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 Presented Td 
 
 BAKCfiaFTUBItMa^ 
 
 OCT 1-mt 
 
 BY 
 AMY REgUA LONG
 
 Transportation 
 
 OF 
 
 Troops and Materiel 
 
 MAJOR CHAUNCEY B. BAKER, 
 Quartermaster's Department, United States Army. 
 
 FRANKLIN HUDSON PUBLISHING CO.. 
 
 KANSAS CITY, MO., U. S. A. 
 
 1905.
 
 Copyright, 1905, by 
 
 Franklin Hudson Publishing Co. 
 
 Kansas City, Mo.
 
 GONTRNTS. 
 
 Page. 
 
 Prei'ace 5 
 
 Introcluctory V 
 
 Troops, Depots, and Supplies 9 
 
 Base and Lines of Communication 15 
 
 Kiver Transport 17 
 
 Harbor Service Boats 19 
 
 Tngs. Lighters, Barges, Cascoes, etc 20 
 
 Wharves, Landing and Loading Facilities 22 
 
 Transport of Troops and Tm]-)edim(-nta on Ocean-going 
 
 Vessels 24 
 
 The Army Transport Service 25 
 
 ]\rovements b}' Sea 27 
 
 Transportation of Animals - 41 
 
 Handling and Carriage of Freight 46 
 
 Evolution of the Transport Service 50 
 
 Au.xiliarv Transports 57 
 
 Preliminary Knowledge 61 
 
 Convoys 62 
 
 Comments 63 
 
 History of ^lilitary Use of Railways 67 
 
 Organization and Oj^eration of Bailroads 71 
 
 Forwarding and Terminal Stations 77 
 
 Railway Equi])ment 79 
 
 Providing for the Movement 82 
 
 Details of Arranging for l\Tovemeiit 85 
 
 Loading tlie Impedimenta 88 
 
 3 
 
 394820
 
 4 CONTENTS. 
 
 Page. 
 
 Entraining , 9i 
 
 Conduct on Board 96 
 
 Detraining 98 
 
 Entraining and Dispatch of Ijargi; Bodies 103 
 
 Memoranda for Operating Department, Union Pacific Kail- 
 road Company 110 
 
 Construction and Kepair of Eailroatls 118 
 
 Comments 122 
 
 Logistics 125 
 
 The Final Gap 130 
 
 Eoads, Bridges, and Trails 131 
 
 Means of Transport— Animals 133 
 
 Means of Transport — Materiel 137 
 
 Organization and Field Transport 142 
 
 Organization of the Train 148 
 
 Operation of Trains 149 
 
 Variation from the Xormal Organization under Special 
 
 Circumstances 153 
 
 General Field Transportation Order 154 
 
 Relation Between Impedimenta and Transport 168 
 
 Method of Utilizing Transport When Living on the 
 Country 173
 
 PEEFACE. 
 
 The object of these pages is to bring together in compact form 
 •the elements of military transportation, and to briefly consider 
 the means of providing, organizing, and operating the same un- 
 der varying conditions. 
 
 The endeavor has been to give a general view of this im- 
 portant subject, in a logical and consecutive manner, and it is 
 hoped that the work v,i\\ be found a means of ready reference, 
 and of practical value to those entering upon the military profes- 
 sion, and in the hands of the oflicers of the Militia and Volunteers. 
 
 jSTo attempt has been made to elucidate the purely technical 
 features of transportation problems with the execution of which 
 the Quarterm.aster's Department is charged: but rather, while 
 outlining the duties of the staff oflicer under the conditions cited, 
 to also indicate to the line oflficer the scope of the problem, and 
 his own responsibility in connection with its solution. 
 
 Conditions are taken as they are found, with the idea in 
 each case of utilizing to the best advantage the means at hand. 
 It is fully realized that in many instances conditions could be 
 improved by -legislation, but consideration of that phase of the 
 subject has not been contemplated. 
 
 Various regulations, manuals, and official reports have been 
 drawn on in the compilation of this work. 
 
 It is the desire of the writer to make especial acknowledgment 
 to General C. F. Jlumphrey, Quartoriiia>tor-(Teneral. V. S. A.,
 
 6 PREFACE. 
 
 « 
 
 and to the Dopartriient of which he is the iiead, for the oppor- 
 tunities afforded, and without which the preparation of this 
 volume would not have heen practicable. 
 
 Chaunccy B. Baker, 
 Major and Quartermaster, U. S. A. 
 Washington, D. C, 1905.
 
 Transportation of Troops and Materiel 
 by Water. 
 
 I. 
 
 INTKODTJCTOEY. 
 
 The maintenance of an army in the field in a thorough state 
 of efBciencY is in degree of importance little short of winning 
 victories. Tn fact, the winning of victories, whilst immediately 
 the result of discipline, tactics, and correct combinations, is vastly 
 influenced by the state of the efficiency of the army, which in 
 turn depends for its efficiency largely upon the state of supplies 
 and equipment, its recruitment and the disposition of the sick, 
 and the facilities that provide for its mol)ility. These are the 
 subjects that will be entered into in these pages. 
 
 If it sliould appear that details have been too largelv en- 
 tered into, let it be borne in mind that it is often much easier 
 to illustrate by concrete examples than to promulgate geueral 
 principles; and that it is much easier to follow a parallel case 
 than to develop an original line of action from abstract principles. 
 
 It is believed that the commander who stands first to win 
 is the one who has tiie capacity for seeing farthest into the future, 
 and who possesses the means of providing most completely 
 
 7
 
 8 TRANSPORTATlOxV OF TltOOPS AND MATERIEL 
 
 against the unexpected in the little things that cause delay and 
 uncertainty. Viewing conditions along these lines, it is believed 
 that the reader will bear patiently while going over what may seem 
 some very trivial matters. The importance of making full pro- 
 vision for the transportation service in all its branches before tak- 
 ing the field has been too fully exemplified within recent years to 
 need further emphasis at this time. After a long period of peace, 
 ■details along all lines grow dim if they are not constantly in use 
 or kept always in mind in peace-training. When it is remembered 
 how very sudden is the transition from peace to war, it cannot 
 •fail to be impressed upon you that the necessity of working over 
 even the minor, and what may seem non-essential details, is very 
 great.
 
 II. . 
 
 TROOPS, DEPOTS, AXD SUPPLIES. 
 
 Troops. — At the beginning of hostilities between this nation 
 and any other, the Army will be found, as at the outset of the 
 Spanish War, to consist of many small bodies of troops compris- 
 ing from one to twenty-five companies at each location, scat- 
 tered at various small posts throughout the country. There will 
 be also this new feature, that a considerable portion of the forces 
 will be in service at distant points beyond the sea, in our insular 
 dependencies. 
 
 These organizations will probably be on a basis of from 
 50 to 60 per centum of war-footing, rendering necessary the sup- 
 ply of recruits to bring them up to authorized strength, possibly 
 after the declaration of hostilities, as was the case in 1898. 
 
 The Regular Army thus increased will be supplemented by 
 enlisting volunteers, or by calling out the Militia, and all these 
 troops must be gathered from every quarter, and placed in con- 
 veniently situated camps of concentration, for equipment, instruc- 
 tion, and discipline, before it will be possible to use them in tlie 
 field. 
 
 From the concentration camps transportation must be fur- 
 nished to the vicinity of active service, and further provision 
 must then be made for bringing up recruits and reinforcements, 
 properly transferring the sick and wounded, and for maintain-
 
 10 TRAXSPORTATIOX OF TKOOPS AND MATKRIEL 
 
 ing the ceaseless movement, back and forth, of the tide of human 
 life that puta the healthy and vigorous to the front and with- 
 draws the wasted and worn to the rear. 
 
 The polic}' pursued in providing troops for the national 
 defense is one that does not interest us here, but the question 
 that does concern us is the means employed to bring together 
 and transport the detachments and organizations which will finally 
 make up the body of the iVrmy. 
 
 Supply. — In treating of the subjects of the transport of 
 troops and materiel it is altogether impossible to separate it 
 entirely from the question of supply. The two, together with 
 the movement of armies, constitute that portion of the art of war 
 known as Logistics. Xo effort will be made in this paper to 
 treat particularly, or even generally, of the subject of supply, 
 i'arther than is necessary to show the methods of collection and 
 distribution, and the principles upon which are established gen- 
 eral depots, sub-depots, and iield depots. 
 
 In the Uiilitary service, stores, supplies, and munitions of 
 war of whatever sort are, as a rule, collected in large central 
 Bepots, and gathered from the surrounding country, and thence 
 distributed to lesser depots for issue to the troops. 
 
 Be pets. — fn an active campaign, central depots will be 
 located in a safe position in the interior oE the home country. 
 Sub-denots will be established, and advanced as the line of con-' 
 tact is pushed forward. This will result in time, perhaps, in 
 the establishment of a chain of depots, some of which will be 
 abandoned as the Army proceeds or changes position, and others 
 will be located in new positions, regulated by the character of
 
 BY WATEU. 11 
 
 *(]ic line of i-(iiiiiiiimit-;il ion- ami llic pobilioii.- of tin' vnv[)< or oiIkt 
 unittj ol' the Army. 
 
 If the Army proceeds- to ovor-6ea service, a depot will ho 
 established at the port of embarkatiou and another at the point 
 of disembarkation. 'J'he niiig-nitude of these depots and the quan- 
 tities and the character of supplies handled will depend upon 
 the strength of the Army and the character of the campaign. 
 
 It is customary to accumulate in the central depots large 
 quantities of scores and supplies, either manufactured by the 
 Go^•eI•nment or purchased uncler contract. As rapidly as required' 
 for use at the fronts these stores and su})plies are forwarded to 
 the distributing depots, usually located at the base of operations, 
 and thence on to advance depots, temporary depots, or ilying 
 depots in the immediate vicinity of the troops; or possibly, directly 
 into the hands of troops; dw care always being taken to avoid 
 accuninlati'jg a ^iirphH of the class of stores that deteriorate in 
 storage, and yet always maintaining a sufficient quantity so that 
 no form of disaster will leave the Army destitute of supplies. 
 
 During the recent war with Spain, the central depots of 
 the various .-uiiply departments of the Army remained practically 
 as in times of peace — usually near great centers of industry, 
 where large quantities of all kinds of supplies could be readily 
 procured to advantage, or where extensive manufacturing plants 
 existed for })j-oviding arms, ammunition, clothing, etc. Imme- 
 diately upon the deci.-ion to encamp a large body of troops in 
 any locality, a secondary depot was estahlished at that point for 
 their supply. As troops were embarked from Port Tampa for 
 SantiMgo general supplies for the corpss were loaded with them.
 
 12 TRANSPORTATION OF TROOPS AND MATERIEL 
 
 On landing in Cuba a sea base was immediately established, the 
 principal adjuncts of which were the depots of the supply depart- 
 ments from which necessary issues were made, and temporary 
 depots established and supplied, as the troops moved forward. 
 The same method was pursued as to our troops in China, as well 
 as with the forces operating against the insurgents in the 
 Philippines. 
 
 In making the preliminary arrangements for the supply of 
 en army, it is of the utmost importance that the supplies, stores, 
 and materiel to be furnished bear a correct relation to the num- 
 ber of troops and the character of the service. It is simply a 
 -double burden to transport cumbersome machinery aaid appli- 
 ances of doubtful utility, and leave behind necessaries that could 
 well take their place. It has sometimes happened that the bur- 
 den of uselc.'^fe equipment taken Avith an army has been more 
 detrimental to its movements than the lack of other essential 
 supplies consequently left behind. 
 
 It is of the first importance that the commanding general 
 shall be able to calculate upon having certain supplies in the 
 hands of his troops at a given time, and failure to accomplish 
 this will inevitably result in great hardship, if not in positive 
 disaster, and the usual result of such failure is to tie the forces 
 to the ground until the supplies can be brought up. 
 
 In order to accomplish this end, such methods should be 
 adopted as will result in transmitting the supplies from the cen- 
 tral or base depots, and placing them in the hands of the troops 
 with the greatest certainty, the least degree of confusion, and 
 with the most directness.
 
 Bl WATER. 13 
 
 Hemote from the front, the question of transportation and 
 supply is comparatively a biniple one. The nia«,Miitude of the 
 quantrties of supplies and the usually limited time are the only 
 serious considerations. Difficulties, however, increase with prog- 
 ress towards the point of contact, and finally to get the supplies 
 upon tlie firing-line, both of ammunition and subsistence, with 
 absolute sureness and without confusion, is the most difficult of 
 all the problems of transportation. 
 
 Transport. — To effect this chain of eommunication, from the 
 central depots to the final point of contact with the enemy, is 
 the duty of the transportation service of the Quartermaster's De- 
 partment, and in the prosecution of this work, as well as in the 
 ordinary service of the Army in times of peace, every known de- 
 vice for transport is made use of, the various classes of which 
 may be grouped as follows: 
 
 A. Water Transportation: 
 
 1. Ei^er steam.ers and other vessels; 
 
 2. Tugs, launches, lighters, barges, cascoes, lorchas. 
 
 etc., for harbor service; 
 
 3. Wharf facilities; 
 
 4. Ocean-going vessels. 
 
 B. Tiail Transportation. 
 
 C. Land Transportalion : 
 
 1. Wheel: 
 
 2. Pack (either animal or by coolie bearers) ; 
 
 3. In the Alaskan service, by means of dogs and 
 
 sledges. 
 
 4. Traction ensfine- and automobiles.
 
 14 iltAXSPOKTA'ilOX OF TROOPS AND MATERIEL 
 
 According to the inaimer in wliioli the transportation is pro- 
 \[i\('i\ and the extent to which it is controlh'd bv iiiilitarv author- 
 ity, it jna}^ properly be st^ded as : 
 
 1. Military Transportation.— That which is the property of, 
 or chartered by, the Government, and wholly under military 
 control. 
 
 2. Auxiliary Transportation.- — That which is hired or char- 
 tered for the special service required. 
 
 Any or all classes of transportation may be provided from 
 that OAvned by the (xovernment, or from auxiliary transportation 
 ;proenred by engagement under formal or informal contract or 
 charter, by requisition when the country in which the Army is 
 operating will be called upon to furnish it. by seizure or force, or 
 by capture from the enemy. 
 
 The methods of procuring transportation under formal or 
 informal contract will vary according to the exigencies under 
 which its provision becomes necessary. In peace, when ample 
 time is available, proposals may be advertised for, and full com- 
 petition may thus be had, or the service may be immediately re- 
 quired, in which event it may be had by prompt offer and accept- 
 ance, as is common amongst business men. 
 
 Ocean transportation may either be owned by the Govern- 
 ment, or chartered for military purposes, under a great variety 
 ol conditions, according to the most practicable method at the 
 time it is required. Vessels may be engaged to carry troops and 
 supplies without recourse to charter or formal contract. The 
 same is true of railroads and other classes of transportation lines,
 
 BY WATER. 15 
 
 the officer acting for the Government ninking use of the larifts in 
 effect with the general public. Jn some cases where the Gov- 
 ernment has owned its railway or equipment, it has engaged in 
 passenger and freight transportation as would any private cor- 
 poration. Similar means may be used for providing wheel and 
 pack transportation. 
 
 All of these methods are provided for under the Regulations 
 of the Army. 
 
 The otllcer engaging service by contract will, as a rule, be 
 the officer responsible for the disbursement of the funds paying 
 the transportation accounts, and the methods he pursues should 
 be wise and economical for the Government, but at the same time 
 such as to produce the best results to the service, with the re- 
 quired degree of promptness. The character of his contracts 
 •will be subject to the careful scrutiny and approval of his com- 
 manding officer, his bureau chief, and the accounting officers of 
 •the Treasury, and the necessity of exercising wise business judg- 
 ment is a matter as personal to him as it is important to his 
 Government. 
 
 ni. 
 
 BASE AXD LINES OF COMMUNTICATTOX. 
 
 In order to liave a hill comprehension of the subjects of sup- 
 ply and transportation it is necessary to consider them in con- 
 nection with the l)ase and the lines of communication and in 
 their relation to the other sta/f functions under control of the 
 commanding sjeneral.
 
 16 TP.AXSPORTATION OF TROOPS AND MATERIEL 
 
 For each Army in the iield or expeditionary force a general 
 officer will be placed in command of the base and the lines of 
 communication. His staff will consist of the following subordi- 
 nate chiefs^ or so many as may be required: 
 
 A. A commander at the base — line officer. 
 
 B. A chief of transportation — an officer of the Quarter- 
 master's Department. 
 
 C. A chief of the railway service — an oilicer of the Quar- 
 termaster's Department. 
 
 D.' A chief of transport by water — an officer of the Quar- 
 termaster's Department. 
 
 E. A chief commissary of base and lines of communica- 
 tion — an officer of the Subsistence Department. 
 
 F. A chief ordnance officer — an officer of the Ordnance 
 Department. 
 
 G. A chief paymaster — an officer of the Pay Department. 
 H. A chief medical ofiicer — an officer of the Medical 
 
 Department. 
 
 I. A chief of telegrajDh and telephone service — an officer of 
 the Signal Corps. 
 
 K. A provost marshal of base and lines of cummunication 
 — usually a line officer. 
 
 In many cases it will no douljt be found practicable to com- 
 bine to advantage two or more functions in the same staff officer, 
 who on his part will be provided with the necessary assistants 
 to properly attend to details — e. g., as in San Francisco at this 
 time the Depot Quartermaster performs the duties of Chief of
 
 BY WATER. 17 
 
 Transportation, Chief oi Railway Sorvico, and C'liicif of Transport 
 by Water. 
 
 The matters pertaining to administration and the protection 
 of the base and lines of communication devolve upon the com- 
 mander of the base and incidentally upon the various staff offi- 
 cers attached thereto. 
 
 When the line of communication crosses the seas, its pro- 
 tection devolves wholly upon the Navy, and the manner in which 
 that shall be accomplished is a question that is left altogether to 
 that department. The completeness with which that function 
 !has lately been performed has been the subject of congratulation 
 and caused an outburst of popular national pride, the like of which 
 has not been known for more than a generation. 
 
 IV. 
 
 EIVEE TEANSFOirr. 
 
 Formerly the rivers which traverse our country were quite 
 generally used as a means of comnninication, and for the trans- 
 portation of troops and military supplies. This was particularly 
 the case during the Civil \Var, when the Potomac, Tennessee, 
 Ohio, Cumberland, Missouri, and Mississippi were especially 
 made use of as great arteries by means of which troojis, stores, 
 and supplies Avere sent to the front, and \.h(t sick and wounded, 
 hroken munitions cf war, and cri])pled animals were carried to 
 the rear. These ineans of transportation were particularly ad- 
 vantageous, inasmuch as they could be wholly controlled by mil- 
 itary authority, whereas railroads, owned by private corporations
 
 18 TRANSPORTATION* OF TROOPS AND MATERIEL 
 
 aiid operated by civil oi'ticials, did not always lend themselves so 
 Ireadily to orders emanating from the military establishment. In 
 addition, the vessels on these waterwa^-s were far less subject to 
 annoyance and damage by the enemy than were railroads con- 
 necting important points, ^vhich were constantl}' the object of 
 raids. Eiver steamers were, as a rule, when in dangerous terri- 
 tory, convoyed by river gun-boats, mostly improvised vessels that 
 served very well as a defense against ordinary attacks by land 
 forces. 
 
 l"lie question of t.nbarkation, disembarkation, and shipping 
 Troops and supplies by river steamers and other craft is greatly 
 simplified as compared with similar traffic on ocean-going ves- 
 i^els. The means employed for loading and unloading at wharves 
 are less varied, and the cargd is always taken through ports in- 
 stead of through hatchways, v/hich greatly facilitates the load- 
 ing and discharging. 
 
 In addition, the certainty of encountering fair weather on 
 iho trip and the frcjuent opportunity to land removes the neces- 
 sity to provide many of the features required in ocean-going 
 vessels. 
 
 The greatest of the expeditions by water during the Civil 
 War was that of General McClellan, which resulted in transfer- 
 ring an army of 1:20,000 men, with all of its materiel of war, 
 ■artiller}^, cavalry, munitions, baggage, trains, and equipage, from 
 the lines in front of Washington to the lower Chesapeake; and 
 after the reverses lie lore Eichmond these troops and materiel were 
 again withdrawn and re-established in front of Washington by
 
 BY WATER. ' 19 
 
 the mean? gotten together by the Quartermasters Department, 
 which purchased and chartered every available vessel on the 
 Atlantic ci>a:=t, and took into its service all vessels as rapidly as 
 they could be completed. 
 
 Junks. — The particular kind of river craft used will, of 
 ^urse, depend upon the character of the waters, and, as in all 
 other classes of transportation, that native to the waters will be 
 used whenever available. 
 
 As axi illustration of the adaptability of our service to new 
 conditions, I will quote from the report of General Humphrey, 
 chief quartermaster of the expeditionary force to Pekin: 
 
 "Our forces at I'ekin received their supplies from Taku, 
 thence to Tientsin by junk, 40 miles, thence 105 miles to Tung- 
 chow by junks; for the remaining 15 miles they were sent to 
 Pekin by wagon. The single line railroad was little used by our 
 troops, as it was kept busy serving the other nations. 
 
 "It was necessary for the junks to reach the head of naviga- 
 tion before the ice covered the river. The river too was very 
 shallow and constantly falling. 
 
 "The junks were very light draft, about 2 feet, and were 
 poled in both directions. It took al)out ten days to make the 
 round trip from Tientsin to TnnaT-how." 
 
 V. 
 
 HAKBOR SERVICE BOATS. 
 
 The harbor service boats provided for prior to and during the 
 Spanish-American War were of almost every pattern of tug, light-
 
 20 TRANSP0I^TAT10^' OF TKOOIS AND JMATERIEL 
 
 er, and barge afloat. The Quartprmnster's Department has now- 
 developed a series of boats for harbor service, which it is beheved 
 will be found wholly suitable for the service required, and equally 
 so in time of peace as in Avar. These boats are intended in time of 
 peace to serve the inilitary stations and batteries in and about 
 cur harbors. They are divided into three classes, according to 
 their capacity, and are called first-, second-, and third-class harbor 
 boats. They are arranged for both passenger and freight service, 
 and will stand a reasonable amount of rough weather. 
 
 In case of an expeditionary force along the coast or to the 
 nearby islands, it is believed that the harbor boats of the first 
 and second class would answer exceptionally well as lighters for 
 troops and stores, and, being wholly under the control of the 
 department, would possess many advantages over hired service 
 of this character. 
 
 YI. 
 TUGS, LIC4HTEES, BARGES, CASCOES, ETC. 
 
 For the prompt and safe embarkation of an expeditionary 
 force in this country it will not be difficult to procure by hire 
 the necessary means in wharfage facilities, tugs, lighters, water- 
 boats, etc. 
 
 When the force, however, arrives at its destination, on hos- 
 tile shores, another condition of afTairs is presented. 
 
 For harbor service and to assist in expeditiously unloading 
 such a force from transports, both passengers and freight, it will 
 be necessary to call into requisition all classes of harbor boats
 
 BY WATEi;. 21 
 
 available, including tugS;, launclior, lighters, barges, c-ascoes, 
 lorehas, etc. 
 
 It will never, however, be reasonable to expect to find such 
 auxiliary means ready at hand and available for the use of an 
 expeditionary force, no matter how friendly the shores may be. 
 The only case ^vhen reluuice should be j)laced in such means is 
 when conditions have been so favorable that an olFicer can have 
 been sent in advance to a friendly port to canvass the means obtain- 
 able to assist in discharging vessels of the passengers and cargo. 
 In all other cases full and suflicicnt means for setting the troops 
 and cargo ashore should accompany the expedition. Tugs, light- 
 ers, and barges should travel under their own steam, and, of course, 
 such selections should be made as will give vessels with sufficient 
 speed not to unduly retard the movement. Our experience has 
 shoAvn that there should be no attempt to tow lighters, unless 
 the conditions of distance, season, state of the enemy, the neces- 
 sities of tlie case, etc., should render that course unavoidable. 
 Full use should be made of the launches and ships' boats if nec- 
 essary. Should tliere be no other sufficient means, a typo 
 ■of flat-bottomed lighter to carry from 10 to lo tons, weighing 
 about 4 or 5 tons, with doul>le l)ottom, should accompany the 
 expedition, carried on the deck of the transport. Such a lighter, 
 with a draft of not more than 2^2 feet, would carry 10 to 15 ani- 
 mals and GO to 100 men for a short distance on smooth water. A 
 oufficient numl)er of such barges could bo carried to discharge the 
 <'ar<io in the time to he aliottcd.
 
 22 TRANSPORTATION OF TKOOrS AND MATERIEL 
 
 Great advantage will be found in using the owned harbor 
 boats of the Government en such an expedition, rather than hired 
 or chartered boats. The masters of the latter class will be far 
 more interested in the safety of their owners' property than in 
 rendering elficient service. For that and other reasons all avail- 
 able owned harbor boats could be withdrawn to accompany the 
 expedition, and their service temporarily replaced b}- hired or 
 chartered boats. 
 
 Both the British and Gennans have undertaken to provide 
 for such service in a measure by the use of sectional vessels. 
 
 Our Government has built one experimental vessel of this 
 character with a displacement of about 72 tons. This experi- 
 ment has been suHiciently satisfactory to warrant the belief 
 that it is without question a valuable adjunct under conditions 
 favorable to putting it together. 
 
 VII. 
 
 WHARVES, LANDING AND LOADING FACILITIES. 
 
 With an expeditionary force by sea, when uncertainty exists 
 as to the condition or existence of wharves, or as to the point of 
 disembarkation, it is essential to take along such means of con- 
 structing or repairing temporary landing-places as the means at 
 hand or available will permit, including piles and the means of 
 sinking them, planking, bolts, spikes, rope, etc., for repairs to 
 wharves, and also the means for building ramps and floats and 
 other facilities for disemliarkation. In the landing at Guanica, 
 Porto Rico, the ])ontoon-l -ridge train was used to make a floating
 
 31 "WATEi;. 23 
 
 wharf, and over it Averc landed easily and without accident sonic- 
 thiiifr more than a thousand animals and most of the heavy mair- 
 riel of the Army. 
 
 As a rule, once a harbor is gained, landing facilities in sonn', 
 form will be found to be available. The earliest reliance, how- 
 ever, it, to be placed in the means carried with the expedition, and 
 these are to l)e supplemented with every facility the waters afford. 
 Ultimately the local means will in most cases become the chief 
 dependence for landing supplies. 
 
