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diff --git a/42438-h/42438-h.htm b/42438-h/42438-h.htm index bc8622f..1c1c5ee 100644 --- a/42438-h/42438-h.htm +++ b/42438-h/42438-h.htm @@ -3,7 +3,7 @@ <html xmlns="http://www.w3.org/1999/xhtml" xml:lang="en" lang="en"> <head> - <meta http-equiv="Content-Type" content="text/html;charset=iso-8859-1" /> + <meta http-equiv="Content-Type" content="text/html;charset=UTF-8" /> <meta http-equiv="Content-Style-Type" content="text/css" /> <title> The Project Gutenberg eBook of Rise of Rail Power In War & Conquest 1833-1914, by Edwin A. Pratt. @@ -179,47 +179,7 @@ h2 </style> </head> <body> - - -<pre> - -The Project Gutenberg EBook of The Rise of Rail-Power in War and Conquest, -1833-1914, by Edwin A. Pratt - -This eBook is for the use of anyone anywhere at no cost and with -almost no restrictions whatsoever. You may copy it, give it away or -re-use it under the terms of the Project Gutenberg License included -with this eBook or online at www.gutenberg.org - - -Title: The Rise of Rail-Power in War and Conquest, 1833-1914 - -Author: Edwin A. Pratt - -Release Date: March 30, 2013 [EBook #42438] - -Language: English - -Character set encoding: ISO-8859-1 - -*** START OF THIS PROJECT GUTENBERG EBOOK THE RISE OF RAIL-POWER *** - - - - -Produced by Moti Ben-Ari and the Online Distributed -Proofreading Team at http://www.pgdp.net. (This file was -produced from images generously made available by The -Internet Archive.) - - - - - - -</pre> - - +<div>*** START OF THE PROJECT GUTENBERG EBOOK 42438 ***</div> <div class="figcenter" style="width: 372px;"> <img id="coverpage" src="images/cover.jpg" width="372" height="600" alt="" /> @@ -613,7 +573,7 @@ Elberfeld Museum. These various efforts he followed up, in 1833, by bringing forward in the Westphalian Landtag a scheme for the building of a railway to connect the Weser and the Lippe. Later in the same year he published "<span xml:lang="de">Die -Eisenbahn von Minden nach Köln</span>," in which he laid special +Eisenbahn von Minden nach Köln</span>," in which he laid special stress on the value to Germany of the proposed line from a military point of view. With the help of such a railway, he argued, it would be possible to concentrate large bodies @@ -658,7 +618,7 @@ suddenly invade our peaceful valleys at bird-like speed, thanks to the new means of locomotion, and begin their old game (<i xml:lang="de">das alte Spiel</i>) over again." On the other hand there were military sceptics—such as the author of a pamphlet -"<span xml:lang="de">Uber die Militärische Benutzung der Eisenbahnen</span>" +"<span xml:lang="de">Uber die Militärische Benutzung der Eisenbahnen</span>" (Berlin, 1836)—who, basing their calculations on locomotive performances up to that date, asserted that, although the railway might be of service in the conveyance of supplies, @@ -667,10 +627,10 @@ transport of troops. These, they declared, would get to their destination sooner if they marched.<a id="FNanchor_1_1"></a><a href="#Footnote_1_1" class="fnanchor">[1]</a></p> <p><span class="pagenum"><a id="Page_4">[4]</a></span></p> <p>The most noticeable of the various publications issued in -Germany at this period was a book by Carl Eduard Pönitz +Germany at this period was a book by Carl Eduard Pönitz ("Pz."), which appeared at Adorf, Saxony, in 1842, under -the title of "<span xml:lang="de">Die Eisenbahnen als militärische Operationslinien -betrachtet, und durch Beispiele erlaütert</span>." The +the title of "<span xml:lang="de">Die Eisenbahnen als militärische Operationslinien +betrachtet, und durch Beispiele erlaütert</span>." The writer of this remarkable book (of which a second edition was issued in 1853) gave a comprehensive survey of the whole situation in regard to railways and war, so far as the @@ -689,7 +649,7 @@ their journey.</p> <p>Describing railways as the most powerful vehicle for the advancement of "Kultur" since the invention of printing, -Pönitz showed how Belgium and Saxony were the two +Pönitz showed how Belgium and Saxony were the two countries which had taken the initiative in railway construction on the Continent of Europe; and his references to the former country are especially deserving of being recalled, @@ -720,8 +680,8 @@ in actual operation (apart from the Berlin-Stettin and the Berlin-Breslau lines, which had been begun, and others which had been projected) were the Berlin-Potsdam and the Berlin-Magdeburg-Leipzig lines; though Saxony had -the Leipzig-Dresden line, and Bavaria the Nüremberg-Fürth -and the Munich-Augsburg lines. Pönitz, however, +the Leipzig-Dresden line, and Bavaria the Nüremberg-Fürth +and the Munich-Augsburg lines. Pönitz, however, excused the backwardness of Prussia on the ground that if her Government had refused, for a long time, to sanction various projected railways, or had imposed heavy obligations @@ -732,7 +692,7 @@ other countries were gaining at their own cost.</p> <p>Having dealt with all the arguments he could advance in favour of the general principle of employing railways for -military purposes, Pönitz proceeded to elaborate a scheme +military purposes, Pönitz proceeded to elaborate a scheme for the construction of a network of strategical lines serving the whole of Germany, though intended, more especially, to protect her frontiers against attack by either France or @@ -758,7 +718,7 @@ journey without fatigue.</p> <p>In a powerful appeal—based on motives alike of patriotism, of national defence and of economic advantage—that his fellow-countrymen should support the scheme -he thus put forward, Pönitz once more pointed to +he thus put forward, Pönitz once more pointed to Belgium, saying:—</p> <p><span class="pagenum"><a id="Page_6">[6]</a></span></p> @@ -777,7 +737,7 @@ of the Belgian people, shall we remain so blind as not to see what is needed for our own safety?</p> </blockquote> -<p>Pönitz could not, of course, anticipate in 1842 that the +<p>Pönitz could not, of course, anticipate in 1842 that the time would come when his country, acting to the full on the advice he was then giving, would have her strategic railways, not only to the French and the Russian, but, also, @@ -786,9 +746,9 @@ direction to crush remorselessly the little nation concerning which he himself was using words of such generous sympathy and approbation.</p> -<p>The ideas and proposals put forward by Pönitz (of whose +<p>The ideas and proposals put forward by Pönitz (of whose work a French translation, under the title of "<span xml:lang="fr">Essai sur -les Chemins de Fer, considérés commes lignes d'opérations +les Chemins de Fer, considérés commes lignes d'opérations militaires</span>," was published by L. A. Unger in Paris, in 1844) did much to stimulate the discussion of the general question, while the military authorities of Germany were moved to @@ -810,7 +770,7 @@ great as that which had been brought about by the use of gunpowder."</p> <p>At the sitting of the Chamber on May 25, 1833, M. de -Bérigny, in urging the "incontestable" importance of +Bérigny, in urging the "incontestable" importance of railways, said:—</p> <blockquote> @@ -881,7 +841,7 @@ Prussia's Sixth Army Corps—consisting of over 12,000 men, together with horses, guns, road vehicles and ammunition—was moved by rail, upon two lines, to Cracow. In 1849 a Russian corps of 30,000 men, with all its equipment, was -taken by rail from its cantonments in Poland to Göding, +taken by rail from its cantonments in Poland to Göding, Moravia, whence it effected a junction with the Austrian army. There was, also, a certain movement of German troops by rail to Schleswig-Holstein in the troubles of @@ -1059,10 +1019,10 @@ the <i xml:lang="fr">Spectateur Militaire</i> said, in its issue for September, <blockquote> -<p><span xml:lang="fr">Les chemins de fer ont joué un rôle immense dans cette concentration. -C'est la première fois que, dans l'histoire militaire, -ils servent d'une manière aussi merveilleuse et entrent dans -les combinaisons stratégiques.</span></p> +<p><span xml:lang="fr">Les chemins de fer ont joué un rôle immense dans cette concentration. +C'est la première fois que, dans l'histoire militaire, +ils servent d'une manière aussi merveilleuse et entrent dans +les combinaisons stratégiques.</span></p> </blockquote> <p>While these observations were fully warranted by the @@ -1112,14 +1072,14 @@ sheer impossibility.</p></div> <div class="footnote"> <p><a id="Footnote_2_2"></a><a href="#FNanchor_2_2"><span class="label">[2]</span></a> "<span xml:lang="de">Uebersicht des Verkehrs und der Betriebsmittel auf den -inländischen und den benachbarten ausländischen Eisenbahnen -für militärischen Zwecke; nach dem beim grossen Generalstabe +inländischen und den benachbarten ausländischen Eisenbahnen +für militärischen Zwecke; nach dem beim grossen Generalstabe vorhanden Materialen zusammen gestellt.</span>"</p></div> <div class="footnote"> <p><a id="Footnote_3_3"></a><a href="#FNanchor_3_3"><span class="label">[3]</span></a> "<span xml:lang="de">Die Mitwirkung der Eisenbahn an den Kriegen in Mitteleuropa." -"Archiv für Eisenbahnwesen," Juli und August, 1912.</span></p></div> +"Archiv für Eisenbahnwesen," Juli und August, 1912.</span></p></div> <div class="footnote"> @@ -1165,7 +1125,7 @@ or the mountain ranges it might be necessary to cross.</p> the transport facilities available for the combatants were those afforded by coastal services, navigable rivers, canals and railways. Of these it was the railways that played the -most important rôle.</p> +most important rôle.</p> <p><span class="pagenum"><a id="Page_15">[15]</a></span></p> @@ -1234,7 +1194,7 @@ and regulations for the holding, using, and maintaining of the aforesaid telegraph and railroad lines, and to extend, repair and complete the same in the manner most conducive to the safety and interest of the Government; to place under -military control all the officers, agents and employés +military control all the officers, agents and employés belonging to the telegraph and railroad lines thus taken possession of by the President, so that they shall be considered as a post road and a part of the military establishment @@ -1443,7 +1403,7 @@ and these superintendents, in turn, had under their direction one or more Masters of Transportation, whose business it was to be constantly moving about over the sections of line placed under their charge, and see that the railway -employés were attending properly to their duties.</p> +employés were attending properly to their duties.</p> <p><span class="pagenum"><a id="Page_21">[21]</a></span></p> @@ -2043,7 +2003,7 @@ each end of the break at Big Shanty, and this gap of ten miles was closed, and the force ready to move to the great break of twenty-five miles in length, north of Resaca, as soon as the enemy had left it. The destruction by Hood's army of our -depôts of supplies compelled us to cut nearly all the cross-ties +depôts of supplies compelled us to cut nearly all the cross-ties required to relay this track and to send a distance for rails. The cross-ties were cut near the line of the road and many of them carried by hand to the track, as the teams to be furnished @@ -2090,15 +2050,15 @@ of Sherman's columns severed Charleston from all its sources of supply in the interior, and left the garrison with no alternative but to surrender. Commenting on this event, Vigo-Rouissillon remarks, in his "<span xml:lang="fr">Puissance Militaire des -États-Unis d'Amérique</span>":—</p> +États-Unis d'Amérique</span>":—</p> <blockquote> <p><span xml:lang="fr">Ainsi il avait suffi de la destruction ou de la possession de -quelques kilomètres de chemin de fer pour amener la chute -de ce boulevard de l'insurrection, qui avait si longtemps résisté +quelques kilomètres de chemin de fer pour amener la chute +de ce boulevard de l'insurrection, qui avait si longtemps résisté aux plus puissantes flottes du Nord. Exemple frappant du -rôle reservé dans nos guerres modernes à ce precieux et fragile +rôle reservé dans nos guerres modernes à ce precieux et fragile moyen de communication.</span></p></blockquote> <p>In the aggregate, Sherman's troops destroyed hundreds @@ -2587,7 +2547,7 @@ protests, in which he wrote:—</p> <blockquote> -<p>If all cars on their arrival at a depôt are immediately loaded +<p>If all cars on their arrival at a depôt are immediately loaded or unloaded and returned, and trains are run to schedule, a single-track road, in good order and properly equipped, may supply an army of 200,000 men when, if these conditions are @@ -2611,12 +2571,12 @@ returning cars is violated.</p> situation as a whole, this is well shown in the following "Notice," which, replying to complaints that railwaymen had not treated the military officers with proper respect, -Haupt addressed "To agents and other employés of the +Haupt addressed "To agents and other employés of the United States Military Railroad Department":—</p> <blockquote> -<p>While conscious of no disposition to shield the employés +<p>While conscious of no disposition to shield the employés or agents of the Military Railroads from any censure or punishment that is really merited, justice to them requires me to state that, so far, examination has shown that complaints @@ -2680,7 +2640,7 @@ Washington,<br /> <p>Commanding officers of troops along the United States Military Railroads will give all facilities to the officers of the road and the Quartermasters for loading and unloading cars so as -to prevent any delay. On arrival at depôts, whether in the +to prevent any delay. On arrival at depôts, whether in the day or night, the cars will be instantly unloaded, and working parties will always be in readiness for that duty, and sufficient to unload the whole train at once.</p> @@ -2693,7 +2653,7 @@ and will be held responsible for the result.</p> will be reported by the Quartermasters and officers of the railroad, and his name will be stricken from the rolls of the Army.</p> -<p>Depôts will be established at suitable points under the direction +<p>Depôts will be established at suitable points under the direction of the Commanding General of the Army of the Potomac, and properly guarded.</p> @@ -2759,7 +2719,7 @@ business beyond the circuit to which they belong. It should, however, be borne in mind that these criticisms of authorities and their staffs relate to the conditions of the German railway system in 1870, at which time, as told by -H. Budde, in "<span xml:lang="de">Die französischen Eisenbahnen im Kriege +H. Budde, in "<span xml:lang="de">Die französischen Eisenbahnen im Kriege 1870-71</span>," there were in Germany fifteen separate Directions for State railways; five Directions of private railways operated by the State; and thirty-one Directions of private @@ -2907,7 +2867,7 @@ or put beyond the lines.</p> <p>The people within ten miles of the railroad are notified that they will be held responsible, in their persons and property, -for any injury done to the road, trains, depôts or stations by +for any injury done to the road, trains, depôts or stations by citizens, guerillas or persons in disguise; and in case of such injury they will be impressed as labourers to repair all damages.</p> @@ -2929,7 +2889,7 @@ would run the risk of being among the victims.</p> the civil population for attacks on the railway lines underwent a further development. Captain Webber says in reference to the line through Turnau, Prague and Pardubitz -to Brünn<a id="FNanchor_8_8"></a><a href="#Footnote_8_8" class="fnanchor">[8]</a>: "The Prussians were fortunate in being +to Brünn<a id="FNanchor_8_8"></a><a href="#Footnote_8_8" class="fnanchor">[8]</a>: "The Prussians were fortunate in being able to preserve the line intact from injury by the inhabitants, partly by the number and strength of the guards posted along it, and partly from the terror of reprisals which @@ -3153,7 +3113,7 @@ succeed in capturing is that of constructing them with a in France, Germany, Holland, Belgium, Denmark, Austria-Hungary, Italy, Switzerland, Roumania and Turkey (like that, also, of railways in Great Britain, Canada -and the United States), is 4ft. 8½in., allowing trains to +and the United States), is 4ft. 8½in., allowing trains to pass readily from one country to the other with the same rolling stock; but the gauge of the Russian railways is 5ft., necessitating a transshipment from one train to another @@ -3255,13 +3215,13 @@ supplies averages three per cent. in cool and dry weather, and six per cent. in hot or wet weather; while in unfavourable conditions as regards roads, weather and supplies, the diminution may be enormous. When, in the autumn of -1799, Suvóroff made his famous march over the St. Gothard, +1799, Suvóroff made his famous march over the St. Gothard, he lost, in eleven days, no fewer than 10,000 men owing to the hardships of the journey. In his invasion of Russia, in 1812, Napoleon's losses in men who succumbed to the<span class="pagenum"><a id="Page_63">[63]</a></span> fatigues and trials they experienced on the road were out of all proportion to the casualties due to actual fighting. -It was, too, a saying of Blücher's that "he feared night +It was, too, a saying of Blücher's that "he feared night marches worse than the enemy."</p> <p>An English authority, Lieut.-Col. R. Home, C.B., R.E., @@ -3322,7 +3282,7 @@ subversive of discipline but of strategic disadvantage through their being scattered on marauding expeditions at a time when, possibly, it would be preferable to keep them concentrated.</p> -<p>General Friron, chief of the staff of Marshal Masséna, wrote +<p>General Friron, chief of the staff of Marshal Masséna, wrote concerning Napoleon's campaign in Portugal:—</p> <blockquote> @@ -3612,7 +3572,7 @@ another.</p> <p>He also recommended that guns thus mounted, fully equipped, and ready for use, should be kept at three large -central depôts which might be utilised for the defence of +central depôts which might be utilised for the defence of London. At each of them he would station (1) Militia and Volunteer Artillery able not only to work the guns but to construct, repair or destroy railway lines, and (2) a locomotive @@ -3777,7 +3737,7 @@ the road.</p> <p>In the <i>Franco-Prussian War of 1870-71</i> guns mounted on four armour-plated trucks, fitted up in the workshops of -the Orléans Company, under the supervision of M. Dupuy +the Orléans Company, under the supervision of M. Dupuy de Lorme, Engineer-in-Chief for Naval Construction, were taken into action on four occasions during the siege of Paris, namely, at Choisy-le-Roi, for the sortie preceding the @@ -4112,7 +4072,7 @@ railways were not available.</p> the speedy removal of the sick and wounded it would be relieved of the great source of embarrassment caused by the presence and dependence upon it of so many inefficients;<a id="FNanchor_16_16"></a><a href="#Footnote_16_16" class="fnanchor">[16]</a> -depôt and intermediate hospitals could be reduced to the +depôt and intermediate hospitals could be reduced to the smallest proportions, and would thus occasion less inconvenience if, owing to a retreat or a change in the strategical position, they were brought within the sphere of military @@ -4364,11 +4324,11 @@ and lay, also, to a considerable extent, in enemy country.</p> the "Medical and Surgical History of the War of the Rebellion," the chief army of the West was concentrated principally along the line of railroads leading from Nashville, -Tennessee, to the South-west, viâ Chattanooga, Tenn., and +Tennessee, to the South-west, viâ Chattanooga, Tenn., and onwards towards Atlanta, Georgia. At the outset the sick and wounded who could travel in ordinary passenger cars to points in the North were so taken. Severe cases had -to remain in the nearest available hospital depôt. In +to remain in the nearest available hospital depôt. In addition to the discomfort suffered by the former in having to travel in cars not suited to invalids, they were liable to frequent and prolonged delays on the single-track lines by @@ -4393,7 +4353,7 @@ Officer to select for the purpose the best locomotives and the best cars to be found among the railway rolling stock,<span class="pagenum"><a id="Page_90">[90]</a></span> and to have new cars fitted up whenever necessary. He further directed that the most experienced drivers, conductors -and other necessary railway employés should be +and other necessary railway employés should be selected for the conduct of the hospital-train service.</p> <p>Three of these trains were ready by the spring of 1864, @@ -4692,7 +4652,7 @@ soldier to a wounded one.