the dispatch would not have gone through. As it was Ledbetter received it, and not being able to hear anything further by telegraph or otherwise he had a regiment placed in ambush (some of the soldiers on either side of the track), and had a considerable part of the track taken up. This was about a mile from Chattanooga, so that by the intervention of the telegram Fuller had Andrews both front and rear.

Andrews was run away from the point where the wires were cut before any material damage was done to the track. The rails had been partially removed, but not so much as to prevent the safe passage over them of “The Texas” and her crew.

Now the last long race begins. The pursued and the pursuers are in sight of one another. In every straight line of the road, Andrews was in plain view. This tended to increase the interest and excitement, if, indeed, the thrilling scenes and incidents of the seconds as they flitted by could have been heightened. I say seconds, because minutes in this case would be too large to use for a unit of time. The experience, practice, and knowledge of machinery possessed by the engineers was brought into full play. “The Texas” was kept at a rate of one hundred and sixty-five pounds of steam, with the valve wide open. Brachen would appear a little pale sometimes, but he was encouraged by Fuller standing the full length of the tender before him, and watching around the curves. At every straight line in the road Andrews was sighted, and a yell went up from the throats of the pursuers, but they did not lose their wits. Their aim was forward, onward, at all hazards. They were now convinced that Andrews had exhausted his supply of obstructive material, and were not so uneasy on that account. But as prudence is the better part of valor, and as they had so few men on board, they dared not approach too close, lest their little band should be fired upon; or what appeared to be a greater danger, Andrews might suddenly stop and give fight. Captain Fuller had only five person on “The Texas” besides himself, and all accounts heard by them at points below had placed Andrews’s party as high as twenty or twenty-five. Fuller knew that the fire-arms he had gathered up early in the race, such as “squirrel guns,” and most of them unloaded, would have but little showing in a hand-to-hand contest; so these things had to be considered as they sped along so swiftly. Another danger was to be feared—Andrews might stop, abandon “The General,” let her drive back, and thus force a collision with the pursuers.

In approaching the tunnel, seven miles north of Dalton, our brave conductor slackened speed until he could see dimly through the smoke of “The General,” which had only passed out of the further end by a few seconds, and was in sight beyond. For the next seven miles from Tunnel Hill to Ringgold, nothing occurred except a race between engines such as has never been excelled. When Ringgold was reached, both engines literally flew through the town, the “Texas” only about one-fourth of a mile behind. When the pursuers were passing through the north end of the town, Captain Fuller noticed a company of militia drilling. Their horses were hitched to the small shade trees near the muster grounds, and this fact fastened itself upon his mind.

In a few minutes the pursuers swung around the second short curve north of Ringgold, just in time to see Andrews slack his speed, and himself and his men jump off the “General” to seek concealment in the dense woods. The foliage of the trees and undergrowth was about half grown, and it would have been an easy matter to hide in the forest. When the raiders were first seen north of Ringgold, it was obvious that the heroic old “General” was almost exhausted. Her smoke was nearly white, and ran up at an angle of 45 degrees, while before that it lay flat, and appeared to the eyes of the pursuers as if fresh from the stack. When Andrews abandoned the “General,” his engineer threw the lever back and gave the engine all the steam it had, but in his haste the brake was left on, so the engine was unable to drive back and collide with the “Texas,” as Andrews had hoped it would.

The pursuers ran up to the “General” to which was attached one box car—the one historians and statesmen have so often said was fired and left to burn in a bridge below Ringgold. This car had been fired, but was easily extinguished. It had never been uncoupled from the “General” since Fuller left Atlanta with it that morning. Brachen hastily coupled the “Texas” to this car and the “General.” Captain Fuller reminded Brachen of the militia company they had seen drilling at Ringgold a few minutes before, and encouraged him to go back there as soon as possible and tell of the capture of the “General,” and to beseech the soldiers to mount their horses and come to his aid, as he, Flem Cox, and Alonzo Martin were already chasing through the woods after Andrews and his men. Mr. Murphy and Henry Haney went back to Ringgold with Brachen after the militia.

It was probably three minutes after the “General” was overtaken before Captain Fuller and his two comrades were ready to take to the woods, as they assisted in getting the car and two engines started back to Ringgold. The raiders, therefore, had the advantage and were deep in the forest before the woodland chase began. Besides, the reader will see at once that the raiders were fresh—that they had done no really hard work, except the fireman and engineer. They had not already run on foot more than twenty miles, as Fuller had done. After the pursuing party had gone about two miles through the woods, they came to a fifty-acre wheat field just in time to see the raiders cross the fence at the further side. It had been raining nearly all day, and the ground was wet. It was limestone soil, and almost as sticky as tar. The boots of the pursuers would clog up, and the mud on them would sometimes weigh doubtless two or three pounds. Another source of annoyance was the growing wheat, which was half leg high and very difficult to tread. Captain Fuller has said that it appeared to be up-hill every way that he ran.

Finally the woods beyond were reached, and, by accident, Captain Fuller and his two comrades got separated. In the afternoon four of the raiders were captured. About 8 P. M. Captain Fuller became completely exhausted. Some old farmers put him on a mule and carried him back to Ringgold, distant seven miles direct route, but by the one he was carried three times that distance. He lay down on the mule’s back, and a man on either side held him on.

Soon after they arrived at Ringgold the down night passenger train came, and Captain Fuller was put on board and carried to Atlanta. At Tunnel Hill, seven miles south, a train of soldiers passed them on the way to the scene of interest. The Andrews Raiders had already been captured, and the “General” was safe on the side track at Ringgold, eight hours before. And this train of soldiers just spoken of is “the second pursuing train” that Pittenger so often speaks of in his “Capturing a Locomotive,” and “Daring and Suffering.”

We have followed Captain Fuller and his wise and intrepid men, in the pursuit of spies no less wise and intrepid, from the first step in an act which, under the usages of war in all countries, meant death to them if captured; and over that lamentable scene we drop the curtain. We have the testimony of reliable men that they were humanely treated while in prison. After a trial, conducted on the highest principles of military law and honor, eight of these spies were condemned and executed.

The following list gives the names of the Andrews raiders, all of whom were captured in the manner described:

J. J. Andrews,
Wilson Brown,
Marion Ross,
W. H. Campbell,
John Scott,
Perry G. Shadrack,
George D. Wilson,
Samuel Slavens.

These were tried and executed.

S. Robinson,
Ed. Mason,
Wm. Knight,
Robert Bruffum,
William Pittenger,
M. J. Hawkins,
I. Parroth,
W. Bensinger,
A. Wilson,
W. Reddie,
D. A. Dorsey,
I. R. Porter,
M. Wood,
W. W. Brown.

The last named fourteen were never tried.