 Platforms on pontoons, or casks, or stages resting on boats 
 and rafts, can Ik- used as an improvised means of landuig troops 
 tind stores in protected harbors. The (;onncction witli the shore 
 may be made, if need be, by means of a trestle bridge. 
 
 Separate landing-places should be set aside, as far as j)rac- 
 ticable, for the troops of the various arms, and for stores and sup- 
 plies. The supplies on being landed should at once be separated 
 and sent to their proper storage-places. 
 
 Liberal use should be made of placards, so that all necessary 
 information can be had concerning landing- and storage-places 
 without the necessity of asking questions; and if facilities can 
 be provided, separate wharves or portions of the beach should be 
 set aside for receiving each class of stores. As, for example, at 
 Alexandria, Virginia, during the Civil War. there were separate 
 wharves for forage, clothing, horses, mules, camp equipage, hos- 
 pital equipment, ordnance and ammunition, and railroad and 
 bridge material.
 
 24 TRANSPOKTATIOX OF I'lIOOrcJ AND ISIATEKIKL 
 
 TKANSPOET OF TKOOPS AN^d IMPEDIMENTA OX 
 
 oceax-goixct vessels. 
 
 Troops, animals, and supplies are carried over sea (1) on 
 commercial vessels under special contract or under ordinary pub- 
 lic tariff, and (2) on the owned and chartered vessels of the 
 Government. 
 
 The transportation furnished by commercial vessels, either 
 under special contract or ordinary commercial tariff, will, oi 
 course, vary in importance from the carriage of one man or a 
 single package to the full capacity of the vessel. 
 
 The method adopted for obtaining this transportation is by 
 use of transportation request and bill of lading furnished the 
 carrier by an agent or officer of the department. Such request 
 or bill of lading will l)e issued upon invoices and receipts in the 
 case of property, or proper travel order in the case of men, due 
 authority being cited in each instance. 
 
 Such carriage will not differ in any essential respects from 
 that afforded the public, l)ut as the bulk of water travel of true 
 military aspect v.-ill. as a rule, l)e by OAsned or chartered vessels, the 
 particular measures to i)e ,vdo])ted have Ijcen given attention under 
 that head. 
 
 Under ordinai'y conditions, even in cases where established 
 commercial lines exist connecting points between which much 
 iraffie is to move in times of peace, commercial lines fail to fur- 
 nish the measure of comfort, care of the sick, and convenience
 
 BY WATKl;. 2.') 
 
 alfordiHl t'oi the soldier upon owned tiiinsj)ort-f. nor would the 
 military requireineiitri be aderjuatoly nu't. if tiic sthedulc of the 
 vestiol and facilities provided wero nuide sul).servient to eonunereial 
 interest. 
 
 Furthermore, earefully kei>t btati.-lic? on this question dis- 
 close rlie fact that the ordinary operations of the present trans- 
 port service show a material saving to the Government as com- 
 pared witli service of equal merit furnished by commercial lines. 
 Under the urgency of war conditions, when military requirements 
 of dispatch and certainty become o? the first importance, the value 
 of an owned transport ser\ ice is materially increased. 
 
 THE AKMY TRA.N'SPOET SEUVICi:. 
 
 Ihe Ainiy Transport Service, comprising owned vessels of 
 the CJovernment, is engaged in transferring troops and supplies 
 between home ports and over-sea points. Jt is assimilated in its 
 juethods of administration to those of commercial steamship lines 
 as far as practicable, such modifications being made as are neces- 
 sary to adapt it to military requirements. 
 
 The Army Transport Service is conducted Ijy its own officers 
 under the «ui)orvision of the Quartermaster-General. It is a 
 Lraneh of the transportation of the Arjny practically independ- 
 ent of the other branches of the department; such matters, how- 
 ever, as relate to the Medical and Subsistence Departments are 
 under the control of those bureaus. 
 
 There are two home ports for the service, one at San Fi-an- 
 ■cisco and the other in iS^ew York. Each of these ports is proviRed 
 with suitable terminal facilities. includiTig wbarfagi' for shi]is and
 
 26 TRAN"SPOETAi:iON OF TROOPS AJSID MATERIEL 
 
 storage for freight, and with :i ^uitaljk force of employees to con- 
 duct the business of the sei'vice. The equipment of both these- 
 orfices has been materially reduced with the decreased require- 
 ments of the transport service. That at tlie port of New York i& 
 now practically on paper. 
 
 The general organization, personnel, and duties of the Army 
 Transport Service under the Eegulations are as follows: 
 
 1. General Superintendent. 
 
 2. Assistant to General Superintendent. 
 
 3. Subsistence Superintendent. 
 
 4. Medical Superintendent. 
 
 5. Transport Quartermasters and Transport Com- 
 
 missaries. 
 
 6. Transport Surgeons. 
 
 7. Marine Superintendent. 
 
 8. Assistant to jNlarine Superintendent. 
 
 9. Superintending Engineer. 
 
 iO. Assistant to Superintending Engineer. 
 
 11. Port Steward. 
 
 12. Quartermaster's Purveyor. 
 
 13. Chief Stevedore. 
 
 14. Army Transport agents at over-sea ports. 
 
 The Transport Eegulations provide for the regulation of the- 
 duties of each of tliese officials, as well as the duties of all the 
 ship's officers, and the conduct of troops on shipboard in such a 
 manner that there can ije no conflict of authority, no interference- 
 of duties, and no divided responsibilities.
 
 BY WATER. 27 
 
 MOVE.An^^NTS BY SEA. 
 
 Emharhaiion. — The Trausport Regulations ijrovide for the 
 embarkation, disembarkation, and conduct of troops on Ijoard 
 transports. 
 
 For conveyance by siiip, wliether of men or stores, applica- 
 tion will be made to the Quartermaster-General of the Army. 
 
 The statement of the commanding officer accompanying the 
 application should show fully all persons for wliom transporta- 
 tion is required. The quantity and character of baggage will 
 also be reported. The commanding officer of the troops to be 
 embarked should sejid a staff officer to precede the command to 
 the port of enibarkatiou, to arrange with the general superin- 
 tendent or other officer in charge of transport service for proper 
 assignment of quarters on board the transport. The staff officer 
 should at the same lime consult with the transport quartermaster 
 as to the number and stations of tlie sentinels durmg embarkation. 
 
 Commanding officers whoso regiments receive orders to pre- 
 pare for over-sea service will take proper precaution to see that 
 all concerned are fainiliar with the essential points in the Trans- 
 port Regulations covering the transportation of troops. 
 
 The arrival of the troops at the point of embarkation should 
 be so timed, when organizations are being dL^patched singlj-, that 
 they can be directly embarked aboard the transport without the 
 necessity of making a temporary camp or bivouac. 
 
 All fatigue details necessary to carry out the provisions of 
 Transport Regulations should be made previous to embarkation, 
 and all members of such fatigue details should be fullv instructed
 
 28 TRANSPORTATiOX OF TDOOl'S AND ^MATERIEL 
 
 as to their iTj;])Oiisli)ilitii'S and duties in advance, so as to avoid 
 confusion at a time when it is dilhcult to promulgate orders to 
 a command in process of embarkation. These fatigue details 
 should be amply large to handle the baggage, etc.. in the most 
 expeditious manner possible, 'i'hey should be well officered, and 
 should not be permitted to loaf at their duties. The work of 
 the fatigue details should be performed under the supervision of 
 an officer. 
 
 The ammunition will bo loaded first and put into the maga- 
 zine, which will he locked. 
 
 If the heav}- baggage is accompanTing the command, it should 
 be sent on board m advance of and kept separate from the field 
 equipage, if the latter is to be used immediately upon landing. 
 If the movement is a mere change of station, however, it is not 
 necessary to separate the two classes of baggage, except so far as 
 to make the light equipage first available. 
 
 The property and baggage of each company will be stored 
 -eeparately. and should be so stored as to l)e Lonveniently reached 
 immediately on disembarkation. 
 
 The baggage of troops should be securely packed and care- 
 fully marked with the name of the organization and the destina- 
 tion if known. No package should weigh more than 150 pounds. 
 
 Such baggage as will be allowed in staterooms, as well as 
 all other freight and baggage, should be sent on board in advance 
 of the troops. 
 
 The commanding officer should take pains to come to a full 
 tinderstanding with the transport quartermaster regarding ar- 
 Tansem.ents for loading and embarkation. Failure to have a
 
 BY WATKK. 29 
 
 complete understanding in the beginning will surely result in 
 a play at cross-purposes, with the result that annonng delays 
 will occur. 
 
 He should have a reconnoissancc made of roads and streets 
 leading to the wharf, in order that troops can be marched to the 
 proper point without interfering with other traffic. 
 
 All sentinels should be posted aboard the vessel before the 
 troops are embarked, and should be thoroughly instructed by the 
 ncAv oflicer of the day, assisted, if necessary, by the transport quar- 
 termaster. Troops should be embarked by companies, packs and 
 equipments properly stowed, and rifles placed in racks. Troops 
 once located in quarters should not he permitted to leave them 
 until all are embarked. 
 
 The manner in which this is performed is as follows : 
 
 The berths on the transports arc numbered consecutively 
 from 1 up. The numl)er will be found tied to each bunk. 
 Prior to embarkation the commanding olficer of the troops will 
 be furnished with a diagram of the troop compartments showing 
 the numbers of the berths, and he will make his assignments by 
 companies accordingly. The troops will not be given individual 
 numbers before they are marched aboard and located, but will 
 take the number found on the berth at M-hicli they are placed 
 when marched aboard. The knapsack containing the necessary 
 articles of equipment to 1)0 used on the voynge and immediately 
 upon disembarkation is hung on a hook at the head of the bunk 
 provided for that purpose. 
 
 After all the troops are aboard and knapsacks are stowed, 
 the arms are placed in the arm-racks.
 
 30 TRANSPORTATION OF TItOOrS AXD MATERIEL 
 
 Early opportunity should be taken to furnish necessary in- 
 structions as to messing, bathing, latrijics, wash-rooms, etc., and 
 it is considered desirable that these instructions be given the men 
 before they leave their stations at bunks. The duty of instruc- 
 tion upon these points falls upon company commanders. 
 
 The embarkation should be so timed that it shall be accom- 
 plished, if possible, between regular meals. The command should 
 be c-n board at the next regular meal hour. The meal will be 
 served from the ship's galley. 
 
 Commanding officers are held responsible that nothing but 
 authorized baggage and persons of their commands are taken on 
 board. 
 
 Proper returns of the troops will be made by the command- 
 ing officer before sailing. Commanding officers will be held re- 
 isponsible for the disciphne and movements of the men of their 
 commands. They will not be permitted to leave the ship without 
 due authority. 
 
 Conduct on Board. — A bulletin-boaxd will display extracts 
 from the Transport Regulations relative to the discipline and 
 ■conduct of the troops on board. 
 
 Officers and non-commissioned officers are charged with proper 
 police and cleanliness of the parts of the ship occupied by their 
 men, and with the enforcement of the regulations relating to the 
 conduct of enlisted men. 
 
 A non-commissioned officer will be in charge and at all times 
 present and alert in the quarters of each company. 
 
 Officers and enlisted men will not make complaints to offi- 
 cers of the ship or direct to the crew, and will not enter into con-
 
 BY WATER. 31 
 
 "troversies with tliem concerning deficiencies of service, equipment, 
 or supplies. If there is sufficient reason for such complaints, they 
 will be made by oflicert- to the police otiicer. the mess officer, or 
 the officer of the day, according to circumstances. In exceptional 
 cases tlie commanding officer may be addressed. Casuals, recruits, 
 and convalescents on board will be organized into temporary com- 
 panies. Officers and non-commissioned officers will be detailed for 
 their control. 
 
 The Commanding Officer. — The commanding officer of the 
 1:roops embarked will be responsible for the discipline and conduct 
 of all the troops on board the transport, including such casual, dis- 
 charged, and furlonghed soldiers as may be given transportation 
 aboard the ship; he will also be responsible that the Transport 
 Regulations concerning such passengers are understood and obeyed. 
 He will also be responsible for the proper cleansing of quarters 
 occupied by troops, including mess-decks. 
 
 The commanding officer of troops is bound to pay attention 
 to any representation for the good of the service made by the 
 -quartermaster, and to remember that the master is responsible 
 in all matters connected with the safety of the ship and the 
 passengers. 
 
 In all matters of navigation and m emergencies in the con- 
 trol of the ship, the authority of the master of the ship is absolute. 
 
 The commanding of^cer is charged not to interfere with 
 the duties and prerogatives of the transport quartermaster and 
 master, and under no circumstances to interfere with the con- 
 trol of the ship except in grave military emergencies involving 
 the health, discipline, or safety of the command. The routine 
 of the troops on board, and the uniform to be worn on deck, are
 
 32 ' TRAXSPOKTATIOX OF TUOOPS AND MATERIEL 
 
 io be proserihcd l.y tlie oHiciT coinmanfling the troops. The 
 commanding otiieei-, accompanied by the transport quartermas- 
 ter, the officer oi' the day, the police oificer. the surgeon, and 
 the master, will inspect tiie Itertli- and mess-decks, datrines, 
 bath-rooms, liospital galleys, etc., each day at a fixed houi-. 
 
 Prior to disembarkation, return will be furnished to the 
 transport quartermaster showing the number of persons, all ranks, 
 carried to destination. 
 
 The Police Ofjirer. — A suitable olTicer of the command will 
 be detailed Ijy the connnanding officer as police officer, wdio wall 
 have general charge of those parts of the ship occupied by the 
 troops, especially the berths, latrines, and mess-decks. 
 
 Tie will see that the troop- and mess-decks are sw-ept clean 
 each morning and after each meal. He will accompany the com- 
 manding officer daily on his inspection. 
 
 Suitable non-connnissioned officers and privates will be de- 
 tailed as his assistants. Minor matters relating to troops or dis- 
 cipline will be reported by police officers to the immediate com- 
 manders of those affected. 
 
 Such commanders will report any minor defects regarding 
 ventilating, wash-room, or other apparatus to the police officer, 
 who will report the matter to the transport quartermaster. Such 
 reports will not be made direct to any of the ship's officers or crew. 
 
 Officer in Charge of Mess.—X suitable officer will be placed 
 in charge of the enlisted men at mess ; he will be detailed by the 
 commanding ofiicer hefore embarkation. All orders affecting the 
 men at mess will be given to the transport commissary by the 
 oificer commanding the troops direct, or through the officer in
 
 BY WATKH. 33 
 
 charge of the mess. The tiiess oliieer, in consultation with the 
 transport cominissary, will draw up a schenio for the service of 
 messes in accordance Avith the facilities of the ship; after approval 
 by the commanding officer, this plan will be published in orders. 
 Such non-commissioned officers and men, as assistants to the 
 cook, bakers, and waiters, as may be necessary, will be detailed on 
 special duty. 
 
 - Boutine on Board. — The commanding oificcr M'ill cause to 
 be published the list of calls affecting the troops on board. At 
 reveille the Jiien will stand at attention at their bunks, and im- 
 mediately afterward their bedding will be cared for under regu- 
 lations to be prescribed by the police oflicer, and not in viola- 
 tion of the Transport Eegulations. The berth-decks of the men 
 will be cleared each morning of all persons, save those detailed 
 to clean them, between hours provided in Transport Eegulations. 
 The commanding officer of the troops will prescribe the hours for 
 daily exercise or drill. The command will be exercised in such 
 manner as to best utilize the space available. Bathing facilities 
 will be fully utilized under regulations prescribed by the com- 
 manding officer of the troops. Inspection of troops will be held 
 by company. Inspection in underwear should, be held weekly, 
 or oftener if necessary, at which inspection the surgeon should be 
 present. 
 
 llie Guard. — The detail for the guard will consist of an 
 officer of the da}', one or more officers of the guard if prac- 
 ticable, and such number of non-commissioned officers, trump- 
 eters, and privates as necessary. 
 
 A separate place will be assigned for the guard. Guard duty
 
 34 TRANSPOKTATION OF THOOl'S AXD MATERIeI 
 
 Oil =liij)-board will follow the ])iiiKiples laid down in the Manual 
 of Guard Daty, with such modifications as are rendered necessary 
 by environment. 
 
 In general, the duties of the guard will be to preserve order, 
 protect property, deny access to certain portions of the ship, and 
 to assist in enforcing the regulations governing the troops. 
 
 Officer of the Day. — The officer of the day is responsible 
 that the troops preserve good order and comply with the regu- 
 lations governing troops on ship-board. He will post sentries to 
 effect this end, and be responsible that sentries are properly posted 
 and instructed; will give particular attention that the troops wean 
 the prescribed uniform, that there is no disorder at the serving of 
 the meals, airing of bedding, bathing, etc., and that they are 
 excluded at all times from forbidden parts of the ship; will 
 see that meals are served to troops at proper times, attend when 
 bedding is aired, take means to prevent introduction or use of 
 intoxicating liquor, and inspect between decks after taps when 
 necessary. 
 
 Tlie Officer of (lie Guard. — If there are two officers of the 
 guard, one will always be present with it and on the alert. If 
 there is but one, he will leave the senior non-commissioned officer 
 in charge during absolutely necessary absences. The senior offi- 
 cer of the guard will cominand the guard, and assist the officer 
 of the day in the execution of duties required of him, and will 
 be responsible for the posting and instruction of sentinels. He 
 will make frequent inspections, both day and night. 
 
 Sentinels. — Tlie special orders for sentinels will be prescribed 
 bv tlie officer of the dav under orders oF the commandino: officer.
 
 J3V \VA'n:u. '.id 
 
 It will !)(' till' duty of sentinels to be constantly on the alert 
 whilst on post, and see that the Transport Kegulations are ol)served 
 by the men of the o(fininand. They will arrest soldiers failing 
 to obey their orders, or showing disrospeet to sentinels. 
 
 Fire. — In case of discovery of fire, the report is made quietly 
 to the ship's Match-ollieoi' and the olTicer of the guard. 
 
 The commanding olficer will at once offer such assistance 
 to the master and quartermaster as may be needed. 
 
 Immediately on embarking, stations will be designated where 
 each company Avill form in case the alarm of fire is given. On 
 the alarm of fire, company commanders v/ill form their commands 
 and remain \\ith them quietly awaiting instructions. 
 
 All details for assisting at the pumps or hose or rendering 
 any other assistance in case of fire or accident will have been 
 made directly after embarkation. These details will have been 
 carefully instructed in their duties and the use of appliances, 
 and will be ])racticed daily in taking their posts. On the alarm 
 of fire, they will take their places without waiting for command. 
 
 DiscmbarJx-ation. — On nearing port preliminary arrangements 
 will be made for facilitating the prompt discharge of the baggage 
 and impedimenta. 
 
 A guard will be detailed and funned previous to the arrival 
 at the wharf, to furnish the necessary sentinels to guard the bag- 
 gage and control the men of the command. The commanding 
 iofBcer of the guard should consult with the officer in charge of the 
 wharf as to the location of sentinels and posts of the guard. 
 
 If the landing-place is already occujned by troops, a staff 
 olfiei'r will meet the cominaud at the wharf.
 
 36 TRANSPORTATION OF TROOPS AND MATERIEL 
 
 The troops will leave the ship b}' company in the inverse 
 order of embarkation, and they will form on the wharf or in its 
 vicinity under their ollicers. 
 
 The necessary details for wharf guard, handling baggage, 
 police, ammunition, etc., Avill have been made and formed under 
 officers or non-commissioned officers, before the troops leave the 
 ship, in order to be at once available. They will leave the ship 
 with the command, stack arms, and at once report back on ship- 
 board to the officer who will be in charge. The fatigue details, 
 each under an officer or non-commissioned officer, will be the 
 following : 
 
 One to report to the police officer to clean up those parts 
 
 of the ship vacated by the troops; 
 One detail to report to the quartermaster of the trans- 
 port to assist in discharging the baggage; 
 One to report to the quartermaster of the troops to 
 assist in unloading the ammunition. 
 The regimental and battalion quartermasters and the regi- 
 mental and company quartermaster-sergeants will, in conjunction 
 with the ship's officers, have charge of the unloading and sorting 
 of the baggage, airnnunition, and impedimenta and of its trans- 
 fer to camp. 
 
 As the baggage and impedimenta will not be listed on the 
 manifest, it will be the duty of the regimental and conipany 
 quartermaster-sergeants to keep a close watcli over the loading and 
 discharge of the propert}', to guard against miscarriage and losses. 
 Each wagon-load should be provided, if necessary, with a guard 
 en route to camp. 
 
 No men except the authorized details will be allowed to re-
 
 BY WATER. 37 
 
 turn to the j^hip, and the guard on ship-board will not leave until 
 all the nien and baggage are ashore and the police of the mess- 
 and berth-decks is completed. 
 
 When the ship is unable to come to the wharf, the landing 
 will be made by lighters, barges, and small boats. 
 
 The details of unloading will be similar, except that the 
 fatigue details will remain on board. Great care will be taken to 
 avoid over-crowdingj and the commanding officer will observe in 
 this respect the advice of the official in immediate charge of the 
 discharge of the ship. 
 
 When there is no wharf, each ship's boat will be manned by 
 men of the crew to row and beach the boat after its release by the 
 launch. 
 
 AVhen the command cc^n^ists of a force carried in several 
 transports, the disembarkation should be under the supervision of 
 one o'Ticer. It is l)olievcd that the best results will follow if he 
 is made an assistant to the chief quartermaster or the quarter- 
 n aster in charge of the wharf. 
 
 If no other detail is made, the quartermaster in charge of 
 the wharf will fiSt^ume charge of the disembarkation. He should 
 be assisted by .such officers as may be necessary, and the details 
 of the plan of disembarkation will be communicated by him to 
 the several transports as early as practicable, each being assigned 
 a strip of the beach, or being notified as to its turn for coming to 
 the wharf. 
 
 The officer superintending the disembarkation, if not at a 
 wharf or regular landing-place, will have a temp'.trary headquarters 
 on the beach, marked by the quartermasters guidon, and he 
 
 ^594820
 
 38 TUAXSPORTATION OF TROOPS AND MATERIEL 
 
 should Jiave at lii? disposal tlic means of coininunication with the 
 transports and the various Umding-places. 
 
 He should have ample assistance in order that his orders 
 may be promptly and intelligently coinmunicated and that proper 
 records of the programme of the disemharkation may be kept and 
 communicated to the commanding general. 
 
 It is essential that in this, as well as in all other matters con- 
 cerning the movement of troops, qniet and orderly method must 
 prevail in order to procure the best results. 
 
 If the troops are the first to land on a hostile shore, it will 
 be necessary to effect the landing by way of surprise, and it will 
 invariably be covered by naval vessels, and in most cases be pre- 
 ceded or accompanied by a landing of njarine forces. 
 
 Once the landing-place is decided upon, it is essential that 
 the movement be carried forward with the utmost dispatch. It 
 'is not intended Jiero to discuss what shall lie the strategical or 
 tactical features in selecting such a landing-place, but it is desir- 
 able that it be so selected as to afford ready means of effecting a 
 isafe and expeditious landing Avith the means at hand, and if cir- 
 cumstances permit, it should be so selected as to insure the early 
 •possession of a well-protected portion of the coast, acd, if possible, 
 a bay or harbor. 
 
 Once the landing-place is decided upon and the landing 
 is commenced, it becomes the first duty of the commanding gen- 
 eral to organize the administration of his base and lines of 
 communication. 
 
 In most foreign services, especially the British, in which all 
 campaigns are conducted on foreign shores, a carefully planned
 
 BY WATF.K. 39 
 
 j^ohonio is provided lor this sorvice. whicli iiicliulcs .ill tlic staff 
 departments, as well as all arms of tlic comijalaiil imops. With 
 us, liowover. it is usuall}' held in hand bv {\\c commanding gen- 
 eral, who not only commands the base and lino of communica- 
 tions and the advancing- army as well. 1)iit i)er forms oftentimes 
 these dual functions with the same stalT. 
 
 Tliis paper, however, is only conceniod witli the transport 
 feature of the service, which still is so important a part of the 
 administration of the base and line of communications that it 
 seems necessary to say this mucli. 
 
 It seems to be conceded tliat it will scarcely be possible for 
 any country with a long line of sea-coast to prevent the landing 
 of a determined and enterprising enemy that holds the command 
 of the sea. 
 
 As to whetlier sueii a landing, once made, can be defended 
 and developed into a l)ase of operations is a question that will 
 be left to the debate of the battlefield, but it will l)e very unwisely 
 undertaken unless the means for keeping up a How of men and 
 supplies are such as must ultimiately give to the invaders the 
 superiority. 
 
 Transports engaged in carrying an expeditionary force should 
 lie numbered, carrying the numbers in large figures on both sides 
 of the ship, bow and stern. 
 
 A special system of signals Avill be provided to enable the 
 troops aboard any vessel to identify themselves. We have no pub- 
 lished regulations on this subject, but the provision would 1)0 made 
 upon the organization of an expeditionary force, and they should.
 
 40 TRAXSPORTATIOK OF TROOPS AND MATERIEL 
 
 be of such character as to insure a fall understanding, with no 
 chance for mistakes. 
 
 Troops which are to land ahead of the supplies should be 
 required to carry in their haversacks a sufficient amount of rations 
 to provide against shortage until the supplies can be unloaded. 
 
 In disembarkation the men and animals naturally take prec- 
 ^edence, and even if the facilities are fully adequate, it is obvious 
 that everything cannot be unloaded at once;* consequently this is 
 one of the times to be recognized as an emergency, and the sol- 
 dier jnust therefore carry his rations for a necessary period along 
 with his ammunition and shelter-tent. 
 
 The English overcome this difficulty in a measure by sending 
 along with the expedition a special subsistence ship, which be- 
 comes a floating commissary depot and furnishes the subsistence 
 supplies immediately required on landing. It is to be doubted, 
 however, if this method will so entirely meet the case as the 
 method of having each man carry the rations immediately re- 
 quired. With us a certain proportion of subsistence supplies are 
 carried with the company and regimental property, and if the 
 f.icilities for unloading are good, they can be had almost imme- 
 diately; otherwise some waiting is likely to be entailed, when the 
 remedy is a resort to the haversack, which under conditions 
 herein cited should contain not less than three days' rations.
 
 BY WATER. 41 
 
 IX. 
 TRANSPORTATIOX OF ANIMALS. 
 
 Arrangement and Construction of Stalls. — The stalls will be 
 so arranged that animals will stand athwartship, and provision 
 will be made so that the heads can bo reached, for purposes of feed- 
 ing and watering, and the rear, for cleaning the stalls. 
 