</p></div> <div class="footnote"> <p><a id="Footnote_17_17"></a><a href="#FNanchor_17_17"><span class="label">[17]</span></a> "<span xml:lang="de">Ueber den Transport Schwerverwundeter und Kranker im -Kriege, nebst Vorschlägen über die Benutzung der Eisenbahnen +Kriege, nebst Vorschlägen über die Benutzung der Eisenbahnen dabei." 33 pp. Berlin, 1860.</span></p></div> <div class="footnote"> @@ -4859,7 +4819,7 @@ transport facilities of the country as a whole.</p> <p>A selection must also be made in advance of the stations at which troops on long journeys can obtain food, as well -as of the stations to be used as depôts for stores and supplies, +as of the stations to be used as depôts for stores and supplies, all the necessary arrangements being provided for.</p> <p>After the initial great strain on the railway resources @@ -5147,7 +5107,7 @@ other such purposes. The furthest point to be reached by rail from day to day would constitute <i>Railhead</i> ("<span xml:lang="de">Etappenhauptort</span>"),<span class="pagenum"><a id="Page_108">[108]</a></span> whence communication with the fighting line would be carried on by road, being further facilitated by -<i>Halting Places</i> ("<span xml:lang="de">Etappenörter</span>") <i>en route</i>.</p> +<i>Halting Places</i> ("<span xml:lang="de">Etappenörter</span>") <i>en route</i>.</p> <p>The whole of this elaborate organisation—and here we come to the weakest point in the system—was to be under @@ -5220,7 +5180,7 @@ such helpers—whether soldiers or civilians—as he might require to supplement his own working staff in the accomplishment of the necessary work. On the lines being restored, the Director was further to take control of their -operation by means of troops and, also, of railway employés +operation by means of troops and, also, of railway employés to be furnished by the Minister of Commerce on the requisition of the Inspector-General of Communications.</p> @@ -5353,7 +5313,7 @@ of the German troops were suffering severe privations from lack of adequate nourishment; and they would have suffered still more but for the provision-trains or stores of supplies seized from the French at Metz, Forbach,<span class="pagenum"><a id="Page_113">[113]</a></span> -Verdun, Dôle, Le Hans, and elsewhere. If, indeed, +Verdun, Dôle, Le Hans, and elsewhere. If, indeed, the French had only refrained from rushing their own supplies to the extreme front in excessive quantities, or if they had destroyed those they could not remove in time, @@ -5427,7 +5387,7 @@ his right in giving them.<a id="FNanchor_22_22"></a><a href="#Footnote_22_22" cl excessive quantities direct to the fighting-line, or as near thereto as possible, were also met, to a certain extent, during the course of the war, by the setting up of additional railway -magazines or depôts where the forwarding of necessaries +magazines or depôts where the forwarding of necessaries could be better controlled; but it was not until the end of 1870 that any approach to regularity in supplying the wants of the German forces was finally secured.</p> @@ -5514,7 +5474,7 @@ the first series of which, issued under date May 23, 1861 relating to the movement by rail of great bodies of troops. These Field Service Regulations of 1887 constituted an epoch in the military history of Germany. They were -regarded at the time as offering a resumé of the most advanced +regarded at the time as offering a resumé of the most advanced ideas of Moltke, if not, also, as the crowning glory of military organisation in the reign of William I; and they certainly exercised a powerful influence on German @@ -5656,7 +5616,7 @@ are created by the conduct of the troops.</p> <blockquote> -<p>The important rôle which railways have to fulfil renders it +<p>The important rôle which railways have to fulfil renders it incumbent on every commander to do all in his power to prevent any interference with the traffic due to delay, etc., on the part of the troops. The railway staff and conducting officers @@ -5682,7 +5642,7 @@ Regulations of 1908 say:—</p> <p>A railway station, to serve as a Home Base ("<span xml:lang="de">Etappenanfangsort</span>") will be assigned to every Army Corps. From these -home bases supplies are sent forward to Collecting Depôts +home bases supplies are sent forward to Collecting Depôts ("<span xml:lang="de">Sammelstationen</span>"), which will be established at not too great a distance from the theatre of war.</p> @@ -5707,7 +5667,7 @@ taking of carrier pigeons in the troop trains.</p> <div class="footnote"> -<p><a id="Footnote_21_21"></a><a href="#FNanchor_21_21"><span class="label">[21]</span></a> In "<span xml:lang="de">Der Kriegs-Train des deutschen Heeres</span>," by E. Schäffer, +<p><a id="Footnote_21_21"></a><a href="#FNanchor_21_21"><span class="label">[21]</span></a> In "<span xml:lang="de">Der Kriegs-Train des deutschen Heeres</span>," by E. Schäffer, (Berlin, 1883), the author, dealing with the subject of transport in the war of 1870-71, and its effect on the feeding of the German Army, says of the situation in August-September, 1870: "<span xml:lang="de">Immerhin @@ -5715,13 +5675,13 @@ wurden den Truppen damals nicht unerhebliche Entbehrungen auferlegt</span>"; while concerning the position of the army of occupation in France he writes: "<span xml:lang="de">Immerhin erforderte es umfassender Massregeln seitens der Intendantur, die Truppen vor wirklichem -Mangel zu schützen, namentlich da die Requisitionen wenig ergiebig -ausfielen, und anfänglich auch der freihändige Ankauf keinen +Mangel zu schützen, namentlich da die Requisitionen wenig ergiebig +ausfielen, und anfänglich auch der freihändige Ankauf keinen rechten Erfolg hatte.</span>"</p></div> <div class="footnote"> -<p><a id="Footnote_22_22"></a><a href="#FNanchor_22_22"><span class="label">[22]</span></a> "<span xml:lang="fr">Revue militaire de l'Étranger," 27 Novembre, 1872.</span></p></div> +<p><a id="Footnote_22_22"></a><a href="#FNanchor_22_22"><span class="label">[22]</span></a> "<span xml:lang="fr">Revue militaire de l'Étranger," 27 Novembre, 1872.</span></p></div> <div class="footnote"> @@ -5790,14 +5750,14 @@ of the three divisions constituted a complete unit.</p> <p>On the side of the Austrians there was at that time no similar force available. Three years before there had been published in Vienna a book, by <span xml:lang="de">Oberst. von Panz</span>, -entitled "<span xml:lang="de">Das Eisenbahnwesen, vom militärischen Standpuncte</span>," +entitled "<span xml:lang="de">Das Eisenbahnwesen, vom militärischen Standpuncte</span>," in which the author expressed the view that details on the following points, among others, concerning railways should be collected in time of peace and classified for reference in case of need:—Permanent way: system and construction; gauge and number of lines; whether lines single or double. Stations: size and construction; which of -them best fitted to serve as depôts. Bridges: underground +them best fitted to serve as depôts. Bridges: underground works, etc.; which of these could be the most easily destroyed, or soonest repaired if destroyed, and if prepared beforehand for destruction. Embankments: size; how @@ -5813,7 +5773,7 @@ obtained, and to what extent.</p> <p>These recommendations attracted much attention at the time. They were quoted by <span xml:lang="de">H. L. Westphalen</span> in his book -on "<span xml:lang="de">Die Kriegführung unter Benutzung der Eisenbahnen</span>" +on "<span xml:lang="de">Die Kriegführung unter Benutzung der Eisenbahnen</span>" (<span xml:lang="de">Leipzig</span>, 1868), of which a French translation was published under the title of "<span xml:lang="fr">De l'Emploi des Chemins de Fer en Temps de Guerre</span>" (Paris, 1869); yet when, just before the @@ -5853,7 +5813,7 @@ roads in the country to be invaded, horses being requisitioned therein as necessary); tools; supplies of blasting powder or gun-cotton; and rails, sleepers, bolts, etc., for 250 yards of railway, reserve materials for a further quarter -of a mile of track being left at intermediate depôts, supplemented +of a mile of track being left at intermediate depôts, supplemented by an unlimited supply at the base of operations. The construction trains also carried timber, ropes, nails, scaffolding, clamps, etc., for the prompt repair of small @@ -5898,7 +5858,7 @@ same purpose, the hesitation of the responsible Austrian<span class="pagenum"><a officer to fire the mines which had already been laid to the bridge over the Elbe at Lobkowitz was of great advantage to the Prussians, leaving them the use of the line from -Turnau to Prague, Pardubitz and Brünn between July 18 +Turnau to Prague, Pardubitz and Brünn between July 18 and July 27, on which latter date the bridge was at last destroyed by order of the governor of Theresienstadt. This particular bridge was one of exceptional strategical importance, @@ -6116,7 +6076,7 @@ There were, in fact, occasions when, for this reason, the regular services had to be stopped altogether.</p> <p>In the next place troubles with the <i>personnel</i> were no less -acute than those with the <i>matériel</i>. In proportion as the +acute than those with the <i>matériel</i>. In proportion as the Germans advanced towards Paris the bulk of the French population retired, while threats and offers of liberal pay alike failed to secure from those who remained assistance @@ -6168,14 +6128,14 @@ as one-year volunteers.</p> <p>On a peace footing the Battalion was composed of a Staff and four Companies, each of 100 or 125 men, with a -depôt, and provided with its own means of transport. One +depôt, and provided with its own means of transport. One of the Companies consisted exclusively of platelayers and watchmen. On mobilisation each Company was to be enlarged into two Construction Companies and one Traffic Company, giving a total, on a war footing, of eight Construction and four Traffic Companies. The Corps also had a reserve division consisting of a Staff, two Companies and a -section of railway employés. All officers having railway +section of railway employés. All officers having railway experience who had served in the war of 1870-71 were included in the reserve.</p> @@ -6250,12 +6210,12 @@ units thus remaining the same as before; though in 1893 the Prussian Brigade was augmented by two more Battalions, increasing its force to three Regiments, each of two Battalions with four Companies in each Battalion, or a total of twenty-four -Companies, of which one was a Würtemberg Company +Companies, of which one was a Würtemberg Company and two were Saxon Companies, while the Bavarian Battalion acquired three Companies in the place of two.</p> <p>In 1899 Prussia took a further new departure by grouping -together, as <i>Communication Troops</i> ("<span xml:lang="de">Verkerstrüppen</span>"), +together, as <i>Communication Troops</i> ("<span xml:lang="de">Verkerstrüppen</span>"), all the technical units concerned in the railway, the telegraphic and the air-craft services. This new arm was put under the control of an officer holding the rank of a General @@ -6287,7 +6247,7 @@ body of Railway Troops was called into question some years ago, on the ground, partly, that it was desirable to keep to the lowest practicable minimum the number of non-combatants closely associated with the Army; and, partly, because -of the view—favoured by Von der Goltz, in his "<span xml:lang="de">Kriegführung</span>"—that +of the view—favoured by Von der Goltz, in his "<span xml:lang="de">Kriegführung</span>"—that much of the construction work which the Railway Troops would carry out might be left to contractors, without hampering the Army with further bodies of new @@ -6342,7 +6302,7 @@ points in such a manner—as planned, of course, in advance—that great delay would occur in the mobilisation of the French troops owing to the traffic being paralysed for the time being; the Germans, in the meantime, rushing their own -forces to the frontier. "The extremely important rôle +forces to the frontier. "The extremely important rôle which would devolve on our railwaymen," adds M. Lanoir, "at the moment of the declaration of war, in fulfilling their functions as indispensable auxiliaries to the combatant @@ -6373,7 +6333,7 @@ ensured whenever they might receive word to that effect.</p> <div class="footnote"> <p><a id="Footnote_24_24"></a><a href="#FNanchor_24_24"><span class="label">[24]</span></a> Captain <span xml:lang="fr">A. de Formanoir</span> states in his book, "<span xml:lang="fr">Des Chemins -de Fer en Temps de Guerre</span>" (<span xml:lang="fr">Conférences militaires belges</span>. <span xml:lang="fr">Bruxelles</span>, +de Fer en Temps de Guerre</span>" (<span xml:lang="fr">Conférences militaires belges</span>. <span xml:lang="fr">Bruxelles</span>, 1870), that in France and Austria all the railway bridges have mine-chambers so that they can be readily destroyed when the occasion arises.</p></div> @@ -6438,7 +6398,7 @@ regulations under which her troops had already suffered in the Italian war of 1859.</p> <p>There was an impression that the talent of the French -soldier would enable him to "<span xml:lang="fr">se débrouiller</span>"—to "pull," +soldier would enable him to "<span xml:lang="fr">se débrouiller</span>"—to "pull," if not (in the English sense) to "muddle," through. But the conditions were hopeless, and the results speedily brought about were little short of chaos.</p> @@ -6458,7 +6418,7 @@ is beyond any possibility of doubt.</p> the Est, Nord and Paris-Lyon Companies to place all their means of transport at the disposal of the War Minister, suspending as far as necessary their ordinary passenger -and goods services; and the Ouest and Orléans Companies +and goods services; and the Ouest and Orléans Companies were asked to put their rolling stock at the disposal of the three other companies. The Est, to which the heaviest part in the work involved was to fall, had already taken @@ -6485,7 +6445,7 @@ themselves.</p> <p>The first regiment to leave Paris, on July 16, arrived at the station at 2 p.m. for the train due to start at 5.45 p.m. The men had been accompanied through the streets by -an immense crowd shouting "<span xml:lang="fr">À Berlin!</span>" and, with so +an immense crowd shouting "<span xml:lang="fr">À Berlin!</span>" and, with so much time to spare, they either blocked up the station or were taken off by their friends to the neighbouring taverns, where the consumption of liquor was such that, by the time @@ -6539,7 +6499,7 @@ still in force, "officers were responsible for the prescribed movements in connection with the entraining, and should personally co-operate in ensuring observance of the regulations referring thereto"; but, according to Baron Ernouf, -("<span xml:lang="fr">Histoire des Chemins de Fer Français pendant la Guerre +("<span xml:lang="fr">Histoire des Chemins de Fer Français pendant la Guerre Franco-Prussienne</span>,") there were officers who refused absolutely to concern themselves with the entraining of their men at the Est station in Paris, declaring that this was a @@ -6608,9 +6568,9 @@ l'Est</span>, relates in his book, "<span xml:lang="fr">Les Chemins de Fer Penda Guerre de 1870-71</span>," that at the moment when the <span xml:lang="fr">Compagnie de l'Est</span> was providing for the transport of Bourbacki's forces, and preparing for the revictualling of Paris, the -<span xml:lang="fr">préfet</span> of the Rhone demanded the use of railway wagons +<span xml:lang="fr">préfet</span> of the Rhone demanded the use of railway wagons in which to house the <span xml:lang="fr">garde nationale</span> mobilised on the plain -of Vénissieux, on the left bank of the Rhone, there having +of Vénissieux, on the left bank of the Rhone, there having been a delay in the delivery of the material for barracks. The company refused the request, and they had with the departmental authorities a lively controversy which was @@ -6621,7 +6581,7 @@ that those authorities were in the wrong.</p> only in Paris but elsewhere in France, were the circumstances under which the Nineteenth Army Corps, of 32,000 men, 3,000 horses and 300 guns, was sent from Cherbourg to -Alençon. The troops were late in arriving at the station; +Alençon. The troops were late in arriving at the station; the officers neglected to look after the men; the men refused to travel in goods trucks; orders and counter-orders succeeded one another in rapid succession; two or @@ -6679,7 +6639,7 @@ been unloaded and the supplies stored in the first instance.</p> <p>Even the stations themselves got congested, under like conditions. The Commissariat wanted to convert them -into depôts, and the Artillery sought to change them into +into depôts, and the Artillery sought to change them into arsenals. There were stations at which no platform was any longer available and troops arriving by any further train had to descend some distance away, several days @@ -6705,7 +6665,7 @@ and the state of chaos speedily developed at the former station has become historic.</p> <p>The station at Metz was a large one; it had eight good -depôts and four miles of sidings, and it was equal to the +depôts and four miles of sidings, and it was equal to the unloading of 930 wagons in twenty-four hours under well-organised conditions. But when the first infantry trains arrived the men were kept at the station four or five hours @@ -6768,7 +6728,7 @@ alongside. A big capture alike of wagons and of supplies was made by the enemy on his occupation of Metz.</p> <p>Analogous conditions prevailed in many other places. At -Dôle (Dep. Jura) an accumulated stock of loaded wagons +Dôle (Dep. Jura) an accumulated stock of loaded wagons not only filled up all the sidings but blocked up a large portion of the main line. When the evacuation was decided on a great waste of time occurred in selecting the @@ -6922,7 +6882,7 @@ Commission is composed of six Generals or other military officers of high rank, three representatives of the Ministry of Public Works, and the members of the Line Commission appointed for each of the great railway systems -and, also, for the <span xml:lang="fr">Chemin de Fer d'État</span>.</p> +and, also, for the <span xml:lang="fr">Chemin de Fer d'État</span>.</p> <p>All the members of the Commission are nominated by the Minister of War. The function they discharge is a purely @@ -6970,7 +6930,7 @@ the transport of troops and supplies in time of war, from the moment of mobilisation onward, are thus prepared, examined or provided for in advance. In article 8 of the Regulation of December 8, 1913, on Military Transports -by Railway ("<span xml:lang="fr">Réglement sur les transports stratégiques +by Railway ("<span xml:lang="fr">Réglement sur les transports stratégiques par chemin de fer</span>") it is, in fact, stated that—</p> <blockquote> @@ -7036,15 +6996,15 @@ War."</p> the sections a complete unit on the following basis: (1) A central body; (2) three distinct divisions, namely, (<i>a</i>) "movement," (<i>b</i>) "voie," and (<i>c</i>) "traction"; (3) a central -depôt common to the three divisions and the central body; +depôt common to the three divisions and the central body; and (4) complementary territorial subdivisions in the same -three classes, and attached to the central depôt of the section. +three classes, and attached to the central depôt of the section. The territorial subdivisions are designed to provide a reserve force of men who can complete or strengthen the existing sections, or, alternatively, be constituted into additional sections, if so desired by the Minister of War. The total strength of each section (including 141 allotted -to the central depôt) was fixed as 1,466.</p> +to the central depôt) was fixed as 1,466.</p> <p>The administration of a section rests with an Administrative Council formed by the president and the heads of @@ -7062,23 +7022,23 @@ summoned by the Minister of War for "a period of exercises" in railway work in time of peace; and the fact may be recalled that advantage of this power was taken during the French railway troubles of 1910, when the strikers were -required to assume the rôle of soldiers doing railway work +required to assume the rôle of soldiers doing railway work under military authority and control.</p> <p>The <i>Railway Troops</i> ("<span xml:lang="fr">Troupes de chemin de fer</span>") now -constitute a Railway Regiment ("<span xml:lang="fr">5<sup><i>e</i></sup> régiment du génie</span>") +constitute a Railway Regiment ("<span xml:lang="fr">5<sup><i>e</i></sup> régiment du génie</span>") organised under the decree of July 11, 1899, and comprising on a peace footing, three Battalions, each of four Companies.</p> <p><span class="pagenum"><a id="Page_155">[155]</a></span></p> <p>Recruits for the Railway Regiment come from one or other of the following classes: (1) Young soldiers who were in the railway service before they joined the Army; (2) an -annual contingent of railway employés selected by the +annual contingent of railway employés selected by the Minister of War from lists supplied for this purpose by the administrations of the five great railway companies and of the State railways, the number so selected not to exceed 240, distributed as follows: <span xml:lang="fr">Compagnie du Nord, 42; Est, -18; P. L. M., 54; Orléans, 42; Midi, 15; État, 69;</span> and +18; P. L. M., 54; Orléans, 42; Midi, 15; État, 69;</span> and (3) soldiers belonging to Infantry Regiments who, after one year of training therein, are sent to the Railway Regiment, those chosen for this purpose being, by preference, @@ -7119,7 +7079,7 @@ and (ii) practical.</p> the general scheme, mention might be made of the issuing of special series of textbooks; the regular working by the Regiment of about forty miles of railway—including an -important junction—between Chartres and Orléans, on the +important junction—between Chartres and Orléans, on the State Railway system; and arrangements made with the railway administrations under which (1) a certain number of Companies belonging to the Regiment are attached to @@ -7129,7 +7089,7 @@ administrations to engage the services of the Railway Troops in carrying out repairs or construction works on their lines, a mutual advantage thus being obtained.</p> -<p>Finally there is a Railway School ("<span xml:lang="fr">École de chemins de +<p>Finally there is a Railway School ("<span xml:lang="fr">École de chemins de fer</span>") which has charge of all the materials, tools, etc., used in the technical instruction of the troops; draws up, under the orders of the Colonel, programmes of practical work @@ -7177,7 +7137,7 @@ laws, regulations and practices in operation on the outbreak of war in 1914.</p> <p>Connected with each of the great railway systems there -is a permanent <i>Line Commission</i> ("<span xml:lang="fr">Commission de réseau</span>") +is a permanent <i>Line Commission</i> ("<span xml:lang="fr">Commission de réseau</span>") which consists of (1) a technical member who, in practice, is the general manager of the line; and (2) a military member, who is a member of the General Staff of the Army. @@ -7324,7 +7284,7 @@ on the lines comprised in its particular territory.</p> <p>The <i>Zone of the Armies</i> is, in turn, divided into two sections (1) the "<span xml:lang="fr">Zone de l'avant</span>," in which military operation of the railways is necessary on account of their nearness -to the fighting-line; and (2) the "<span xml:lang="fr">Zone de l'Arrière</span>," in +to the fighting-line; and (2) the "<span xml:lang="fr">Zone de l'Arrière</span>," in which the railways can still be operated by the ordinary railway staffs, under the direction of Line and Station Commissions, as in the adjoining Zone of the Interior.</p> @@ -7334,29 +7294,29 @@ Commissions, as in the adjoining Zone of the Interior.</p> <p>Orders given by the Commander-in-Chief in respect to transport in the Zone of the Armies are carried out under the supreme control of an officer now known as the <i xml:lang="fr">Directeur -de l'Arrière</i>. The history of this important functionary +de l'Arrière</i>. The history of this important functionary affords an excellent example of the way in which the whole scheme of operations has been evolved.</p> -<p>The "<span xml:lang="fr">Règlement général</span>" of July 1, 1874,—one of the +<p>The "<span xml:lang="fr">Règlement général</span>" of July 1, 1874,—one of the earliest attempts to meet the difficulties which had arisen in 1870-71 in respect to military rail-transport—was found to be defective inasmuch as it did not apply, also, to -those road and rear services ("<span xml:lang="fr">Services de l'Arrière</span>") which +those road and rear services ("<span xml:lang="fr">Services de l'Arrière</span>") which are necessarily associated with the rail services and themselves constitute so important a phase of military transport as a whole. In 1878 an attempt was made to meet this defect by the inauguration of a system of "<span xml:lang="fr">Services -des Étapes</span>"; but here, again, the existence of separate +des Étapes</span>"; but here, again, the existence of separate organisations for rail service and road service, without any connecting and controlling link, was found to be unsatisfactory. In 1883 a Commission, presided over by General Fay, was appointed to consider what would be the best course to adopt, and, in the result, there was issued, on July 7, 1884, -a Decree creating a "<span xml:lang="fr">Directeur Général des Chemins de -Fer et des Étapes</span>," whose duties were more clearly defined +a Decree creating a "<span xml:lang="fr">Directeur Général des Chemins de +Fer et des Étapes</span>," whose duties were more clearly defined under a Decree of February 21, 1900. In 1908 the title -of this officer was changed to that of "<span xml:lang="fr">Directeur de l'Arrière</span>," +of this officer was changed to that of "<span xml:lang="fr">Directeur de l'Arrière</span>," and, after further revisions, the scope of his authority and responsibility was eventually fixed by the Regulation of December 8, 1913.</p> @@ -7364,14 +7324,14 @@ of December 8, 1913.</p> <p>Taking up his position at the head-quarters of the Commander-in-Chief, and keeping in close touch, also, with the Minister of War through the Chief of the General Staff, -the <span xml:lang="fr">Directeur de l'Arrière</span> has for his special function that +the <span xml:lang="fr">Directeur de l'Arrière</span> has for his special function that of securing complete co-ordination alike between rail services and road services and between the services in the Zone of the Interior and those in the Zone of the Armies. Both from the Minister and from the Commander-in-Chief he receives information as to operations projected or in progress, and as to the needs of the armies in <i>personnel</i> -and <i>matériel</i>. His business it is to see that these needs,<span class="pagenum"><a id="Page_162">[162]</a></span> +and <i>matériel</i>. His business it is to see that these needs,<span class="pagenum"><a id="Page_162">[162]</a></span> according to their order of urgency—as further communicated to him—are supplied under conditions which shall provide for all contingencies and guard against all possible @@ -7386,13 +7346,13 @@ also, the Minister of War and the Commander-in-Chief, he maintains a constant exchange of information concerning time-tables for military trains and other such matters.</p> -<p>In the discharge of these duties the <span xml:lang="fr">Directeur de l'Arrière</span> +<p>In the discharge of these duties the <span xml:lang="fr">Directeur de l'Arrière</span> is aided by a staff which comprises both the technical and the military elements; but he is not himself responsible for the actual working of either the rail or the road services.</p> <p>Railway services in the Zone of the Armies are—subject -to the supreme authority of the <span xml:lang="fr">Directeur de l'Arrière</span>—under +to the supreme authority of the <span xml:lang="fr">Directeur de l'Arrière</span>—under the control of a <i>Director of Railways</i> who is assisted by (1) a combined military and technical staff; (2) a Line Commission for that section of the zone where the railways @@ -7403,13 +7363,13 @@ the section where military operation is necessary.</p> <p>In the interests of that co-ordination to which so much importance is rightly attached, the Director of Railways -refers to the <span xml:lang="fr">Directeur de l'Arrière</span> all demands for transport +refers to the <span xml:lang="fr">Directeur de l'Arrière</span> all demands for transport that concern the railways of both the Zone of the Interior and the Zone of the Armies or involve conveyance by road as well as by rail. He also passes on to the Commissions in charge of either section of the railways included in the Zone of the Armies the orders he himself receives from the -<span xml:lang="fr">Directeur de l'Arrière</span> in respect to such transport requirements +<span xml:lang="fr">Directeur de l'Arrière</span> in respect to such transport requirements as may concern them. Time-tables drawn up, and other arrangements made, by these Commissions are subject to his approval. He further decides as to the distribution, @@ -7419,7 +7379,7 @@ railway personnel placed at his disposal by the Commander-in-Chief.</p> <p>The <i>Field Line Commissions</i> are the executive agents of the Director of Railways in the discharge of the various duties assigned to him. The number of these Commissions is -decided by the <span xml:lang="fr">Directeur de l'Arrière</span>, and the date of their +decided by the <span xml:lang="fr">Directeur de l'Arrière</span>, and the date of their entering on their functions is fixed by the Director of Railways. Each Commission consists of a staff officer and a railway engineer. Of these the former is military president @@ -7479,11 +7439,11 @@ transport.</p> stations pass through to destination, after being checked; but the general practice is for the consignments forwarded from base supply stations to go to the <i>Supply -Depôts</i> ("<span xml:lang="fr">Stations-magasins</span>"), serving the purposes of +Depôts</i> ("<span xml:lang="fr">Stations-magasins</span>"), serving the purposes of storehouses from which supplies, whether received from the base or collected locally, can be despatched in just such quantities, and at just such intervals, as circumstances may -require. These depôts are organised on a different basis +require. These depôts are organised on a different basis according to the particular service or purpose for which they are designed,—Cavalry, Engineers, Artillery, Medical, Telegraph Corps; provisions, live stock, clothing, camp @@ -7492,15 +7452,15 @@ are decided by the Minister of War in time of peace. On the outbreak of war those in the Zone of the Armies pass under the control of the Commander-in-Chief together with the railway lines within that zone. The situation of the -depôts may be changed, or additional depôts may be opened, -by the <span xml:lang="fr">Directeur de l'Arrière</span>, with the consent of the +depôts may be changed, or additional depôts may be opened, +by the <span xml:lang="fr">Directeur de l'Arrière</span>, with the consent of the Commander-in-Chief.</p> -<p>Each station depôt is under the charge of the military +<p>Each station depôt is under the charge of the military member of the Station Commission. His special function<span class="pagenum"><a id="Page_165">[165]</a></span> it is to supply therefrom the wants of the Army in accordance with the demands he receives. These demands he -distributes among the different departments of the depôt, +distributes among the different departments of the depôt, giving instructions as to the time by which the railway wagons must be loaded. He also takes, with the stationmaster, all the necessary measures for ensuring the making @@ -7510,7 +7470,7 @@ station or with the technical direction and execution of the railway services.</p> <p>Provision is also made for the immediate unloading of -trains bringing supplies to the station depôts for storage +trains bringing supplies to the station depôts for storage there, the military commissioner being expressly instructed to guard against any block on the lines in or near to the station. Wagons need not be unloaded if they are to be @@ -7518,8 +7478,8 @@ sent on after only a brief detention, or if they contain ammunition forming part of the current needs of the Army.</p> -<p>From the supply depôts the supplies and stores pass on -to the <i>Regulating Station</i> ("<span xml:lang="fr">gare régulatrice</span>"). This is +<p>From the supply depôts the supplies and stores pass on +to the <i>Regulating Station</i> ("<span xml:lang="fr">gare régulatrice</span>"). This is located at such point on each line of communication as, while allowing of a final regulation of supplies going to the front, does not—owing to its nearness to the fighting line—permit @@ -7529,11 +7489,11 @@ from day to day, or from time to time, according to developments in the military situation.</p> <p>The regulating station is in charge of a <i>Regulating Commission</i> -("<span xml:lang="fr">Commission régulatrice</span>"), constituted on the +("<span xml:lang="fr">Commission régulatrice</span>"), constituted on the same basis as a Sub-Line Commission. Receiving orders or instructions as to the nature and quantities of the supplies and stores required by the troops at the front, and -drawing these from the supply depôts, the Commission +drawing these from the supply depôts, the Commission must always have on hand a sufficiency to meet requirements. It is, also, left to the Commission to arrange for the further despatch of the supplies from the regulating @@ -7541,12 +7501,12 @@ station by means of such trains as, in the circumstances of the moment, may be found practicable.</p> <p>As a matter of daily routine, and without further instructions,<span class="pagenum"><a id="Page_166">[166]</a></span> -the supply depôts send one train of provisions each +the supply depôts send one train of provisions each day to the regulating station, and the latter sends on one train daily to the front, always, however, keeping a further day's supply on hand, at or near the regulating station, to meet further possible requirements. Additional trains, -whether from the supply depôts or from the regulating +whether from the supply depôts or from the regulating station (where rolling stock is kept available) are made up as needed.</p> @@ -7556,7 +7516,7 @@ further keep permanently within its zone of action a certain number of wagons of provisions in readiness to meet contingencies, the wagons so utilised as <i>Stores on wheels</i> being known as "<span xml:lang="fr">en-cas mobiles</span>." Should the <span xml:lang="fr">Directeur -de l'Arrière</span> so desire, railway wagons with ammunition can, +de l'Arrière</span> so desire, railway wagons with ammunition can, in the same way, be kept loaded at any station within the Zone of the Armies, or, by arrangement with the Minister of War, in the Zone of the Interior. It is, however, stipulated @@ -7595,7 +7555,7 @@ surplus stores, and so on, are effected from railhead by means of the daily supply-trains returning thence to the regulating station, where the Regulating Commission takes them in charge, and passes them on by the trains going back -to the Depôt Stations, or beyond. Should special trains +to the Depôt Stations, or beyond. Should special trains be necessary for the removal of a large number of wounded, or otherwise, the Director of Road Services communicates with the Regulating Commission, which either makes up @@ -7609,14 +7569,14 @@ War and the Director-General, the arrangements in advance, as detailed in the decrees relating to this branch of the subject, being on the most comprehensive scale. Among other measures provided for is the setting up of <i>Evacuation -Hospitals</i> ("<span xml:lang="fr">hôpitaux d'évacuation</span>") in the immediate +Hospitals</i> ("<span xml:lang="fr">hôpitaux d'évacuation</span>") in the immediate neighbourhood of the Regulating Stations, if not, also, at railhead. Elsewhere along the line certain stations become <i>Infirmary Stations</i>, ("<span xml:lang="fr">infirmaries de gare</span>") where, in urgent cases, and under conditions laid down by the War Minister, the sick and wounded <i>en route</i> to the interior can receive prompt medical attention in case of need. From -the <i>Distribution Stations</i> ("<span xml:lang="fr">gares de répartition</span>"), the sick +the <i>Distribution Stations</i> ("<span xml:lang="fr">gares de répartition</span>"), the sick and wounded are sent to the hospitals in the interior to which they may be assigned.</p> @@ -7644,7 +7604,7 @@ services owing to contradictory or impossible orders being given by individual officers acting on their own responsibility.</p> -<p>The setting up of the supply depôts and regulating stations +<p>The setting up of the supply depôts and regulating stations along the line of communication should prevent (i) the rushing through of supplies in excessive quantities to the extreme front; (ii) the congestion of railway lines and @@ -7692,7 +7652,7 @@ possible of regulations and instructions already based on exhaustive studies by the military and railway authorities. In 1892 the results attained were so satisfactory that a German authority, Lieutenant Becker, writing in his book -on "<span xml:lang="de">Der nächste Krieg und die deutschen Bahnverwaltungen</span>," +on "<span xml:lang="de">Der nächste Krieg und die deutschen Bahnverwaltungen</span>," (Hanover, 1893,) concerning the trials in France, in that year, of the new conditions introduced by the law of December 28, 1888, was not only greatly impressed thereby @@ -7732,7 +7692,7 @@ not so much <i>de novo</i> as <i>ab ovo</i>, of a system of organised military rail-transport, were confirmed by many subsequent trials, experiments and experiences, all, in turn, leading to further improvements in matters of detail; but it was, indeed, -the "<span xml:lang="de">nächste Krieg</span>" concerning which Lieutenant +the "<span xml:lang="de">nächste Krieg</span>" concerning which Lieutenant Becker wrote that was to be the real test of the organisation which, during more than forty years of peace, France followed up with a zeal, a pertinacity and a thoroughness @@ -7791,7 +7751,7 @@ frontiers or on the coasts of France; but the inadequate number of lateral or transverse lines linking up and connecting these main lines placed great difficulty in the way of communication between the provincial centres themselves -otherwise than viâ Paris.</p> +otherwise than viâ Paris.</p> <p>Some of these disadvantages were to have been overcome under a law passed in 1868 which approved the construction @@ -7819,7 +7779,7 @@ system in general—they showed an unexampled energy and thoroughness. Within five years of the restoration of peace the French railway system had already undergone an extension which, according to Captain A. Pernot, -as told in his "<span xml:lang="fr">Aperçu historique sur le service des transports +as told in his "<span xml:lang="fr">Aperçu historique sur le service des transports militaires</span>," would have been possible in but few countries in so short a period; while of the situation at the time he wrote (1894) the same authority declared:—"One @@ -7860,20 +7820,20 @@ the various forts constructed for the defence of Paris.</p> series of connecting links which ensured the provision of a complete ring of rail communication at a still greater distance around Paris, the towns comprised therein including -<span xml:lang="fr">Rouen</span>, <span xml:lang="fr">Amiens</span>, <span xml:lang="fr">La Fère</span>, <span xml:lang="fr">Laon</span>, <span xml:lang="fr">Reims</span>, <span xml:lang="fr">Chalons-sur-Marne</span>, -<span xml:lang="fr">Troyes</span>, <span xml:lang="fr">Sens</span>, <span xml:lang="fr">Montargis</span>, <span xml:lang="fr">Orléans</span>, <span xml:lang="fr">Dreux</span>, and so on back +<span xml:lang="fr">Rouen</span>, <span xml:lang="fr">Amiens</span>, <span xml:lang="fr">La Fère</span>, <span xml:lang="fr">Laon</span>, <span xml:lang="fr">Reims</span>, <span xml:lang="fr">Chalons-sur-Marne</span>, +<span xml:lang="fr">Troyes</span>, <span xml:lang="fr">Sens</span>, <span xml:lang="fr">Montargis</span>, <span xml:lang="fr">Orléans</span>, <span xml:lang="fr">Dreux</span>, and so on back to <span xml:lang="fr">Rouen</span>. Within, again, this outermost ring there was provided a further series of lines which, by linking up -<span xml:lang="fr">Orléans</span>, <span xml:lang="fr">Malesherbes</span>, <span xml:lang="fr">Montereau</span>, <span xml:lang="fr">Nogent</span>, <span xml:lang="fr">Epernay</span>, <span xml:lang="fr">Soissons</span>, +<span xml:lang="fr">Orléans</span>, <span xml:lang="fr">Malesherbes</span>, <span xml:lang="fr">Montereau</span>, <span xml:lang="fr">Nogent</span>, <span xml:lang="fr">Epernay</span>, <span xml:lang="fr">Soissons</span>, <span xml:lang="fr">Beauvais</span> and <span xml:lang="fr">Dreux</span>, established additional connections between all the lines from Paris to the north and the east of France, and gave increased facilities for the distribution -in those directions of troops arriving at <span xml:lang="fr">Orléans</span> +in those directions of troops arriving at <span xml:lang="fr">Orléans</span> from the south-west, this being once more done without any need for their entering Paris or even approaching it at a closer distance than about forty miles.