 The jmimals should be fed from the floor, and there is no bet- 
 ter or more economical way for watering them than from buck- 
 ets carried by hand. 
 
 The size of stalls will be 7 feet 6 inches by 2 feet 6 inches 
 between centers. The animlal should fit comparatively snug into 
 his stall as to width, but it is desirable that he have free play fore 
 and aft, as this freedom enables him to get his sea legs and keep 
 his position. 
 
 The regulation stanchions forming the corner posts of the 
 stall are of 3-inch wrought-iron pipes. Malleable iron cleats are 
 secured to the stanchion to support the side boards. The rear 
 stanchions are provided with fittings admitting of the rear string- 
 ers to run in continuous lengths, which are made of 2-inch by 
 12-inch pine; side boards are 2-inch by 10-inch pine. A space of 
 14 inches will be left below the stall boards at sides and back. 
 
 Xo breast bars will be provided, but halter chains with end 
 and center snaps will be provided, so that they may be used long 
 or short. They will be well secured, two for each stall, to the 
 front stiinohion. 
 
 The deck, after being coated with tar or properly painted, will 
 be sheathed, except at drainage-ways, with 2-inch plank laid on
 
 42 TR.AXSrORTATlOX OF TROOPS AND IMATEPJEL 
 
 2-ineh by 4-inch stringers running alhwartship. Six fore-and- 
 aft cleats, 11/4 inches by 3 inches, will be put down in each stall, 
 with an athAvartship cleat of oak, 2 inches by 3 inches, tetwecn 
 stalls. 
 
 A portion of the passage-way at the heads of animals will 
 be arranged for feeding hay and grain on the floor. 
 
 Eye-ljolts will be placed overhead, for securing with breast 
 and body slings. Back of stalls will be padded and sides left 
 smooth. Stanchions, when of wood, should be 4 inches by C inches. 
 
 Special attention nuist be given to providing ventilatViu. 
 This should be accomplished by means of electric blowers. The 
 am.ount required by regulation? is 135 cubic feet per minute per 
 animal. 
 
 Emljivlcoilon. — The process of embarkation should be carried 
 on as all other work in connection with animals, very quietly and 
 without excitement. When it is possible to use ramps, they should 
 be availed of, as the work can proceed by their use much more 
 rapidly, and quietl}', and without getting on the nerves of the 
 animals. 
 
 If ramps are impossible, then Hying stalls or slings will be 
 made use of, in which case the floor of the liying stall will be well 
 covered with hay or sawdust to prevent injury to the animals in 
 case they are thrown on their knees. Similar jjrotection should 
 be afforded at the point of contact in using the sling. 
 
 If ramps are used, the animals should, be started by putting 
 the gentlest ones' in the lead, when they should be kept going in 
 a continuous string, and upon reaching the deck should be led at 
 once to the most remote unoccupied stalls, or, on leaving the ship, 
 to the temporary picket-line. If a stubborn animal refuses the
 
 BY WATEK. 43 
 
 ramp, he should he led aside, so as not to excite his lu'ighbors, ami 
 if need be, he can be easil}- forced up the ramp by means of draw- 
 ing forward on ropes alhulu'd to the ^or\^"ard end of the ramp and 
 passed back of his haunches. 
 
 A method frequently resorted, to in discharging animals in 
 the stream or roadstead is to rig a plank through a port and to 
 lead the animal out on this plank, then force liim (mi until he 
 overbalances and is plunged into the sea. This method, when 
 pursued, is eifective, and without danger to the animal if properly 
 carried out. A few of the first animals unloaded may have a line 
 attached to the halter ajid be shown the way to the shore by meanf* 
 of leading from a boat. The others will follow. If Ihi'rc is much 
 surf, the danger is that the animals may become frightened and 
 turn back to sea. 
 
 In lowering horses into lighters the utmost care is necessary, 
 if there is a swell on, to prevent injury, and tlie tackle must be 
 instantly slackened as the animals' feet touch the lighter. 
 
 Ca7'e of Animals. — Horses before being embarked should be 
 shod before and behind, if for immediate use on landing, and the 
 Toyage is sliort. They should not be in high condition, and steady 
 work with low diet will put them in good condition for a sea 
 voyage. 
 
 They should he neither watered nor fed before being put on 
 board. The stable ordeilies will remove the manure as fast as it 
 collects, and render such assistance to horses in trouble as they 
 may require. In case of accident to any of the animals, they will 
 at once notify the proper non-commissioned officer or other pei'- 
 son in charge.
 
 44 I'ltAXSPORTATIOK' OF TKOOl'S AND MATERIEL 
 
 Tliere should be not less than one caretaker to every ten 
 animals, with proper non-commissioned officers for their super- 
 vision, and veterinaries for care of the sick. For the first day 
 little feed and no hay should be given. The oats ration will then 
 be reduced to 5 pounds and 5 pounds of bran will be fed daily. 
 The hay ration should be reduced. Mules will be fed 5 pounds 
 of oats and 4 pounds of bran. Free use of salt of the Artesian 
 variety should be made. 
 
 Some slings should be provided, so that in smooth weather 
 v/hen required they can be adjusted so as to give the animal a 
 chance to rest himself by throwing his weight into them. Slings 
 will, however, be found of little practical use, if there is space 
 available where the animal can be given an opportunity to lie 
 down. 
 
 Watering. — The animals should be watered three times a 
 day-— in the morning before feeding, at noon, and before afternoon 
 stables. 
 
 Grooming. — Horses should be groomed daily, particular at- 
 tention being paid to hand-rubbing the legs and joints and spong- 
 ing the eyes, nostrils, and dock. Every occasion should be taken 
 to afford the animal an opportunity to change his position and 
 get a little exercise. 
 
 Care must be taken to keep the deck clean. It is better to 
 remove manure as fast as it accumulates, rather than to wait for a 
 regular hour for stable police. 
 
 Sich Animals. — A few large stalls should be available for 
 sick animals. In fair weather it Avould be well to supply litter 
 for the sick animals to lie down, rather than to use the sling. 
 
 In rough weather the animal should be given as free oppor- 
 tunity to use his legs as possible, and he will soon accommodate
 
 BY WATER. 45 
 
 himself to the motion of the ship. He is a much b.-ttor sailor 
 than the average of liis keepers, and, if free to move witli the ship, 
 will preserve his poise. 
 
 Unless absolutely necessary, animals should not be used for 
 several days after landing, but they should be given gentle exer- 
 cise, careful grooming, and good care. 
 
 Major J. C. Byron offers the following suggestions; on car- 
 ing for animals at sea: 
 
 "The salient points which ought to be considered in the order 
 of their importance are. fresh air, plenty of cool, fre=h water, 
 facilities for cleanliness, exercise space, stalls, slings and appli- 
 ances, feeding, and organization of force. 
 
 "iSTo padded stalls should ever be placed on this ship, but 
 smooth boards, boarded to within 16 inches from the floor; if 
 more space is left, the animals kick each other; if less, they get 
 their legs under when they fall or lie down and cannot get them 
 out. Ventilation, flow of urine, and ease of cleaning require 
 that they should not be boarded way down. The stalls should be 
 narrow, about ? feet i inches wide, to keep them from. pitch- 
 ing about in rough weather, and as long as the ship's beam will 
 permit. I have measured the sway of animals on the upper decks 
 in heavy weather, and found that from the point of the shoulder to 
 the buttock they would pass over 7 feet G inches, while tlie ordi- 
 nary length of the animal is not above 5 feet. Stalls say 6 f€^et 
 9 inches are all right, if it is necessary to make them that short." 
 
 If transportation is to be in quiet waters, harbors or rivers, 
 and for short distances, four or five animals may be placed to- 
 gether in a stall. They should be sufficiently confined to be kept 
 in position athwartship.
 
 46 TKAKSPOKTATION OF TEOOI'S AND MATEKTEL 
 
 X. 
 HANDLING AND CAKRIACE OF FEEIGHT. 
 
 The baggage, equipage, stores, rations, animals, etc., in the 
 hands of the troops are handled l)y tlie iroops under supervision 
 of their officers. All ropes, lines, slings and gear are. however, 
 manipulated b}- the ship's crew or stevedores. 
 
 All other classes of freight, stores, supplies, and baggage are 
 handled and accounted for in the t]'ans])ort service much as the 
 same is done in the merchant marine. 
 
 The ship's manifest shows all freight, stores, supplies, and 
 baggage carried, except. such as is in the hands of the troops, and 
 feuch company and. regimental impedimenta as has been stored un- 
 der the immediate supervision of regimental and company officers, 
 and such mess-kits, etc., as will be in daily use. 
 
 The manifests are made up from the check-lists, verified as 
 the freight is sent aboard. To insure a correct tally, each load 
 ■sent to the ship for loading should bo accompanied by a loading 
 ticket, giving the list of the property; this is receipted by the 
 proper official on the wharf, and insures the property being placed 
 on the manifest. 
 
 The freight, etc., on being discharged from the ship, is again 
 checked against the manifest. Formerly there was great difficulty 
 in securing a proper check of the manifest, both in loading and 
 discharging, which was largely due to the fact that many invoices 
 of stores were necessarily split up in being sent to the wharf for 
 loading, and in some cases an invoice ^\ould go in parts on sev- 
 eral different transports. As the in\oice goes direct to the con«
 
 BY WATER. 47 
 
 tignee, tliere was no way for (lir tiansport officials lo kiiow whether 
 i;he complete invoice was shipped or not. x\s a result, when but 
 :a portion of the invoice arrived at destination, the property was 
 checked short, and when the remainder arrived, an apparent over- 
 age would be created, and for a time much confusion resulted. 
 These defects are now remedied, and it is believed that the pres- 
 ent losses are vastly less than those of the average commercial lines. 
 
 The stevedores and lorcha nuen in foreign ports are, as a rule, 
 expert thieves, and it is exceeding difticult to prevent petty thiev- 
 ing. This can be remedied in a measure by furnishing a guard, 
 bnt a far better method has been found to be to furnish each lor- 
 cha with a transfer bill of the property and charge any loss or 
 damage pro rata against the crew. ^lajor Aleshire, who for a long 
 period had charge of tlie water service in the harbor of Manila, 
 states that this method, while taking some time, produced tlie 
 best possible results. 
 
 The method of stevedoring, checking, and accounting does 
 not differ from that in vogue in the commercial world. It has 
 been found far more stisfactory to hire our own stevedores, rather 
 than to contract for the work at a certain rate per ton. 
 
 The necessity for providing storage for freight, stores, and 
 supplies, in the immediate vicinity of the landing, should be one 
 of the first things attended to. As in our service the same branch 
 that provides for the transportation also provides the shelter, no 
 reason exists for delay or neglect in this matter. If the landing 
 is to be made on the open beach, paulins and storage tents will be 
 ihe substitutes.
 
 48 TUAXSrORTATlON OF TP.OOPS AXD MATERIEL 
 
 The elementary princijsle involved in loading and discharg- 
 ing freight and impedimenta from the transport is the sequence 
 in which it is necessary to land the troops and stores on arrival 
 at the point of disembarkation. If the transports are not under 
 convoy, the fastest will naturally convey the troops and stores 
 that should first be landed. If under convoy, then those offering 
 the best facilities for disembarkation and discharge of cargo 
 should carry the troops and stores to be first landed. The disem- 
 barkation is so dependent for successful results upon the proper 
 embarkation that it is essential that the former proceed upon ra- 
 tional lines and entirely with a \iew of facilitating and expediting 
 the latter. It is impossible to lay down general rules that will fit 
 special cases further than to say that the articles first required 
 \^t11 go in last and the others in the inverse order in which they 
 are required; yet the greatest necessity exists that such rules be 
 made so as to remove all questions of doubt and to afford all con- 
 cerned the necessary information to work in full accord. 
 
 The duties connected with the disembarkation and embarka- 
 tion will devolve upon an officer of the Quartermaster's Depart- 
 ment and will involve the following matters : 
 
 1. The supervision of all arrangements for transferring the- 
 troops, animals, provisions, stores, and war materiel from the ship 
 and receiAdng them on shore. 
 
 2. The removal from the wharves of all stores, supplies, and 
 materiel not in the hands of troops, and providing storage therefor. 
 
 3. Providing for embarkation of sick and discharged men, 
 return of surplus supplies and stores, and troops returning for 
 anv reason.
 
 BY WATER. 
 
 49 
 
 4. As a rule, the same oflicer will have under his charge the 
 provision of the laud transportation required to forward the stores 
 thus received as the troops advance, whether by rail or overland. 
 
 The local office of the oiricer in charge should be marked so 
 as to bo readil}' distinguished. 
 
 Size of Packages. — One great defect of handling our stores 
 until recently was in the size and strength of the packages. It 
 was not unusual to find packages in not very strong boxes weighing 
 as much as 500 and COO pounds and even more, and a 400-pound 
 box was an ordinary thing. Kecently, however, the packages of 
 our supply departments have been reduced in weight, and the 
 maximum now allowed is 150 pounds. Several sizes are afforded, 
 all of which meet conditions carefully figured to fit into an escort 
 wagon box and at the same time of proper size to pack conven- 
 iently on mule-back. A package of this size can always be easily 
 handled by two men. The great saving, however, is in the mat- 
 ter of breakage. The large packages before mentioned scarcely 
 ever reached the storehouse with a whole skin, whereas the lighter 
 boxes are rarely broken. 
 
 On the march to Pekin the packing of the British supplies 
 from India and that of the Japanese was greatly commended. 
 The latter only under extreme circuniKtances permitted their pack- 
 ages to exceed 100 pounds; they were, as a rule, reinforced with 
 rice straw matting, which affords a very light packing material. 
 
 The British package is covered with a jute casing and the 
 packages seldomi exceed 80 pounds — one-half load for their pack- 
 mules.
 
 50 'rn.vx.si'oiriwi'iON ' or tijoops and :\[atei!Iei, 
 
 The Iius^^ian, French, and German packages were all of mixed 
 sizes. Many of them, however, showed from their marks that 
 fhey had been procured in the Eastern markets and were not the 
 normal packages for military stores. 
 
 Marking Packages. — Original packages of stores and sup- 
 plies in our service are always marked for identification. The 
 (commissary stores with the crescent in black; the ordnance with 
 the shell and flame in black ; the engineer stores with the castle in 
 black; medical stores with the caduceus in red; Signal Corps, its 
 device in black; the Quartermaster's Department, its device of 
 wheel and eagle in black. Company, regimental, and other prop- 
 erty is marked with the letter of the company, the number of the 
 regiment, etc. 
 
 XL 
 EVOLUTION OF THE TRANSPORT SERVICE. 
 
 From the time of the Civil War up to ISUS the Laiited States 
 had experienced no need for the movement of troops by ocean 
 i-outes, and at the outbreak of the war with Spain in April of that 
 year the War Department waa without a single ocean-going vessel 
 suitable for the transportation of troops and supplies for service 
 over-sea. ^ 
 
 It becoming at once evident that armies of occupation would 
 have to be dispatched to the Spanish possessions in the West 
 Indies, the Quartermaster's Department was called upon to im- 
 OTiediately take steps to furnish and equip the necessary vessels 
 for that purpose. There were available for the transport service
 
 ]i\ WATEK. 51 
 
 only the smaller and inferior types of ships; some of them pro- 
 vided willi limited passenger accoiniiKKlat iiiii>. and consisting 
 princiitallv of vessels engaged in eoaslwix' rrciglit iiig. 
 
 Jn providing the transport fleet for the movement to Cuba 
 <md Porto Kico, the charter of every available steamship of Amer- 
 ican registry on the Gulf and Atlantic coasts was considered, 
 and the majority of them were inspected to ascertain their fitness. 
 Those found most suitable were selected and hurriedly fitted up for 
 the service required. The faults of the transports thus provided 
 were that they were small, over-crowded, poorly ventilated, un- 
 sanitary, and unsatisfactory, especially for the warm climate of 
 the W^'est Indies. 
 
 The naval victory of May 1st at Manila created a similar 
 ^niiergency on the Pacific for the transportation of troops to the 
 Philippines. Fortunately, numerous trans-Pacific steamers of 
 sufficient capacity were available, which furnished a better basis 
 for the transport fleet in those waters. Temporary provision was 
 made as on the Atlantic to meet the changed requirements from 
 commercial purposes to the necessities of the military service. 
 
 The work of refitting the vessels of both these fleets was 
 necessarily performed under pressure for time and conditions of 
 particular disadvantage. It was not found practicable to estab- 
 lish in the beginning more than a general policy in refitting, and 
 the fitting up of temporary transport vessels had to be left in a 
 great degree to the judgment of those charged with the work. 
 This resulted in the use of more or less diverse means for the 
 accomplishment of the ends in view.
 
 52 TRANSPOETATIOX OV TROOPS XSD MATERIEL 
 
 It was clearly developed, however, that the use of chartered 
 vessels, fitted as might be found possible at the immediate time 
 of use, was at best an unsatisfactory method of handling troops, 
 animals, and Government stores. Therefore it was soon decided to 
 purchase the most suitable vessels obtainable on both coasts and 
 reconstruct them into transports. In doing this it was found that 
 the steamship companies were, of course, unwilling, except at very 
 high prices, to dispose of their best vessels, and those offered were 
 principally second-rate ships. ITence, in order to avoid exorbitant 
 prices, the Government was forced to make selection from a 
 rather varied assortment of the older type of foreign-built ships, 
 with the exception of the fleet of one of the large Xew York and 
 London lines, the Atlantic Transport Company. This company, 
 through its American president, tendered practically its entire fleet 
 for sale to the Depai-tment, and eight of its best and fairly modem 
 steamships were purchased. These ships were engaged principally 
 in the transportation of general freight, cattle and dressed meats; 
 the la,rgest vessels were fitted to carry a few first-class passengers. 
 
 In all, 23 ocean-going ships, 5 coastwise ships, and numer- 
 ous tugs, lighters, barges, dispatch-boats, etc., became the prop- 
 erty of the Government. Under emergency, resort was still had 
 to charter to fill temporary additional needs. At the height of 
 the development the owned and chartered vessels of the trans- 
 port service, including all classes of craft, numbered a total of 
 125. In addition to these, upwards of 200 small craft were em- 
 ployed in the inter-island service of the Philippines. 
 
 The work performed by this transport fleet from the out-
 
 liY WATER. 53 
 
 break of the war to June 30, 1903, exclusive of inter-island traMi(\ 
 consisted briefly as follows : 
 
 Armies were transported consisting of — 
 17,460 men to Porto Rico; 
 65,6l5i men to Cuba; 
 75,731^ men to the Philippine Islands; 
 3,000 men to China; 
 
 With animals, impedimenta, attaches, camp-followers, 
 and stores. 
 The total service furnished comprised the following: 
 620,787 persons; 
 73,438 animals; 
 772,709 ton? of materials; 
 6,000,000 miscellaneous packages; 
 5,000,000 pounds of mail matter; 
 And betw^een $30,000,000 and $40,000,000 in currency 
 and coin. 
 This entire work was performed without the loss of a single 
 life chargeable to any act or neglect of the service. 
 
 Following their acquirement, the owned ships, as rapidly 
 as possible, were completely reconstructed to meet the special re- 
 quirements of the military service as evidenced by the experience 
 gained. This process of reconstruction consisted of stripping the 
 vessels to the bare hulls, leaving in position only the lower decks, 
 watertight bulkheads, and parts of the machinery. The matter of 
 refitting was made the subject of careful study, and the necessary 
 provision was made for the sleeping, messing, and exercising of 
 the men; hospital and isolation wards; lavatory, latrine, and
 
 54 ■!'i;a.\m'()i;t.\tion of ri;ooi's and aia'1'i:j!1KL 
 
 bathing facilities; troop gaJleys and bakerie?, storerooms, ice- 
 houses, and cold-storage chambers; troop laundries and mess-kit 
 washing facilities, electric plants, ventilating plants, distilBng 
 plants, sanitary, fire, fresh water, and heating systems, and a 
 miititude of other necessar\' fittings for the successful transporfa- 
 tion and maintenance of from 1.500 to 2.-100 human lives for a 
 period of from thirty to sixty days at sea. 
 
 In refitting these ships, the 'tveen- and orlop-decks were 
 used as l)erthin^-spaces for the troops, and on the best, type of 
 .transport 116 cubic feet of air-space is allowed for each berth, 
 making available space for about 1,800 berths. 
 
 These berths are of the metal standee pattern, placed in dou- 
 ble and single rows, and in tiers of three high, rigidly fitted in 
 position, yet so arranged as to be portable if required to clear the 
 space for other purijoses. The bottoms are of canvas laced in 
 position, and can be removed and laundered after each trip. Aisles 
 are provided between tiers, along the ship's sides, at ends of com- 
 partments, and at convenient spaces every 18 to 24 feet across 
 the ship. Easy access from these aisles is arranged to companion 
 ladderways in each hatchway. 
 
 Over the berths are placed racks for life-preservers, and 
 along the sides and ends of each compartment are arranged the 
 gun-racks for storage in place of the troops' arms. At the head 
 of each bunk suitable hooks are fixed, upon which knapsacks and 
 other accouterments are hung. 
 
 The main deck is principally set aside for messing and lava- 
 tory accommodations, the extreme forward end teing cut off for 
 use of ship's crew. On this deck wash-rooms and lavatories are
 
 n\ \\ATi:n. oo 
 
 provided, ono foiAvard and another aft. 'Vhav lavatories extend 
 the full width of the ship, and conipriM' a total length of 80 feet. 
 Accommodations of this character have l)een found desirable in 
 fhe following proportions : 
 
 Washbasins, 8 per cent of total persons carried; 
 
 Bathing facilities (showers). 1 per cent; 
 
 Watercloset aeconimodations, 5 per cent; 
 
 Clotlies-washing tnl)s. ahoul 1 ' -j per rent. 
 Entirelv se]iarate toilet pr()vi>i()ii i> iiiaile for the erew. 
 Water, salt and fre-li. is provided, hot nr eold. as desired, in all 
 toilvt-roonis thrnughout the vessel. 
 
 The troops' mess-rooms occupy three central compartments 
 of the main deck, Avith a total length of 250 feet by 50 feet in 
 width. Folding mess-tables and benches are provided for GOO 
 men at a sitting. When not in use. tliese are folded and slid into 
 racks or slung from o\ ei'lii';iil. 'i'lic -imce thii> clejii'ed is a\ ail- 
 able for drill, exercise, and recreation. Sinks, or long troughs, 
 with running water and heating coils, arc provided along the si'deg 
 of the mess-deck for washing mess-kits and utensils. 
 
 The galley is equipped with modern devices for economical 
 service of food, and is located between the mess-rooms. 
 
 This galley is arranged with a serving-window its entire 
 length, from which the troops are served as they file past to mess- 
 rooms. The experience of the department has5 been that this is 
 the most expeditious method of messing and accomplishes the 
 distribution of the food with greatest precision and least confusion. 
 The hospital is placed at the after end of the main deck and 
 is calculated to furnish .accommodations for S'/o per cent of the
 
 56 Ti;ANSl'01?TATI0>f OF TROOPS AND MATERIEL 
 
 total persons carried. The berths are of the usual type, white 
 enameled, in rows, two tiers high. Diet kitchen, dispensar}', 
 operating-room, surgeon's ofiice, attendants' quarters, separate 
 toilet and lavator}-, and linen-room adjoin and connect with the 
 hospital ward. Two decks ahove the main hospital, and connected 
 with it by stairs, are the isolation ward for contagious cases, and 
 the refractory ward for insane patients. Separate toilets and 
 lavatories are provided, connecting with each of these wards. 
 
 The midship section of the spar-deci: is reserved for cabin 
 accommodations, dining-saloon, and other similar purposes for 
 officers and their families. 
 
 The greater portion of the spar-deck is separately cut off, 
 and arranged with reading- and writing-room, and for exercise 
 and recreation space for enlisted men. 
 
 The promenade-deck is arranged for first-class cabin accom- 
 modations for officers and families, and on this deck is placed the 
 office of the transport quartermaster. 
 
 The freight-holds, baggage- and mail-rooms, storage-room for 
 ship's commissary and hospital stores, and refrigerating-cham- 
 bers are variously arranged below the lower troop berthing-decks. 
 
 Owing to the fact that the service furnished by these vessels 
 is largely in the tropics, and on runs averaging sixty days or more, 
 especial attention has been given the subject of refrigeration. It 
 has been found advantageous to provide a number of chambers 
 capable of being simultaneously run at differing temperatures. 
 The plant consists of two 8-ton refrigerating machines. 
 
 Mechanical ventilation is provided capable of furnishing 
 100,000 cubic feet of air per minute throughout the living quar-
 
 BY WATER. 57 
 
 lers of the ship below the promenade-deck, and this fresh air is 
 supplied cold or heated as the season may require. 
 
 Fresh water is provided in the customary m.anner by storage 
 in double-bottom compartments supplemented by distillation. 
 
 XTI. 
 AUXILIAKY TRAj^SPOKTS. 
 
 It is not to be supposed that our existing transport system 
 taxed to its full capacity will be able to meet the requirements for 
 transporting an expeditionary force of large magnitude without 
 ihe supplementary aid of additional vessels procured by charter. 
 Commercial vessels of the class usually available for short-term 
 charter are unsuited, without considerable refitting and alteration, 
 for the carriage of troops and military supplies and stores, or 
 for the successful transport of animals. 
 
 Inasmuch as the temporary refitting of vessels chartered 
 for ocean transport service is an operation requiring great dis- 
 patch, the alterations and additions will be made, as a rule, at the 
 port from which the movement is scheduled to take place. 
 
 In order to ell'ect this without delay, it is necessary to have 
 at hand certain information gathered in advance, and regularly 
 kept up to date through a system of reports so arranged as to give 
 accurate data at any time desired. By this means it will be an 
 easy matter to meet the requirements of practically any condition 
 that may arise with a 'degree of exactness, and avoidance of con- 
 fusion not otherwise obtainable, so far as the fleet available for 
 •charter will make it possible.
 
 58 Tfx'AX.-irOKTATiON OF TltOOrS AND .MAT]:i{7F.L 
 
 1. ^Maintain on file dock-plans and an accurate description 
 of every vesi^el available for charter for transport service, show- 
 ing also name of owner and rate at which charter would be made 
 and the alterations required to temporarily fit her for military 
 transport service — showing l)riefly the requirements for infantry 
 and freight, cavalry or artillery and freight, freight exclusively, 
 and animals exclusively. 
 