</p> -<p><span xml:lang="fr">Orléans</span> itself was recognised as a point of great strategical +<p><span xml:lang="fr">Orléans</span> itself was recognised as a point of great strategical importance in regard to the movement of troops, and it was, accordingly, provided with a number of new lines radiating therefrom, and establishing better connections with other @@ -7945,18 +7905,18 @@ still more complete by 1914.</p> <p><a id="Footnote_26_26"></a><a href="#FNanchor_26_26"><span class="label">[26]</span></a> For details concerning the functions and duties of the various divisions, subdivisions, etc., see <span xml:lang="fr">"Mouvements et Transports. -Sections de chemins de fer de campagne. Volume arrêté à la date +Sections de chemins de fer de campagne. Volume arrêté à la date du 1er septembre, 1914." Paris: Henri Charles-Lavauzelle</span>.</p></div> <div class="footnote"> -<p><a id="Footnote_27_27"></a><a href="#FNanchor_27_27"><span class="label">[27]</span></a> "<span xml:lang="fr">Bulletin Officiel du Ministère de la Guerre. Génie. Troupes -de chemins de fer. Volume arrêté à la date du 1er décembre, 1912.</span>"</p></div> +<p><a id="Footnote_27_27"></a><a href="#FNanchor_27_27"><span class="label">[27]</span></a> "<span xml:lang="fr">Bulletin Officiel du Ministère de la Guerre. Génie. Troupes +de chemins de fer. Volume arrêté à la date du 1er décembre, 1912.</span>"</p></div> <div class="footnote"> <p><a id="Footnote_28_28"></a><a href="#FNanchor_28_28"><span class="label">[28]</span></a> "<span xml:lang="fr">Transports militaires par chemin de fer. (Guerre et Marine.) -Édition mise à jour des textes en vigueur jusqu'en octobre, 1902.</span>" +Édition mise à jour des textes en vigueur jusqu'en octobre, 1902.</span>" For later publications, dealing, in separate issues, with particular departments of the military rail-transport organisation, see Bibliography.</p></div></div> @@ -8333,7 +8293,7 @@ invader shall be accomplished through their instrumentality.</p> <p>The same distinguished authority wrote concerning the Engineer and Railway Volunteer Staff Corps in an article -on "Volunteers" which he contributed to the "Encyclopædia +on "Volunteers" which he contributed to the "Encyclopædia Britannica" (ninth edition):—</p> <blockquote> @@ -8356,7 +8316,7 @@ there is an item which reads:—"Time Tables for Special Troop Trains, etc. Compiled by the Railway Companies. 311 pp. 8vo. London, 1866." This, presumably, refers<span class="pagenum"><a id="Page_184">[184]</a></span> to the first of the complete time tables mentioned in the -"Encyclopædia Britannica" article as having been compiled +"Encyclopædia Britannica" article as having been compiled by the Corps. It is evident, from the date given, that the Corps must have got quickly to work after its formation in 1865.</p> @@ -9420,7 +9380,7 @@ the loads being generally hauled by animals, by gasoline motor or by men; and (2) "supply" railways, specially constructed to convey troops, stores, etc., from the base to the front, in time of war, or from an ordinary -main-line railway to a military camp or depôt in time of +main-line railway to a military camp or depôt in time of peace, where local lines of railway are not available for the purpose.</p> @@ -9523,7 +9483,7 @@ Warrant and began to provide for a defect in the military organisation which had, in the meantime, involved the allies, and especially the British, in severe privations owing to the frequent shortage of supplies. The original intention to -establish a depôt at head-quarters before Sebastopol had +establish a depôt at head-quarters before Sebastopol had had to be abandoned because of the hopelessness of any attempt to get a sufficient surplus of provisions to form a store.</p> @@ -9650,7 +9610,7 @@ was that of mules or elephants.</p> Zoulla, the port in Annesley Bay from which the advance inland was to be made, they took with them the materials for some tramway lines intended to connect two landing -piers with the depôts it was proposed to establish a mile +piers with the depôts it was proposed to establish a mile inland. In November these plans were altered in favour of a line of railway, twelve miles in length, from the landing-place to Koomayleh, at the entrance of the Soroo Pass, the @@ -9834,8 +9794,8 @@ of much use to the troops they were intended to serve.</p> <p>In the Franco-German War of 1870-71 the Germans constructed two military railways—(1) a line, twenty-two -miles in length, connecting Remilly, on the Saarbrück -Railway, with Pont à Mousson, on the Metz-Frouard line; +miles in length, connecting Remilly, on the Saarbrück +Railway, with Pont à Mousson, on the Metz-Frouard line; and (2) a loop line, three miles long, passing round the tunnel at Nanteuil, blown up by the French.</p> @@ -9850,14 +9810,14 @@ things, to meet just such contingencies as those that now arose.</p> <p>At the beginning of the war the Prussian General Staff -had (according to Rüstow) assumed that Metz would offer +had (according to Rüstow) assumed that Metz would offer a prolonged resistance, and that the defenders would be certain to make an attempt to interrupt the rail communication between Germany and her troops in the field. To meet the position which might thus be created, it was decided -to build from Pont à Mousson to Remilly a field railway +to build from Pont à Mousson to Remilly a field railway which, avoiding Metz, would link up at Remilly with the -line proceeding thence to Saarbrück, and so ensure the +line proceeding thence to Saarbrück, and so ensure the maintenance of direct rail communication to and from Germany. On August 14, 1870, the day of the rearguard action at Borny, the survey and the levelling of the ground @@ -9866,7 +9826,7 @@ the construction. Altogether some 4,200 men were employed on the work, namely, 400 belonging to two Field Railway Companies; 800 forming four Fortress Pioneer Companies, and about 3,000 miners from the colliery districts -of Saarbrück who had been thrown out of work +of Saarbrück who had been thrown out of work owing to the war and accepted employment on the railway. The building corps had at their disposal a park of 330<span class="pagenum"><a id="Page_216">[216]</a></span> wagons and other vehicles, and patrol and requisition duties @@ -10006,7 +9966,7 @@ the fact that the number of actual working days had been only fifty-eight. Whereas, therefore, the Germans had, in 1870, with the help of a Construction Corps over 4,000 strong, taken forty-eight days to build twenty-two -miles of railway between Pont à Mousson and Remilly, the +miles of railway between Pont à Mousson and Remilly, the Russians in 1877 built, by contract, 189 miles of railway in just over double the same period.</p> @@ -10050,7 +10010,7 @@ was carried still further by this construction, during the course of the Russo-Turkish conflict, of a greater length of railways, designed for military use, than had ever been built under like conditions before. The world gained a -fresh lesson as to the importance of the rôle played by +fresh lesson as to the importance of the rôle played by railways in war, and it was offered, also, a striking example of what could be done in the way of rapidly providing them in a time of emergency.</p> @@ -10081,7 +10041,7 @@ railways operated, in turn, for the purposes of peace, and accomplishing results as conspicuously successful in the latter direction as they had previously done in the former.</p> <p><span class="pagenum"><a id="Page_221">[221]</a></span></p> -<p>During the time that Saïd Pasha was Viceroy of Egypt +<p>During the time that Saïd Pasha was Viceroy of Egypt (1854-63) there was brought forward a scheme for the linking up of Egypt and the Sudan by means of a single line of railway from Cairo to Khartoum, with a branch to @@ -10099,7 +10059,7 @@ total distance of 558 miles. In 1875 a beginning was made with the building of this railway, which was to consist of a single line, with a gauge of 3 feet 6 inches, and was to be made with 50-lb. rails and 7-ft. sleepers; but when, in 1877, -after an expenditure of about £400,000, the railway had been +after an expenditure of about £400,000, the railway had been carried no farther than Sarras, thirty-three and a half miles from the starting-point, it was stopped for lack of funds.</p> @@ -10554,8 +10514,8 @@ Engineers. New Series. Vol. xviii. 1870.</p></div> War of 1877-8." By Captain M. T. Sale, R.E. Journal of the Royal United Service Institution, vol. xxiv, 1881. "<span xml:lang="fr">De la Construction des Chemins de Fer en temps de guerre. Lignes construites -par l'armée russe pendant la campagne 1877-78.</span>" <span xml:lang="fr">Par M. -P. Lessar, Ingénieur du Gouvernement russe. Traduit du russe par +par l'armée russe pendant la campagne 1877-78.</span>" <span xml:lang="fr">Par M. +P. Lessar, Ingénieur du Gouvernement russe. Traduit du russe par M. L. Avril.</span> Paris, 1879.</p></div> <div class="footnote"> @@ -10891,7 +10851,7 @@ daily in the "up" direction, being communicated by the railway authorities to Lord Kitchener, he placed a number, liable to vary from day to day, at the disposal of the supply and remount departments, either generally for the maintenance -of their depôts or for specific traffic.</p> +of their depôts or for specific traffic.</p> <p>The number reserved for hospital, ordnance, engineer and special stores was even more closely calculated, and the demands @@ -10938,7 +10898,7 @@ system had to be created. In the traffic and locomotive departments alone no fewer than 3,000 white workers were needed.</p> -<p>Many of the employés of the Netherlands Railway Company +<p>Many of the employés of the Netherlands Railway Company were kept on, even at the risk of their showing hostility to the British; but the number who thus made themselves available was quite inadequate, even if they could all @@ -10975,7 +10935,7 @@ enemy, Sir Percy Girouard says:—</p> <blockquote> <p>The South African campaign has fully shown the necessity -<span class="pagenum"><a id="Page_241">[241]</a></span>of having a number of traffic employés registered in peace +<span class="pagenum"><a id="Page_241">[241]</a></span>of having a number of traffic employés registered in peace time, who are paid a small retaining fee which will render them liable to be called out in case of war at home or abroad. The want of this system forced the Director of Railways in South @@ -11033,13 +10993,13 @@ Regiment, composed of miners, artisans and labourers who had been employed at Cape Town or Johannesburg, volunteers from the ranks of the Army (preference being given to those already possessed of experience in railway work), -and employés of the Orange Free State Railway. Some +and employés of the Orange Free State Railway. Some Field Railway Sections, created to form the nucleus of a staff to take over the working of railways in the enemy's country became construction parties, doing repairs only, and having no control of traffic except at railhead. In addition to all these, a large number of natives were engaged -through Native Labour Depôts opened at De Aar, Bloemfontein +through Native Labour Depôts opened at De Aar, Bloemfontein and Johannesburg, the number so employed at any one time attaining a maximum of about 20,000.</p> @@ -11223,13 +11183,13 @@ of attention because they show, more than had, perhaps, been the case in any previous war, that railways can afford valuable aid in the conduct of a campaign apart from the achievement of their fundamental purpose in the transport -of men and matériel.</p> +of men and matériel.</p> <p>If we look at the list of services rendered by the Natal Government Railways we find that the Railway Department—in addition to the transport work represented by the above figures—adapted six armoured trains; prepared -special carriages for the 6 in. and 4·7 in. guns; adapted and +special carriages for the 6 in. and 4·7 in. guns; adapted and equipped three hospital trains, withdrawing for this purpose<span class="pagenum"><a id="Page_247">[247]</a></span> fully a quarter of the most serviceable carriage stock from the ordinary traffic; wired and lamped the hospitals at four @@ -11267,7 +11227,7 @@ on "Natal"<a id="FNanchor_43_43"></a><a href="#Footnote_43_43" class="fnanchor"> lines were robbed of about 40 per cent. of their total mileage and a quantity of their stock. On the clearance of the enemy from Natal and the south-eastern portion of the -Transvaal, large supply depôts were formed at Newcastle, +Transvaal, large supply depôts were formed at Newcastle, Volksrust, Standerton and intermediate points; and on the joining of the two main portions of the British army at Heidelberg, the greater portion of the stores for the forces @@ -11334,7 +11294,7 @@ officers and the Chief Locomotive Superintendent of the Cape Government Railway, were most creditable achievements, old engine and tender frames being used as a foundation. The guns mounted were a 6-inch B.L., and no less a monster than -a 9·2 inch B.L. The 6-inch went into action at Modder River. +a 9·2 inch B.L. The 6-inch went into action at Modder River. It was deemed unsafe to fix it at an angle of more than sixteen degrees to either side of the centre line of the railway; but by placing it on a so-called firing curve a wider field of fire was @@ -11343,7 +11303,7 @@ and later on it was fired at right angles to the railway, without any damage either to itself or to the line.</p> </blockquote> -<p>The 9·2-inch gun gave good results in its trials, but, +<p>The 9·2-inch gun gave good results in its trials, but, although it was run up to Pretoria on its truck, there was no opportunity of firing it on the enemy.</p> @@ -11556,7 +11516,7 @@ it was amply supplied with hospital trains. In addition to the one that had been formed before the outbreak of hostilities, a second and similar train was prepared in November, 1889. The hospital train, "Princess Christian," constructed -in England at a cost of £14,000, mainly raised by +in England at a cost of £14,000, mainly raised by Her Royal Highness—with a handsome contribution from the town of Windsor—reached Cape Town early in February, 1900. It was sent on in sections to Durban, where it was put @@ -11965,8 +11925,8 @@ demands even of the ordinary traffic in peace time, apart altogether from any question as to military requirements in time of war. No sooner, therefore, were the main portions<span class="pagenum"><a id="Page_263">[263]</a></span> of the line ready, in 1898, than there was set aside, for a railway -which was already to cost over £350,000,000, a further -sum of £9,130,000 for relaying those portions of the line +which was already to cost over £350,000,000, a further +sum of £9,130,000 for relaying those portions of the line with a better quality of rails and sleepers, the reconstruction of sections dangerous to traffic, the provision of more stations and more rolling stock, and other improvements. @@ -12170,9 +12130,9 @@ length of over six miles; that it is carried across valleys, or open spaces, on two hundred bridges, and that numerous cuttings and many large culverts had also to be provided. The total cost worked out at no less than -£52,000 per mile—probably the largest sum per mile ever +£52,000 per mile—probably the largest sum per mile ever spent on a railway designed, in the first instance, to serve -a distinctly military purpose, and exceeding by £35,000 +a distinctly military purpose, and exceeding by £35,000 the average cost per mile, down to that date, of the entire system of Russian railways. Delays occurred, also, through strikes and other causes, and, in the result, it was not until @@ -12201,7 +12161,7 @@ of salt in the streams. In Manchuria the fuel reserve was inadequate; soldiers were the only reliable portion of the subordinate railway staff; the railway workshops were poorly equipped; there were not nearly enough engine -depôts; large supplies of rails, fish-plates, sleepers and ballast +depôts; large supplies of rails, fish-plates, sleepers and ballast were needed, and much work had to be done in the construction of additional sidings, etc. All these shortcomings required to be made good whilst the war was in actual @@ -12289,7 +12249,7 @@ were given by the Government for the execution of extensive works designed to increase the capacity of the Siberian and Eastern Chinese main lines to seven trains per day in each direction, and that of the southern branch to twelve per day. -The cost of these improvements was estimated at £4,400,000.</p> +The cost of these improvements was estimated at £4,400,000.</p> <p>In November, 1904, Kuropatkin submitted to the Tsar a recommendation that the lines should be at once doubled @@ -12410,7 +12370,7 @@ means of transport.</p> <p>In one instance a broad-gauge branch line was built inland, during the course of the war, from the Eastern Chinese Railway for a distance of twenty-five miles. A -depôt was set up at its terminus, and thence the supplies +depôt was set up at its terminus, and thence the supplies were conveyed to the troops by a series of narrow-gauge lines extending to every part of that particular section of the theatre of war.</p> @@ -12574,8 +12534,8 @@ the Historical Section of the Committee of Imperial Defence. London, <div class="footnote"> -<p><a id="Footnote_50_50"></a><a href="#FNanchor_50_50"><span class="label">[50]</span></a> "<span xml:lang="fr">Construction et exploitation des chemins de fer à traction -animale sur le théâtre de la guerre de 1904-5 en Mandchourie." +<p><a id="Footnote_50_50"></a><a href="#FNanchor_50_50"><span class="label">[50]</span></a> "<span xml:lang="fr">Construction et exploitation des chemins de fer à traction +animale sur le théâtre de la guerre de 1904-5 en Mandchourie." <i>Revue du Genie Militaire</i>, Avril, Mai, Juin, 1909. Paris.</span></p></div> <div class="footnote"> @@ -12710,14 +12670,14 @@ large towns in order to avoid delay of troop trains; and <p>The ideal conditions for a network of strategical railways<span class="pagenum"><a id="Page_280">[280]</a></span> was already a subject of discussion in Germany in 1842, -when Pönitz brought forward his proposal that that country +when Pönitz brought forward his proposal that that country should provide herself with such a system. There were, he said, theorists who designed, on paper, strategical railways which, starting from a common centre, radiated in straight lines to different points on the frontier and were connected with one another by parallel or intersecting lines of railway on the principle of a geometrical design, or, he might have -added, of a spider's web. Pönitz admitted the excellence +added, of a spider's web. Pönitz admitted the excellence of the idea, suggesting that if there were, indeed, a group of lines to the frontier connected by cross lines allowing of a complete interchange of traffic, the enemy would never @@ -12736,7 +12696,7 @@ and economic needs of the community and of returning interest on capital expenditure, rather than of serving military or political purposes.</p> -<p>In the proposals which Pönitz himself advanced for providing +<p>In the proposals which Pönitz himself advanced for providing Germany with a complete network of strategical lines he sought to combine, as far as possible, the commercial and the military principle; though the subsequent predominance, @@ -12846,7 +12806,7 @@ railways on the military and strategical situation can be gathered from the large map ("<span xml:lang="de">Kartenbeilage I</span>") which accompanies the "<span xml:lang="de">Bericht</span>" presented to the <span xml:lang="de">Kaiser</span>, in 1911, by the Prussian Minister of Public Works under -the title of "<span xml:lang="de">Die Verwaltung der öffentlichen Arbeiten in +the title of "<span xml:lang="de">Die Verwaltung der öffentlichen Arbeiten in Preussen, 1900 bis 1910</span>." On this map a clear distinction is drawn between State-owned and company-owned lines, while difference in colouring shows the additions made to @@ -12925,7 +12885,7 @@ utilise for his own purpose. If, therefore, the Germans wanted to use the existing Russian lines, they would either have to build, in advance, locomotives and rolling stock capable of running thereon, or they would have to convert -the Russian gauge of 5 feet to the German gauge of 4 feet 8½<span class="pagenum"><a id="Page_285">[285]</a></span> +the Russian gauge of 5 feet to the German gauge of 4 feet 8½<span class="pagenum"><a id="Page_285">[285]</a></span> inches, so that German trains could run on the other side of the frontier. As already remarked on page <a href="#Page_61">61</a>, the reduction of the broader gauge into a narrower one would involve @@ -13102,7 +13062,7 @@ years" (London, 1914).<a id="FNanchor_53_53"></a><a href="#Footnote_53_53" class <p>The story opens with the establishment by Germany, about the year 1896, of a camp at Elsenborn, ten miles -north-east of Malmédy, a town situate close to the Belgian +north-east of Malmédy, a town situate close to the Belgian frontier and four miles from the Belgian town of Stavelot. The camp was begun on a small scale, and at the outset the establishment of it on the site in question was declared by @@ -13120,13 +13080,13 @@ from Aix-la-Chapelle parallel with the Belgian frontier as far as St. Vith, a distance of fifty miles, the main purpose of this line being stated to be the securing of a better connection, from Sourbrodt, for the camp at Elsenborn. -The line was, nevertheless, extended to <span xml:lang="fr">Trois Vièrges</span> +The line was, nevertheless, extended to <span xml:lang="fr">Trois Vièrges</span> (Ger. <span xml:lang="de">Uflingen</span>), where it connected both with the railway system of the Grand Duchy of Luxemburg and with the main lines of the Belgian System from Pepinster, via -Spa, <span xml:lang="fr">Stavelot</span>, <span xml:lang="fr">Trois Ponts</span> and <span xml:lang="fr">Gouvy</span>, to <span xml:lang="fr">Trois Vièrges</span>. -From <span xml:lang="fr">Trois Ponts</span> there is a direct route to <span xml:lang="fr">Liége</span>, while -<span xml:lang="fr">Gouvy</span>, situate only a few miles from <span xml:lang="fr">Trois Vièrges</span>, is the +Spa, <span xml:lang="fr">Stavelot</span>, <span xml:lang="fr">Trois Ponts</span> and <span xml:lang="fr">Gouvy</span>, to <span xml:lang="fr">Trois Vièrges</span>. +From <span xml:lang="fr">Trois Ponts</span> there is a direct route to <span xml:lang="fr">Liége</span>, while +<span xml:lang="fr">Gouvy</span>, situate only a few miles from <span xml:lang="fr">Trois Vièrges</span>, is the junction both for Libramont, on the main line from Brussels to Metz and Alsace, and for the further junction of Beatrix, the central point of a Belgian line running parallel with the @@ -13134,7 +13094,7 @@ French frontier from Dinant to Luxemburg.</p> <p>The single-track line from Aix-la-Chapelle along the Belgian frontier, supplemented by a light-railway branch from -Weismes to Malmédy, met all the traffic requirements of a +Weismes to Malmédy, met all the traffic requirements of a scantily-populated and primitive district, devoid alike of industries and of local resources, and offering very little traffic; but in 1908 the Prussian Government suddenly @@ -13166,24 +13126,24 @@ of troops, whether from Aix-la-Chapelle (an important point of concentration for the Prussian Army, on mobilisation), or elsewhere, being assembled in the immediate neighbourhood of Weismes, the junction of the branch line -to Malmédy, for an invasion of Belgium. The doubling of +to Malmédy, for an invasion of Belgium. The doubling of the rails as far as Weismes was completed by May, 1909. It was afterwards continued to St. Vith, and so on to <span xml:lang="fr">Trois -Vièrges</span>.</p> +Vièrges</span>.</p> <p>We have thus far, however, got only the first chapter of the story. The second opens with the further attempt of the Prussian Government to secure an extension of the -Weismes-Malmédy line as a "light railway" across the +Weismes-Malmédy line as a "light railway" across the frontier to Stavelot, three miles east of Trois Ponts, thus giving a shorter route from Aix-la-Chapelle and the camp -at Elsenborn to Liége, Namur, Louvain and Brussels, and +at Elsenborn to Liége, Namur, Louvain and Brussels, and a second route to Gouvy for Libramont, Bertrix and the north of France.</p> <p>As the result of the influence they were able to bring to bear on them, the Germans succeeded in persuading the -Belgian Government, not only to agree to the Weismes-Malmédy +Belgian Government, not only to agree to the Weismes-Malmédy branch being continued to Stavelot, but themselves to build the greater part of this connecting link, and even to cut, on the north of Stavelot, a tunnel without which @@ -13193,7 +13153,7 @@ that town would have remained inaccessible by rail.</p> link, opened in October, 1913, was wanted in the interests of the ordinary traffic, the needs of which were adequately met by the diligence running twice a day between -Malmédy and Stavelot. What was really aimed at was a +Malmédy and Stavelot. What was really aimed at was a rail connection with the Belgian system by means of which the troops concentrated in those extensive sidings on the Aix-la-Chapelle-St. Vith line could be poured into Belgium @@ -13208,9 +13168,9 @@ after being shot; but Belgium, we are told, "yielded in this and other matters because she could not resist without support, and no support was forthcoming." There certainly was an attempt to lull possible suspicions by the -designation of the Malmédy-Stavelot link as a "light railway." +designation of the Malmédy-Stavelot link as a "light railway." It was, also, evident that the physical conditions -of the Weismes-Malmédy branch, with which it was to connect, +of the Weismes-Malmédy branch, with which it was to connect, would not permit of any heavy traffic along it. But the so-called "light railway" was built with the same gauge as the main-line systems on each side of the frontier; @@ -13218,10 +13178,10 @@ the powers obtained in respect to it allowed of trains being run at a speed of forty miles an hour, as against the recognised speed of sixteen miles an hour on light railways proper; while no sooner had the link been established than -Germany discarded the defective Weismes-Malmédy branch +Germany discarded the defective Weismes-Malmédy branch for the purposes of military transport, and built a new line -from Malmédy to Weywertz, a station to the north or north-east -of Weismes. This Malmédy-Weywertz branch would, +from Malmédy to Weywertz, a station to the north or north-east +of Weismes. This Malmédy-Weywertz branch would, it was understood, be used exclusively for military traffic, and the station at Weywertz was, in due course, provided with its own extensive platforms and network of sidings @@ -13239,11 +13199,11 @@ possible time.</p> <p>From Weywertz, the new junction for Stavelot and the Belgian railways in general, the Germans built a line to -<span xml:lang="de">Jünkerath</span>, a station north of <span xml:lang="de">Gerolstein</span>, on the line from +<span xml:lang="de">Jünkerath</span>, a station north of <span xml:lang="de">Gerolstein</span>, on the line from Cologne to Treves. Then from Blankenheim, immediately -north of <span xml:lang="de">Jünkerath</span>, and from Lissendorf, on the south of +north of <span xml:lang="de">Jünkerath</span>, and from Lissendorf, on the south of the same station, there were opened for traffic, in July, 1912, -new double-track lines which, meeting at <span xml:lang="de">Dümpelfeld</span>, on +new double-track lines which, meeting at <span xml:lang="de">Dümpelfeld</span>, on the existing Remagen-Adenau line, gave a through route for troops from the Rhine, across the Eifel district to Weywertz, and so on to Stavelot for destinations (in war-time) @@ -13264,8 +13224,8 @@ beyond.</p> shows, also, (1) a new line from Coblenz which joins, at Mayen, the existing railway from Andernach, on the Rhine, to Gerolstein, in the Eifel, whence the Belgian border can be -reached either via <span xml:lang="de">Jünkerath</span> and Weywertz or via <span xml:lang="de">Lammersweiler</span> -and the Luxemburg station of <span xml:lang="fr">Trois-Vièrges</span>; +reached either via <span xml:lang="de">Jünkerath</span> and Weywertz or via <span xml:lang="de">Lammersweiler</span> +and the Luxemburg station of <span xml:lang="fr">Trois-Vièrges</span>; (2) the extension to Daun, also on the Andernach-Gerolstein route, of a short branch on the Coblenz-Treves Railway which previously terminated at Wittlich; and (3) several other @@ -13274,7 +13234,7 @@ for the concentration of troops on the Belgian frontier.</p> <p><span class="pagenum"><a id="Page_293">[293]</a></span></p> -<p>So the Malmédy-Stavelot "light railway"—especially +<p>So the Malmédy-Stavelot "light railway"—especially in view of this series of new German lines all leading thereto—had become a railway of the greatest strategical importance; and the fourth chapter of the story (though one @@ -13287,7 +13247,7 @@ of German troops to and from Belgium and Northern France.</p> <p>In regard to <i>Holland</i>, one finds a new line of railway from -Jülich—a station reached from Düren, on the main line +Jülich—a station reached from Düren, on the main line between Cologne and Aix-la-Chapelle—to Dalheim, the German frontier station on the direct line from Cologne via Rheydt to Roermond, a Dutch station on the right bank @@ -13354,23 +13314,23 @@ official map the indication of a new line (partly built and partly under construction in 1910) which, starting from Holtenau, at the mouth of the Kaiser Wilhelm Canal in the Baltic, continues the short distance to Kiel, then turns -to the west, connects with the Neumünster-Vandrup main +to the west, connects with the Neumünster-Vandrup main line to Denmark, crosses the canal, and so on to Husum, a junction on the Altona-Esbjerg west-coast route. This new line would evidently be of strategical advantage in moving troops from Kiel either for the defence of the Kaiser Wilhelm Canal or to resist invasion by sea on the north of the waterway. Then the existing line from Kiel through -Eckernförde to Flensburg, on the Neumünster-Vandrup +Eckernförde to Flensburg, on the Neumünster-Vandrup route to Denmark, and giving through connection from<span class="pagenum"><a id="Page_295">[295]</a></span> Kiel to Tondern and Hoyer on the west coast—has been "nationalised," and so added to the Prussian State system; while from two stations just to the north of Flensburg there -are short new lines which, meeting at Torsbüll, continue to +are short new lines which, meeting at Torsbüll, continue to the Alsener Sund, on the west of the Little Belt, and may—or may not—be of value in improving Prussia's strategical position in this corner of the Baltic, and in immediate -proximity to the Danish island of Fünen.</p> +proximity to the Danish island of Fünen.</p> <p>Finally a large number of additions have been made in recent years to the State Railway systems in the interior @@ -13515,16 +13475,16 @@ of that policy were to involve.</p> <h3><span class="smcap">German South-West Africa</span></h3> <p>The first steps towards the attainment of the aspirations -entertained were taken by Herr Adolf Lüderitz, a Bremen +entertained were taken by Herr Adolf Lüderitz, a Bremen merchant who, acting under the auspices of the German Colonial Society, and having received from the Imperial Foreign Office assurances of its protection, established a trading settlement, in April, 1883, in the bay of Angra -Pequeña, situate between Namaqualand and Damaraland +Pequeña, situate between Namaqualand and Damaraland on the west coast of Africa, and about 150 miles north of Orange River, the northern boundary of Cape Colony. Acquiring from a Hottentot chief a stretch of territory 215 -miles in extent in the Hinterland of Angra Pequeña, Lüderitz +miles in extent in the Hinterland of Angra Pequeña, Lüderitz raised the German flag in the settlement, which thus<span class="pagenum"><a id="Page_299">[299]</a></span> became Germany's first colony. Further concessions of territory were obtained, and in September, 1884, Germany @@ -13548,7 +13508,7 @@ could hope to settle and prosper under the German flag instead of going to foreign countries, as so many thousands of Germans were then doing. On a coast-line of 900 miles there was no good natural harbour except the one at Walfisch -Bay, owned by the British. Swakopmund and Lüderitzbucht, +Bay, owned by the British. Swakopmund and Lüderitzbucht, on which the German colonists would have to rely, were then little better than open roadsteads. Considerable expanses of the territory itself consist of drought-stricken @@ -13566,8 +13526,8 @@ of good crops being grown, while various sections are<span class="pagenum"><a id favourable for stock-raising. In later years, also, various deposits of copper were found in the district of Otavi, some 400 miles from Swakopmund, and diamond fields, which -yielded nearly £1,000,000 worth of stones in the first year, -were discovered east of Lüderitzbucht in 1908. But in +yielded nearly £1,000,000 worth of stones in the first year, +were discovered east of Lüderitzbucht in 1908. But in Germany the Protectorate was regarded as a desirable acquisition mainly, if not exclusively, because of the advantages it was expected to afford as a base for the eventual @@ -13585,7 +13545,7 @@ one time the Germans are said to have had no fewer than 19,000 men under arms in the Protectorate, but the troops took with them a plentiful supply of pom-poms, mountain guns, field guns and Maxims of various kinds, the <i xml:lang="fr">Revue -Militaire des Armées Étrangères</i> being led to remark thereon +Militaire des Armées Étrangères</i> being led to remark thereon that "the German columns had an unusually large proportion of artillery, roughly two batteries to three companies of mounted infantry; and it is difficult to believe that so @@ -13607,7 +13567,7 @@ thoroughness, been effectively crushed.</p> <p>This procedure attracted attention and adverse comment even in Germany, where doubts were already being entertained as to whether good value was being received -for the £30,000,000 which the suppression of the troubles +for the £30,000,000 which the suppression of the troubles had cost. It was, however, made clear that the still considerable body of German troops left in the colony was being kept on hand there in case of the opportunity arising @@ -13621,7 +13581,7 @@ and as to the further purpose it was hoped the troops on the spot might effect was forthcoming in various directions.</p> <p>In a book of 416 pages, published in 1905, under the title -of "<span xml:lang="de">Das neue Südafrika</span>," Dr. Paul Samassa emphasised +of "<span xml:lang="de">Das neue Südafrika</span>," Dr. Paul Samassa emphasised the part which the German people had taken in the settlement of South Africa; pointed to the close relationship and affinity of feeling between Germans and Boers; encouraged @@ -13661,7 +13621,7 @@ a war with Germany might be, notwithstanding the superiority of the English fleet."</p> <p>Speaking in the Reichstag in February, 1906, Herr -Ledebour called attention to the fact that Major von François, +Ledebour called attention to the fact that Major von François, who at one time was in command of German South-West Africa, had declared, in his book, "<span xml:lang="de">Nama und Damara</span>," issued three months previously, that fewer than @@ -13698,7 +13658,7 @@ persist in their occupation of the country?"</p> <p>He smiled craftily.</p> <p>"We Germans look far ahead, my friend," he replied. "We -foresee a British débácle in South Africa, and we are on the +foresee a British débácle in South Africa, and we are on the spot. Thanks to the pioneers of our excellent League, our plans are all matured. The League finances the scheme and the Imperial Government supplies the military forces. By @@ -13846,7 +13806,7 @@ were designed to serve what were mainly or exclusively strategical purposes.</p> <p>When the building of the first section of the Southern -line—from Lüderitzbucht to Aus—was under consideration +line—from Lüderitzbucht to Aus—was under consideration in the Reichstag, one of the members of that body, Herr Lattmann, recommended that the vote should be passed without being referred to a committee; and in @@ -13871,7 +13831,7 @@ England we could send them into Cape Colony.</p> <p><span class="pagenum"><a id="Page_307">[307]</a></span></p> <p>From Aus the line was extended in 1908 to Keetmanshoop, -a distance inland of 230 miles from Lüderitzbucht. +a distance inland of 230 miles from Lüderitzbucht. Situate in the <i>Bezirk</i> (district) of South-West Africa nearest to Cape Province, Keetmanshoop, with the railway as a source of supply from the chief harbour of the colony, @@ -13898,7 +13858,7 @@ used as magazines and containing 28,000 military rifles; huge quantities of bandoliers, kits, etc.; three further magazines for ammunition, and large stores of fodder; while further military supplies were constantly arriving -by train from Lüderitzbucht, whither they were brought +by train from Lüderitzbucht, whither they were brought from Germany by German ships. In the arsenal workshops was a staff of men actively engaged on the making of, among other military requirements, 1,000 saddles and @@ -13931,7 +13891,7 @@ post and a military hospital.</p> <p>The North-to-South line allowed of an easy movement of troops between the military headquarters at Keetmanshoop -and Windhoek, or vice versâ. According to the +and Windhoek, or vice versâ. According to the original estimates this line was not to be completed before 1913. Special reasons for urgency—as to the nature of which it would be easy to speculate—led, however, to the @@ -13974,7 +13934,7 @@ these particular lines could be continued in order to link up with those which the Germans would then expect to take over from Cape Province. Keetmanshoop was eventually to be converted from a terminus to a stopping-place on a -through line of German railway from Lüderitzbucht to +through line of German railway from Lüderitzbucht to Kimberley, the effect of which, it was pointed out, would be to shorten the distance from Europe to Bulawayo by 1,300 miles as compared with the journey via the Cape. @@ -13989,7 +13949,7 @@ it was not, apparently, thought wise to make them before <p>On these various railways the Government of German South-West Africa had expended, so far as the available -figures show, a total of, approximately, £8,400,000, defrayed +figures show, a total of, approximately, £8,400,000, defrayed in part from Imperial funds and in part from the revenue of the Protectorate. This total includes the amount paid by the Government to the South-West Africa Company<span class="pagenum"><a id="Page_310">[310]</a></span> @@ -14014,7 +13974,7 @@ pamphlet published at Capetown, towards the end of 1914, under the title of "The Hun in our Hinterland; or the Menace of G.S.W.A." Mr. O'Connor made a tour through German South-West Africa a few months before the outbreak -of the war, assuming the rôle of a journalist in search +of the war, assuming the rôle of a journalist in search of data concerning the agricultural resources of the territory. He obtained much information which had other than an agricultural interest.</p> @@ -14140,7 +14100,7 @@ Angola. This was to be the first of a series of lines which were to be carried out in German South-West Africa by a syndicate of prominent shipping and banking houses in Germany, controlling an initial capital of 50,000,000 marks -(£2,500,000). It was further reported that in the early +(£2,500,000). It was further reported that in the early part of 1914 the Governor of German South-West Africa made a tour through the northern part of the Protectorate, going as far as Tiger Bay, in Angola, "in connection with @@ -14151,7 +14111,7 @@ acquisitions in Africa. It has been in the occupation of Portugal since the middle of the fifteenth century; but the point of view from which it was regarded by advocates of German expansion may be judged from some remarks -made in the <i xml:lang="de">Kölnische Zeitung</i> by a traveller who returned +made in the <i xml:lang="de">Kölnische Zeitung</i> by a traveller who returned to Germany from Angola in June, 1914:—</p> <blockquote> @@ -14462,7 +14422,7 @@ territories beyond.</p> <p>One of these schemes was for the building of a line of railway from Duala, the chief port of the Cameroons, to -Lake Chad (otherwise Tsâd), a sheet of water some 7,000 +Lake Chad (otherwise Tsâd), a sheet of water some 7,000 square miles in extent which, situate on the western borders of the Sudan, constitutes the extreme northern limits of German territory in this direction, while the shores of the @@ -14474,7 +14434,7 @@ the German Imperial Government granted to a <span xml:lang="de">Kamerun-Eisenbah a concession for building the line; an expedition sent out by the syndicate made a survey of the route in 1902-3; and a <span xml:lang="de">Kamerun-Eisenbahn-Gesellschaft</span>, -with a capital of 17,000,000 marks (£850,000), was +with a capital of 17,000,000 marks (£850,000), was formed by a group of bankers and others in Germany to build the first section.