 2. In each instance indicate the number of each class of 
 mechanics required to do the temporal-}' reiitting in. say, five to 
 twenty days' time, counting twenty-four hours, with three daily 
 shifts of eight hours each. 
 
 3. Tn indicating the changes to be made, a precise descrip- 
 tion should be given not only of the interior structural modifica- 
 tions within the vessel, but the mechanical or other appliances to 
 be installed should be plainly described and illustrated. These 
 should be simple and of readiiv dlitaiiialile character, and men- 
 tion should be made of methods by which appliances may be im» 
 provised from means at hand in case necessity should arise for 
 makeshift measures. There sliould also be shown such means as 
 should be provided for loading and unloading, additional boatsj 
 launches, barges, etc. 
 
 4. A list should be made of the various ports from which 
 expeditions M^ould be likely to set forth, also a full description of 
 the facilities to be found available for dispatching an expedition 
 without unduly interfering with the current traffic, and the names 
 of firms and individual.- at each Iroin wlioiii rcrpiired material 
 and la.bor could be quickly ol)tained in case of emergency, and
 
 in WATKH. 5*.) 
 
 showinir tlie ruling jiriri^? for tlie different ela.-sis of material and 
 labor likely to bo required. 
 
 By the advance provision and maintenance of this informa- 
 tion, it .would be pos>il)le to charter ship> at available point?, 
 place them in the hands of a suital)le olYicial of good judgment 
 in such matters, atVord all the information relating to the exist- 
 ing statu? and. necesgary change? in a certain ship for whatever 
 class of service required, put aboard of her wherever found the 
 mechanics and material? in specific number and quantity as pre- 
 viously calculated by a competent expert, immediately hegln the 
 work of refitting wliile en ronlr to designated port of embarka- 
 tion, and complete the required changes with a degree of accu- 
 racy, economy, and rapidity by no other means obtainable ; all 
 in conformity to a general plan of action shown by experience 
 to be the best. 
 
 As an illustration of the possibilities in this connection in 
 a small way. it may be stated that in .\i)ril. 1002. just ])ri'vi(iu> 
 to the evacuation of Cuba bv the American forces, it became nec- 
 essary to remove within a limited time, owing to quarantine con- 
 ditions, a large number of animals and attendant? from the 
 island. 
 
 Not a single ship was immediately available in Cuban waters 
 for the service. Those offered in response to informal invitation 
 for proposals were not fitted for the .-pecial service required, and 
 most of them were, furthermore, at ports in Mexico, South .Vmcr- 
 ica. Central America, and the Gulf State?, or they were on Um 
 high seas to or from such ports.
 
 60 TUANSPORTATIOX OF TKOOi'S AKD MATERIEL 
 
 A definite plan of refitting was established and the neces- 
 sary orders were given that resulted in the inauguration of the 
 alterations along this general plan while the vessels were still ait 
 the various ports where engaged. The work was prosecuted while 
 -at sea en route to points of embarkation and between points of 
 embarkation. As a result, without confusion, and without the 
 loss or injury of a single animal or man, contracts were made, 
 vessels fitted and assembled, and 3,000 animals and 800 attend- 
 ants were collected from eleven different points in Cuba, and dis- 
 tributed to twelve different points in the United States dur- 
 ing the twenty-seven-day period from April 4th to April 30th. 
 Every vessel was provided with required accommodations for at- 
 tendants and with facilities for feeding and watering, with neces- 
 sary stalls and ample ventilation for the animals carried. These 
 were furnished almost entirely by improvising the means from 
 the material found at hand in foreign ports. The average cost 
 of this shipment was the lowest ever made by the Department be- 
 tween the points concerned. 
 
 In calculating the number of troops that a ship will carry, 
 a rough estimate can be had by dividing the gross tonnage by 
 4V2. This will permit the cai-riage of ordinary impedimenta. 
 
 Animals will require from 7I/2 to 10 tons each. For a large 
 comlmand of all arms, carrying animals and trains in full com- 
 plements, 9 or 10 tons per man should be allowed.
 
 BY WATER. 61 
 
 XIII. 
 
 PRELIMIXAKY KNOWLEDGE. 
 
 When a state of war exists, all that is said in this paper on 
 the subject of transport presupposes that naval action has antici- 
 pated the movement of troops by water, and that the Navy has 
 gained control of the sea, and is in a position to protect the trans- 
 port fleets from the hostile demonstrations of the enemy. 
 
 Whilst for short distances over-sea consecutive voyages may 
 be relied upon, it is to be regarded as a principle only to be de- 
 parted from under special circumstances that the first outward 
 expedition should be complete, both in number of troops and 
 munitions of war, sufficient to establish and defend a base, if not 
 to undertake vigorous aggressive action ; otherwise the landing of 
 an insufficient force on an enemy's coast may subject it to being 
 overwhelmed before reinforcements can arrive. 
 
 In contemplating the plan to be pursued in prosecuting a 
 movement across the seas, the Army should be possessed of knowl- 
 edge upon the following points through the Division of Military 
 Information : , 
 
 1. As full a knowledge as possible of the theater of opera- 
 tions, including its topography, its comnmnications, and facilities 
 for transport. 
 
 3. An estimate of the strength and composition of the force 
 it will be possible for the enemy to oppose to the disembarkation 
 or which he can place across the prospective line of advance. 
 
 3, The resources of the district whose invasion is con- 
 templated, and all local information, including information as
 
 62 'ji;.\N''^i'Ojn ATiox oi' xnoors wu .mati;i;iel 
 
 to canijj-j^itotf, climate, facilities for landing troops, defensive 
 positions, etc. 
 
 The Navy should he able to furnish necessary information 
 upon the following points : 
 
 1. Tlu' naval force necessary to protect the convoy, and 
 wlicthci- the connection ^^^ith the home ports can he maintained. 
 
 2. The proper point to be selected for disembarkation; the 
 difficulties to be encountered and the advantages possessed; the 
 character of the anchorage, tides, currents, etc. 
 
 3. The ports on the coast, their resources, facilities for en- 
 trance, their dimensions, depth of water, and availability for 
 protection. 
 
 4. The defenses of the enemy's coasts and the practicabil- 
 ity of co-operation with the Army in attacking them. 
 
 XIV, 
 
 CONVOYS. 
 
 Whether or not the transport will be placed under convoy 
 of warships will be for the War Department to decide after con- 
 sultation with the Navy Department. It ^vill l)e for the latter 
 Department to render an opinion as to whether the seas are safe 
 from the depredations of the enemy, and whether or not war- 
 vessel? are available for convoy service. 
 
 Once the question of convoy has been decided, absolute com- 
 pliance with the orders and signals given by the officer in com- 
 mand of the convoy will be enforced.
 
 BY WATEIi. 63 
 
 Should the transport become separated Irdiii the i-onvnv, everv 
 effort will be made to regain it or reach the destination or ren- 
 dezvou.< and to avoid capture by the enemy. 
 
 Should the olVicer in command of the convoy have given 
 orders covering the case of a vessel becoming separated from the 
 convoy, those orders will he rigidly complied with. 
 
 ^\'ritten orders, giving tlie general instructions for and sail- 
 ing formation of the ships under convoy, and any signals that 
 may be prescribed or agreed upon, will be given by the officer in 
 command of the co7ivoy to the transport quartermaster, who will 
 see that the master is furiiislied witli a copy thereof. 
 
 XV. 
 
 coMM I-: N'^rs. 
 
 Our present transport system, counting active and inactive 
 vessels; is capable of carrying 15.000 men, baggage, and camp 
 equipage, with supplies for two months; not counting, however, 
 on carrying any animals either for cavalry or transport, or for 
 artillery. For the carriage of an army corps consisting of 36,570 
 men, together with the necessary animals, guns, and all classes of 
 impedimenta, thoro would be re'|iiired not loss tluiii 320,00(» 
 tons of shi]»piiig. and this would not iiic-lmlc any su])plics othei* 
 than what will be required for immediate use. 
 
 For the transport of an army of 100,000 men, fully 
 equipped for field service, with a proper proportion of cav- 
 alry, artillery, field transport, engineers, signal corps, hospital 
 equipment, siege guns, etc., and with supplies sufficient to last
 
 64 tr.ax.spoi.tatio.n of troops and materiel 
 
 for a period of sixty days, a fleet of something mOre "than 1,000,000 
 tons would be required. In other words, were the combined fleets 
 of the International Mercantile Marine, including as it does nearly 
 all the great trans-Atlantic shipping companies, offered to the 
 Government for the purpose of carrying to foreign shores an army 
 of 100,000 men, it would fall short by some thousands of tons of 
 accomplishing th6 purpose. 
 
 The total American tonnage on the Pacific coast, exclusive 
 of our transports, is 303,739. 
 
 The total American tonnage on the Atlantic coast is 498,133. 
 It can be figured that on the Pacific we can put to sea with 
 an army of about -10,000 men, provided we can make use of all 
 the American bottoms there afloat. 
 
 On the Atlantic coast we could put to sea with an army of 
 about 60,000 men. 
 
 It is not intended to present here a plea for increasing our 
 mercantile marine. Xor is it thought necessary to recount the 
 advantages such an increase would be in enlarging our commerce, 
 strengthening our J^avy, and giving value to our Army. But it 
 is tliought proper to point out the limitation to our arms under 
 present conditions. 
 
 These conditions limit our aggressive war -making power on 
 land across the sea to the following caseS; assuming that we 
 first obtain control of the sea: 
 
 1. To those nations against which we can form an alliance 
 and thereby procure a landing on friendly territory within strik- 
 ing distance.
 
 B\ ^VATER. 65 
 
 2. To those nations that have weak colonies which may be 
 overcome by the forces we can carry in a single expedition and 
 augment more rapidly than can the enemy. 
 
 3. Those nations that are so weak tliat no force can be con- 
 centrated greater tlian that curried by the fiv^i f'\i)edition be- 
 fore it is augmented. 
 
 The astounding developments of 1898 at once projected this 
 country into the arena of world politics through the operation 
 of forces, the origin of which no one foresaw, and the outcome of 
 which no one can now foretell. 
 
 Questions of the national defense have assumed an aspect 
 hitherto undreamed of. The protection of our own coasts has 
 hitherto been our most vital concern, involving as it would pro- 
 vision against attacks by powers whose forces would likely be 
 brought from points beyond the sea, witli practically every ques- 
 tion of transport for them to solve, and with our position pecu- 
 liarly happy from every standpoint of defense. 
 
 To-day we have Porto Eico, a measure of interest in Cuba, 
 the Panama Canal Zone, Hawaii, Guam, and other small islands 
 of the Pacific, and in addition to these the complex problem of 
 the Philippines; and finally, that national ])olicy we call the Mon- 
 roe Doctrine, which is alike the despair of the commercial inter- 
 ests and the problem of the di|)lonial.< of tlie great powers of 
 the world. 
 
 With interests so remote, and so widely scattered, the ques- 
 tion has become one involving extensive operations of an offen- 
 isive character in case of attack by any foreign power. Troops, 
 supplies, and munitions of war must now be conveyed by us to
 
 (36 tuanspoim'atiois' of Ti.oors a^d :\[AJ'En]EL 
 
 distant points of conflict, and the vast extent of the provision to 
 be made is a point upon which we well may ponder. Xo effort 
 has been made in this paper to indicate any method of enlarg- 
 ing the means we now possess. Imt merely how to make good 
 use of what will come to our hand. Added means would increase 
 our power and broaden our possibilities. 
 
 In the regulation and government of nations certain func- 
 tions are natural and primary. The first of these is the war 
 power, and without it no nation can have an independent exist- 
 ence. Once the war power of the nation is limited, the influence 
 "upon the civilization of the world is correspondmgly reduced. 
 
 The ceaseless efforts of nations to attain supremacy in com- 
 merce, wealth, and power liend every energ}^ to develop and 
 strengthen the resources from which tho«e elements are derived. 
 Only by the fullest development of those resources can be de- 
 fended our common interests against tlie commercial aggressions 
 of the nations of the world. When or under what circumstances 
 friendly commercial rivalry will be converted into armed hostil- 
 ity, who shall say ? 
 
 Where or with what j^ower our next conflict is likely to arise 
 is not for us to guess. May we not venture the hope that care- 
 ful foresight and a constant state of increasing preparedness may 
 be the price of peace?
 
 Transportation of Troops and iMateriel 
 by Rail. 
 
 I. 
 
 HISTORY OF MILITAHY USE OF RAILWAYS. 
 
 The first use of railways for military purposes was had in 
 the Crimean War. 
 
 After a period of great suiTering for the troops engaged in 
 the siege of Sehastopol, owing to the difliculty of communicat- 
 ing with the base at Balaklava, a single-track railroad was finally 
 constructed. The railroad, however, never had sufficient capacity 
 to carry the supplies required by the army engaged in the siege, 
 and it was very evident that any shifting of the scene of oper- 
 ation? would render the railway entirely useless. 
 
 It was not until after the demonstration afforded by the 
 Civil War that the power of railroads as an auxiliary means of 
 transportatioi for troojis and sii])]>lios \\a> ])i-on()inieod by mil- 
 itary men to b(^ cirrciivr. 
 
 As:ain. in 1llo^^al■ IkIwcch Austria and I'riissia. ilic Franco- 
 Prussian ^\'ar and tho Kusso-'J'urkisii War tlicy were used to 
 the limit of tlieir capacity. 
 
 The most extensive use made, however, of railroads for the 
 supply of armies was during the Civil War. when the Union 
 .irniif'S. both in the Knst and West, as well as the ("onfederatc 
 
 67
 
 68 TRANSPOETATIOX OF TLOOPS AND MATERJEL 
 
 armies, made every possible use of this means of transport and 
 directed the best, efforts of their most energetic commanders at 
 raiding and destrojdng this means of the enemy's communication. 
 
 The operations of the great Siljorian llailway in the pres- 
 ent war are exploited daily in the press and constitute a topic of 
 daily discussion. 
 
 It is interesting to note in passing that the first intimation 
 of any military use to be made of railroads, so far as known, was 
 made in an official report rendered in August,. 183fi, by General 
 E. P. Gaines, of the United State Arm}', six years after the 
 first railroad in the United States was put in operation, and 
 at a time when there were scarce a thousand miles of road built. 
 
 General Gaines in his report proposes that the Government 
 construct railroads from a central point in our domain for the 
 rapid transport of men and munitions of war to such points as 
 might be threatened by an invading army. In his argument he 
 offers the following: 
 
 *' Against the loss of a fleet at sea, or the loss of several fleets 
 in succession, added to the loss of our foreign commerce whilst 
 threatened by victorious foreign fleets and armies arrayed against 
 us from without, having our railroads held ready for action from 
 within, we should find perfect security and retain the sure ele- 
 ments of prosperity throughout our national domain; Whereas, 
 if we give up the proposed system of railroads, the loss of our fleets 
 would, in eflfect, be nothing less than the loss of our national 
 existence." 
 
 The most powerful ineans of auxiliary transport that will 
 be available for military operations within our boundaries are
 
 BY JtAIL. 69 
 
 the railways of our country. Their valuf is so great that one 
 turns instantly to them upon any order for mobilization. No 
 other means aside from water routes are thought of. For- 
 tunateh^ the system of railroads in our own country forms such 
 a network that it is a comparatively easy matter to elTect a con- 
 centration at almost any desired point by their use. 
 
 The vast advantage that rail transport possesses over wheeled 
 vehicles can be no more strongly emphasized than in quoting the 
 following statistics : 
 
 "In 1860 only 36,000,000 pounds of freight were carried by 
 caravan westward over the old Santa Fe Trail, but it required 
 over 11,000 men, 800 horses, nearly 7,000 wagons, 7,000 mules, 
 and 68,000 oxen to do the work. 
 
 "The freight charges amounted to $5,400,000. 
 
 "To-day a single freight train, with consolidation engine 
 and a crew of 7 men, takes 50 loads, more than 3,000,000 pounds 
 of freight, over this same old Santa Fe Trail, from the river to 
 the mountain. 
 
 "Eunning sixty minutes apart, twelve hours will see all the 
 freight moved over Eaton Pass that the army of freighters in 
 1860 took twelve months to carry." 
 
 The manner of using railroads for an expeditionary force 
 is materially different from the manner of usipg ocean-going ves- 
 sels, which are brought more or less under the complete control 
 of Government authority, either by purchase or charter. And 
 again it differs from tlie land transport, as the latter is usually 
 also subject completely to military control.
 
 70 TRAXSPORTATlOy OF TROOPS AND ^tlATERIEL 
 
 Tho railroads of the country will not like]}", however, in time 
 of stress be placi'd under military control, though during thd^ 
 Civil War^ under the Act of January 31, 1802, the President was 
 authorized to take military possession of all railroads in the 
 United States. A general order was issued by the War Depart- 
 ment technically assuming this military possession, thereby reu'* 
 daring the railroads of the country subject to direct military au- 
 thority. I'he railway service, ho^vever, was performed so zeal- 
 ously and satisfactorily by the railroads of the loyal States that 
 it was never necessary actually to exercise this military authority; 
 over any road not within the limits of an insurgent State. 
 
 During the early part of the Civil War tlie railway servicd- 
 for the Army, though promptly performed, suffered from the com- 
 plaints and rivalry of the various transportation companies, and 
 especially for the want of a fixed and uniform basis of compen- 
 sation. This ^^'as later corrected by pul^lication of an order by 
 the Secretary of "War pi'oviding a uniform basis of settlement. 
 This was not wholly satisfactor}-, however, and in the spring of 
 1862 a convention of managers was called and a uniform tariff' 
 for military service Avas adopted and accepted by all but two of 
 the roads operating in the loyal States. 
 
 As the Army advanced southward the Quartermaster's De- 
 partment took possession of and repaired railways abandoned by 
 their owners and managers, furnished equipment for them andi 
 operated them in some instances until the close of the war. 
 
 iSTearly all of the then existing roads in Northern Virginiai 
 were operated in this way. In the West the roads leading to the 
 theater of operations were taken possession ol', repaired, equipped'
 
 and operated in the >aiiie way. !n a t'>'\v >U(li instances, nota- 
 bly the Baltimore v^- Ohio, Louisville c^v: Xashville, and ^lissonri 
 .Kailroad. the roads made thcif ()\\ ii rcpaii's. kept up their 
 operations, and were paid for their services l)y the Department. 
 All the Continental powers of the first class either own or 
 control the railroads of the country, and have it in their power 
 to assume entire control for military purposes on the outbreak of 
 war, whether within the field of operations or not. In (ireat 
 Britain the railroads are in the hands of private companies; pro- 
 vision is made by law, however, that jiives the military a quasi 
 control of the railroad systems of the JCin])ire in time of war. 
 There can be no doubt of tlie desirability of the Govenimeiit 
 having a hand in the ]naintenance and operation of railroads in 
 war times. ^A'hilst no provision of law exists for such action on 
 the part of our Govenmient, yet the wai' ])ower presumes the 
 authority to assume charge of I'aili'oads witliin the theater of 
 war or adjacent thereto, as far as may be necessary for military 
 purposes. 
 
 11. 
 
 OEGANJZATTON AXD OPERATION OF IJAir.KOAPS. 
 In order to efl'ect a proper division of duties and to provide 
 a method of management for railroads, the folloAving classifica- 
 tion of the principal duties is made : 
 
 1. The physical care of the road and pro]ierty e«m- 
 
 nee ted therewith ; 
 
 2. The operation of the road, which includes all func- 
 
 tions concerned in the liandling of train- and 
 maintenance of equipment;
 
 72 TRAXSPORTATTOM OF TROOI'S AND MATERIEL 
 
 3. The commercial feature of getting business and 
 
 making rates; 
 
 4. Tlie collection of revenue, bookkeeping, and aud- 
 
 iting; 
 
 5. The custody and disbursement of revenue. 
 
 The general officers who care for these functions of the road 
 constitute the staff of the president or general manager, and they 
 are usually — 
 
 1. The chief engineer; 
 
 2. The general superintendent; 
 
 3. The traffic manager; 
 
 4. The comptroller; 
 
 5. The treasurer. 
 
 There are in addition to these functions other necessary du- 
 ties, such as those of the legal department, purchase of supplies, 
 hospital service, etc., which do not, however, concern the special 
 subject discussed in these pages. 
 
 In order that movements may take place expeditiously and 
 harmoniously, it is necessary that a complete understanding 
 be had between the railroad authorities and the military. In 
 order that this result can be attained, it is essential that the mil- 
 itary authorities charged with arrangmg the transportation know 
 the powers and the limitations of the railroad, including all its 
 features, Iwtli physical and orgaJiic. On the other hand, it is equal- 
 ly important that iht railroad officials fully understand the require- 
 ments and needs of the military service and comprehend the 
 means bv which tlicv are to be met.
 
 IJY KAIL. 73 
 
 Id all matters pertaining to the operation of railroads those 
 skilled in such operations should have full authority, and under 
 no circumstances should the military undertake to interfere un- 
 less the circumstances are such as to demand that the military 
 take charge of the road and its operation, and the law provides 
 for such action; in which case none but skilled operatives should 
 be made use of in the service. 
 
 In no service of any character is it necessary to pay such 
 close attention to details as in the operation of railways — a mis- 
 placed switch, a forgotten signal, a mistake in color, a figure 
 concealed in a put! of smoke, may be the precursor of dis- 
 aster. Xone know this so well as the railway operatives them- 
 selves. When it is said that the operation of the road must be left 
 to those skilled in its methods, it is not to be understood that the 
 military otficer in charge of movements shall have nothing to 
 say as to provisions to be made so far as relates to troops, im- 
 '^edimenta, and stores concerned. In fact, in complicated move- 
 ments it is wholly impossible to effect a smooth dispatch of the 
 business without the most complete understanding between the 
 operating department of the road and the officer charged with the 
 movement. 
 
 It is not only necessary that all the small details be under- 
 stood on both sides, but also that all of the minor provisions for 
 entraining and detraining, loading and unloading, shall have 
 been understood and provided for in advance; and not only is it 
 iuecessary that those in charge have a complete understanding, but 
 all subordinates must be equally well informed so far as their 
 duties extend.
 
 74 TRAXSPOUTATJOX OF TKOOPS AND MaTFRTEL 
 
 Where the line of road is a single line and the necessity 
 exists to keep it continuously open, extra care must be taken that a 
 complete understanding in ail respects exists; otherv/ise blockades 
 of a serious character are sure to occiir, which will result at least 
 in delay, if not in disaster. The causes of such blockades are many. 
 ■The primary ones are to be noted in an ill-advised dispatch of 
 large quantities of stores, materiel, and supplies of all sorts before 
 a sufficient means has been provided for disposing of them and 
 placing them under cover, and the neglect to bear in mind the 
 necessity for unloading and withdrawing empties as well as for- 
 warding loaded trains. 
 
 Great care should be taken in estimating the supplies re- 
 quired for a force of troops and a correct relation should be 
 maintained not only between the number of troops and the 
 amount of supplies, but also with due regard to the oppor- 
 tunities for rene^ving supplies. The disposition is rather to 
 overestimate than to underestimate the needs of a command 
 which results in overstraining the transportation facilities in 
 taking care of an unnecessary accumulation of stores. 
 
 lu addition, such accumulations result in deterioration of 
 the surplus stores, and make it necessary to subsequently 
 reship and store again a large part of such supplies. 
 
 Whilst we are all more or less familiar with shortcomings 
 of this character at the beginning of war, it is unfair to blame the 
 feupply departments for the evil. They simply furnish the article's 
 in such quantities as directed, and usually in response to urgent
 
 H\ I.'AIL. 4.") 
 
 demands from the front. Agam, wlieii we admit our o\\n sliort- 
 comings in this respect, it is not to be supposed that, we alone have 
 been anilty in this particular. There ha.^^ never been a mili- 
 tary campaign in which there ha.s not bei-n an aceunuilation 
 of more or less surplus stores, or some shortage of others, and 
 without exception ihere has exish'd the same sort of blockade of 
 railway lines wlienever they have been made use of. This was true 
 of the campaign between Prussia and Austria in l.SlKi, when we 
 read in an official report that only very limited means were avail- 
 able for the removal from the i-ailroad station of the stores in- 
 tended for the arm}-, resulting in blockades at every station 
 alo)ig the line; yet for twejity-one consecutive days the roads 
 carried daily an average of between 9,000 and lO.Ono men and 
 more than 3,000 animals, until the Prussian Army nf nearly 
 200,000 men had been assembled. During this jirn'od, how- 
 ever, civil business was practically at a standstill, as it had been 
 during tlie preceding fortnight, whilst the reserve troops were 
 being brought forward to their regiments. 
 
 Again in 1870 similar congested conditions arc complained of 
 by both the French and the Prussians, although the latter for 
 ^ight consecutive days transported over nine railway routes an 
 average of 55,000 men per day, or a little more than 6,000 m(*n 
 over each route. The distances were an average of twelve to 
 iifteen hours' run. The concentration of the army of 440,000* 
 men was completed between July lOtli and August 3d, including 
 the time allowed for the reserves to reach their regiments. 
 
 The movement of French materiel and stores bv rail on this
 
 76 TRAXSPORTATION OF TROOPS AND MATERIEL 
 
 occasion was perhaps the most unfortunate episode of its class 
 recorded. There were not only forwarded great masses of in- 
 l^xplicahly mixed materiel, l)ut supplies that had no relation to 
 one another. 
 
 Trains bound for one part of the frontier carried the rations 
 ifor the men. Trains for another destination carried the men 
 ■themselves. Ammunition became separated from the guns for 
 Avhich intended, and in many instances valuable mainitions were 
 lost sight of until the close of the war. 
 
 The Germans, in spite of their experience of only four year» 
 previous in the Avar with Austria, in the beginning encountered 
 much difficulty in advancing the supplies to the men. This was 
 due to the method of furnishing supplies to the German Army. 
 The contractors at this early period, as a rule, made their con- 
 tracts for delivery to the Army, and made separately their own , 
 $)rivate agreements with the railway companies for transporta- 
 jtion and delivery. As a result, stores, supplies, and munitions of 
 war poured in from all directions, and it was not possible to free 
 the cars and. forward the stores with the means at hand. As' a 
 result, the raihvays became congested and serious loss of time 
 was experienced in the movement of trains. 
 
 In the Russo-Turkish War a repetition of these scenes 
 occurred. 
 
 In the early days of August, 1877, forty loaded trains 
 blocked the single line of road on the Eoman-Bucharest line at 
 Bucharest for days, and the effect of it was felt for hundreds of 
 miles, and crippled the Army for weeks.
 