</p> @@ -14516,7 +14476,7 @@ with its vast commercial possibilities; and, had it been found the better route, it might have established German commercial supremacy in this part of Central Africa, with the inevitable political developments to follow. "The German -<span xml:lang="de">Tsâdsee-Eisenbahn</span>," the director of the syndicate +<span xml:lang="de">Tsâdsee-Eisenbahn</span>," the director of the syndicate further wrote, "will, especially when it has been completed, be for the whole of Central Africa a <i xml:lang="de">Kulturwerk</i> of the first importance."</p> @@ -14524,7 +14484,7 @@ importance."</p> <p>The Germanisation of Lake Chad, combined with an eventual acquiring by Germany of French interests in the Sahara and North Africa, would further have permitted -the continuation of the <span xml:lang="de">Tsâdsee-Eisenbahn</span> from that lake +the continuation of the <span xml:lang="de">Tsâdsee-Eisenbahn</span> from that lake to Algeria along the route already projected in France for a Trans-African line linking up the Mediterranean alike with the Congo and with the Rhodesian and other British @@ -14548,7 +14508,7 @@ concerning Germany and Central Africa.</p> <p>From the views expressed by Emil Zimmermann in his "<span xml:lang="de">Neu-Kamerun</span>,"<a id="FNanchor_71_71"></a><a href="#Footnote_71_71" class="fnanchor">[71]</a> one gathers that in 1913 Germany was regarding with some degree of concern alike the outlook -for her Tanganyikabahn, on which over £7,000,000 had been +for her Tanganyikabahn, on which over £7,000,000 had been spent, and the prospective set-back to her aspirations in regard to the Belgian Congo; and Herr Zimmermann, in giving an account of the additions made to her Cameroons @@ -14652,7 +14612,7 @@ of Germany's designs on the Belgian Congo.</p> <p>In the second Belgian Grey Book, published in August, 1915, under the title of "<span xml:lang="fr">Correspondance Diplomatique -relative à la Guerre de 1914-15</span>," there is given (pp. 2-3) a +relative à la Guerre de 1914-15</span>," there is given (pp. 2-3) a letter from the Belgian Minister in Berlin, Baron Beyens, to his Government, recording, under date April 2, 1914, a conversation which the French Ambassador in Berlin informed @@ -14680,14 +14640,14 @@ ones. In the words of the Belgian Minister:—</p> <blockquote> -<p><span xml:lang="fr">Il développa l'opinion que seules les grandes Puissances sont -en situation de coloniser. Il dévoila même le fond de sa pensée -en soutenant que les petits États ne pourraient plus mener, -dans la transformation qui s'opérait en Europe au profit des -nationalités les plus fortes, par suite du développement des forces -économiques et des moyens de communication, l'existence -indépendante dont ils avaient joui jusqu'à présent. Ils étaient -destinés à disparaître ou à graviter dans l'orbite des grandes +<p><span xml:lang="fr">Il développa l'opinion que seules les grandes Puissances sont +en situation de coloniser. Il dévoila même le fond de sa pensée +en soutenant que les petits États ne pourraient plus mener, +dans la transformation qui s'opérait en Europe au profit des +nationalités les plus fortes, par suite du développement des forces +économiques et des moyens de communication, l'existence +indépendante dont ils avaient joui jusqu'à présent. Ils étaient +destinés à disparaître ou à graviter dans l'orbite des grandes Puissances.</span></p> </blockquote> @@ -14852,7 +14812,7 @@ France, as compensation for the evacuation of Northern France.</p> </blockquote> <p>Then, also, on October 24, 1915, the <i>New York American</i> -published a long interview with Professor Hans Delbrück +published a long interview with Professor Hans Delbrück on the terms of peace which Germany hoped to secure if "President Wilson and the Pope" would consent to act as mediators. The interview (which had been approved @@ -14964,9 +14924,9 @@ Journal," for October, 1915.</p></div> <div class="footnote"> -<p><a id="Footnote_64_64"></a><a href="#FNanchor_64_64"><span class="label">[64]</span></a> "<span xml:lang="fr">Le Chemin de Fer du Tanganyika et les progrès de l'Afrique +<p><a id="Footnote_64_64"></a><a href="#FNanchor_64_64"><span class="label">[64]</span></a> "<span xml:lang="fr">Le Chemin de Fer du Tanganyika et les progrès de l'Afrique orientale allemande." Par Camille Martin. Renseignements coloniaux, -No. 3. Supplément de <i>l'Afrique française</i>, Mars, 1914. Paris.</span></p></div> +No. 3. Supplément de <i>l'Afrique française</i>, Mars, 1914. Paris.</span></p></div> <div class="footnote"> @@ -14993,14 +14953,14 @@ Congo?" Von Emil Zimmermann. <i>Koloniale Rundschau</i>, Mai, <div class="footnote"> -<p><a id="Footnote_69_69"></a><a href="#FNanchor_69_69"><span class="label">[69]</span></a> "<span xml:lang="de">Kamerun und die Deutsche Tsâdsee-Eisenbahn." Von Carl -René, Director des Kamerun-Eisenbahn-Syndikats. 251 pp. Mit +<p><a id="Footnote_69_69"></a><a href="#FNanchor_69_69"><span class="label">[69]</span></a> "<span xml:lang="de">Kamerun und die Deutsche Tsâdsee-Eisenbahn." Von Carl +René, Director des Kamerun-Eisenbahn-Syndikats. 251 pp. Mit 37 Textbildern und 22 Tafeln nach Original-Aufnahmen der Kamerun-Eisenbahn-Expediton, 1902-3. Berlin, 1905.</span></p></div> <div class="footnote"> -<p><a id="Footnote_70_70"></a><a href="#FNanchor_70_70"><span class="label">[70]</span></a> "<span xml:lang="fr">Bulletin de la Société de Geographie et d'Etudes coloniales +<p><a id="Footnote_70_70"></a><a href="#FNanchor_70_70"><span class="label">[70]</span></a> "<span xml:lang="fr">Bulletin de la Société de Geographie et d'Etudes coloniales de Marseilles." Tome XXXVI, No. 1. Ie Trimestre, 1912.</span></p></div> <div class="footnote"> @@ -15030,7 +14990,7 @@ the <i>Daily Express</i> of October 8, 1915, <i xml:lang="de">Die Neue Zeit</i> Paul Rohrbach favours the acquisition of the whole of Central Africa, but opines that this territory, vast as it is, will not be adequate to furnish Germany with all the elbow room she may require within -the next half-century. Professor Delbrück, while agreeing with +the next half-century. Professor Delbrück, while agreeing with Herr Rohrbach, as to the importance of Central Africa, as well as of Angola and the whole of British East Africa, further emphasises the necessity for the acquisition of the Sudan and the southern part of @@ -15172,12 +15132,12 @@ the result would be the most serious disturbance of the prevailing situation in Europe that had occurred since 1870.</p> <p>The development of all these ideas went so far that in -1895 the <i xml:lang="de">Alldeutscher Blätter</i> recommended that Germany +1895 the <i xml:lang="de">Alldeutscher Blätter</i> recommended that Germany should establish a Protectorate over the Turkish possessions in Asia Minor; and in the following year the <i xml:lang="de">Alldeutscher</i><span class="pagenum"><a id="Page_334">[334]</a></span> <i xml:lang="de">Verband</i> published a manifesto on "German claims to the Inheritance of Turkey" ("<span xml:lang="de">Deutschlands Anspruch an das -türkische Erbe</span>"), making a formal statement of Germany's +türkische Erbe</span>"), making a formal statement of Germany's alleged rights to the Turkish succession.</p> <p>Germany had by this time already secured a footing on @@ -15255,7 +15215,7 @@ became the more noticeable, also, inasmuch as for the passage of the Taurus range of mountains a total of nearly 100 miles of blasting and tunnelling would have to be carried out, the cost of construction on certain sections of the line -rising to between £35,000 and £40,000 a mile. The extension, +rising to between £35,000 and £40,000 a mile. The extension, therefore, was likely to be a costly business, the total length of the Baghdad Railway proper, apart from the Anatolian system, being, as projected, about 1,350 miles, of<span class="pagenum"><a id="Page_336">[336]</a></span> @@ -15344,8 +15304,8 @@ the aspirations for a German Protectorate over Turkey, with the Sultan as a vassal of Germany, would then be realised.</p> <p><span class="pagenum"><a id="Page_338">[338]</a></span></p> -<p>Writing on the position as he found it in 1903, M. André -Chéradame said in "<span xml:lang="fr">La Question d'Orient</span>":—</p> +<p>Writing on the position as he found it in 1903, M. André +Chéradame said in "<span xml:lang="fr">La Question d'Orient</span>":—</p> <blockquote> @@ -15371,7 +15331,7 @@ well acquainted with Anatolia, was the first to point to Asia Minor as a desirable place for German settlement. At the outset economic considerations were alone concerned, and in Bismarck's day Germany's relations to England played -only a minor rôle in her foreign politics; but in proportion +only a minor rôle in her foreign politics; but in proportion as Germany's interests were developed and her soil no longer provided sufficient food for her people or sufficient raw products for her manufactures, she had to look abroad for @@ -15463,7 +15423,7 @@ England and Russia inadvisable to exert too sensitive a pressure upon Turkey.</p> </blockquote> -<p>In the <i xml:lang="de">Akademische Blätter</i> of June 1, 1911, Professor R. +<p>In the <i xml:lang="de">Akademische Blätter</i> of June 1, 1911, Professor R. Mangelsdorf, another recognised authority on German policy and politics, wrote:—</p> @@ -15676,7 +15636,7 @@ devoted eight decades of inquiry, trial and organisation.</p> <div class="footnote"> <p><a id="Footnote_75_75"></a><a href="#FNanchor_75_75"><span class="label">[75]</span></a> "<span xml:lang="de">Babylonien, das reichste Land in der Vorzeit und das lohnendste -Kolonisationsfeld für die Gegenwart." 128 pp. Heidelberg, +Kolonisationsfeld für die Gegenwart." 128 pp. Heidelberg, 1886.</span></p> </div> @@ -16453,7 +16413,7 @@ base to the passes. This last-mentioned stipulation meant that the stores and materials had to be either transported on the backs of camels or dragged on wheels up stream; and it was estimated that, in addition to the great loss of time, a sum of not -less than £1,000,000 was wasted in this way before the order +less than £1,000,000 was wasted in this way before the order prohibiting the use of temporary rails was rescinded.</p> <p>A start was made with the work in October, 1883, and the @@ -16623,7 +16583,7 @@ Penj-deh incident of March 30, 1885, when a Russian force under General Komaroff seized this important strategical position, situate near the junction of the Khushk and Murghab rivers. On April 27, 1885, Mr. Gladstone proposed in the House of -Commons a vote of £11,000,000 for the purposes of what then +Commons a vote of £11,000,000 for the purposes of what then seemed to be an inevitable war with Russia. The money was voted the same night.</p> @@ -16787,7 +16747,7 @@ a cantonment twenty-seven miles due east of Peshawar, there is a narrow-gauge line to Dargai, at the foot of the Malakand Pass; while among other lines is one to Thal, a military outpost on the extreme limit of British territory which serves also as a -depôt for the trade with Northern Afghanistan passing through +depôt for the trade with Northern Afghanistan passing through the Kurram valley; and one to Banu, a garrison town, seventy-nine miles south of Kohat, built on a site chosen for political reasons by Sir Herbert Edwards in 1848.</p> @@ -16991,7 +16951,7 @@ of Australia. Yet that she has recognized the weakness of the Australian situation is suggested by the fact that, in dealing with the defensive power of the Commonwealth, Dr. Rohrbach, one of the exponents of German World-Policy, and author of "<span xml:lang="de">Deutschland -unter den Weltvölkern</span>," among other works, has declared +unter den Weltvölkern</span>," among other works, has declared that Australia could not resist if her four chief towns, all of them near the coast, were occupied by an invader.<a id="FNanchor_87_87"></a><a href="#Footnote_87_87" class="fnanchor">[87]</a></p> @@ -17103,13 +17063,13 @@ to the short-sighted policy of the past, it would now involve.<a id="FNanchor_89 <p>The estimated cost of converting all the 4 ft. 8½ in. gauge in New South Wales and all the 3 ft. 6 in. gauge in Queensland, South Australia, Western Australia and the Northern Territory -to the 5 ft. 3 in. gauge of Victoria is no less than £51,659,000. To +to the 5 ft. 3 in. gauge of Victoria is no less than £51,659,000. To convert all the 3 ft. 6 in. and 5 ft. 3 in. railways to the 4 ft. 8½ -in. gauge of the New South Wales lines would cost £37,164,000. +in. gauge of the New South Wales lines would cost £37,164,000. To convert to the 4 ft. 8½ in. gauge all the trunk lines connecting the capitals—and this without shortening the present circuitous routes or modifying the heavy grades—would alone cost about -£12,000,000.</p> +£12,000,000.</p> <p><span class="pagenum"><a id="Page_374">[374]</a></span></p> @@ -17202,7 +17162,7 @@ communication, was so great as almost to exhaust the supply of the frontier provinces of Sind and Punjab, while from 30,000 to 40,000 of them died owing to the excessive toils and trials of the work they were required to perform, the financial loss resulting therefrom to the Treasury being -estimated at £200,000.</p></div> +estimated at £200,000.</p></div> <div class="footnote"> @@ -17273,29 +17233,29 @@ undoubtedly serve.</p> <blockquote> <p><span class="smcap">Harkort, Friedrich Wilhelm.</span> <span xml:lang="de">Die Eisenbahn von Minden -nach Köln.</span> Hagen, 1833.</p> +nach Köln.</span> Hagen, 1833.</p> <p>[The earliest published work in which the importance and the possibilities of railways from a military standpoint were advocated.]</p> -<p><span xml:lang="de">Ueber die militärische Benutzung der Eisenbahnen.</span> Berlin, +<p><span xml:lang="de">Ueber die militärische Benutzung der Eisenbahnen.</span> Berlin, 1836.</p> <p><span class="pagenum"><a id="Page_377">[377]</a></span></p> -<p><span xml:lang="de">Darlegung der technischen und Verkehrs-Verhältnisse der -Eisenbahnen, nebst darauf gegründeter Erörterung über -die militärische Benutzung derselben.</span> Berlin, 1841.</p> +<p><span xml:lang="de">Darlegung der technischen und Verkehrs-Verhältnisse der +Eisenbahnen, nebst darauf gegründeter Erörterung über +die militärische Benutzung derselben.</span> Berlin, 1841.</p> -<p>"<span xml:lang="de">Pz.</span>" (<span class="smcap">Carl Eduard Poenitz</span>). <span xml:lang="de">Die Eisenbahn als militärische +<p>"<span xml:lang="de">Pz.</span>" (<span class="smcap">Carl Eduard Poenitz</span>). <span xml:lang="de">Die Eisenbahn als militärische Operationslinien betrachtet und durch Beispiele -erläutet. Nebst Entwurf zu einem militärischen Eisenbahnsystem -für Deutschland.</span> Adorf [Saxony], 1842.</p> +erläutet. Nebst Entwurf zu einem militärischen Eisenbahnsystem +für Deutschland.</span> Adorf [Saxony], 1842.</p> <p>—— <span xml:lang="de">II. Aufl.</span> Adorf, 1853.</p> -<p><span xml:lang="fr">Essai sur les Chemins de Fer, considérés comme lignes d'opérations +<p><span xml:lang="fr">Essai sur les Chemins de Fer, considérés comme lignes d'opérations militaires. Traduit de l'allemand par L. A. Unger.</span> Paris, 1844.</p> @@ -17304,13 +17264,13 @@ Poenitz, with an introduction by the translator and a map of Germany and Austria showing railways existing in 1842 and the "system" projected by the German writer.]</p> -<p><span xml:lang="de">Uebersicht des Verkehrs und der Betriebsmittel auf den inländischen -und den benachbarten ausländischen Eisenbahnen -für militärische Zwecke; nach den beim grossen Generalstabe +<p><span xml:lang="de">Uebersicht des Verkehrs und der Betriebsmittel auf den inländischen +und den benachbarten ausländischen Eisenbahnen +für militärische Zwecke; nach den beim grossen Generalstabe vorhandenen Materialen zusammengestellt.</span> Berlin, 1848-50.</p> -<p><span class="smcap">Hoffmann, C.</span> <span xml:lang="de">Amtlich erlassene Vorschriften über Anlage +<p><span class="smcap">Hoffmann, C.</span> <span xml:lang="de">Amtlich erlassene Vorschriften über Anlage und Betrieb der Eisenbahnen in Preussen.</span> Berlin, 1849.</p> </blockquote> @@ -17338,7 +17298,7 @@ Institution</i>, Vol. XVII, 1873.</p> <blockquote> <p><span class="smcap">Bartholony, F.</span> <span xml:lang="fr">Notice sur les Transports par les Chemins -de Fer français vers le théâtre de la guerre d'Italie.</span> +de Fer français vers le théâtre de la guerre d'Italie.</span> 71 pp. Paris, 1859.</p> <p><span class="smcap">Millar, R.A., Major</span>, Topographical Staff. The Italian @@ -17353,9 +17313,9 @@ Institution</i>, Vol. V, pp. 269-308. London, 1861.</p> <blockquote> -<p><span xml:lang="de">Abhandlung über die Thätigkeit der amerikanischen Feldeisenbahn-Abtheilungen +<p><span xml:lang="de">Abhandlung über die Thätigkeit der amerikanischen Feldeisenbahn-Abtheilungen der Nordstaaten; bei den Directionen -der Staatseisenbahnen. Durch das Königl. Ministerium +der Staatseisenbahnen. Durch das Königl. Ministerium in Circulation gesetzt.</span> Berlin.</p> <p><span class="pagenum"><a id="Page_378">[378]</a></span></p> @@ -17381,9 +17341,9 @@ D. C. McCallum, Director and General Manager, from 1861 to 1866. Executive Documents, 39th Congress, 1st Session. House. Serial number, 1251. Washington, 1866.</p> -<p><span class="smcap">Vigo-Rouissillon, F. P.</span> <span xml:lang="fr">Puissance Militaire des États-Unis -d'Amérique, d'après la Guerre de la Sécession, 1861-65. -III<sup>e</sup> Partie; chap. viii, Transports généraux.</span> Paris, +<p><span class="smcap">Vigo-Rouissillon, F. P.</span> <span xml:lang="fr">Puissance Militaire des États-Unis +d'Amérique, d'après la Guerre de la Sécession, 1861-65. +III<sup>e</sup> Partie; chap. viii, Transports généraux.</span> Paris, 1866.</p> </blockquote> @@ -17415,21 +17375,21 @@ Royal Engineers. N.S. Vol. XVIII. Woolwich, 1870.</p> <blockquote> -<p><span class="smcap">Budde, Lieut. H.</span> <span xml:lang="de">Die Französischen Eisenbahnen im Kriege -1870-71 und ihre seitherige Entwicklung in militärischer +<p><span class="smcap">Budde, Lieut. H.</span> <span xml:lang="de">Die Französischen Eisenbahnen im Kriege +1870-71 und ihre seitherige Entwicklung in militärischer Hinsicht. Mit zwei Karten und zehn Skizzen im Texte.</span> 99 pp. Berlin, 1877.</p> <p>[Gives maps of the French railway system in 1870 and 1877 respectively.]</p> -<p>—— <span xml:lang="de">Die französischen Eisenbahnen im deutschen Kriegsbetriebe, +<p>—— <span xml:lang="de">Die französischen Eisenbahnen im deutschen Kriegsbetriebe, 1870-71.</span> 487 pp. Berlin, 1904.</p> -<p><span class="smcap">Ernouf, Le Baron.</span> <span xml:lang="fr">Histoire des Chemins de Fer français +<p><span class="smcap">Ernouf, Le Baron.</span> <span xml:lang="fr">Histoire des Chemins de Fer français pendant la Guerre Franco-Prussienne.</span> Paris, 1874.</p> -<p><span class="smcap">Jacqmin, F.</span>, <span xml:lang="fr">Ingénieur en Chef des Ponts et Chaussées. Les +<p><span class="smcap">Jacqmin, F.</span>, <span xml:lang="fr">Ingénieur en Chef des Ponts et Chaussées. Les Chemins de Fer pendant la Guerre de 1870-71.</span> 351 pp. Paris, 1872.</p> @@ -17437,7 +17397,7 @@ Paris, 1872.</p> <p><span class="pagenum"><a id="Page_379">[379]</a></span></p> -<p><span class="smcap">Müller-Breslau, F.</span> <span xml:lang="de">Die Tätigkeit unserer Feldeisenbahn-Abteilung +<p><span class="smcap">Müller-Breslau, F.</span> <span xml:lang="de">Die Tätigkeit unserer Feldeisenbahn-Abteilung im Kriege 1870-71.</span> Berlin, 1896.</p> <p>Railway Organisation in the late War. <i>Edinburgh Review</i>, @@ -17450,7 +17410,7 @@ January, 1872.</p> <blockquote> <p><span class="smcap">Lessar, P.</span> <span xml:lang="fr">De la construction des Chemins de Fer en temps -de guerre. Lignes construites par l'armée russe pendant +de guerre. Lignes construites par l'armée russe pendant la campagne 1877-78. Traduit du russe par L. Avril. 142 pp. 10 Planches.</span> Paris, 1879.</p> @@ -17492,7 +17452,7 @@ Papers, Vol. IX.</p> <blockquote> <p><span class="smcap">Colson, L. W.</span> Railroading in the Philippine War. <i>Baltimore -and Ohio Employés' Magazine</i>, Feb., 1913.</p> +and Ohio Employés' Magazine</i>, Feb., 1913.</p> <p>Soldiers Running a Railroad. <i>Railroad Telegrapher</i>, Sept., 1899.</p> @@ -17515,7 +17475,7 @@ Repair of Cape and Natal Government Railways; Management, Engineering and other Departments of Imperial <span class="pagenum"><a id="Page_380">[380]</a></span>Military Railways; Railway Pioneer Regiment; Organisation, Equipment and Use of Armoured Trains; Army -Labour Depôts.</p> +Labour Depôts.</p> <p>Vol. II.—61 Photographs and 93 Drawings.</p> @@ -17564,16 +17524,16 @@ Published by authority. Pretoria, 1900.