 BY HAIL. 77 
 
 The customary iiitthod of procedure with us under circum- 
 stances related above is to find fault with the transportation 
 companies. 
 
 As a matter of fact, the true explanation is that no com- 
 plete understanding has been had between the railway people and 
 the militai'y ollicers in charge of movements, no adequate provis- 
 ion having been made for receiving, storing, and forwarding the 
 supplies. As a rule, the necessity for making full provision for 
 these features is not fully appreciated until the situation lic- 
 comes forced. 
 
 TIL 
 
 FORWAEDIXG AND TERMINAL STATIONS. 
 
 Forwarding Stulion. — The forwarding station should l)o pro- 
 vided with spurs, side-tracks, and switches, to permit of setting 
 in the cars to be loaded, also for receiving cars that are coming in 
 loaded with supplies, stores, etc. T"'he extent to which such 
 special trackage will be provided will depend upon both the vol- 
 ume and character of traffic to be carried forward; whether con- 
 sisting chiefly of freight, passengers, or animals. The provisions 
 for extra trackage, platfiorms, ramps, chutes, and storage should 
 be sufficient to keep the business moving freely without congestion. 
 The station should be so arranged that each class of stores can bo 
 cared for independently without the necf^ssity of mixing supplies. 
 An adequate force of clerks, foremen, laborers, and othrr em- 
 ployees should be employed to move the traffic without confusion. 
 
 Terminal Station. — The terminal station must be similarly 
 provided with the necessary yard trackage to accommodate in-
 
 78 TRAXSPORTAllOX OF TROOPS AXD MATERIEL 
 
 coming loaded cars until they can be unloaded, and the empties 
 until they can be dispatched. The terminal station will always be 
 provided with suitable platforms, ramps, and other devices for un- 
 loading. This station will be as near the troops as possible, and as 
 the army pushes forward or changes its position, the terminal 
 station will also be changed, and a new one established at a more 
 convenient location on the same line of railroad; or, as will often 
 happen, the line of supply may be switched to another railroad. 
 It may be necessary even to build a new line or extend an old one 
 to completely meet the conditions. 
 
 Yards, Spurs, Suitches, aitd Sidmgs.— It is necessary that 
 l»otli the forwarding and terminal stations be so equipped with 
 additional yards, spurs, switches, and sidings as will accommodate 
 the traffic without blocking the way at the time of dispatch or 
 again at the terminal station. 
 
 The general rule for accomjilishiiii:- this ]iur])ose is to keep 
 the traffic on any one track ah^ays moving in the same direction. 
 In other words, lines of traffic should never be permitted to cross 
 or reverse ^vithin the yards. Trains arriving at a detraining sta- 
 tion should leave by continuing by the same track, to be with- 
 drawn after clearing the yard. 
 
 Separate points for detraining troops, unloading baggage 
 and impedimenta, and supplies and munitions of Avar should be 
 provided, all so located as not to interfere with one another. 
 
 All the supply • depots for various departments should be 
 located adjacent to the station for unloading stores and supplies.
 
 \:\ i;ai I . 7'.> 
 
 IV. 
 
 RAILWAY EQUIPMENT. 
 
 In calling for equipment for any movement the various 
 •classes of equipment usually required for military purposes will 
 ■be found to consist briefly as follows : 
 
 1. Passenger Cars. — 
 
 (a) Day Coaches — Ordinarily for day travel only; full 
 ■seating capacity, from (dO to ')5 persons. Seating capacity for 40 
 men, allowing 3 to every two seats. Except for very short dis- 
 tances, to be provided with sj)ecial water supply. 
 
 (6) Standard Sleepers. — For oflicers and sick. Contain 
 from 12 to 10 sections, with drawing-room and state-room, each 
 containing 2 double berths, accommodating ordinarily from 28 
 ■to 36 persons. 
 
 (c) Tourist Sleepers. — Ordinarily furnished for night trav- 
 el of enlisted men. Differ from standard sleeper mainly in that 
 furnishings and upholstery are not so elaborate. 
 
 2. Freight Cars. — 
 
 (a) Baggage — For free transportation of 150 pounds of 
 baggage for each person carried ; to carry travel rations not dis- 
 tributed to enlisted men. and to provide for messing en route. 
 To be furnished open end where so required. Average baggage 
 capacity, 40,000 to GO.OOO pounds. 
 
 (b) Boa;.— Average capacity, 40,000 to 60.000 pounds. For 
 transportation of impedimenta, general supplies, etc., liable to 
 damage by exposure, or subject to loss by theft.
 
 80 TRANSPORTATION OF TROOPS AND MATERIEL 
 
 (c) Refrigerator. — Average capacity, 30,000 pounds. For 
 carriage of meats and perishable supplies. 
 
 (d) Flat and Gondola Cars. — For movement of heavy or 
 bulky freight not liable to injury by weather and incapable of be- 
 ing loaded on box cars, wagons, ambulances, guns, caissons, etc. 
 Capacity, 40,000 to G0,000 pounds. 
 
 3. Stock Cars.— 
 
 (a) Ordinari]. — Slatted, without stalls. Accommodating 16 
 to 20 animals. Fitted for feeding hay, but not grain. Animals 
 must be unloaded every twenty-four hours for rest, feed, and 
 water. 
 
 (&) Palace. — Are fitted with stalls. Accommodations usu- 
 ally for from 16 to 2-1 animals and for man in charge. Stock can 
 be fed and watered en route without unloading. Extra charges 
 are made for these cars in addition to freight. 
 
 Track Capacity for Cars. — Tn order to afford a basis for cal- 
 culating trackage required in terminal and forwarding station 
 yards, etc., the following table of lengths of standard cars will 
 be useful: 
 
 Focomotive and tender, 68 feet: 
 
 Day coach, 6-5 to 75 feet ; 
 
 Standard sleeper, 65 to 75 feet; 
 
 Tourist sleeper, 65 to 75 feet; 
 
 Baggage car, 65 to 70 feet; 
 
 Box car, 31 to 36 feet; 
 
 Furniture and vehicle car, 50 feet; 
 
 Refrigerator car, 40 feet; 
 
 Flat car, 36 feet; special, GO feet;
 
 \i\ IIAIL. 
 
 81 
 
 Gondola ear, 30 to 38 tVet. 
 
 Stock ^ar, ordinary. 30 to 3-1: feet; e-apaiity. 1(5 to 'M 
 
 head ; 
 Stock car, i)iilace, 3G to 40 feet; cajweity. Ki to "^O head; 
 
 special, 50 feet. 
 
 Pdssengcr Ef/iilpmait Tiequired for J ,000 Ojf'iccrs and Men. 
 
 (a) Sleeping-ear equipiuGnt: 
 
 42 otiicers, 1 standard sleeper 75 feet long. 
 
 958 men, 24 tourist sleepers 1748 fc«t long. 
 
 Total 1823 feet long. 
 
 Note. — This allowance includes 1 foot additional for each 
 sleeper for couplings, I'tc. 
 
 (h) Day-coach e«|uipniont: 
 22 cars, 40 men each KilO feet. 
 
 It is to he understood that t'le asscnihliug of the Army and 
 its concentration, preliminary to an active campaign, and the sup- 
 ply of such an army during the campaign, are two distinct opera- 
 tions. In the concentration of the troops it is important that all 
 the energy of the service he given to accomplishing it in the sh<n-t- 
 est possible space of time, and with the least degree of hardship. 
 The second object, that of supplying the Army, should he so pro- 
 vided for that a continual stream of trallic is kept moving forward, 
 carrying stores, supplies, and munition^ of war and taking to the 
 rear the sick and wounded, and surplus and l)rok('n materiel. Only 
 the closest attention to all the details will eU'ect tiiis desired re- 
 sult so as to avoid delay and concestion of trattic.
 
 82 Ti;A>;arui;TATio^' or iTiOOis and .matikikl 
 
 PEOMDIXG FOE THE MOVEMENT. 
 
 In any movoinenls of troops, whether in large numbers, few, 
 or as individuals, the basis for furnishing the transportation is 
 the order pro\dding for it. Acting under this order, the quar- 
 terniaster enters into agreements with the railroads, inviting them 
 to offer bids for the movement, giving such particulars as to num-" 
 bers, pounds of impedimenta, animals, wagons, etc., as may be 
 necessary to enable the transportation company to form a proper 
 judgment as to the extent of the service required. 
 
 When time is limited, when no competition is to be had, and 
 when single individuals or small numbers are to be transported 
 the public tariffs of the roads may be used. In any case the 
 transportation request issued by the quartermaster will be ex- 
 changed for the necessary tickets covering the route. Individuals 
 and small parties will travel on the regular trains. Special coaches 
 may be furnished for the trip if justified by the numlier to be 
 transported. 
 
 If the body of troops is larger than one company of infantry 
 at war strength, with camp equipage and impedimenta, a special 
 train will usually be required. 
 
 As far as practicable, the breaking of military units should 
 be avoided, but as the size of the trains will necessarily be left 
 to the railroad officials, it will not always be possible to prevent 
 it and in case units are broken, it is essential that the command- 
 ing officers know in advance how their troops are to be carried
 
 BY KAIL. 83 
 
 ill order that arraiigomeiits can bi- made tor provisioning and 
 oarin.g lor the troops in each section. 
 
 'J'hc Quartermaster's Department ha.- never made annual con- 
 tracts M'ith raih'oad companies for tlie transportation of either 
 troops or suppUes, but, as a rule, uses the taiiil' rates for individuals 
 and for mo^ements of small bodies. By the aimual contract the 
 Government would be limited to a single road bitwecn points, and 
 A\Guld be excluded from imiliiig comixtitioji for the business in 
 moving large bodies of troops. It is believed that the present 
 method is in the end the less cunnbrous and more economical. 
 Within the last year contracts for the Jiiovement of large bodies 
 of troops have been made for as low as 7-10 of a cent })('r mile. 
 
 In addition, in war times especially, it is not considered ad- 
 vantageous for the department to limit its business to a single 
 line between terminal points, as it may frequently happen that 
 all available lines will be required to satisfactorily effect the traffic. 
 
 Baggage. — A certain j)ortion of the ])ersonal baggage of men 
 and officers is carried free by the railroads. This free liaggage 
 allowance, however, does not extend to camp enuipinent and im- 
 pedimenta or Government stores. The usual method, and the 
 most expeditious one, is to load the baggage into special baggage 
 or freight cars, and i)lac(' it under charge of responsible privates 
 or non-commissioned oillcers. The baggage thus carried is not 
 listed on the bill of lading, but shown in bulk; nor is it checked 
 by the railroad officials, and the responsibility for its safety rests 
 with the men in charge. 
 
 Freight. — Freight, as distinguished from impedimenta in the 
 liands of tlie troops, includes all supplies, stores, and materiel not
 
 84 TRAXSPOIiJ'ATIOX OF TROOPS AND >IATEU1EL 
 
 jet in the li.-uuls of the troo[>?;, Imt intended for the depots at des- 
 tinatio]]. Sueli propert}' is usually shipped independently of the 
 troop trains and when a matter of snffieient consequence, and the 
 time is limited, the freight should be traced by wire, so that its 
 locality may be constantly known. In some foreign services im- 
 13ortant supply trains are accompanied l)y supercargoes, whose duty 
 it is to carry all l)ills of lading and invoices and who are charged 
 with instructions as to the disposition of the cargo. 
 
 In war times it is essential that a paper giving the content* 
 of each car be secured to \he door; it is not suihcient to send a 
 list of car numl)ers, or to rely upon the bill ol lading. The lat- 
 ter may be delayed and the former will almost certainly not be at 
 hand ^\hen needed. If the list is attached to the door, no mistake 
 can he made. In addition, the duplicate of the loading ticket 
 for each car should be placed inside the door — ^this gives a com- 
 plete history of the car, and even in the absence of the bill of lad- 
 ing the car can be safely and intelligently unloaded and the con- 
 tents disposed of and checked against the bill of lading later. This 
 can only be attained, however, by furnishing the necessary instruc- 
 tions to the consignor in advance. 
 
 Animals. — As a rule, if the shipment of animals is large, the 
 only equipment will be tlie ordinary stock cars; these permit of 
 the animals heing fed hay, hut as a rule, not grain, nor is there 
 ordinarily provision for watering. They ^vill he unloaded once 
 in every twentA'-four hours to he watered and fed. If palace 
 or improved cars are furnished, the animals need not be un- 
 loaded, except on long journeys, as they can he watered and 
 fed without removal. In case the animals are to he unloaded 
 for rest and water, the transportation companies should state
 
 HY KAIL. 
 
 85 
 
 in athanct' at what points siic-h stops will ho made, in order 
 that the quarterniaster of the troops can niakf .siu-li special 
 arrangements as may be deemed necessary. 
 
 VI. 
 DETAILS OF AKRANGIiNTG FOE MOVEMENT. 
 
 CalUiig for Equipiueat. — As soon as the (|nartci-niaster re- 
 ceives the orders directintr the furnishino- of the neeessary trans- 
 portation to convey the troops and impedimenta, lie will at once 
 call upon the commanding officer to .furnish a retui-n showing the 
 strength and composition of the command, together with the 
 amonni: of property to be shi])ped and lists thereof including im- 
 pedimenta, camp ecjuipage, animals, vehicles, if any, and upon 
 these figures will be based his estimate of the number and kind 
 of cars to be furnished b ythe railroad. If the command is to take 
 the field, the orders of the commanding officer should specify with 
 particularity the amount of equipment to he taken on the expe- 
 dition — €. g., tlie numher and kind of tents, means of cooking, 
 transportation and other ca]np equipage, tools, etc. This order 
 should be specific as to Ihe limitations of baggage and equip- 
 ment in the field, and shoidd limit )iot only the luinihci' of pounds, 
 but also the character of e(piipmei)t. 
 
 The quartermastiM' will then call upon the railroads to fur- 
 nish the nec-essary e(|uipnient at a stated time and designated 
 point. In estimating for the ])assenger coaches, he should allow 
 two double seats for three men. In estimating for tourist sleep- 
 <'rs, he should estimate two douhle herths for thi'ee men. And for 
 each oflficcr one douhle herth in stnudai'd sleeper.
 
 86 TRAXSPORTATIOX OF TROOPS AND :MAT1:1!IKL 
 
 He Avill call for the exact niiiuber of flat cars, box cars, 
 stock cars, baggage cars, passenger coaches, or tourist sleepers 
 and standard sleepers needed to accommodate the command. 
 The instructions to the railroad company should not only 
 give the exact number of cars of different kinds, l)ut should also 
 indicate the order in ^^']licll they are to bo placed from front to 
 rear, and the direction in which the train is to head. Thus: 
 
 Two flat cars; 
 
 Three box cars; 
 
 Five stock cars — 90 animals; 
 
 One box car for forage; 
 
 One baggage car, open ends, for rations, provision for 
 making coffee; 
 
 Eight ])assenger coaches — 4(i men each: 3 men to each 
 two seats; 
 
 One Pullman sleeper, standard. 
 
 Headed east. 
 
 To he placed at named siding at 8 a. m. 
 
 Date, August 1st. 
 There is nothing so discouraging to railroad men as to be 
 disappointed in matters of schedule or to find that details given 
 are incorrect and nuist be changed. It sometimes happens that 
 no attempt is made to give the exact amount of freight equipment, 
 but a rough estimate is made, which ^'it is thought will be suffi- 
 cient," and in many cases must be changed by cutting out a car 
 found to be in excess of requirements. There is no real neces- 
 sity' for such orrcns. and they are always a sure indication of neg- 
 lect. The freight and baggage equipment should be called lor
 
 i;^ i;aii.. 87 
 
 ill aiii])K' liiiH' ill iulvaiuc to iicniiil (n' a ilioioiiLjli inspoclioii. 
 careful and inetliodieal loading without iuuTy or confusion, and 
 to allow time for assembling ilie fatigue details between the 
 eonehisiou <>!' ilic loading of freight and ba^rgage and the time 
 fixed for tlic cnd-aining of llii^ troops. 
 
 As a rule, the raihoads will have little ditlieulty in furnish- 
 ing the freight and baggage e(|uij)inent in advance of the pas- 
 senger equipment, though when the eonninmd is small or the 
 amount of freight and baggage is small, it will be found simpler 
 to set in the entire equipment at one time. Where there are sev- 
 eral trains to be moved, however, this is un(lesii'al)le. as they occupy 
 too much trackage, and if made u]) entire, the freio-bt and bag- 
 gage cars are likt'ly to be iniouNcniently pbued for loading. In 
 such cases the freight, baggage, and stock cars should l)e set in 
 in advance and conveniently placed for loading. 
 
 These details should be in the hands of one man. Any at- 
 tempt at direction by superior authority after the details have 
 been worked out by a staff officer and promulgated can result only 
 in disarrangement and delay. The commanding officer, if he 
 has left matters to his staff ollicers, sliould give detailed orders 
 with caution unless he has kept himself constiintly in touch with 
 the details as they have been developed. 
 
 Above everything else, avoid changing the scheme in the niid~t 
 of its accompUshment. as such a cliajige will disturb the free 
 operations of the railroad, and i-csult in disjointed and unsatis- 
 factory service and most annoying delays. 
 
 In case the railroad has but a single track, it is highly desir- 
 able that all the movements in the processi of concentration be
 
 88 'ri.'.vxsroPiTATiox of moors axd :\r.vTi:i;iEL 
 
 completed from one dire'.tion Ijeforc they are taken up from the 
 opposite direction; otherwise the road i.- almost certain to hecome 
 blocked at its sidings by movement of an nmisual traffic in oppo- 
 site directions at the i^ame time. This is a matter that can be 
 provided for in tlie orders given by the commanding general, di- 
 recting the concentration of the troops. Simihirly, in dispersing 
 troops fi'om a point of concentration, tliose going in the same 
 direction should be disiDatched togetlier, leaving those going in 
 the opposite direction to be dispatched together. 
 
 Yll. 
 LOADIXG 'JITE rA[PEnT:\lEXTA. 
 
 The impedimenta, baggage, and rations should be so loaded 
 that no difiiculty v.ill be had in unloading and separating them 
 and distributing them to the proper owners. 
 
 All such property, except the liglit hand-baggage of officers 
 and lilanket-rolls or knapsacks of enlisted men, should be placed 
 in the iDaggage cars prior to entraining tlie troops, leaving noth- 
 ing to go into the passenger coaches and slee]iers except that 
 which will be carried on the backs of the men and in the hand, 
 so that as the troops are detrained the coaches will be left entirely 
 free of any form of iiiipedinienta. and can at once be carried away 
 by the railroad company to some convenient place of storage. 
 
 The property and baggage of each company will be stored 
 separately as far as possible. When practical)! e, a car should be 
 given to each two companies, which will enable each company to 
 avail itself of the end of a car. For light can)p equipment this
 
 I!V IIAIL. 80 
 
 will bo a too liberal allowanoo. and a r^ingle car for each battalion 
 shoaltl suffice. 
 
 Every article of baggage and property and every package 
 should be plainly marked or labeled. It is not practicable to fur- 
 nish checks for this class of iirojjerty. 
 
 The travel rations for the journey, unless distributed to the 
 troo]is. should be placed in an opt'n-end baggage or freight car, 
 next the leading coach. This car for long journeys should be pro- 
 vided with the means of making cofTee. If not already so pro- 
 vided, one of the field ranges can be sot up in an improvised man- 
 ner for the purpose, care being taken to guard against danger from 
 fire by setting the stove up in a shallow box filled with sand. 
 
 Transportation of Wagons, Horses, etc. — In loading the field 
 transportation for carriage by rail, the first essential particular, 
 and one never to be lost sight of, is the necessity of keeping the 
 parts to be used so marked and located that they can be at once 
 identitied and parts belonging to the same vcliicle on the same 
 train can be put together without delay. 
 
 This may seem a very simple statement, as simple as say- 
 ing to the storekeeper, "You must not put your nails in the box 
 with your sugar"; yet I have often seen inexperienced troops in 
 moving unable to find a bolt, perhaps essential to hold the wagon 
 together; a tongue misplaced, the harness of the small lead mule 
 being placed where one expects to find the harness of the big 
 wheeler, and dozens of other similar annoying details out of joint. 
 
 These things seem small, yet delays, inconvenience, humili- 
 ating predicaments, discomfort, and not infrequently absolute
 
 90 TRAX-SPORTATJON OF TROOl'S AND ilATERlEL 
 
 disaster, result on account ot' just such altoii-othcr avoidable- 
 oversights or omissions. 
 
 It ■nill not be undertaken in these pages to indicate where 
 the nuts, l)olts. linch-pins or wrenches belonging to each vehicle 
 should be put. furtber than to say that they should be placed in a 
 bag for the purpose, where the wagoninastcr or other employee, 
 or the teamster, if he accompanies the exjtcdition. can be held 
 responsible for their safety. 
 
 It is not sufficient that the teamster alone should know where 
 the various articles belonging to his wagon and team are to be 
 found, but it is essential that there be one place for all such arti- 
 cles, and that they are always placed there. The wagonmaster or 
 non-commissioned officer in charge should have oversight of all 
 these details, and be responsible that they are carried out. Each 
 wagon will have a separate number and the detachable parts will 
 have corresponding numbers, to provide for ready assembly on 
 unloading. 
 
 The wagon, for long journeys, will be knocked down; linch- 
 pins, nuts, bolts, wrenches, etc., will be placed in a bag and secured 
 in the jockey-box. 
 
 The harness will l)c placed in gunny-sacks, and each sack 
 tagged with the number of the team. The harness is usually 
 loaded into the car with the forage if there is room. 
 
 The halter-atraps should be taken charge of by the wagon- 
 master, and should be immediately available on detraining. They 
 should be placed in the car carrying the forage for the teams. 
 
 Transportation of Troops. — In calling upon the transporta- 
 tion company for tlie equipment to accommodate the troops, the
 
 i!V i;ail. 91 
 
 quartermaster slioiikl t'urni::li hoth the niuulier of troop? ami 
 the class of equipment desired. 
 
 In ease the movement is a short one and to te made entirely 
 b}' day or before miiluight, day coaches will be used. The quar- 
 termaster, in calling for the e(iuipment. slioiild flirurc tliree men 
 for each doable seat, unless the day coachc.- are to be used tlirougli 
 the night, in which case one man will be figured for each double 
 seat. Da}- coaches should l)e used at night, however, only when 
 it is impossiple to provide jourist slet'pers. which latter will iie 
 provided whenever the journey is of a length of tAventy-four hours. 
 
 Should the command be a small one, insulhcient in size to 
 warrant the use of a standard sleeper for the officers, each offi- 
 cer will be furnished with one full section in the tonrist sleo]v 
 er, curtained off from the sections used by the men. 
 
 The coaches or tourist sleepers Mill come immediately after 
 the ration car. The standard sleeper for officers will follow the 
 tourist sleepers or coaches. 
 
 Movement of Freight. — The heavy freight, surplus ammuni- 
 tion, surplus rations, etc.. will be separately loaded into freight 
 cars, and may accompany the ti'oops or may be billed independ- 
 ently of the troop train. The desirable method, however, when 
 troops are assembling in camps of instruction or moving to a 
 point of concentration, is to have all freight eai-ly required by 
 the troops, as well as baggag'' a!i<l camp e(|uii)age. move with 
 the troop train. 
 
 Transportation of Aiilnials. — Aninuils will be led into the 
 cars facing alternately head and tail, and, except in very hot 
 weather, the tighter they can be packed into the cars the better. 
 Ordinarily there is no difficulty in inducing ammals to entrain.
 
 92 TRANSPORTATION OP TROOPS AND MATERIEL 
 
 The lioad-linltor:- should he left on animals and straps removed. 
 Teams of nmles should be loaded and should stand in the cars as 
 thev are drhen together in the team. ]\[ules should be tagged with 
 numbers, so as to be quickly identified. Horses used to service 
 together should be loaded together into the cars. If necessary 
 for identification, they should be tagged. 
 
 The forage for the animals will be carried in a freight car 
 attached tc the tiain next to stock cars. '>» 
 
 In calling for the equipment, the number of animals should 
 be given, and it should be stated whether they are mules or horses; 
 as a rule, from one to three more mules than horses can be placed 
 in a common stock car. It is usual to furnish palace stock cars 
 for the movement of horses belonging to officers, if there are 
 enough horses to justify this special service. 
 
 Usually when animals are transported by rail in large num- 
 bers, the ordinary stock car is used. A suitable ramp will be 
 provided for loading and unloading, preferably a platform 
 ramp. If such platform is not availa])le, however, ordinary chutes 
 will answer the purpose; as many should be provided as necessary 
 to load the train with dispatch. 
 
 The floor of the car should be coated with an inch or two of 
 sand, earth, or sawdust, to prevent the animals from slipping when 
 the floors become wet. 
 
 Sometimes hay is used as a substitute; this, however, is not 
 good practice, on account of the danger from fire. The animals 
 may be shipped either shod or unshod. If they are to be used 
 immediately upon hmduig, they should be shod ; otherwise they 
 had best be shipped unshod.
 
 i'.Y IJAIT.. 93 
 
 Animals, as a I'ule. stand long joiirnt'vs best if jiot in high 
 condition; they should be fed and watered before entraining. 
 On long journeys they should bo detrained once every twenty- 
 four hours, at which time they should be watered and fed. 
 
 In leading the animals aboard, they should be K'd ((uietly 
 and gently, and in a continuous string without interruption. The 
 first to go aboard should be a gentle animal; shoidd any refuse 
 the ramp, he should be led aside and later be blindfolded and. if 
 need be. urged forward with a rope passed in rear of the haunches. 
 
 Ordinarily there will be one or two attendants for each car- 
 load, unless the animals belong to an artillery or cavalry command, 
 or a wagon train, when a detail will be told off for the animals. 
 
 Animals traveling on board train should be fed the fall ra- 
 tion of hay and a limited quantit}- of oats when practicable. 
 
 Hospital Trains. — In time of war, when troops arc encain])ed 
 in large bodies, it is found necessary to relieve the troops in camp 
 of their sick. This is done l)y providing hospital trains, which 
 remove the sick from the field and division hospitals as fast as 
 the medical officers in charge projiounce them convalescent and 
 V^uitable subjects for sick-leave for recuperation at some central 
 hospital or at their homes. These trains are solid Pulhnan 
 trains, with a corps of medical officers and nurses and all neces- 
 sary provisions for taki)ig eare of the sick and Avounded. 
 
 The large proportion of sick alwa\s to be found with the 
 Army in the field emphasizes the necessity of relieving the Armv 
 of their care })y every proper means. The promptest and surest 
 is the hospital train, and these trains should be equipped in such 
 numbers as to furnish means of withdrawing the sick to central
 
 ^4 TKAXSroUTATION OF TKOOI'S AND MATERIEL 
 
 hospitals or points of recuperation as rapidly as they accumulate. 
 This results in an advantage to the sick transported, to those left 
 behind, to the hospital authoritios, and to the Army at large. 
 
 V'lII. 
 
 ENTIJAIXING. 
 
 The comniandiiig otiicer of the troops should detail an otii- 
 cer as entraining officer, to proceed to the point of entraining in 
 advance of the arrival of the command, to arrange, in conjunction 
 with the quartermaster, for the proper assignment of the cars to 
 the command. He should cause all cars to be marked, designat- 
 ing the organization to occupy each. 
 
 The commanding oiFicer should cause the staff officer who 
 visits the train to inspect it, and to assign the space, to make a 
 reconnoissanc« of the approaches, so that the entraining can take 
 place without confusion or delay and without interruption to other 
 traffic. 
 
 The troops should be marched to the entraining-point, not 
 more than fifteen minutes before the time fixed for the departure 
 of the train. 
 
 If nece&sary, a guard will be establislied in the vicinity of 
 the point of entraining, the necessity of which will be determined, 
 under direction of the commanding officer, by the staff officer 
 sent to reconnoiter the route. If a guard is required about the ap- 
 proaches, it will precede the troops: and as soon as the latter are 
 entrained, it will quickly follow. , 
 
 The entraining officer will, as the command approaches, in- 
 dicate to each company commander the car or cars he is to occupy,
 
 BY KAIL. 95 
 
 and the company eouniiandcr will inarcli liis comiiiiiiKl directly 
 aboard^ using both onds of tlie ca,r when he i.s to occupy the en- 
 tire car. The men in the leail should he directed to proceed at 
 fence to their places in the car. so as not to block the aisles. 
 
 The ears of each train should be marked on or near the for- 
 f\vard step on the side toward the entraining station in chalk wflli 
 ithe designating number of the train ; also each car should bo sim- 
 ilarly marked with its number in the train, fixing the order of 
 (precedence, and each car should also be marked with the name of 
 the organization. 
 
 It is the duty of the station entraining officer to super- 
 vise this marking; he Mill furnish each organization with 
 a written memorandum, showing the number of the train, num- 
 ber and kind of cars, the direction headed, the point where lo- 
 cated on the tracks, the point for entraining, and the hour for 
 entraining and dispatch. 
 
 The men as soon as entrained will at once be cautioned in 
 the economical use of water, as few cars are equipped to furnish 
 more than a meager supply. A supplementary supply can be 
 provided by arranging witli the railroad company to place a 
 barrel filled Avith Mater on the platform of each coach. 
 
 Commanding officers will be held responsible that no un- 
 authorized person or baggage is permitted on boai'd the train. 
 
 It is the duty of the quartermaster in charge of entraining 
 to see that proper facilities are furnished for entraining the ani- 
 mals, and to see that skids are provided for running wagons and 
 trucks aboard flat cars. 
 
 If facilities are not at hand, it will be necessary to improvise 
 such ramps as the means at hand will aiTord, making use of any
 
 96 TRANSPORTATIOX OF TROOPS AXD MATERIEL 
 
 plaukS;, rail?, railroad tics, bales of hay, sod, earth, etc., as may be 
 required. 
 
 Wagons should be shipped knocked down as required by reg- 
 ulations. If, however, the run by rail is a short one and they are 
 required for immediate use on arrival at destination and delay 
 in detraining will occasion delay in coJiibinations, the vehicles may 
 be run on liat cars and shipped by merely removing the wheels, 
 when the latter should be placed in the beds of the wagons. No 
 emergency will justify the shipment of vehicles without remov- 
 ing the wheels ; they should be thoroughly chocked and tied with 
 rope, so as to prevent them from changing position. 
 
 Artillery carriages are moved on flat cars and in a manner 
 similar to the movement of wheeled transportation. The harness, 
 saddles, bridles, etc., are cared for in a manner similar to the 
 care bestowed upon the harness for the wagon trains. 
 
 IX. 
 
 COXDUCT OX BOArvD. 
 
 Duties 011 Board. — All officers and noii-commissioned officers 
 are required to give close attention to the police and cleanliness 
 of the coaches occupied by their men. 
 
 The commanding officer will provide such regulations as will 
 prevent damage to Lhc coaches and secure the orderly conduct of 
 the troops. 
 
 A non-commissioned officer should be in charge of eacli coach, 
 and should at all times be present and alert, and sliould be respon- 
 sible for the conduct of the men in the coach.
 
 r;Y ifAJL. 07 
 
 'Ihe coiiiiuanding olTicer is responsible for the discipline of 
 the troops on board, and should establish such guards and take 
 such other steps as will secure proper discipline ainongst the troops 
 and prevent interference or anno3'ance in the operation of the 
 train. 
 
 The eonimaudJng ollicer, accompanied by the. olTicer of the 
 day and the quartermaster, should make frequent inspections of 
 the train. 
 
 If the transportation company has failed to furnish trans- 
 portation as provided in the contract, the commanding officer 
 Avill report the deficiencies to the quarterinaster furnishing the 
 transportation. 
 
 Police. — The commanding officer should designate an officer, 
 preferably the officer of the day, as police officer, whose duty it 
 will be to have general charge of the police of all parts of the 
 train occupied by troops. He should see that seats, floors, clos- 
 ets, and wash-rooms are kept clean, and that there is no waste of 
 (water. A non-commissioned officer should be detailed to assist 
 the police olficer, and he should have immediate charge of the 
 general police, and particularly of the closets, wash-rooms, etc. 
 
 The non-comraissioned officer in charge of each car will be 
 subject to the orders of the police officer in all that affects the 
 police of the car. 
 
 The Commissary. — The subsistence officer will liave charge 
 of the mess arrangements for the enlisted men. An open-end 
 haggage or freight car, provided with facilities for makmg coffee, 
 should be regarded as essential, except in time of great stress of 
 traffic, when it may not be possible to procure one.
 
 9S TRANSPOIirATIOK OF TROOPS AND MATERIEL 
 
 The commissary ofiicer should prepare a scheme for the 
 service of meals, so that there wiJl be the least confusion and 
 discomfort possible. 
 
 Inspections. — Inspections without arms should be held as 
 required by regulations. 
 
 The Guard. — ^The detail for the guard should consist of an 
 officer of the day and such other officer and non-commissioned 
 officers and privates as in the opinion of the commanding 
 officer may be necessary for good discipline and to insure the 
 carrying out of his orders. 
 
 The guard should be given a separate place on the train. 
 'The guard should be used to preserve order, to protect property, 
 to deny egress from the train, and to enforce the orders of the 
 com.manding officer. 
 
 The officer of the day should establish such posts and should 
 make such inspections as will insure the accomplishment of the 
 purpose of the orders of the commanding officer. He will espe- 
 cially be on his guard against the introduction of intoxicating 
 liquor aboard the train. 
 
 X. 
 
 DETEx^INING. 
 
 Physical Features of Roads, Yard, etc. — If the detraining is 
 to take place at a concentration camp or in its vicinit}', it will 
 be necessary that provision be made for side-track, spurs, and 
 switches, to facilitate and expedite nsovements, and to place 
 freight, baggage, stock, and flat cars in such positions that they
 
 J5Y HAIL. 99 
 
 can be unloaded independently and without blocking the road at 
 points where the passengers are to be detrained. 
 
 The temporary yards should be so located as to be readily 
 accessible to the carap site, and they should be level if possible, 
 especially where it is expected to detrain and entrain passengers 
 and to load and unload freight. A separate location should be 
 "had for the temporary store-houses that will not interfere with 
 shipping of cars and the entraining and detraining of troops and 
 materiel. Yet it should be in the near vicinity and readily acces- 
 sible. Ordinarily, for hasty movements, the building of platforms, 
 for convenience in entraining and detraining the men, is not con- 
 sidered essential. Platforms should, however, be built for dis- 
 charging freight and supplies, for the various supply departments. 
 It is not considered essential, on the other hand, that platforms 
 be built for the discharge of the baggage and impedimenta of the 
 troops arriving in camp. The spurs of track on which the cars 
 will be located that carry such equipage and impedimenta should 
 be separated sufficiently to permit baggage wagons to be brought 
 up to the car doorg and receive their loads directly from the cars. 
 
 Order and Method. — The detraining should be in the hands 
 of the same officer of the troops who had charge of the entrain- 
 ing. The labor of loading and unloading the baggage and equi- 
 page o'f the organization should be performed by a detail of en- 
 listed men, and the sajne detail should perform both services. 
 
 The officer of the troops in charge of their detraining should 
 have definite instructions as to the time and place of reporting 
 to the staff officer at destination under whose direction the detrain- 
 ing is to be effected.
 
 100 TKANSI'ORTATIOX OF TEOOl'S AND JMATliFvIKL 
 
 A non-commissioned officer from each organization should be 
 in charge of all property and supplies required in camp. 
 
 The troops upon being detrained should at once be formed 
 at a short distance from the train. The troops on leaving the 
 train will at once step out to such a distance as will leave the 
 immediate vicinity of the train clear. Under no circumstances 
 should any member of the detraining organizations be permitted 
 to return to the passenger coaches, which should be free and re- 
 leased within a few minutes of the time that the engine is halted, 
 the freight, baggage, and animal cars being at once detached 
 and men on freight spurs in position for prompt unloading, the 
 non-commissioned officer in charge remaining with the baggage 
 and impedimenta. As soon as the troops shall have left the train, 
 the passenger equipment should be removed to storage tracks. 
 The railroad authorities should be impressed in advance with the 
 necessity of promptly removing these coaches to a point more or 
 less remote, in order not to block the road for succeeding trains. 
 The fatigue details should at once be made available for unload- 
 ing the camp equipage, baggage, and stores foi^ immediate use. 
 
 The non-commissioned olncers in charge of stores for each 
 organization, having accompanied the freight and baggage cars, 
 will note their final location on the storage tracks and serve as a 
 guide to the detail sent to unload the camp equipage, etc. 
 
 As soon as the troops have been detrained, the station de- 
 training officer should place in the hands of the commanding 
 officer of the troops a copy of all necessary memoranda afford- 
 ing information immediately required, indicating the method 
 of procuring needed supplies for his camp, such as food, water.
 
 BY RAIL. 101 
 
 appliances for sinks, forage, bedding if any, and any other de- 
 tails essential to be known at the time. 
 
 Bemoval from the Vicinity of the Railroad. — The station 
 detraining officer should tell off an assistant or an orderly, if no 
 'staff officer has been sent for the purpose, to guide the command- 
 ing officer with his troops to his place in camp. 
 
 The officers with troops charged with the details of detrain- 
 ing should not wait until the train stops at its destination to 
 •make the arrangements for detraining, but all details should be 
 anticipated and provided for in advance, so that the instant the' 
 signal is given to detrain, every man will move as one and will 
 Icnow in advance just what to do, and if a mem])er of a detail, he 
 will be previouply told where to report — e. g., at the forward end 
 of the train on the detraining side. Or the fatigue details may 
 be assembled on board the train, and upon detraining will then 
 be marched direct to the scene of their work. The location of 
 the station detraining offiicer will be indicated by the quarter- 
 masters guidon, and any information desired may at once be 
 had by application at tliat point. 
 
 Staff officers with proper instructions from the commanding 
 general should meet the arriving command and guide the troops 
 to their proper place in camp. 
 
 The troops should leave the train by company, and should be 
 assembled by battalion or in any other manner that the command- 
 ing officer may direct. 
 
 If the fatigue details have been told off and assembled before 
 the troops reach the point of detraining, they will detrain inde- 
 pendently under the orders of the officer in charge.
 
 102 TUANSPORTATION OF TROOPS AND MATERIEL 
 
 "J^he following details will be required: 
 
 One group to report to the quartermaster of the troops 
 to unload tlie hand-baggage of officers and carry 
 it to camp ; 
 One group to report to the quartermaster of the troops 
 to unload ammunition, rations, and baggage. 
 Those details will be assembled promptly under charge of an 
 oflficer, and should be amply large and sufficiently provided with 
 non-commissioned officers to accomplish expeditiously the follow- 
 ing services simultaneously: 
 
 1. The unloading of mules, horses, and wagons; 
 
 2. The unloading of baggage, camp equipage, rations, 
 
 and ammunition; 
 
 3. The drawing of supplies — viz., wood, forage, and 
 
 water, unless other provisions have been made 
 for the above; 
 
 4. The procuring of such camp supplies as are fur- 
 nished by the Quartermaster's Department — viz., 
 sink-frames, barrels, lime, oil fuel, hay for 
 bedding, etc. 
 
 , The quartermaster of the troops should inform himself in 
 advance, if possible, whether or not he will be obliged to rely 
 upon the wheel transportation brought with him, or if he will be 
 temporarily supplied by the depot quartermaster in camp.
 
 BY KAIL. 103 
 
 XT. 
 
 ENTEAINING AND DISPATCH OF LARGE BODIES. 
 
 In providing for the dispersal of a large body of troops, the 
 details of providing railroad equipment, entraining, and dispatch 
 of trains must be worked out with the greatest care, for details and 
 full information must be provided to all concerned, both troops 
 and railway officials. It is believed that these points can be most 
 satisfactorily illustrated by a concrete example, quoting from the 
 l-eport of the Chief Quartermaster of the Maneuver Division at 
 Fort Eiley, 1903 : 
 
 "Arrangemenls for Return Journey — I'rovisions for the re- 
 turn journey were made well in advance. Information showing 
 the equipment to be furnished in each case, the number of each 
 train, and its location on the tracks; a schedule showing time 
 of departure and from what point each train would be dispatched; 
 carefully prepared instructions as to where and in what manner 
 bills of lading for freight accompanying each movement of troops 
 would be completed, together v/ith other necessary instructions in 
 detail, were furnished commanding oflicers and quartermasters 
 well in advance of the date set for breaking camp. By this means 
 oversight or errors in calling for equipment could be discovered 
 and remedied in ample time. The m^ke-up of trains was worked 
 out with great care, and by reference to memoranda below it will 
 be seen that the make-up of entire individual trains was provided 
 for in detail. 
 
 "Quartennasters and commanding officers were requested to 
 notify connecting lines by wire of the hour at which their trains
 
 104 TRANSPOKTATION OF TROOPS AXD MATERIEL 
 
 would arrive at junction points, giving the number of men, amount 
 of baggage, equipment, etc., in order that prompt service might 
 be insured. Agents at such junction points were notified by the 
 Chief Quartermaster of the hour of departure of all trains, but it 
 is obvious that it would be impracticable to keep in touch with all 
 detachments of troops dispersing to various parts of the country 
 after their leaving camp. 
 
 ''The result of the arrangements made proved successful 
 The first embarkation of troops occurred on the morning of the 
 27th of October. The schedule prepared for the entraining of 
 the various militia organizations allowed three hours and thirty 
 minutes; the time actually consumed was three hours and twenty- 
 five minutes, for twenty-one trains, several of which were doubled 
 as far as Manhattan going east, and Junction City going west. 
 These twenty-one trains distributed troops to nearly two hundred 
 different points, and all agents of railroads at connecting points 
 were notified by the Chief Quartermaster of the time of depart- 
 ure. The trains were dispatc'hed at intervals of fifteen minutes, 
 and, with the exception of one provisional regiment, the first em- 
 barked, which was thirty minutes late, there were no delays. 
 
 "In the movement of the regular troops, similar satisfactory 
 results were obtained, under far less advantageous circumstances. 
 The night preceding was wet and stormy, and the morning of the 
 movement very disagreeable, under which circumstances all work 
 would ordinarily have loeen very sIoav. All trains, however, were 
 dispatched precisely on schedule time, M'ith the exception of a sin- 
 gle cavalry regiment.
 
 BY R.VIL. 105 
 
 "The following memoranda were published by the Chief 
 <Juartermaster by authority of the commanding general, with the 
 view of expediting and systematizing the entraining and depart- 
 ure of troops : 
 1. "Office of the Chief Quartermaster, 
 
 "Provisional Division, 
 "Fort IJiley, Kas., October 25, 1903. 
 *'The Commanding Officer, 
 
 "By authority of the Division Commander. 
 
 "Sir, — I have the honor to inclose herewith a memorandum 
 showing the number of the train, and the equipment therefor, 
 which will convey }our command from this encampment on the 
 morning of November 1, 1903. It is understood that an order 
 will be issued by the Adjutant-General of the Division directing 
 the regiments to strike their heavy tentage, and place all heavy 
 baggage and equipage aboard the freight trains which will be made 
 up on the siding during the 31st inst., and to clear their camp 
 sites, returning quartermaster's supplies and stores not needed to 
 points from which drawn, so as to leave as little work as possible 
 to be done on the day of breaking camp. 
 
 "All freight, baggage, and stock equipment of the railroad 
 will be set for all trains by 8:00 o'clock a. m. on the 31st inst., 
 when they will be available for your command to load. Each 
 car' of this equipment will be marked with the number of the 
 train. Please send your quartermaster to the office of the Chief 
 Quartermaster for instructions in case there is anything what- 
 ever in doubt as to the metliod by which the details of this en- 
 training shall take place.
 
 106 TE-iNSPOKTATION OF TPtOOPS AISID MATERIEL 
 
 "It is contemplated that the first organization will leave 
 camp at seven o'clock a. ni., after which other organizations 
 will leave until the last shall have departed, at intervals of fif- 
 teen minntes between trains. 
 
 "It is desired that nothing be left undone to be ready with 
 the baggage loaded for the moveaient, as any delay will neces- 
 sarily disjoint the schedule and result in multipiying the delay. 
 "The freight, baggage, and stock equipment will be marked 
 wth the number of the train at the east end of the car, on the 
 side towards the camp. 
 
 "'Very respectfully, , 
 
 "Chief Quartermaster." 
 2. "Headquarters Provisional Division, 
 
 "Chief Quartermaster's Ofiice, 
 
 "Fort Eiley, Kas., October 28, 1903. 
 "The Quartermaster, 
 
 "Through the Commanding Ollicer. 
 
 '■'Sir, — You will report at the olfice of the Depot Quarter- 
 master, at the end of Spur No. 4, Pawnee Flats, on the morning 
 of the 3ist inst., at nine o'clock, to arrange for tlie completing 
 of the bills of lading for Government property to be carried 
 on tlie railroad equipment transporting your command to its 
 home station. 
 
 "A representative of the Quartermaster's Department will 
 be a"t that place to arrange all details, as will also a representa- 
 tive of the raUroad company, who will sign all bills of lading 
 as each equipment is loaded.
 
 BY RAIL. 107 
 
 "It is intended to complete all bills of lading on the 31st 
 instant. Quartermasters and acting quartermasters will be ex- 
 pected to bill their ovm property and to provide necessary trans- 
 portation requests. 
 
 'Tery respectfully, , 
 
 "Chief Quartermaster." 
 3. "Headquarters Provisional Division, 
 
 "Chief Quartermaster's Office, 
 
 "Fort Riley, Kas., October 28, 1903. 
 "The Quartermaster, 
 
 "Through the Commanding Officer. 
 "Sir, — As soon as the freight and baggage equipment of 
 youT company shall be completely loaded and ready for the make- 
 up of the train, on the morning of the 1st proximo, the Chief 
 Quartermaster, or his representative who will be stationed at the 
 switch on the main line, will be at once notified. 
 
 "As soon as troops are aboard their respective trains, the 
 Chief Quartermaster, or his representative at the same point, will 
 be notified, when signal will be given for dispatch of the train. 
 
 "Very respectfully, , 
 
 "Chief Quartermaster." 
 4. "Headquarters Provisional Division, 
 
 "Chief Quartermaster's Office, 
 
 "Fort Piley, Kas., October 26, 1903. 
 "The Commanding Officer, 
 
 ^^y authority of the Division Commander. 
 'Sir, — Reference to the return of your command to its proper
 
 108 TRANSPORTATION OF 'J'ROOPS AND MATERIEL 
 
 station, it is respectfully suggested tliat you cause your quarter- 
 master to wire the various routes with which your organizations 
 connect, in order that prompt service may be had from junction 
 points. 
 
 "The Chief Quartermaster of the Division has arranged trans- 
 portation for leaving this encampment, but it is ■obvious that it 
 will be impossible for him to keep in touch with the movements of 
 all the detachments of troops dispersing from this camp in or- 
 der to arrange prompt connections. This should be done by the 
 commanding officers and quartermasters whose commands are 
 concerned. 
 
 'Tlailroad agents should be notified of the time to expect 
 arrivals at junction points, and the number of men and amount 
 of equipment in each case. 
 
 "All baggage should be carefully marked, so that it can be 
 promptly identified, and it should be stowed together in such a 
 way as to avoid confusion when removed from baggage cars at 
 destination. 
 
 "Very respectfully, , 
 
 "Chief Quartermaster." 
 5. "Headquarters Provisional Division, 
 
 "Chief Quartermaster's Office, 
 "Fort Eiley, Kas., October 28, 1903. 
 "The Commanding Oilicer, 
 
 "By authority of the Division Commander. 
 "Sir, — I have the honor to request that chutes for loading
 
 JiY RAIL. 
 
 \09 
 
 itock be all placed the night of the 31st instant, and that stock 
 be loaded at daylight, or as early thereafter as practicable, on 
 the morning of November 1st, in order to expedite the entraining 
 of animals. 
 
 '^''eiy respectfully, , 
 
 "Chief Quartermaster." 
 G, "Headquarters Provisional Division, 
 
 "Chief Quartermaster's Office, 
 "For Riley, Kas., October 28, 1903. 
 "The Quartermaster, 
 
 "Through the Commanding Oilicer. 
 «Sir^ — It is respectfully recommended, in order to facilitate 
 and expedite the labor of loading on the morning of breaking camp, 
 and departure of troops therefrom, that the same fatigue details 
 oised during the 31st for the loading of cars be continued for the 
 following day, and that these details be made sufficiently substan- 
 tial so that no delays can result on account of insufficiency of help. 
 
 ^^ery respectfully, , 
 
 "Chief Quartermaster," 
 It was found desirable to furnish the foregoing memoranda, 
 in order that all concerned should become acquainted with the de- 
 tails of entraining. 
 
 "In perfecting the arrangements for this movement of troops, 
 the followanc: forms of memoranda were made use of:
 
 no 
 
 TRANSPORTATION OF TROOPS AND MATERIEL 
 
 > Headed west. 
 V Headed west. 
 
 "MEMORANDA FOK OPERATIXG DEPARTMENT, 
 UNION" PACIFIC RAILROAD COMPANY. 
 
 "The following- trains !?hould be made up complete, and set 
 on the siding at Pawnee Flats by eight o'clock on the morning of 
 October 26th, for the Texas Provisional Regiment: 
 
 "To go via M., K. & T. : 
 
 1st train : 3 baggage cars, 
 
 6 tourist cars, 
 
 1 Pullman, standard, 
 2d train: 2 baggage cars, 
 
 6 tourist cars, 
 
 1 Pullman, standard, 
 
 "To go via Rock Island route: 
 3d train: 2 freight cars, ] 
 
 4 SfcS? \ Headed east. 
 
 1 Pullman, standard, J 
 "Also the f olloAving at the west end of Spur No. 4 : 
 
 1 vehicle car, 
 
 2 furniture cars, 
 1 stock car, 
 
 1 flat car. 
 
 "Also the following freight and baggage equipment, which will 
 be numbered from east to west; therefore, in placing equipment, 
 
 read up: 
 
 Nebraska: 4th train: 1 stock car; 4 baggage cars. 
 
 5th train : 1 stock car ; 4 baggage cars. 
 
 6th train: 1 stock car; 3 baggage cars. 
 
 Iowa: 7th train: 1 baggage car; 1 palace stock car, 16 horses. 
 
 8th train: 1 baggage car. 
 
 9th train: 1 vehicle car, large; 1 baggage car. 
 
 Missouri: 10th train: 1 stock car, palace, 17 horses; 1 baggage car. 
 
 11th train: 1 baggage car. 
 
 Kansas: 12th train: 1 flat car; 2 stock cars; 1 freight car; 1 furniture 
 
 car; 6 baggage cars 
 
 13th train; 1 stock car; 6 freight or baggage cars. 
 
 14th train: 1 flat car; 2 stock cars; 2 freight cars; 1 bag- 
 gage car. 
 
 1 5th train : 2 stock cars ; 4 freight or baggage cars.
 
 BY RAIL. Ill 
 
 "In addition to this, it is desired to have the following pas- 
 lenger equipment placed upon the other spars: 
 "On Spur Xo. 2, the following : 
 
 Nebraska: 4th train: 1 Pullman, standard; 12 day coaches. 
 5th train: 10 day coaches. 
 6th train: 1 PuUmao, standard; 5 day coaches. 
 
 "On Spur No. 1, the following: 
 
 Iowa: 7th train: 1 Pullman, standard ; 7 tourists. 
 8th train: 1 Pullman, standard; 6 tourists. 
 9th train : 1 Pullman, standard ; 7 tourists. 
 
 "Spur No. 3, to be used for freight and baggage : 
 
 Missouri: 10th train: 12 day coaches. 1 To be run on to siding as soon 
 nth train: 10 day coaches. J as Texas is out. 
 
 "There should be niade up as near to, and as available as pos- 
 sible to the Pawnee Flats, the following passenger equipment in 
 sections as follows: 
 
 Kansas: 12th train: 8 day coaches. 
 
 13th train: 11 day coaches. 
 
 14th train: 4 day coaches. 
 
 15th train : 5 day coaches. 
 
 "The following trains should be made up complete, and set 
 on the siding at Pawnee Flats by eight o'clock on the morning 
 of October 31st. 
 
 'T!n making up trains for the movement of these troops, it is 
 absolutely necessary that either a baggage car with doors in 
 ends, or a freight car similarly provided, be placed next the pass- 
 enger equipment, so as to admit of ingress and egress, on account 
 of travel rations to be carried therein.
 
 112 
 
 TRANSPORT ATIOK OP TROOPS A]\D MATERIEL 
 
 2d Via U. P. K. K. to J bit D. A. Russell, Wyo. 
 