</p> Japanese War. Translated by Captain A. B. Lindsay. Two vols. Maps, Illustrations. London, 1909.</p> -<p><span class="smcap">Métin, Albert.</span> <span xml:lang="fr">Le Transsibérien et la Guerre.</span> <i xml:lang="fr">Revue Économique +<p><span class="smcap">Métin, Albert.</span> <span xml:lang="fr">Le Transsibérien et la Guerre.</span> <i xml:lang="fr">Revue Économique Internationale</i>, Oct., 1904.</p> <p>Official History of the Russo-Japanese War. Prepared by the Historical Section of the Committee of Imperial Defence. London, 1910.</p> -<p>"P., A." <span xml:lang="fr">Construction et Exploitation de Chemins de Fer à -Traction animale sur le Théâtre de la Guerre de 1904-5 en -Mandchourie. <i>Revue du Génie Militaire</i>, Avril, Mai, +<p>"P., A." <span xml:lang="fr">Construction et Exploitation de Chemins de Fer à +Traction animale sur le Théâtre de la Guerre de 1904-5 en +Mandchourie. <i>Revue du Génie Militaire</i>, Avril, Mai, Juin, 1909.</span> Paris.</p> <p>Russo-Japanese War. Reports from British Officers attached @@ -17629,7 +17589,7 @@ of Australia.</p> <blockquote> -<p><span xml:lang="de">Geschichte der Eisenbahnen der österreichisch-ungarischen +<p><span xml:lang="de">Geschichte der Eisenbahnen der österreichisch-ungarischen Monarchie. Unsere Eisenbahnen im Kriege. Eisenbahnbureau des K. u. K. General-Stabes. Wien, 1898-1908.</span></p> @@ -17643,42 +17603,42 @@ of the Austrian Guide to Railways. Vienna, 1872 (Translation). Professional Papers of the Royal Engineers. Chatham. Vol. O.II.</p> -<p><span class="smcap">Joesten, Josef.</span> <span xml:lang="de">Studien über die heutigen Eisenbahnen im +<p><span class="smcap">Joesten, Josef.</span> <span xml:lang="de">Studien über die heutigen Eisenbahnen im Kriegsfalle. Wien, 1892.</span></p> -<p><span xml:lang="de">Leitfaden des Eisenbahnwesens, mit besonderer Rücksicht auf -den Dienst der Feldeisenbahn-Abteilungen. 2 Bände. Wien, +<p><span xml:lang="de">Leitfaden des Eisenbahnwesens, mit besonderer Rücksicht auf +den Dienst der Feldeisenbahn-Abteilungen. 2 Bände. Wien, 1872.</span></p> <p><span class="pagenum"><a id="Page_382">[382]</a></span></p> -<p><span class="smcap">Nosinich, Maj.</span> <span xml:lang="de">Das österreichisch-ungarische Eisenbahn- und -übrige Communications-System. Politisch-militärisch beleuchtet.</span> +<p><span class="smcap">Nosinich, Maj.</span> <span xml:lang="de">Das österreichisch-ungarische Eisenbahn- und +übrige Communications-System. Politisch-militärisch beleuchtet.</span> 77 pp. Wien, 1871.</p> <p><span class="smcap">Obauer, H., und E. R. von Guttenberg.</span> <span xml:lang="de">Das Train-Communications und Verpflegungswesen, vom operativen Standpunkte.</span> Wien, 1871.</p> -<p><span class="smcap">Panz, Oberst V. v.</span> <span xml:lang="de">Das Eisenbahnwesen, vom militärischen +<p><span class="smcap">Panz, Oberst V. v.</span> <span xml:lang="de">Das Eisenbahnwesen, vom militärischen Standpunkte.</span> Two vols. Plates. Wien, 1863.</p> <p>—— <span xml:lang="fr">Les Chemins de Fer au point de vue militaire. Traduit de l'Allemand par Costa de Serda.</span> Paris, 1868.</p> -<p><span xml:lang="de">Technischer Unterricht für die K. u. K. Eisenbahn-Truppe. +<p><span xml:lang="de">Technischer Unterricht für die K. u. K. Eisenbahn-Truppe. Theil 3: Strassen, Eisenbahn- und Wasserbau. Theil 7: -Feldmässige Zerstörung von Brücken und Viaducten.</span> +Feldmässige Zerstörung von Brücken und Viaducten.</span> Wien, 1898.</p> <p><span class="smcap">Tlaskal, Maj. L.</span> <span xml:lang="de">Uebersichtliche Zusammenstellung der -Grundsätze und der wesentlichen Details aus dem Strassen- -u. Eisenbahn-Baue, mit Berücksichtigung der Zerstörung -und der feldmässigen Wiederherstellung von Eisenbahnen.</span> +Grundsätze und der wesentlichen Details aus dem Strassen- +u. Eisenbahn-Baue, mit Berücksichtigung der Zerstörung +und der feldmässigen Wiederherstellung von Eisenbahnen.</span> 90 pp. Plates. Wien, 1877.</p> <p><span class="smcap">Zanantoni, Oberstlt. E.</span> <span xml:lang="de">Die Eisenbahnen im Dienste des -Krieges, und moderne Gesichtspunkte für deren Ausnützung.</span> +Krieges, und moderne Gesichtspunkte für deren Ausnützung.</span> 33 pp. Wien, 1904.</p> <p>[See Railways in War and Modern Views as to their Employment. @@ -17690,22 +17650,22 @@ Krieges, und moderne Gesichtspunkte für deren Ausnützung.</span> <blockquote> -<p><span class="smcap">Body, M.</span> <span xml:lang="fr">Aide-mémoire portatif de campagne pour l'emploi +<p><span class="smcap">Body, M.</span> <span xml:lang="fr">Aide-mémoire portatif de campagne pour l'emploi des Chemins de Fer en temps de guerre.</span> 253 pp. Plates. -<span xml:lang="fr">Liége</span>, 1877.</p> +<span xml:lang="fr">Liége</span>, 1877.</p> <p>—— <span xml:lang="fr">Les Chemins de Fer dans leurs Applications militaires. -Liége</span>, 1867.</p> +Liége</span>, 1867.</p> -<p>—— <span xml:lang="fr">Notice sur l'attaque et la défense des Chemins de Fer -en temps de guerre. Liége</span>, 1868.</p> +<p>—— <span xml:lang="fr">Notice sur l'attaque et la défense des Chemins de Fer +en temps de guerre. Liége</span>, 1868.</p> -<p><span class="smcap">Formanoir, A. de</span>, <span xml:lang="fr">Capitaine d'État-Major. Des Chemins de -Fer en temps de guerre. Conférences Militaires Belges.</span> +<p><span class="smcap">Formanoir, A. de</span>, <span xml:lang="fr">Capitaine d'État-Major. Des Chemins de +Fer en temps de guerre. Conférences Militaires Belges.</span> Bruxelles, 1870.</p> -<p><span class="smcap">Grandvallet, Antonin.</span> <span xml:lang="fr">La neutralité de la Belgique et les -Chemins de Fer français, belges et allemands.</span> 11 pp. +<p><span class="smcap">Grandvallet, Antonin.</span> <span xml:lang="fr">La neutralité de la Belgique et les +Chemins de Fer français, belges et allemands.</span> 11 pp. Paris, 1889.</p> </blockquote> @@ -17714,80 +17674,80 @@ Paris, 1889.</p> <blockquote> -<p><span class="smcap">Allix, G.</span> <span xml:lang="fr">La Mobilisation des Chemins de Fer français.</span> <i xml:lang="fr">Le +<p><span class="smcap">Allix, G.</span> <span xml:lang="fr">La Mobilisation des Chemins de Fer français.</span> <i xml:lang="fr">Le Journal des Transports</i>, Jan. 30, 1915. Paris.</p> -<p><span class="smcap">Bergère, Capitaine C.</span> <span xml:lang="fr">Les Chemins de Fer et le Service -des Étapes, d'après les nouveaux règlements. <i>Journal -des Sciences Militaires.</i> Neuvième série. Tome vingt-quatrième.</span> +<p><span class="smcap">Bergère, Capitaine C.</span> <span xml:lang="fr">Les Chemins de Fer et le Service +des Étapes, d'après les nouveaux règlements. <i>Journal +des Sciences Militaires.</i> Neuvième série. Tome vingt-quatrième.</span> Paris, 1886.</p> <p><span class="pagenum"><a id="Page_383">[383]</a></span></p> -<p><span class="smcap">Bresson, L.</span> <span xml:lang="fr">Réorganisation militaire.... Chemins de Fer.</span> +<p><span class="smcap">Bresson, L.</span> <span xml:lang="fr">Réorganisation militaire.... Chemins de Fer.</span> 50 pp. Paris, 1881.</p> -<p><span class="smcap">Dany, Jean.</span> <span xml:lang="fr">Le Rôle des Chemins de Fer à la Guerre.</span> <i xml:lang="fr">Revue +<p><span class="smcap">Dany, Jean.</span> <span xml:lang="fr">Le Rôle des Chemins de Fer à la Guerre.</span> <i xml:lang="fr">Revue de Paris</i>, Sept. 15, 1911.</p> <p><span xml:lang="fr">De l'Utilisation des Chemins de Fer dans la prochaine Guerre. Paris, 1899.</span></p> -<p><span class="smcap">Eugène, J. B.</span>, <span xml:lang="fr">Capitaine du Génie. Études sur les Chemins -de Fer et les Télégraphes Électriques, considérés au point -de vue de la défense du territoire. 2e. édition.</span> Two vols. +<p><span class="smcap">Eugène, J. B.</span>, <span xml:lang="fr">Capitaine du Génie. Études sur les Chemins +de Fer et les Télégraphes Électriques, considérés au point +de vue de la défense du territoire. 2e. édition.</span> Two vols. Paris, 1879.</p> -<p><span class="smcap">"G., A."</span> <span xml:lang="fr">A propos des Réseaux ferrés de la France et de +<p><span class="smcap">"G., A."</span> <span xml:lang="fr">A propos des Réseaux ferrés de la France et de l'Allemagne.</span> 30 pp. Paris, 1884.</p> -<p><span class="smcap">Grandvallet, Antonin.</span> <span xml:lang="fr">Les Chemins de Fer français au +<p><span class="smcap">Grandvallet, Antonin.</span> <span xml:lang="fr">Les Chemins de Fer français au point de vue de la Guerre.</span> 85 pp. Map. Paris, 1889.</p> -<p><span class="smcap">Jacqmin, F.</span> <span xml:lang="fr">Étude sur l'exploitation des Chemins de Fer par -l'État.</span> 104 pp. Paris, 1878.</p> +<p><span class="smcap">Jacqmin, F.</span> <span xml:lang="fr">Étude sur l'exploitation des Chemins de Fer par +l'État.</span> 104 pp. Paris, 1878.</p> <p><span class="smcap">Lanoir, Paul.</span> <span xml:lang="fr">Les Chemins de Fer et la Mobilisation.</span> 170 pp. Paris, 1894.</p> <p><span class="smcap">Lanty ——.</span> <span xml:lang="fr">Exploitation militaire des Chemins de Fer, -Opérations exécutées par le 5<sup>e</sup> Régiment du Génie à l'occasion -des grandes manœuvres de Béance.</span> <i xml:lang="fr">Revue de Génie +Opérations exécutées par le 5<sup>e</sup> Régiment du Génie à l'occasion +des grandes manœuvres de Béance.</span> <i xml:lang="fr">Revue de Génie Militaire.</i> Vol. XX, pp. 345-83. Paris, 1900.</p> -<p><span class="smcap">Laplaice, A.</span> <span xml:lang="fr">Notions sur les Chemins de Fer, à l'usage des +<p><span class="smcap">Laplaice, A.</span> <span xml:lang="fr">Notions sur les Chemins de Fer, à l'usage des officiers et sous-officiers de toutes armes.</span> Paris, 1887.</p> -<p><span class="smcap">Leroy, A.</span> <span xml:lang="fr">Cours Pratique de Chemins de Fer, à l'usage de +<p><span class="smcap">Leroy, A.</span> <span xml:lang="fr">Cours Pratique de Chemins de Fer, à l'usage de MM. les officiers et sous-officiers de toutes armes, des sections -techniques, des ouvriers du génie et des écoles spéciales.</span> +techniques, des ouvriers du génie et des écoles spéciales.</span> 478 pp. Plates and Illustrations. Dijon, 1881.</p> -<p><span class="smcap">Marcille, Capt. E.</span> <span xml:lang="fr">Étude sur l'emploi des Chemins de Fer +<p><span class="smcap">Marcille, Capt. E.</span> <span xml:lang="fr">Étude sur l'emploi des Chemins de Fer avant et pendant la guerre.</span> 96 pp. Paris, 1874.</p> -<p><span class="smcap">Partiot, L.</span> <span xml:lang="fr">Transport d'un Torpilleur effectué de Toulon -à Cherbourg par les Chemins de Fer.</span> Paris, 1891.</p> +<p><span class="smcap">Partiot, L.</span> <span xml:lang="fr">Transport d'un Torpilleur effectué de Toulon +à Cherbourg par les Chemins de Fer.</span> Paris, 1891.</p> -<p><span class="smcap">Permezel, H.</span> <span xml:lang="fr">Du Régime des Chemins de Fer en temps de +<p><span class="smcap">Permezel, H.</span> <span xml:lang="fr">Du Régime des Chemins de Fer en temps de guerre.</span> Paris, 1904.</p> -<p><span class="smcap">Pernot, Capt. A.</span> <span xml:lang="fr">Aperçu historique sur le service des transports +<p><span class="smcap">Pernot, Capt. A.</span> <span xml:lang="fr">Aperçu historique sur le service des transports militaires.</span> Pp. 492. Paris, 1894.</p> -<p><span class="smcap">Picard, Alfred.</span> <span xml:lang="fr">Traité des Chemins de Fer.</span> Vol. IV, Part IV, +<p><span class="smcap">Picard, Alfred.</span> <span xml:lang="fr">Traité des Chemins de Fer.</span> Vol. IV, Part IV, chap. iv, <span class="antiqua">Transports militaires par chemins de fer.</span> Paris, 1887.</p> -<p><span class="smcap">Pierron, Gén.</span> <span xml:lang="fr">Les Méthodes de Guerre, etc. Tome I, Part III +<p><span class="smcap">Pierron, Gén.</span> <span xml:lang="fr">Les Méthodes de Guerre, etc. Tome I, Part III (Chemins de Fer).</span> Maps and plans. Paris, 1893.</p> -<p><span class="smcap">Rovel, <span xml:lang="fr">Chef d'escad.</span> J. J.</span> <span xml:lang="fr">Manuel des Chemins de Fer, à +<p><span class="smcap">Rovel, <span xml:lang="fr">Chef d'escad.</span> J. J.</span> <span xml:lang="fr">Manuel des Chemins de Fer, à l'usage des officiers.</span> 122 pp. Plates. Paris, 1882.</p> <p><span class="smcap">Wibrotte, Lieut.</span> <span xml:lang="fr">Construction et destruction des Chemins de Fer en campagne. 2e. edition.</span> 40 pp. Plates, Paris, 1874.</p> <p><span class="smcap">Vigo-Rouissillon, F. P.</span> <span xml:lang="fr">Des Principes de l'Administration -des Armées.</span> Paris, 1871.</p> +des Armées.</span> Paris, 1871.</p> </blockquote> <p><span class="pagenum"><a id="Page_384">[384]</a></span></p> @@ -17798,39 +17758,39 @@ des Armées.</span> Paris, 1871.</p> <blockquote> <p><span xml:lang="fr">Instruction Speciale pour le Transport des Troupes d'Infanterie -et du Génie par des voies ferrées. 6<sup>e</sup> édition.</span> Paris, +et du Génie par des voies ferrées. 6<sup>e</sup> édition.</span> Paris, 1899.</p> -<p><span xml:lang="fr">Organisation Générale aux Armées. I. Services de l'arrière -aux armées. Volume arrêté à la date du 8 Décembre, 1913.</span> +<p><span xml:lang="fr">Organisation Générale aux Armées. I. Services de l'arrière +aux armées. Volume arrêté à la date du 8 Décembre, 1913.</span> 171 pp.</p> -<p>—— II. <span xml:lang="fr">Transports stratégiques. Tirage Novembre, 1914.</span> +<p>—— II. <span xml:lang="fr">Transports stratégiques. Tirage Novembre, 1914.</span> 291 pp.</p> -<p><span xml:lang="fr">Organisation Générale du Service Militaire des Chemins de -Fer. Volume arrêté au 15 Juillet, 1904.</span> 20 pp.</p> +<p><span xml:lang="fr">Organisation Générale du Service Militaire des Chemins de +Fer. Volume arrêté au 15 Juillet, 1904.</span> 20 pp.</p> -<p>—— Supplément, 31 <span xml:lang="fr">Décembre</span>, 1912. 8 pp.</p> +<p>—— Supplément, 31 <span xml:lang="fr">Décembre</span>, 1912. 8 pp.</p> -<p><span xml:lang="fr">Règlements et instructions sur le transport des troupes. Édition -annotée ... jusqu'en Août, 1913.</span> 362 pp.</p> +<p><span xml:lang="fr">Règlements et instructions sur le transport des troupes. Édition +annotée ... jusqu'en Août, 1913.</span> 362 pp.</p> -<p><span xml:lang="fr">Réglement Général de 1<sup>re</sup> Juillet, 1874, pour les transports +<p><span xml:lang="fr">Réglement Général de 1<sup>re</sup> Juillet, 1874, pour les transports militaires par chemins de fer.</span> Paris, 1874.</p> -<p><span xml:lang="fr">Sections de Chemin de Fer de campagne. Volume arrêté à +<p><span xml:lang="fr">Sections de Chemin de Fer de campagne. Volume arrêté à la date du Sept., 1914.</span> 92 pp.</p> <p><span xml:lang="fr">Transports militaires par Chemin de Fer (Guerre et Marine). -Édition mise à jour des textes en vigueur jusqu'en Octobre, +Édition mise à jour des textes en vigueur jusqu'en Octobre, 1902.</span> 712 pp. Paris.</p> -<p><span xml:lang="fr">Transports ordinaires du matériel de la guerre. 15 Juin, 1912.</span> +<p><span xml:lang="fr">Transports ordinaires du matériel de la guerre. 15 Juin, 1912.</span> 270 pp.</p> -<p><span xml:lang="fr">Troupes des Chemins de Fer. Volume arrêté à la date du 1er. -Décembre, 1912.</span> 106 pp.</p> +<p><span xml:lang="fr">Troupes des Chemins de Fer. Volume arrêté à la date du 1er. +Décembre, 1912.</span> 106 pp.</p> </blockquote> @@ -17838,12 +17798,12 @@ Décembre, 1912.</span> 106 pp.</p> <blockquote> -<p><span class="smcap">A., H. von.</span> <span xml:lang="de">Ueber die militärischen und technischen Grundlagen +<p><span class="smcap">A., H. von.</span> <span xml:lang="de">Ueber die militärischen und technischen Grundlagen der Truppentransports auf Eisenbahnen. Darmstadt und Leipzig, 1861.</span></p> <p><span class="smcap">Albert</span> ——. <span xml:lang="de">Die Anstellungen im Eisenbahn-Dienst. Handbuch -für Unteroffiziere, welche sich dem Eisenbahnfach +für Unteroffiziere, welche sich dem Eisenbahnfach zu widmen beabsichtigen.</span> 59 pp. Berlin, 1884.</p> <p><span class="smcap">Allix, G.</span> <span xml:lang="fr">L'Organisation Militaire des Chemins de Fer allemands.</span> @@ -17852,36 +17812,36 @@ zu widmen beabsichtigen.</span> 59 pp. Berlin, 1884.</p> <p><span class="smcap">Bauer, Haupt.</span> <span xml:lang="de">Fuhrkolonne ... und Feldbahn.</span> 31 pp. Plates. Berlin, 1900.</p> -<p><span class="smcap">Beck, C. H.</span> <span xml:lang="de">Studien über das Etappenwesen.</span> Nordlingen, +<p><span class="smcap">Beck, C. H.</span> <span xml:lang="de">Studien über das Etappenwesen.</span> Nordlingen, 1872.</p> <p>[A detailed account of the rail and road services organised under the Prussian Regulation of May 2, 1867.]</p> -<p><span xml:lang="fr">Le Service des Étapes in guerre.</span> <i xml:lang="fr">Revue Militaire de l'Étranger.</i> +<p><span xml:lang="fr">Le Service des Étapes in guerre.</span> <i xml:lang="fr">Revue Militaire de l'Étranger.</i> <span xml:lang="fr">1er. Mai, 1872.</span></p> <p>[A digest of the facts recorded by C. H. Beck.]</p> -<p><span class="smcap">Becker, Lieut.</span> <span xml:lang="de">Der nächste Krieg und die deutschen Bahnverwaltungen.</span> +<p><span class="smcap">Becker, Lieut.</span> <span xml:lang="de">Der nächste Krieg und die deutschen Bahnverwaltungen.</span> 62 pp. Hannover, 1893.</p> <p><span class="pagenum"><a id="Page_385">[385]</a></span></p> -<p><span xml:lang="de">Bedeutung der Eisenbahnen für den Krieg.</span> <i xml:lang="de">Jahrbuch für die +<p><span xml:lang="de">Bedeutung der Eisenbahnen für den Krieg.</span> <i xml:lang="de">Jahrbuch für die deutsche Armee und Marine.</i> Berlin, 1898.</p> -<p><span xml:lang="de">Die Thätigkeit der deutschen Eisenbahntruppen in China, -1900-1.</span> <i xml:lang="de">Annalen für Gewerbe und Bauwesen</i>, April 15, 1902.</p> +<p><span xml:lang="de">Die Thätigkeit der deutschen Eisenbahntruppen in China, +1900-1.</span> <i xml:lang="de">Annalen für Gewerbe und Bauwesen</i>, April 15, 1902.</p> <p><span xml:lang="de">Eisenbahnen im Kriege, Die.</span> <i xml:lang="de">Zeitung des Vereins</i>, Oct. 18, 1899.</p> -<p><span xml:lang="de">Erste Benutzung der Eisenbahn für Kriegszwecke.</span> <i xml:lang="de">Zeitung +<p><span xml:lang="de">Erste Benutzung der Eisenbahn für Kriegszwecke.</span> <i xml:lang="de">Zeitung des Vereins</i>, Sept. 2, 1914.</p> <p>"Ferrarius, Miles" (<span xml:lang="de">Dr. jur. Joesten</span>). <span xml:lang="de">Die Eisenbahn und -die Kriegführung: Eine politisch-militärische Studie. +die Kriegführung: Eine politisch-militärische Studie. Deutsche Zeit- und Streit Fragen. Heft 66.</span> 30 pp. Hamburg, 1890.</p> @@ -17906,17 +17866,17 @@ Strategic Railways."]</p> Berlin, 1883.</p> <p><span class="smcap">Schmiedecke, Oberst.</span> <span xml:lang="de">Die Verkehrsmittel im Kriege. (Die -Eisenbahnen: die Feld- und Förderbahnen.)</span> Maps and +Eisenbahnen: die Feld- und Förderbahnen.)</span> Maps and plates. 242 pp. Berlin, 1906.</p> <p>—— <span xml:lang="de">2te. Auflage</span>. 1911.</p> <p><span class="smcap">Stavenhagen, Haupt. W.</span> <span xml:lang="de">Verkehrs- und Nachrichten-Mittel -in militärischer Beleuchtung. (Eisenbahnen.)</span> Berlin, 1896.</p> +in militärischer Beleuchtung. (Eisenbahnen.)</span> Berlin, 1896.</p> <p>—— <span xml:lang="de">2te. Auflage</span>, 1905.</p> -<p><span class="smcap">W. [Westphalen], Haupt. H. L.</span> <span xml:lang="de">Die Kriegführung, unter +<p><span class="smcap">W. [Westphalen], Haupt. H. L.</span> <span xml:lang="de">Die Kriegführung, unter Benutzung der Eisenbahnen, und der Kampf um Eisenbahnen. Nach den Erfahrungen des letzen Jahrzents.</span> 290 pp. Leipzig, 1868.</p> @@ -17931,7 +17891,7 @@ de l'allemand.</span> 241 pp. Paris, 1869.</p> work.]</p> <p><span class="smcap">Weber, Baron M. M. von.</span> <span xml:lang="de">Die Schulung der Eisenbahnen -für den Krieg im Frieden.</span> (1870.) Translated into English, +für den Krieg im Frieden.</span> (1870.) Translated into English, under the title of Our Railway System viewed in Reference to Invasion, with Introduction and Notes, by Robert Mallet, M.I.C.E., F.R.S. London, 1871.</p> @@ -17939,12 +17899,12 @@ Mallet, M.I.C.E., F.R.S. London, 1871.</p> <p><span class="pagenum"><a id="Page_386">[386]</a></span></p> <p><span class="smcap">Wehberg, H.</span> <span xml:lang="de">Die rechtliche Stellung der Eisenbahnen im -Kriege, nach den Beschlüssen der zweiten Haager Friedens-Konferenz.</span> -<i xml:lang="de">Archiv für Eisenbahnwesen</i>, <span xml:lang="de">Mai-Juni, 1910.</span> +Kriege, nach den Beschlüssen der zweiten Haager Friedens-Konferenz.</span> +<i xml:lang="de">Archiv für Eisenbahnwesen</i>, <span xml:lang="de">Mai-Juni, 1910.</span> Berlin.</p> <p><span class="smcap">Wernekke, Regierungsrat.