 Infantry: 1st train: 1 baggage car; 1 ordinarj' freight car; 2 ordinary- 
 stock cars; 2 gondola cars; headed west. 
 Via U. P. R. R. and D. & R. G. to Fort Logan, Colo. 
 2d train: 1 baggage car; 1 ordinary freight car; 4 ordinary 
 
 stock cars; headed west. 
 ^^ia U. P. R. R. and D. & R. G. to Fort Logan, Colo. 
 3d train: 1 baggage car; 1 ordinary freight car; 3 gondola, 
 cars. 
 
 "Also the following freight and baggage equipment, which 
 will be numbered from east to Avest ; therefore, in placing equip- 
 ment, read up. 
 
 Equipment to be placed on Spur Xo. 4 as far as possible, and 
 
 the overflow taken up with Spur No. 3. 
 
 1st Batt. & Via U. P. R. R. to Fort I'ouglas, Utah. 
 Headq'rt'rs 
 12th Inf't'v. 
 
 Cos. "I" 
 
 & "M," 21st 
 
 Inf't'y. 
 
 Cos. "K" 
 
 & "L," 21st 
 
 Inf't'y. 
 
 4th train. 1 baggage car; 2 ordinary freight cars; 2 or- 
 dinary stock cars; 1 palace car, 8 horses; 4 
 gondola cars. 
 
 Via U. P., C. G. W. and N. P. to Ft. Lincoln, N. D. 
 
 5th train: 1 baggage car. 
 
 Via U. P., C. G. W. and N. P. to Ft. Keogh, Mont. 
 
 Afso 5th train : 1 baggage car; 1 furniture car; 2 ordinary 
 stock cars; 2 gondola cars, 28 mules, 4 
 horses. 
 
 Via U. P. and C. M. & St. P. to Ft. Snelling, Minn. 
 
 6th train: 2 ordinary freight cars (1 with open end, placed 
 next passenger equipment); 2 ordinary 
 stock cars. 
 
 Via U. P. & N. W. to Ft. Snelling, Minn. 
 
 7th train: 2 furniture cars (1 open end, placed next pas- 
 senger equipment); 1 palace horse car; 1 
 gondola car. 
 25th Inf't'y. Via U. P. & F. E. & M. V. to Ft. Niobrara, Neb. 
 
 8th train: 1 baggage car; 4 ordinary freight cars; 4 gon- 
 dola cars. 
 
 Via U. P and F. E. & M. V. to Ft. Niobrara, Neb. 
 
 9th train: 1 bag.gage car; 5 ordinary freight cars. 
 
 Via U. P. to Fort Leavenworth, Kans. 
 10th train : 1 baggage car ; 4 ordinary freight cars; 1 palace 
 horse car, 16 horses; 1 gondola car. 
 
 21st Inf't'v. 
 
 21st Inf't'y 
 with Head- 
 quarters. 
 
 eth Inf't'y.
 
 BY RAIL. 113 
 
 Signal and Via U. P., Big Four and C. & O. to Washington Barracks 
 Hospital and Fort Myer, Va. 
 
 Corps. 14th train ; 1 baggage car ; 2 freight cars. 
 
 "In addition to the above, it is desired to have the following 
 
 passenger equipment placed upon other spurs: 
 
 "On Spur No. 2 : 
 
 4th train: 5 tourists; 1 Pullman, standard. 
 5th train: 6 tourists; 1 PuUman, standard. 
 6th train: 6 tourists; 1 Pullman, standard, 
 
 "On Spur No. 1: 
 
 7th train; 7 tourists; 1 Pullman, standard. 
 8th train: 5 tourists; 1 Pullman, standard. 
 
 9th train" 5 tourists; 1 Pullman, standard. • 
 
 (Buffet car desired, if possible, on 9th train; 17 officers, 25th infantry, 
 
 on this train.) 
 
 10th train: 6 daj' coaches, one of which should be chair car. To be 
 
 held as near Pawnee Mats as possible, and run in on 
 
 the first available empty spur. 
 
 "The entire equipment for trains Nos. 11, 12, and 13, 
 
 carrying the lOtli Cavalry, will be made up and made available 
 
 at the long spur running into the quartermaster's corral. This 
 
 on account of the large number of animals to be loaded there. 
 
 The complete equipment of these trains will be as follows: 
 
 10th llth train; 4 ordinary freight cars; 7 ordinary stock cars; 2 
 Cavalry: palace horse cars, 31 horses; 9 gondola cars; 
 
 1 tourist. 
 12th train: 1 ordinary freight car; 24 ordinary stock cars; 1 
 
 tourist sleeper. 
 13th train: 2 baggage cars; 9 tourists; 2 Pullman, standard. 
 
 "The first two trains should be put on this siding, so that 
 freight can be loaded on the m(.rning of the 31st, not later than 8 
 o'clock; passenger equipment can be run in after freig'ht equip- 
 ment has been loaded and AvithdraAvn. The former should be 
 held near at hand.
 
 114 
 
 TRAXSrOI!TAT]OX OF TROOPS AM) M.VTKRIF.L 
 
 "Traill Xo. 14 sliould be held in liaiul ready to run to Pawnee 
 Flats, as early as possible, as follows: 
 
 14th train: 3 tourist sleepers; 1 Pullman, standard. 
 "All tovirist sleepers above enumerated to be sixteen section 
 or equivalent. 
 
 '^ery respectfully, , 
 
 "Chief Quartermaster." 
 "The following consolidated memoranda were prepared for 
 use in the Chief Quartermaster's office, and copies were furnished 
 for necessarv use of all concerned: 
 
 Organiza- 
 tion. 
 
 6 
 
 d 
 
 Route. 
 
 3 
 O 
 
 6 
 6 
 4 
 
 7 
 6 
 
 7 
 
 d 
 
 a 
 
 1 
 1 
 
 1 
 
 1 
 1 
 
 1 
 
 1 
 1 
 
 o 
 
 O 
 
 Q 
 
 Baggage. 
 Freight. 
 
 o 
 o 
 
 fa 
 
 6 
 
 u 
 
 1 
 
 "S 
 
 u 
 3 
 fa 
 
 TEXAS 
 
 NEBRASKA 
 
 IOWA 
 
 MISSOURI.. 
 KANSAS . . . 
 
 1 
 2 
 3 
 
 4 
 5 
 6 
 
 7 
 8 
 9 
 
 10 
 11 
 
 12 
 13 
 14 
 15 
 
 U. P. & M. K. T.. 
 U. P. & M. K. T.. 
 U. P. & R. I 
 
 Union Pacific 
 
 Union Pacific 
 
 Union Pacific 
 
 U. P. & Burl 
 
 U. P. & Burl 
 
 U. P. & R. I 
 
 Union Pacific 
 
 Union Pacific 
 
 Union Pacific 
 
 U. P. & M. K. T.. 
 
 U. P. & R. I 
 
 Union Pacific 
 
 12 
 
 10 
 
 5 
 
 12 
 10 
 
 8 
 
 11 
 
 4 
 
 5 
 
 3 
 2 
 1 
 
 4 
 4 
 3 
 
 1 
 1 
 1 
 
 1 
 i« 
 
 6 
 
 1 
 
 2 
 
 1 
 6 
 2 
 4 
 
 1 
 
 1 
 
 1 
 1 
 
 1* 
 
 It 
 
 9 
 
 i 
 
 2 
 2 
 
 1 
 1 
 
 1 
 
 * Palace, 16 horses. 
 X Palace, 17 horses. 
 
 ** Vehicle. 
 
 XX Q. M. fur. car, to be loaded 26th.
 
 I'.Y KAIL. 
 
 115 
 
 Organization 
 
 2d Infantry. 
 
 12th Infantry. 
 
 21stlnf., Cos. I 
 &MandK&L 
 
 21st Inf., 1st & 
 2d Batt... 
 
 •25th Infantry. 
 
 €th Infantry. . 
 10th Cavalry. 
 
 Signal & Hos- 
 pital Corps 
 
 Route. 
 
 U. P 
 
 U.P.D.&R.G. 
 U.P.D.&R.Q. 
 
 U. P. 
 
 U. P. &N. P.& 
 C. & G. W. 
 
 U. P. &I. c. & 
 M. & St. L... 
 
 U. P. &N. W. 
 
 U. P. & F. E. 
 M. V 
 
 U. P. 
 
 U. P. to Fort 
 
 (Via Sidney).. 
 
 U. P., Wab., 
 
 Big Four and 
 
 ' C. & O 
 
 Destination. 
 
 Fort Rassell... 
 Fort Logan . . . 
 Fort Logan . . 
 
 Fort Douglas.. 
 
 Fort Lincoln . 
 Fort Keogh... 
 
 Fort Snelling. 
 Fort Snelling. 
 Ft- Niobrara.. 
 
 Ft.Leavenw'th 
 Robinson 
 
 Washington. . 
 
 Remarks. 
 
 6 horses. 
 
 Orl baggage 
 car.openend. 
 
 10 horses. 
 
 *'Open end 
 baggage;25th 
 Inf. desire 
 buffet car for 
 17 people. 
 
 *1 chair car, 
 10 horses. 
 
 ♦31 horses. 
 
 Air-brake 
 box cars.
 
 116 
 
 TRANyPOKTATION OF TROOPS AND MATERIEL 
 
 "The following form of schedule was prepared and dis- 
 tributed : 
 
 SCHEDULE OF DEPARTURE OF TRAINS, TRANSPORTATION 
 MILITIA TROOPS FROM PAWNEE FLATS, FORT 
 RILEY RESERVATION, TUESDAY MORN- 
 ING, OCTOBER 27, 1903. 
 
 Texas: 
 
 Train No. 1 
 
 
 
 2 
 
 
 
 3 
 
 Nebraska : 
 
 
 4 
 5 
 6 
 
 Iowa: 
 
 
 ' 7 
 8 
 9 
 
 Missouri; 
 Kansas: 
 
 
 10 
 11 
 12 
 13 
 14 
 15 
 
 . 7 
 . 7 
 . 7 
 . 7 
 . 8 
 . 8 
 . 8 
 . 8 
 . 9 
 . 9 
 . 9 
 . 9 
 .10 
 .10 
 .10 
 
 :00 a. m- 
 :15 a. m- 
 :30 a. m. 
 :45 a. m- 
 :00 a. m. 
 :15 a. m. 
 :30 a. m. 
 45 a. m. 
 :00 a. m. 
 :15 a. m. 
 :30 a. m. 
 :45 a. m. 
 :00 a. m. 
 :15 a. m. 
 :30 a. m. 
 
 SCHEDULE OF DEPARTURE OF TRAINS, TRANSPORTATION 
 REGULAR TROOPS FROM PAWNEE FLATS, FORT 
 RILEY RESERVATION, MONDAY MORN- 
 ING, NOVEMBER 1, 1903. 
 
 Train No. 1 7:00 a. m, 
 
 " 2 7 :15 a. m. 
 
 " 3 7:30 a.m. 
 
 " 4 7:45 a.m. 
 
 " 5 8:00 a. m. 
 
 " 6 8:15 a. m> 
 
 " 7 8:30 a. m. 
 
 " 8 8 :45 a. m. 
 
 " 9 9 :00 a. m. 
 
 " 10 9:15 a. m, 
 
 " 11 9:30 a. m 
 
 " 12 9:45 a. m 
 
 " 13 10:00 a. m 
 
 2d Infantry : 
 
 12th Infantry; 
 21st Infantry: 
 
 25th Infantry : 
 
 6th Infantry: 
 10th Cavalry : 
 
 Signal Corps and 
 Hospital Corps • 
 
 14 10:15 a. m.
 
 BY KAIL, 
 
 117 
 
 ''In addition to the foregoing, the following detailed form of 
 memorandum was furnished each organization and to officials of 
 the railroad company: 
 
 KANSAS NATIONAL GUARD, 
 
 Organization. 
 
 Train No. 12. 
 
 Brg. Hqrs., Co. A 
 
 ]stRegt.,Batt. B 
 
 Co. F and Band 
 
 Co.G 
 
 Co. H and Hqrs 
 
 Co. I & Hosp. Corps. 
 Co.K 
 
 Train No. 13. 
 
 Co. B, 1st Regt. 
 
 Co. C 
 
 Co.D 
 
 Co.E 
 
 Co, L 
 
 Co. M 
 
 Co. C, 2d Regt. . . . 
 
 Co.F 
 
 Co. D, Reg. Hqrs, 
 Co. I and Band.... 
 
 Train No. 14. 
 
 Co. A and Batt. A. 
 
 Co.B 
 
 Co. E 
 
 Train No, 15. 
 
 Co.G. 
 Co.H. 
 Co.K. 
 Co. L. 
 Co. M. 
 
 Destination. 
 
 Route. 
 
 Topeka 
 
 Hiawatha.. . . 
 
 Sabetha 
 
 Lawrence. . . . 
 Manhattan... 
 Atchison 
 
 Burlingame. . 
 
 Burlington.. . 
 
 Chanute 
 
 Ottawa 
 
 Yates Center. 
 
 Fredonia 
 
 Sterling 
 
 Larned 
 
 Newton 
 
 Emporia 
 
 Wichita 
 
 Wellington. . 
 Hutchinson. 
 
 Osborne 
 
 Ellsworth 
 
 Lindsborg 
 
 Concordia.. . . 
 Saliua 
 
 Union Pacific, 
 do 
 do 
 do 
 do 
 do 
 
 U. P., M. K.& T 
 
 and S. F 
 
 U. P., M. K.& T 
 
 do 
 
 do 
 U. P. and M. P. 
 M. K. &T., S. F 
 
 do 
 
 do 
 
 do 
 
 do 
 
 U. P. and R. I. 
 do 
 
 do 
 
 Union Pacific. 
 
 do 
 
 do 
 
 do 
 
 do 
 
 Cars req'r'd 
 
 1' 2 
 
 1 
 1 
 1 
 1 
 1 
 
 Remarks 
 
 ♦Furnt. oar. 
 20 horses, pal. 
 
 1 20 horses, pal. 
 
 9 horses. 
 
 7 horses. 
 4 horses. 
 
 (2 horses go 
 with baggage.) 
 
 5 horses.
 
 118 TKAXSPORTATIOiN" OP TKOOI'S AND iMzVT]:UlEL 
 
 "In conehidiiig the subject of entraining and transporting 
 the troops on their departure from tills encampment, it will 
 be noted that three distinct steps marked the arrangement of the 
 details of the transportation feature, in order to ensure a thorough 
 understanding of all particulars, both by the troops to be carried, 
 and by the railroad officials furnishiug the equipment and service : 
 
 "1st. Each individual organization with a separate destina- 
 tion was taken up in turn, and its routing fixed. 
 
 "2d. These were then consolidated, and a common routing 
 given as far as practicable, until full trains were made up. The 
 detailed equipment required was then tabulated as previously 
 shown herein. 
 
 "3d. There was then furnished to the operating department 
 of the railroad a memorandum of tlie make-up of each individ- 
 ual train, giving the order in which the cars pertaining to each 
 train were to be ])laced on each track, and the direction each was 
 to head. The necessary schedules were prepared, showing hours 
 of departure, also giving other details of the movement, and fur- 
 nished to all parties at interest." 
 
 XII. 
 
 CONSTEUCTIOX AN^D EEPAII? OF RAILROADS. 
 
 The occasions in these days will be frequent when it will be 
 found necessary in the midst of an active campaign to construct 
 railroads of considerai)le length. In the past several notable 
 examples exist of the construction of railroads during the prog- 
 ress of the campaign, the most notable of which were the roads 
 constructed by Iiussia in the campaign of 1877 between Bender
 
 i:v liAii.. 119 
 
 and CJalatz. 'I'ho length cons^triutcd was KiT miles, and the 
 time occupied was from the middle of Juno until the following 
 Xovember. 
 
 In the present war both contestants are bending every energy 
 to build new roads and repair old ones and to increase the power 
 of the latter by increasing the number and length of the sidings. 
 
 During the Civil ^Vi\v very extensive railroad construction 
 iw^as undertaken, and the systematic method with which repairs 
 were accomplished, and destroyed portions of the roads restored, 
 is one of the marvels of that gigantic struggle. In many cases 
 a road that had been torn up for miles, tics burned, bridges de- 
 etroyed. and rails bent and twisted, was again in operation before 
 the lapse of forty-eight hours. 
 
 Not only was the material, including ties, rails, spikes, 
 switches, and bridge material, on hand for reconstruction, but in 
 many instances, the bridges were actually framed and ready to 
 be put together, and were loaded on cars, and sent to the point 
 of destination within a few hours after the report of destruction 
 was received. This was notably the ea-se with the connections 
 with the Arm}' of the Potomac. Every bridge between the Poto- 
 mac Eiver and the advanced position of the army was duplicated, 
 framed, and stored, so as to lie available lor immediate use on 
 the lines of communication, in case the original was destroyed. 
 And the advantage of this wise foresight was many times ex- 
 em.plified in the course of the campaigns. 
 
 In the second year of the war there were in operation 930 
 miles of railway which were repaired, equipped, and managed by 
 the Ouartermaster's Department. Some of these roads were
 
 120 TRAN'SPOKTATION OF TUOOPS AND ]\IATEKIF.L 
 
 destroyed many times, and the feats of i-tconstTuction and bridgt- 
 building would be very creditable at this day with the improved 
 facilities and appliances now available. Across the Chattahoo- 
 chee Eiver near Atlanta a bridge 750 I'eet in length and 92 feet 
 high was placed in position, in four and one-half days. This at 
 a place remote from any point affording a supply of railroad 
 materials. 
 
 As an incident showing the full development of the military 
 railroad service, the case of tlie Orange & Alexandria E. E., under 
 Col. McCal] urn's management, may be cited. It was declared 
 by General Burnside that it was not capable of supplying a 
 column of more than 10,000 men. After a few weeks' repairs and 
 placing of sidings and terminals, its capacity was practically 
 increased eight-fold. 
 
 During Sherman^s march to Atlanta the railroad in his 
 rear was constantly raided and destroyed, yet at no time was his 
 connection interrupted for a longer period than five days 
 though it was necessary at times to cover gaps in the road by 
 making transfers. The organized forces for repairs were so 
 complete and so perfectly equipped that even with the com- 
 paratively crude methods of forty years ago, no raiding party 
 could create a serious check in the forwarding of supplies by 
 destro5dng the roads. 
 
 It is certain that to the skill with which the railroads behind 
 General Sherman's army were repaired is due in a large degree 
 the success of his movements, and it is certain that no one was 
 so much surprised as the enemy to find that his work of destruc- 
 tion never checked the forward movement of supplies for so long
 
 BY ILUL. 121 
 
 a period as five days, and checked the forward movement of the 
 army itself not at all. The most extensive destruction of road 
 in this campaign was that eifeoted by General Hord's Army in 
 October, '64, when he destroyed 35 Mj miles of track and 455 
 lineal feet of bridges all of which was repaired and trains were 
 running in thirteen days. This occurred after General Sher- 
 man had occupied Atlanta. 
 
 During the last year of the M^ar, in the Department of the 
 Cumberland, 1769 miles of military railway were repaired, main- 
 tained, stocked, and operated by the Quartermaster's Department. 
 
 The officials and employees of these roads were men who 
 were familiar with construction, repair, and operation of rail- 
 roads, and who had been trained to that service. 
 
 In the repair of railroads, the Department went to the 
 length of constructing a new rolling mills for re-rolling the 
 rails. 
 
 As soon as peace was declared, steps were taken to transfer 
 all railroads in the hands of the Government back to their orig- 
 inal owners as soon as loyal directors and owners could be 
 elected to take charge. 
 
 In some cases the roads were transferred to Boards of Pub- 
 lic Works in the States. 
 
 The Government made no charges for repairs or reconstruc- 
 tion of any of these roads. Nor, on the other hand, did it admit 
 any liability for damages. 
 
 Many patent devices for temporary railways to be built 
 by quick construction for military purposes have been considered 
 by different services abroad; none of these, however, have ever 
 been deemed to be practicable with us, and none of theni have
 
 122 TRANSPOKTATION OF TROOPS AND ]M\TKl!n;L 
 
 ever met with favor in this country. There is little doubt, how- 
 ever, that if the necessities of war require railroad-construction 
 on the part of our Government, little time need be lost in estab- 
 lishing any essential roads. Suck are the resources of our country 
 and our Government that it is believed that little consideration 
 need be given in advance to s])eeial devices of this character, 
 especially as in any case the conditions and location will large- 
 ly control the means to be used. 
 
 Many temporary devices are made use of in the commercial 
 world for hasty construction of tramways, which would be useful 
 in military operations, especially at terminal military stations, 
 in siege operations, permanent camps and winter quarters and 
 on wharves, etc., but it has never been considered desirable in 
 this country to elaborate a special system of them for military 
 jmrposcs. It would seern desirable however to have a limited 
 amount of equipment of tliis character on hand in case it 
 should 1)0 required for immediate use. In any case, such equip- 
 ment should not dilfer from that in commercial use, as, in case 
 it were necessary to suddenly add to it, there should be no delay 
 on account of inadequate machinery available to accomplish its 
 manufacture. 
 
 Such equipment should be complete and include the track 
 and means of laying it, the cars, and the necessary engines. Such 
 provision would be especially valuable in handling heavy guns 
 and similar munitions and in promptly removing large accumu- 
 lations of stores from congested points. 
 
 Both contestants in the present war are making use of this 
 character of equipment for supplying their troops in winter 
 quarters.
 
 ii\ i;.\iL. izS 
 
 XIII. 
 OOMMEKTS. 
 
 Most writers on the saibject of field equipment for armies 
 are strong advocates of some form of field railwa}-. They hold 
 up to public view the heavy expenditures necessary in building 
 powerful forts, equipping them with the heaviest guns, and re- 
 newing these every time that an invention is made that will in- 
 crease their power, in maintaining and storing groat reserves oi" 
 powder and projectiles, small arms, and camp equipment of every 
 class; all a'waiting the deelai'ation of war and the mobilization 
 of troops. These writers hold it as neglectful not to prepaje a 
 form of field railway that can be rapidly constructed. It is 
 thought, however, that such reasoning should have little weight 
 with us, where the construction of railways, both light and boavy, 
 is constantly progressing under the development of our commer- 
 cial industries, and in furthering interests many fold more 
 concerned with securing the best devices and most modem equip- 
 ment of the age. On the other hand, in the development and 
 improvement of the munitions of war those alone are interested 
 who make warlike preparations a vocation. 
 
 The immense activity in tlie construction of railways in our 
 country, aggregating thousands of miles of new road every year, 
 "the building of hundreds of locomotive engines, and thousands 
 of cars of every kind, ])laces well within our ])ower the means 
 of prompt construction and 0(juipment of any military railroad 
 that we are likely to require. 
 
 It is said tbat the Germans have with their field equipment 
 about one thousand miles of field railway, which however is so
 
 124 TBANSPOUTATION" OF TROOPS AXD MATERIEL 
 
 light that it becomes easily deranged under heavy loads. Whilst 
 such equipment has its proper place, as in siege operations, certain 
 portions of lines of communications, at landing-places and 
 terminal stations, and with armies in more or less permanent 
 quarters, it is belicTed that its use should be limited to such 
 cases. 
 
 It is apparent that to build a railway into the immediate 
 presence of active operations will reduce the mobility of the 
 Army, which can be preserved by wheel and pack transportation 
 only. If the Army were to delay its movements, or depend upon 
 the laying of a new line of field railway, it is believed that it 
 would be too much tied to one position, and would not be pos- 
 sessed of the free mobility necessary to enable it to move with 
 promptness and precision at the will of the commander. 
 
 Furthermore, when it is understood that all the skill, in- 
 dustry, and experience of the patriotic citizens who build and 
 operate railroads will be at the disposition of the Government 
 in time of stress, it would seem a wrong departure to undertake 
 to train soldiers to the building and operation of railroads ; yet 
 it is not to be understood by this that they will have nothing to 
 say or do with the operations. On the contrary, the closest link 
 wiU connect the militar}'^ with the railroad interests in the field 
 of operations. The latter cannot accomplish the fullest pos- 
 sibilities without a perfect knowledge of the precise object to 
 be attained. And this is true, no matter whether the question be 
 a large one of policy, involving the construction of a new line 
 with terminals, or the very small question of the precedence of 
 cars and the manner in which they are to be placed on the side- 
 tracks.
 
 Transportation of Troops and Materiel 
 by Land. 
 
 I. 
 
 LOGISTICS. 
 
 "Whilst in the discussion of any subject connected with the 
 Art of War the same degree of precision cannot be applied as 
 in dealing with the exact sciences, yet it is to be borne in mind 
 that the more completely the element of chauce can be eliminated 
 the greater will be the probability of success in any military 
 undertaking. It is to effect this desirable end that we make stud- 
 ies of the Art of War in all its bearings. That branch of the 
 Art of War pertaining to the movement and supply of armies is 
 called Logistics. 
 
 In order to cover the ground which belongs to the subject 
 of Logistics, so far as it relates to the question of transportation 
 of troops and supplies, the following questions will be for the 
 commanding general, or the War Department, to determine : 
 
 1. The amount and kind of .supplies; which will depend 
 upon The number cf troops of the various arms of the service, and 
 the character and extent of the expedition or campaign, the cli- 
 mate and season. 
 
 125
 
 120 ti;\\>I'0!;tatio.v of tuoois and materiel 
 
 . 'i. Tht' manner ir. v/hich such supplies and stores shall 1)C 
 procured, whether b}' manufacture in the depots and arsenals, or 
 by purchase in the n:a:ktts as amongst business men, or under 
 proper contracts, will be questions lo Ije decided under super- 
 vision of the Secretary <jf War by the bureau from which the 
 f.upplies will be drawn. 
 
 3. The question of the storage and delivery of such sup- 
 plies will be one requiring the joint action of the general com- 
 manding the forces and the War iJepartment, and will depend 
 upon the character and extent of the operations and theater 
 of war. 
 
 4. The commanding general will state his needs and a gen- 
 eral outline of the scope of the campaign, and the Supply De- 
 partments will provide the stores in required quantities, which 
 in turn wdll be forwarded by the transportation branch of the 
 Quartermaster's Department to destinations designated by the 
 commanding general. 
 
 These and iiiMny other questions concerning supplies and 
 transport will call for decision after the plans are matured, the 
 conditions varying according as the troops are to be in garrison, 
 ,c-antonment, temporary camp, or in active campaign. 
 