</span> <span xml:lang="de">Die Mitwirkung der Eisenbahnen -an den Kriegen in Mitteleuropa.</span> <i xml:lang="de">Archiv für +an den Kriegen in Mitteleuropa.</span> <i xml:lang="de">Archiv für Eisenbahnwesen</i>, <span xml:lang="de">Juli und August, 1912.</span></p> </blockquote> @@ -17972,8 +17932,8 @@ of the African Society</i>, Oct., 1914. London.</p> London, 1915.</p> <p><span class="smcap">Martin, Camille.</span> <span xml:lang="fr">Le Chemin de Fer du Tanganyika et les -progrès de l'Afrique orientale allemande. Renseignments -coloniaux, No. 3. Supplément à <i>L'Afrique Française</i> +progrès de l'Afrique orientale allemande. Renseignments +coloniaux, No. 3. Supplément à <i>L'Afrique Française</i> de Mars, 1914.</span> Paris.</p> <p>Memorandum on the Country known as German South-West @@ -17987,8 +17947,8 @@ of German South-West Africa. 43 pp. Map. Cape Town, <p>[Gives details concerning strategical railways in German South-West Africa.]</p> -<p><span class="smcap">René, Carl</span>, <span xml:lang="de">Director des Kamerun-Eisenbahn Syndikats. -Kamerun und die Deutsche Tsâdsee-Eisenbahn.</span> 251 pp. +<p><span class="smcap">René, Carl</span>, <span xml:lang="de">Director des Kamerun-Eisenbahn Syndikats. +Kamerun und die Deutsche Tsâdsee-Eisenbahn.</span> 251 pp. <span xml:lang="de">Mit 37 Textbildern und 22 Tafeln.</span> Berlin, 1905. </p> @@ -18009,7 +17969,7 @@ Untersuchungen.</span> 57 pp. Maps. Berlin, 1914.</p> <blockquote> <p><span xml:lang="de">Anleitung zur Unterbrechung von Eisenbahnverbindungen</span>,<span class="pagenum"><a id="Page_387">[387]</a></span> -<span xml:lang="de">resp. Zerstörung, etc., sowie zur Wiederherstellung.</span> Berlin, +<span xml:lang="de">resp. Zerstörung, etc., sowie zur Wiederherstellung.</span> Berlin, 1861.</p> <p><span class="smcap">Basson, Wilhelm.</span> <span xml:lang="de">Die Eisenbahnen im Kriege, nach den @@ -18019,14 +17979,14 @@ Erfahrungen des letzten Feldzuges.</span> 72 pp. Ratibor, 1867.</p> restoration and operation on (<i>a</i>) national and (<i>b</i>) occupied territory.]</p> -<p><span class="smcap">Taubert</span> ——. <span xml:lang="de">Zerstörung, Wiederherstellung und Neubau +<p><span class="smcap">Taubert</span> ——. <span xml:lang="de">Zerstörung, Wiederherstellung und Neubau von Vollbahnen und deren Kunstbauten in Feindesland.</span> Leipzig, 1896.</p> -<p><span xml:lang="de">Verhandlungen des Kriegs- und Handelsministeriums über -Zerstörungen von Eisenbahnen und die Entstehung der -Allerhöchsten Instructionen vom Jahre 1859 und vom -31 Juli, 1861. Ungedrucktes Actenstück.</span> Berlin.</p> +<p><span xml:lang="de">Verhandlungen des Kriegs- und Handelsministeriums über +Zerstörungen von Eisenbahnen und die Entstehung der +Allerhöchsten Instructionen vom Jahre 1859 und vom +31 Juli, 1861. Ungedrucktes Actenstück.</span> Berlin.</p> </blockquote> @@ -18034,7 +17994,7 @@ Allerhöchsten Instructionen vom Jahre 1859 und vom <blockquote> -<p><span class="smcap">Chéradame, André.</span> <span xml:lang="fr">La Question d'Orient. Le Chemin de +<p><span class="smcap">Chéradame, André.</span> <span xml:lang="fr">La Question d'Orient. Le Chemin de Fer de Bagdad. Cartes.</span> 397 pp. Paris, 1903.</p> <p><span class="smcap">Hamilton, Angus.</span> Problems of the Middle East, Great Britain, @@ -18061,12 +18021,12 @@ Railway and German Expansion in the Near East. Pp. 247-80. London, 1912.</p> <p><span class="smcap">Schneider, Siegmund.</span> <span xml:lang="de">Die Deutsche Bagdadbahn und die -projectirte Ueberbrückung des Bosporus, in ihrer Bedeutung -für Weltwirthschaft und Weltverkehr. Wien und Leipzig</span>, +projectirte Ueberbrückung des Bosporus, in ihrer Bedeutung +für Weltwirthschaft und Weltverkehr. Wien und Leipzig</span>, 1900.</p> <p><span class="smcap">Sprenger, Dr. A.</span> <span xml:lang="de">Babylonien, das reichste Land in der -Vorzeit und das lohnendste Kolonisationfeld für die Gegenwart. +Vorzeit und das lohnendste Kolonisationfeld für die Gegenwart. Ein Vorschlag zur Kolonisation des Orients.</span> 128 pp. Map. Heidelberg, 1886.</p> @@ -18085,9 +18045,9 @@ under construction and projected. Dec. 1, 1914, and Nov. <blockquote> -<p><span xml:lang="de">Die Verwaltung der öffentlichen Arbeiten in Preussen, 1900 +<p><span xml:lang="de">Die Verwaltung der öffentlichen Arbeiten in Preussen, 1900 bis 1910. Kartenbeilage I: Die Preussisch-Hessischen -Staatseisenbahnen am 1 April, 1900, und Ende März, 1910.</span> +Staatseisenbahnen am 1 April, 1900, und Ende März, 1910.</span> Berlin, 1911.</p> <p><span xml:lang="de">Organisation des Transports grosser Truppenmassen auf Eisenbahnen.</span> @@ -18104,12 +18064,12 @@ Office. London, 1908.</p> <blockquote> -<p><span xml:lang="fr">Armée allemande. Les troupes de Chemin de Fer.</span> <i xml:lang="fr">Revue -Militaire de l'Étranger.</i> <span xml:lang="fr">Mai, 1898.</span> Paris.</p> +<p><span xml:lang="fr">Armée allemande. Les troupes de Chemin de Fer.</span> <i xml:lang="fr">Revue +Militaire de l'Étranger.</i> <span xml:lang="fr">Mai, 1898.</span> Paris.</p> <p><span class="smcap">Hille, Maj., <span xml:lang="de">und</span> Meurin, Maj.</span> <span xml:lang="de">Geschichte der preussischen Eisenbahntruppen. Teil I. Von 1859 bis zur Beendigung -des deutsch-französischen Krieges.</span> Maps, plans, +des deutsch-französischen Krieges.</span> Maps, plans, plates and illustrations. Two vols. Berlin, 1910.</p> <p><span class="smcap">Hille, Maj.</span> <span xml:lang="de">Geschichte der preussischen Eisenbahntruppen. @@ -18172,7 +18132,7 @@ Daily Graphic</i>, March 9, 1915.</p> <p>—— <span xml:lang="de">4te. Auflage</span>, 1909.</p> -<p><span xml:lang="fr">Êtude sur le Réseau ferré allemand au point de vue de la concentration. +<p><span xml:lang="fr">Êtude sur le Réseau ferré allemand au point de vue de la concentration. 32 pp. Avec une carte des chemins de fer allemands.</span> Paris, 1890.</p> @@ -18181,14 +18141,14 @@ der Strategie und Taktik an die Eisenbahnen.</span> 48 pp. Berlin, 1895.</p> <p><span class="smcap">Goltz, Baron Colmar von der.</span> <span xml:lang="de">Das Volk im Waffen. -Ein Buch über Heereswesen und Kriegführung unserer Zeit.</span> +Ein Buch über Heereswesen und Kriegführung unserer Zeit.</span> Berlin, 1883.</p> <p>—— The Nation in Arms. Translated by Phillip A. Ashworth. New edition. Revised in accordance with the fifth German edition. London, 1906.</p> -<p>—— <span xml:lang="de">Kriegführung. Kurze Lehre ihrer wichtigsten Grundsätze +<p>—— <span xml:lang="de">Kriegführung. Kurze Lehre ihrer wichtigsten Grundsätze und Formen.</span> Berlin, 1895.</p> <p>—— The Conduct of War. A Short Treatise on its most important @@ -18199,9 +18159,9 @@ London, 1899.</p> <p><span class="smcap">Lassmann, Lieut. J. C.</span> <span xml:lang="de">Der Eisenbahnkrieg. Taktische Studie.</span> 112 pp. Berlin, 1867.</p> -<p><span class="smcap">Verdy du Vernois, Gen. J. v.</span> <span xml:lang="de">Studien über den Krieg. +<p><span class="smcap">Verdy du Vernois, Gen. J. v.</span> <span xml:lang="de">Studien über den Krieg. Theil III. Strategie. Heft 5. (Einfluss der Eisenbahnen -operativer Linien auf die Kriegführung).</span> Maps and plans. +operativer Linien auf die Kriegführung).</span> Maps and plans. Berlin, 1906.</p> </blockquote> @@ -18333,7 +18293,7 @@ Staff Corps. Rifle Volunteers for Field Service; a Letter to Commanding Officers of Rifle Corps. 27 pp. London, 1869.</p> -<p><span class="smcap">McMurdo, Gen. Sir W. M.</span> Article on "Volunteers," Encyclopædia +<p><span class="smcap">McMurdo, Gen. Sir W. M.</span> Article on "Volunteers," Encyclopædia Britannica, 9th edition.</p> <p>[For references to the "Engineer and Railway @@ -18433,7 +18393,7 @@ Madras and London, 1910.</p> British Indian frontier and Russian Central Asian Railways.]</p> -<p>Military Railways in India. Précis of Report of the Railway +<p>Military Railways in India. Précis of Report of the Railway Transport Committee, India, 1876. Professional Papers of the Corps of Royal Engineers. Occasional Papers, Vol. II. Chatham, 1878.</p> @@ -18457,9 +18417,9 @@ Occasional Papers, Vol. XI, 1885. Chatham.</p> <p><span class="smcap">Allix, G.</span> <span xml:lang="fr">La Mobilisation des Chemins de Fer Italiens.</span> <i xml:lang="fr">Journal des Transports</i>, <span xml:lang="fr">3 Juillet</span>, 1915. Paris.</p> -<p><span class="smcap">Aymonino, C.</span> <span xml:lang="fr">Considérations Militaires et Stratégiques sur +<p><span class="smcap">Aymonino, C.</span> <span xml:lang="fr">Considérations Militaires et Stratégiques sur les chemins de fer italiens. Traduit de l'Italien par G. -Malifaud. 3e. éd.</span> 68 pp. Paris, 1889.</p> +Malifaud. 3e. éd.</span> 68 pp. Paris, 1889.</p> <p><span xml:lang="it">Le Ferrovie dello Stato e le grandi manovre del 1911. <i>Rivista Tecnica della Ferrovie Italiane</i></span>, Nov., 1912.</p> @@ -18484,14 +18444,14 @@ Vol. XXXII, 1889.</p> <i xml:lang="de">Deutsche Revue</i>, Dec., 1902. Stuttgart.</p> <p><span class="smcap">K., H.</span> <span xml:lang="de">Das russische Eisenbahn-Netz zur deutschen Grenze -in seiner Bedeutung für einen Krieg Russlands mit Deutschland.</span> +in seiner Bedeutung für einen Krieg Russlands mit Deutschland.</span> 29 pp. Map. Hannover, 1885.</p> -<p><span class="smcap">Nienstädt, Oberstlt.</span> <span xml:lang="de">Das russische Eisenbahnnetz zur -deutschen-österreichischen Grenze in seiner Bedeutung -für einen Krieg.</span> 43 pp. Map. Leipzig, 1895.</p> +<p><span class="smcap">Nienstädt, Oberstlt.</span> <span xml:lang="de">Das russische Eisenbahnnetz zur +deutschen-österreichischen Grenze in seiner Bedeutung +für einen Krieg.</span> 43 pp. Map. Leipzig, 1895.</p> -<p>Strategical Railways. Translated from the Voïénnyi Sbórnik. +<p>Strategical Railways. Translated from the Voïénnyi Sbórnik. <i>Journal of the Royal United Service Institution</i>, Oct., 1899.</p> </blockquote> @@ -18511,11 +18471,11 @@ Plates. Barcelona, 1885.</p> <blockquote> -<p><span class="smcap">Blaser, Haupt. E.</span> <span xml:lang="de">Die Zerstörungs- und Wiederherstellungs-Arbeiten +<p><span class="smcap">Blaser, Haupt. E.</span> <span xml:lang="de">Die Zerstörungs- und Wiederherstellungs-Arbeiten von Eisenbahnen.</span> 22 pp. Plates. Basel, 1871.</p> <p><span class="smcap">Hoffmann-Merian, T.</span> <span xml:lang="de">Die Eisenbahnen zum Truppen-Transport -und für den Krieg im Hinblick auf die Schweiz. 2e. +und für den Krieg im Hinblick auf die Schweiz. 2e. Ausg. Basel, 1871.</span></p> <p><span class="smcap">Nowacki, Karl.</span> <span xml:lang="de">Die Eisenbahnen im Kriege.</span> 160 pp. @@ -18587,19 +18547,19 @@ Railway Ambulance Trains, pp. 185-99. Diagrams and illustrations. London, 1882.</p> <p><span class="smcap">Gurlt, Dr. E.</span> <span xml:lang="de">Ueber den Transport Schwerverwundeter und -Kranker im Kriege, nebst Vorschlägen über die Benutzung +Kranker im Kriege, nebst Vorschlägen über die Benutzung der Eisenbahnen dabei.</span> 33 pp. Berlin, 1860.</p> <p>[Contains, so far as can be traced, the earliest recommendations as to the special fitting up of railway rolling stock for the transport of the sick and wounded in war.]</p> -<p><span class="smcap">Loeffler, Dr. F.</span> <span xml:lang="de">Das Preussische Militär-Sanitätswesen +<p><span class="smcap">Loeffler, Dr. F.</span> <span xml:lang="de">Das Preussische Militär-Sanitätswesen und seine Reform nach der Kriegserfahrung von 1866.</span> Two parts. Berlin, 1869.</p> <p>[In the appendix of Part II of this work will be found an -"<span xml:lang="de">Anleitung zur Ausführung der Beförderung verwundeter +"<span xml:lang="de">Anleitung zur Ausführung der Beförderung verwundeter und kranker Militairs auf Eisenbahnen</span>," issued July 1, 1861.]</p> @@ -18692,7 +18652,7 @@ of Railways. General Staff, War Office, London.</p> <p><span class="smcap">FitzGerald, W. C.</span> The Armoured Train. <i>The Four-track News</i>, March, 1906. New York.</p> -<p><span class="smcap">Forbin, V.</span> <span xml:lang="fr">Les trains blindés.</span> <i>Nature</i>, Dec. 12, 1914. Paris.</p> +<p><span class="smcap">Forbin, V.</span> <span xml:lang="fr">Les trains blindés.</span> <i>Nature</i>, Dec. 12, 1914. Paris.</p> <p><span class="smcap">Fraser, R.E., Lieut. T.</span> Armour-plated Railway Wagons used during the late Sieges of Paris in 1870-71. Papers @@ -18876,7 +18836,7 @@ IX, pp. 221-23. Plates. London, 1866.</p> <span style="margin-left: 1em;">German strategical lines on Belgian frontier, <a href="#Page_288">288</a>-<a href="#Page_294">294</a>;</span><br /> <span style="margin-left: 1em;">German designs, <a href="#Page_323">323</a>-<a href="#Page_4">4</a>, <a href="#Page_325">325</a>-<a href="#Page_326">6</a>, <a href="#Page_327">327</a>, <a href="#Page_329">329</a>.</span><br /> <br /> -<span class="smcap">Bérigny, M. de</span>: <a href="#Page_7">7</a>.<br /> +<span class="smcap">Bérigny, M. de</span>: <a href="#Page_7">7</a>.<br /> <br /> <span class="smcap">Beyens, Baron</span>: <a href="#Page_325">325</a>.<br /> <br /> @@ -18926,7 +18886,7 @@ IX, pp. 221-23. Plates. London, 1866.</p> <br /> <span class="smcap">Central Africa</span>: <a href="#Page_318">318</a>-<a href="#Page_320">20</a>.<br /> <br /> -<span class="smcap">Chéradame, M. André</span>: <a href="#Page_338">338</a>.<br /> +<span class="smcap">Chéradame, M. André</span>: <a href="#Page_338">338</a>.<br /> <br /> <span class="smcap">Christian, Princess</span>: <a href="#Page_254">254</a>.<br /> <br /> @@ -18991,7 +18951,7 @@ IX, pp. 221-23. Plates. London, 1866.</p> <br /> <span class="smcap">Delagoa Bay</span>: <a href="#Page_304">304</a>-<a href="#Page_5">5</a>, <a href="#Page_327">327</a>.<br /> <br /> -<span class="smcap">Delbrück, Prof. Hans</span>: <a href="#Page_330">330</a>.<br /> +<span class="smcap">Delbrück, Prof. Hans</span>: <a href="#Page_330">330</a>.<br /> <br /> <span class="smcap">Dent, Mr. C. H.</span>: <a href="#Page_197">197</a>.<br /> <br /> @@ -19304,7 +19264,7 @@ IX, pp. 221-23. Plates. London, 1866.</p> <br /> <span class="smcap">Luard, R. E., Capt. C. E.</span>: <a href="#Page_209">209</a>.<br /> <br /> -<span class="smcap">Lüderitz, Adolf</span>: <a href="#Page_298">298</a>.<br /> +<span class="smcap">Lüderitz, Adolf</span>: <a href="#Page_298">298</a>.<br /> <br /> <span class="smcap">Luxemburg Railways</span>: <a href="#Page_288">288</a>, <a href="#Page_289">289</a>, <a href="#Page_292">292</a>.<br /> <br /> @@ -19333,7 +19293,7 @@ IX, pp. 221-23. Plates. London, 1866.</p> <br /> <span class="smcap">Marschall, M.</span>, <a href="#Page_7">7</a>.<br /> <br /> -<span class="smcap">Masséna, Marshal</span>: <a href="#Page_64">64</a>.<br /> +<span class="smcap">Masséna, Marshal</span>: <a href="#Page_64">64</a>.<br /> <br /> <span class="smcap">Matheson, Mr. D. A.</span>: <a href="#Page_197">197</a>.<br /> <br /> @@ -19422,7 +19382,7 @@ IX, pp. 221-23. Plates. London, 1866.</p> <br /> <span class="smcap">Pomerania, Strategical Railways in</span>: <a href="#Page_283">283</a>.<br /> <br /> -<span class="smcap">Pönitz, C. E.</span>: <a href="#Page_4">4</a>-<a href="#Page_6">6</a>, <a href="#Page_280">280</a>.<br /> +<span class="smcap">Pönitz, C. E.</span>: <a href="#Page_4">4</a>-<a href="#Page_6">6</a>, <a href="#Page_280">280</a>.<br /> <br /> <span class="smcap">Pope, Gen.</span>: <a href="#Page_43">43</a>.<br /> <br /> @@ -19504,7 +19464,7 @@ IX, pp. 221-23. Plates. London, 1866.</p> <br /> <span class="smcap">Regulation of the Forces Act, 1871</span>: <a href="#Page_176">176</a>, <a href="#Page_177">177</a>, <a href="#Page_195">195</a>, <a href="#Page_196">196</a>, <a href="#Page_197">197</a>.<br /> <br /> -<span class="smcap">René, Carl</span>: <a href="#Page_321">321</a>-<a href="#Page_322">2</a>.<br /> +<span class="smcap">René, Carl</span>: <a href="#Page_321">321</a>-<a href="#Page_322">2</a>.<br /> <br /> <span class="smcap">Reprisals, Prussia and</span>: <a href="#Page_55">55</a>-<a href="#Page_56">6</a>.<br /> <br /> @@ -19558,13 +19518,13 @@ IX, pp. 221-23. Plates. London, 1866.</p> <span style="margin-left: 1em;">construction of military railways, <a href="#Page_216">216</a>-<a href="#Page_220">20</a>.</span><br /> <br /> <br /> -<span class="smcap">Saïd Pasha</span>: <a href="#Page_221">221</a>.<br /> +<span class="smcap">Saïd Pasha</span>: <a href="#Page_221">221</a>.<br /> <br /> <span class="smcap">Samassa, Dr. Paul</span>: <a href="#Page_301">301</a>-<a href="#Page_302">2</a>.<br /> <br /> <span class="smcap">Sarolea, Dr. Charles</span>: <a href="#Page_337">337</a>.<br /> <br /> -<span class="smcap">Schäffer, E.</span>: <a href="#Page_113">113</a> (<i>n.</i>).<br /> +<span class="smcap">Schäffer, E.</span>: <a href="#Page_113">113</a> (<i>n.</i>).<br /> <br /> <span class="smcap">Schleswig-Holstein</span>:<br /> <span style="margin-left: 1em;">German strategical lines, <a href="#Page_294">294</a>.</span><br /> @@ -19613,7 +19573,7 @@ IX, pp. 221-23. Plates. London, 1866.</p> <br /> <span class="smcap">Stanton, Mr.</span>: <a href="#Page_23">23</a>, <a href="#Page_29">29</a>.<br /> <br /> -<span class="smcap">Stavelot-Malmédy Line</span>: <a href="#Page_288">288</a>-<a href="#Page_292">292</a>.<br /> +<span class="smcap">Stavelot-Malmédy Line</span>: <a href="#Page_288">288</a>-<a href="#Page_292">292</a>.<br /> <br /> <span class="smcap">Steinnetz, Mr. T.</span>: <a href="#Page_255">255</a>-<a href="#Page_258">8</a>.<br /> <br /> @@ -19681,7 +19641,7 @@ IX, pp. 221-23. Plates. London, 1866.</p> <span style="margin-left: 1em;">services to civilisation, <a href="#Page_230">230</a>-<a href="#Page_231">1</a>;</span><br /> <span style="margin-left: 1em;">Germany and the Sudan, <a href="#Page_321">321</a>-<a href="#Page_322">2</a>.</span><br /> <br /> -<span class="smcap">Suvóroff</span>: <a href="#Page_62">62</a>.<br /> +<span class="smcap">Suvóroff</span>: <a href="#Page_62">62</a>.<br /> <br /> <span class="smcap">Szlumper, Mr. G. S.</span>: <a href="#Page_197">197</a>.<br /> <br /> @@ -19865,7 +19825,7 @@ post, 1<i>s.</i> 3<i>d.</i> [Published in "The Nation's Library."]</p> 7<i>d.</i> [A detailed criticism of the report of the Vice-Regal Commission.]</p> <p><span class="smcap">State Railways.</span> 108 pp. 1<i>s.</i> net. By post, 1<i>s.</i> 2<i>d.</i> [Includes a translation -of M. Marcel Peschaud's articles on "<span xml:lang="fr">Les Chemins de Fer de l'État +of M. Marcel Peschaud's articles on "<span xml:lang="fr">Les Chemins de Fer de l'État Belge.</span>"]</p> <p><b>RAILWAYS AND TRADERS.</b></p> @@ -19903,8 +19863,8 @@ P. S. KING & SON, Ltd., Orchard House, Westminster, London, S.W.</i></p> <p>Obvious errors of punctuation and diacritics repaired.</p> -<p>Note: "Liége" was the correct spelling at that time for what is now -written "Liège".</p> +<p>Note: "Liége" was the correct spelling at that time for what is now +written "Liège".</p> <p>Hyphen removed: "break-down" (p. 108), "earth-work" (p. 219), "inter-communication" (p. 173), "plate-laying" (pp. 221, 222), @@ -19944,7 +19904,7 @@ sub-division(s) / subdivision(s). railway). </p> -<p>P. 246: "in." added (4·7 in. guns).</p> +<p>P. 246: "in." added (4·7 in. guns).</p> <p>P. 273: "de" changed to "des" (des chemins de fer). </p> @@ -19952,7 +19912,7 @@ railway). <p>P. 273: "Juni" changed to "Juin". </p> -<p>P. 284: "½" added (4 feet 8½ inches).</p> +<p>P. 284: "½" added (4 feet 8½ inches).</p> <p>P. 290: "moblisation" changed to "mobilisation" (on mobilisation, or elsewhere). @@ -19998,18 +19958,18 @@ units). <p>P. 355, footnote 82: added "no" (no harm was done).</p> <p>P. 373: Railway gauges changed to be consistently 3 ft. 6 in., 5 ft. 3 -in., 4 ft. 8½ in. +in., 4 ft. 8½ in. </p> -<p>P. 377: "Eröterung" changed to "Erörterung" (gegründeter Erörterung über -die militärische Benutzung). +<p>P. 377: "Eröterung" changed to "Erörterung" (gegründeter Erörterung über +die militärische Benutzung). </p> -<p>P. 377: "militärischen" changed to "militärische" (Eisenbahnen für -militärische Zwecke). +<p>P. 377: "militärischen" changed to "militärische" (Eisenbahnen für +militärische Zwecke). </p> -<p>P. 378: "militärische" changed to "militärischer" (in militärische +<p>P. 378: "militärische" changed to "militärischer" (in militärische Hinsicht).</p> <p>P. 387: "Heidelburg" changed to "Heidelberg". @@ -20019,7 +19979,7 @@ Hinsicht).</p> </p> <p>P. 389: "Lehrer" changed to "Lehre" (Kurze Lehre ihrer wichtigsten -Grundsätze).</p> +Grundsätze).</p> <p>P. 393: "Revista Technica" changed to "Rivista Tecnica". </p> @@ -20030,384 +19990,6 @@ organisation" changed from 188-121 to 118-121. </div> - - - - - - - -<pre> - - - - - -End of the Project Gutenberg EBook of The Rise of Rail-Power in War and -Conquest, 1833-1914, by Edwin A. 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