 In order, then, that one may have fi general view of the sub- 
 ject, there .should be a known comprehensives outline of the pol- 
 icy of the War Department in furnishing supplies and materiel 
 to the Army, so as to meet the needs of the Army in active cam- 
 paign, and to give the commanding general a means of basing 
 his calculations upon a fixed and reliable standard. This stand- 
 ard is to be found in the supply tables.
 
 BY LAND. 127 
 
 The study of militarv history and campaigns will lone upon 
 ithe student a realization of the careful bonds of union that have 
 held together successful armies, and enabled them to move and 
 camp, and move and fight, and move again, at the will of the 
 commander. The strength of such an army has existed in the 
 sufficiency of its supply and the certainty of its means of transport. 
 
 Before we can intelligently enter upon the consideration of 
 the subject of the transportation of the Anny and its supplies, 
 within the field of operations it will be necessary to consider 
 the conditions under which armies operate. 
 
 During the feudal period the operations and movements of 
 armies were gi'eatly restricted on account of the necessity of liv- 
 ing on the country. It was rarely possible to fight a battle at the 
 will of the commander, but rather to do so when the commander 
 found himself in a district well supplied, and engagements most 
 frequently occurred when he found himself more or less by acci- 
 dent in the \-icinity of the enemy. With wholly inadequate means 
 of transportation for supplies, he found it necessarv- to distribute 
 his troops over a vast extent of territory, with a view to procur- 
 ing subsistence, and in order to do battle, it was necessary to as- 
 semble the scattered elements of his army. 
 
 History records many instance? in which it was necessary for 
 a superior army to disperse in order to subsast, when by remain- 
 ing assembled it could without doubt have won decisive 
 victories. 
 
 A ver}' common device of war was that of laying waste the 
 onemVs country, thereby destroying his source of supply and hin- 
 dering his movements, and modern civilization has not wholly 
 ended this means of crippling a foe.
 
 128 TRANSPORTATION OF TROOPS AND MATERIEL 
 
 The armies of to-day, it is true, when in the field, are more 
 or less spread over a wide extent of territory, but not for the same 
 reasons. The supplies are not, as a rule, gathered wholly from 
 the country within the theater of war, but are rather forwarded 
 from safe magazines and depots at the rear. The object of dis- 
 tributing the force over a large extent of territory is to get suit- 
 able and sanitaiy camp sites, properly provided with water and 
 with such communications with the rear and laterally as will not 
 hecome choked with the transportation of troops and supplies, 
 ■and also to occupy such positions as may be necessary to properly 
 restrict the operations of the enemy. The means, however, will 
 be constantly at hand by which prompt concentration can be ef- 
 fected and maintained, and an uninterrupted flow of supplies kept 
 up, so that the forces in a properly organized command can, with 
 a minimum of delay in time, be made available for battle with 
 the maximum degree of certainty as to the supply of the Army 
 in any position that the will of the commander may direct it to 
 assume. The limit of time allowed for assembling the army for 
 battle under such conditions is usually put at twenty-four hours. 
 
 In order to accomplish the supply of the Army in the most 
 satisfactory manner possible, the forces that are to be placed reg- 
 .ularly on the fighting-line should be independent of those charged 
 with procuring and forwarding supplies. The stores, supplies, 
 and munitions of war are provided in our service by the various 
 supply departments of the Army and forwarded by the transpor- 
 tation branch of the Qaartermabter's Department. 
 
 The problems of supply and transport for an army are feat- 
 ures that rarely appear upon the pages of history, yet they cause
 
 BY LAND. 
 
 129 
 
 mor 
 
 :-e anxiety and perplexity to governments anrl generals than 
 does anything else short of the outcome of the battle itself, for in 
 nearly everv campaign the questions of supply and transport cut 
 so large a figure, that upon the efficient working out of these prob- 
 lems the results often depend. 
 
 Perhaps the best illustration of the sufferings of an army 
 on account of the lack of organization in its transportation service 
 is to be found in that of the British before Sebastopol ; where they 
 remained on account of insufficient land transport, although then- 
 objective was not n'jore than one good day's march distant. 
 
 Colonel C. R. Shcrinton. of the British Army, thus describes 
 the conditions of the transport provided to serve that army : 
 
 '•'A heterogeneous rabble recruited in lln' puHious of our cit- 
 ies, while muleteers and drivers ignorant alike oP the British 
 tongue and European requirements arrived from every quarter. 
 Mules from Spain, Italy, and Asia Minor, l)ullocks from Egypt, 
 camels from Aral)ia, poured in without stint and regardless of 
 cost; while vehicles of every class and character that the world 
 could produce or ingenuity devise were landed at Balaklava. 
 "Such Avas the land transport corps of the Crimea." 
 Ample in materiel and personnel, but without in the begin- 
 ning any organization whatever. As a result, the army was al- 
 ways hungry and always ill supplied. 
 
 A hungry army is sure to lose its discipline and esprit, and 
 loo often will find in its necessities the license to plunder and 
 loot. If, in addition to lack of food and clothing, the ammuni- 
 tion suppy is not kept up, the army cannot fight and the cam- 
 paign is lost. Once the supplies are exhausted, the time is
 
 130 TEANSPOETATIOX OF TltOOI'S AND MATERIEL 
 
 short that will convert an army into a disorganized, disheart- 
 ened mob. 
 
 It is quite as important for the mobihty of the Army that 
 it be relieived of its sick and wounded as that it receive regularly 
 its supplies. 
 
 The absolute necessity, then, of constantly forwarding re- 
 cruits, supplies, and nmnitions of war and of withdrawing the 
 sick and wounded, and broken materiel, is. as great as the exist- 
 ence of the Army itself. To accomplish these enlds, the staunchest 
 means, the most direct and simple system, and the most careful 
 organization, coupled with energetic action and a keen eye for 
 looking into the future, are essential. 
 
 We have followed the Army, its materiel and supplies, and 
 had a glance at the manner in which this function is performed 
 upon the water, and again over the systems of our railroads reach- 
 ing to the limits of our sea coast and frontier in every direction. 
 
 THE FINAL GAr. 
 
 The final gap between the temporary depots and the Army 
 itself will always be closed by means of lanjd transportation; 
 either by wheeled vehicles, wagons, or carts, or by pack-animals 
 of one variety or another — in our service chiefly by mules, or, as 
 in the East, by use of coolie bearers, supplemented under favor- 
 able conditions by traction engines and temporary field railways. 
 
 The details of the operation of the ocean transport service 
 wiU necessarily be left to those familiar with steam vessels; the 
 details of operating railroads and the care of the railway equip- 
 ment will be left to those versed in railway matters; instructions
 
 BY LAND. 131 
 
 and orders emanating from military authority on these classes of 
 service will be of such character as will supplement the operation 
 of the vessel or the road, and furnish a means of arriving at a 
 full and definite understanding of the ends to be attained, and 
 the manner and means of attaining them without friction and by 
 the most direct methods, and cannot enter into the details of a 
 service which is a class of its own. When, however, it becomes 
 a matter of land transportation by wag(ms or pack-trains, a sub- 
 ject is reached which it is believed the American Army has solved 
 more completely so far as means are concerned, than any other 
 service in the world. 
 
 III. 
 ROADS, BRIDGES, AND TRAILS. 
 
 On the continent of Europe military operations overland will 
 be carried forward along well-made roads as a rule, and compara- 
 tively little difficulty will be experienced on account of these. 
 
 In this country, however, no matter where the operations 
 are carried forward, the roads will be at best indifferent, and from 
 that to exceedingly bad or to those that are practically impassable 
 in bad weather. 
 
 It not only becomes the business of the Quartermaster's De- 
 partment to organize and operate the trains, but to build and 
 repair roads, and to keep the bridges in condition for crossing 
 marshes, streams, and ravines. All the devices of road- and 
 bridge-building are employed to accomplish this purpose. All the 
 difficulties of road-construction may be encountered in the course
 
 132 TRANSPORTATION" OF TROOPS AND MATERIEL 
 
 of an active campaign. It may be necessary to build the road 
 through marshes, over mountains, through a wildemessj or across 
 rivers and quicksands. It will be necessary in almost every case 
 to make use of the means to be found at hand for road-construc- 
 tion, as the transportation will already be fully taxed with its 
 regular work. The corduroy roads built through the swamps of 
 Georgia and South Carohna by General Sherman's improvised 
 battalions of pioneers are among the best examples of military 
 road-bnildiug in the experience of our armies. 
 
 Bridges may be built or repaired by the means to be found 
 .on the ground, or, as has in some instances occurred, they may 
 be sent complete from the base. 
 
 The bridge-train of the engineer troops will afford an imme- 
 diate means of crossing streams or ravines and of temporarily 
 closing a gap in a brolcen bridge. Its legitimate use, however, is 
 to move forward with the x\rmy and increase its mobility. There- 
 fore upon the line of communications bridges of a more perma- 
 nent character will necessarily be provided. 
 
 For the satisfactory building and repair of roads and bridges 
 a special service will be required. This service has usually been 
 organized from civilians under military supervision, as the occa- 
 sion in war has arisen. 
 
 Such a service will be organized not only for the construction 
 of the roads, but also for keeping tbom in repair, much after the 
 fashion of the gangs of men on the railways of our country. 
 Whilst it is believed that better results would follow if such gangs 
 were enlisted in the service, it is thought that even then it would 
 be necessary to employ great numbers of citizens as occasion might 
 require.
 
 BY LAND. 13.'i 
 
 lY. 
 
 MEANS OF TRANSPORT— ANIMALS. 
 
 (a) The Mule — The principal motive power upon which 
 the Army depends for the transport of its stores., supplies, and 
 munitions of war in active campaign is the mule, and a more 
 reliable, trustworthy animal for the purpose does not exist. In 
 peace times these animals are purchased under contract after 
 due advertisement and according to specifications which read as 
 follows : 
 
 "Mules purchased for the Army by the Quartermaster's l)e- 
 partment should conform to the following conditions: They 
 should be strong, compact, sound, and kind; they should be free 
 from defects m every particular; four to nine years old, 850 to 
 1200 pounds in weight, 14 to 16 hands high and suitable in all 
 respects for the transportation service of the Army. If for draft 
 purposes, they will be well broken to harness; pack-mules need 
 not be broken, and may be not less than 131/2 hands high, if oth- 
 erwise suitable." 
 
 Animals fulfil] ing these specifications will be found very 
 perfect for the aceomplishment of the purposes for which they 
 are purchased. The great advantages possessed by the mule 
 over other animals used for similar purposes are his great en- 
 durance, his capacity for hard work on scant rations, his great 
 recuperative powers, his quick response to fair treatment, his 
 susceptibility to thorough training, and his willingness to al- 
 ways do his best.
 
 134 TRANSPORTATION OF TROOPS AND MATERIEL 
 
 (&) Horses. — The use of the horse for draught purposes in 
 our service is confined almost exclusively to the artillery arm in 
 furnishing draught power for the guns and caissons. They are 
 quicker in action, less likely to be stampeded under fire, but they 
 require more careful attention and more forage ihan the mule. 
 They are never now used for military draught purposes, other 
 than those above indicated. 
 
 (c) Oxen. — Formerly oxen were in great favor in our serv- 
 ice for draught animals. They were especially used in the great 
 supply trains that crossed the plains to our frontier posts one or 
 two generations ago. In those days there was ample grass to be 
 found along the trails, and in the neighborhood of the watering- 
 and camping-places. These animals lived wholly on grass gath- 
 ered along the trails, and were therefore valuable on account of 
 their low ration bill; as the grass grew scant they were gradually 
 forced out of their occupation, and have now given way to the 
 mule. They are very slow, making not more than two miles an 
 hour. They were largely used in the Boer War in South Africa, 
 when they were yoked in teams of thirty-two animals, and hauled 
 one principal wagon and tvi'o or three trailers. 
 
 {d) Cardbao. — The carabao was much used in the supply 
 trains in the Philippine Islands before a sufHcient number of 
 mules had been sent out from the United States. 
 
 These animals were very slow, from 1 to 2 miles per hour 
 being their maximum speed on good roads, and about five miles 
 per day being their limit. They were attached to the native two- 
 wheeled cart; and possessed the advantage of being easily cared 
 for, as they coulid live whoUy upon the country. They possessed
 
 BY LAND. 135 
 
 the disadvantage of having but little endurance; it is necessary to 
 unyoke them every three or four hours and give them an oppor- 
 tunity to wallow in the mud and water, to refresh themselves; and 
 if no water is to be had in which to wallow, mud and water must 
 be thrown over their bodies. If not treated jn this manner, they 
 become crazed, and, incapable of being lillrained, will plunge 
 madly through the jungle, until death ensues. 
 
 (c) Coolies. — Chinese bearers were used for a time in the 
 Philippines, and at one time were attached to companies. Colonel 
 C. P. Miller has the following to say of them : 
 
 "Four coolies for each company were allowed. During ac- 
 tion, these men were of great use in carying off the dead and 
 wounded, and in bringing up ammunition, and, considering their 
 class and small pay, showed commendable courage in their work. 
 While they would hug the ground and shake with fear during an 
 action, when ordered forward for work which they recognized as 
 theirs, with rare exceptions they were up and off, intent upon their 
 duties; their fear forgotten. When the active campaigning with 
 large bodies of, troops was over, there was a tendency in the com- 
 panies to require these 'Chinos' to do all the dirty work about 
 the kitchen and camp, handle all supplies, etc., thus tending to 
 make the men think they could be called upon to do nothing but 
 march and fight. Hence it was then thought best by the major- 
 general commanding to discharge all 'Chinos' with companies." 
 
 Especially good result? folloA\'ed from the use of these men 
 at hospitals. In the advance on Pekin coolies were very largely 
 used, both as laborers and wharf men, and for pack purposes.
 
 136 TRANSPOKTATION OF TltOOPS AND MATERIEL 
 
 When used as a means of transport or for any other purpose, 
 they should be organized as carefully as one would organize a 
 pack train or wagon train. Gangs should not number above 
 20, as that is the number that one man can properly overlook. 
 One man, a superintendent, can then supervise four or five of 
 these gangs. An oiTiuv will find it practicable to direct the oper- 
 ations of five or six such units — i. e., a total of 500 or 600 men. 
 
 (/) Dogs and Sledges. — Dogs are used in the Arctic regions 
 both as pack animals and draught animals, principally for draw- 
 ing sledges, and without this valuable means of transport those 
 regions would be practically uninhabitable. Mules are also 
 packed in this region when the trails can be properly broken. 
 
 (g) Means Used by Other Nations — The English make 
 much use of camels and elephants in their Indian and African 
 service. The elephant is used both as a pack and draught ani- 
 mal. The Japanese, in addition to an army of coolie carriers, 
 make use of a light strong cart, ordinarily drawn by a pony led by 
 B. man. This cart is frequently used as a hand cart, and can, if 
 occasion require, be picked up with its load and carried over 
 rough places by a number of men; a very useful feature in cam- 
 paigning in rough and mountainous country. 
 
 The ultimate test of the value of any means of transportation 
 when all supplies must be carried from the rear will be found 
 in its capacity to carry its own means of subsistence. Based on 
 this calculation, our four- and six-mule teams will probably travel 
 farther than any other means, except perhaps a Chinese coolie. 
 Based on this test, the four-mule team carrying a load of 2,500 
 pounds will support itself for twenty-six days; on half ration of 
 hay, for thirty-six day.-^: on short forage, grain only, sixty days.
 
 BY LAND. 137 
 
 The Chinese coolie will carry his own food for forty clays; the 
 Japanese one-horse cart with driver, tor a niininiinn of fifteen 
 days. 
 
 V. 
 
 MEANS OF TRANSPOHT— MATERIEL. 
 
 (a) The Army Wagon. — Long before the outbreak of the 
 Civil War, the six-mule army wagon had demonstrated its serv- 
 iceability and utility in the transportation of supplies and muni- 
 tions of war for the Army to the remote stations on the frontier. 
 This wagon was found to be alike suitable for service on rough 
 mountain roads, the sandy plains, and in crossing the shifting 
 and uncertain beds of "Western rivers. It was used throughout the 
 Civil War for heavy transport, and is still in use in our Army for 
 like service; and it is not believed that for the services to which 
 it is put there is any vehicle superior to it. It has been criticised 
 for various reasons and improvements, so called, have been at- 
 tempted, but iisually to discover after trial that the improvement 
 has resulted in destroying some essential feature. Certainly no 
 pattern that is used by any other army in the world would equally 
 meet our requirements. It is strong, capacious, easily repaired, 
 and its parts are interchangeable, so that, no matter what accident 
 may happen, the wagon can be promptly placed in a state of serv- 
 iceability by the addition of spare parts which are always carried 
 with the train. If additional repairs are necessary, the traveling 
 forge wdll accomplish them when the train parks for the night. 
 The harness is equally strong and simple. Its weight is 2,100
 
 138 TRANSPORTATION OF TROOPS AtiB MATERIEL 
 
 pounds, drawn b}' six mules driven by one man. Its load will be 
 from 3,000 to 4,000 pounds, according to the character of the 
 roads and the necessities for rapid communication, 
 
 (&) 2' he Escort Wagon. — The escort wagon is lighter in its 
 construction (1,600 pounds), is drawn by four mules, driven by 
 one man, and carries a load of f^om 2000 to 3000 pounds, accord- 
 ing to the character of the roads and other conditions. This 
 vehicle has grown into great popularity during the war with Spain 
 and subsequent thereto, especially in the Philippine Islands, where 
 it has been given a mosi thorough test. When seen in China by 
 the troops of other nations, rigged with four mules, guided by a 
 single driver, always at the heels of the advancing troops, ready 
 to supply them with camp necessities, and even luxuries, it was 
 looked upon by foreigners as something amazing. And when they 
 were told that this was our light form of vehicle, and that a heav- 
 ier one, drawn by six animals,^ driven by a single teamster, was 
 used for the heavier classes of service, they listened with polite- 
 ness, but with very evident incredulity. The four-mule wagon as 
 recently moditied, with broad tire, wooden hub, reinforced body, 
 flaring sideboards, and other minor improvements that give the 
 full capacity of the bed for carrs'ing the load, and with stores 
 put up in convenient packages for completely and solidly load- 
 ing the bed of the wagon, is believed to be almost perfect for mili- 
 tary purposes on fair roads. It is not considered necessary to 
 further discuss the classes of wagons provided by the Quarter- 
 master's Department, farther than to state that it is the experience 
 of more than a generation that the six-mule army wagon, for hard 
 rough work, has met all the requirements of the most severe cam-
 
 BY LAXD. 139> 
 
 paigEc ever engaged in by an army; and that the new four-mule 
 wagon, for active operations and quick work, is superior to any 
 similar transport known to any service. These wagons can prop- 
 erly be referred to under the head of supply wagons. The two 
 classes of vehicles here described are those upon which the Army 
 will almost wholly depend for forwarding supplies and stort-s from 
 the terminal railroad station, or wharves, and distributing them 
 to the troops. The si.x-mule wagon will be used on the lines of 
 communications and the four-mule wagon for regimental trans- 
 port with the troops. Any increase in the variety of wagons for 
 transport service should not be thought of, owing not only to the 
 perfection of those now in use, but also to the difficulties always 
 encountered in supplying spare parts to a multiplicity of varieties 
 of wagons, even though differing very slightly. This was mark- 
 edly exemplified during the Spanish-American War, when it was 
 necessary to procure, practically at a moment's notice, all vehicles 
 approximately suitable for the purpose that there were on the 
 market. Even expert wagon men were greatly confused in assort- 
 ing at depots the various spare parts, and requisitions coming in 
 were almost never sufficiently precise in their descriptions to en- 
 able intelligent compliance. All of which resulted in many 
 wagons, of various commercial varieties, being for a considerable 
 time laid up for repairs, many of which on the march would 
 have been abandoned. 
 
 (c) Special Vehicles. — , 
 
 1. For use at posts, mule carts and small hand carts are pro- 
 vided. These, however, are never taken into the field. Alsa
 
 140 TRANSPORTATION OF TROOPS AND ilATERlEL 
 
 water wagons, sanitary carts, and other necessary means are fur- 
 nished for post purposes. 
 
 2. .For hospital uses there is provided the ambulance 
 equipped with stretchers for carrying the sick and wounded; also 
 a form of travois is used for this purpose. For carrying sup- 
 plies and equipage the four-mule wagon is used. 
 
 3. The Signal Corps is equipped with special wagons to 
 accomplish the needs of that service. They consist of wire wagons, 
 spar wagons, balloon wagons, dispatch wagons, etc. 
 
 4. The Engineer Corps is provided with a special trans- 
 port of pontoon wagons, chess wagons, spar wagons, tool wagons, 
 «tc. Tn addition to these special wagons, it is necessary to furnish 
 supply wagons to these special corps for providing extra forage, 
 rations, and other supplies, and for carrying necessary equipage. 
 
 Other armies, in addition to wagons above named, also pro- 
 vide in some cases for special wagons to be used as the company 
 kitchens, the bakery, soup cart, etc.; also a special cart is used 
 in some cases for supply of ammunition. 
 
 5. Traction Engines. — Many military writers on the subject 
 of transportation in foreign armies highly commend the use of 
 traction engines, and automobiles. Our own observers in the 
 South African campaigns urgently recommend the use of auto- 
 mobiles and mechanical traction instead of herds' of slow draught 
 animals which require food and rest. In an official report it is 
 stated that: "In Natal traction engines are used with the mov- 
 ing army on all kinds of roads, crossing drifts in low water with- 
 out difficulty. I believe (the report says) traction engines, auto- 
 taobiles, and portable railways to be the most essential part of
 
 BY LAND. 141 
 
 the transport equipment of an army." Our liniitod experionco 
 does not support this view. 
 
 Undoubtedly, under favorable conditions automobile pas- 
 senger vehicles would be useful for carrying goheral and staff 
 officers on hurried tours of iu^-])oclion and for the use of tech- 
 nical services. 
 
 Motor cycles for use of messengers could also be advanta- 
 geously used under similar favorable conditions. 
 
 Traction engines and mechanical trucks for carrying supplii^s 
 and war materiel on the lines of communications, supplement- 
 ary to the general supply trains, when the road-bed will permit 
 of their use and all other conditions are favorable, would un- 
 doubtedly be advantageous. The limitations of the use of such 
 vehicles, however, are many, and the radius of action very lim- 
 ited. Their use would bo imyu'acticable in passing deep fords, 
 marshes, muddy places, steep gradients, weakly constructed cul- 
 verts and bridges, such as abound on our country roads. 
 
 It is not understood under these circumstances how traction 
 ■engines or automobile trucks can possibly be made the chief reli- 
 ance of an army. The electric wagon must dbviously be excluded, 
 as facilities will not exist for it.'^ recharging. The steam machine 
 can only be used under favorable circumstances — viz. : 
 
 1. T^Hiere the Avater is pure and will not cause deterioration 
 in the boilers. 
 
 2. Where the gradients are not too great, the road-bed good, 
 the culverts and bridges strong, and where muddy and marshy 
 stretches of road can be avoided.
 
 142 TRANSPORTATION OF TROOPS AND MATERIEL 
 
 In military operations in this country these favorable con- 
 ditions are only occasionally met with. Undoubtedly, if along 
 the lines of communications, such conditions exist, suitable use 
 will be made of traction engines and automobile trucks. The 
 main reliance of the Army, however, between terminal station 
 and the front, will always 1)e upon animal transport. 
 
 VI. 
 OEGANIZATIOX OF FIELD TEA>sTSPORT. 
 
 The transport of supplies and materiel for our Army in the 
 field, exclusive of that carried by the special vehicles of the staff 
 •corps, and of that which the soldier carries with him for imme- 
 diate use, is accomplished normally by the four- and six-mule 
 wagons with such auxiliary transport as may from time to time 
 be hired or chartered under the pressure of special conditions. It 
 has always been our policy in active campaigns to make use of 
 purely military transport in contact with the troops, and, if neces- 
 sary, to employ auxiliary transport on the lines of communications 
 and at remote points. 
 
 Pack trains are only used under circumstances when it is 
 impossible to operate wheeled vehicles over very rough ground, 
 mountain trails, and through marshy ground impassable for 
 ■wheels. 
 
 In the consideration of the method of organization, so as to 
 produce the best results, the wheel transportation provided for an 
 iirmy falls naturally into three general divisions:
 
 BY LAND. 143 
 
 1. The baggage wagons attached to regiments and other 
 organisations, which carry the baggage of the troops to which 
 they are attached, and only sufficient supplies of commissaries, 
 about two days, and ammunition for immediate use. Usually 
 one ambulance is also attached. This will be called regimental 
 transport. 
 
 2. The supply trains that march with the army, and which 
 may be organized as brigade, division or corps trains, to carry 
 the supplies and materiel needed by the army, and perioJiqully 
 distribute them. This class of transport will be called the divis- 
 ional supply train, no matter whether it follows a corps, a divis- 
 ion, a brigade, a regiment, or an inidependent detachment operat- 
 ing alone. 
 
 3. The general supply trains which operate along the lines 
 of communications and forward the supplies from the depot, or 
 terminal rail station, which will always be a temporary depoet, 
 to the advance or flying depot, where they can be reached by the 
 ^livisional supply trains operating with the army. This class of 
 transport will be called general supply trains. 
 
 The usual organization fior the supply trains will be by divis- 
 ion. The general repair shops for the field should also be by 
 division, with a ininor shop with each brigade. The division shops 
 should carry a full supply of spare parts, together with means of 
 repairing all breaks. 
 
 Tools, of course, will be carried for repair of wood-work, 
 iron-work, and harness, and employees to effect the repairs will 
 constitute a portion of the personnel.
 
 144 TRANSPORTATION OF TKOOPS AND irATERIEL 
 
 There will also l^e a well-equipped repair shop at the ter- 
 jiiinal rail station for effecting repairs for the general supply 
 trains, and if the line of communications is long, intermediate 
 shops will be established for the same purpose. 
 
 The duties of these three classes of transport are fixed and 
 definite and provide for the complete mobility of the Army, with 
 the least confusion and the greatest certainty and expedition. 
 
 The regimental transport marches with the army and car- 
 ries such impedimenta and stores as are required in making camp 
 at night; this will include such camp equipage- baggage, cook- 
 ing utensils, and rations as may be authorized by proper authority, 
 ■and, under certain circumstances, to be determined by the com- 
 manding general, an additional supply of ammunition. 
 
 The divisional supply trains will march in rear of the army 
 or organization to which attached in the order directed by the 
 commanding general, and in general at the distances prescribed 
 by the same authority. They will constitute the flying depot and 
 will conform to the movements of the army, and serve the regi- 
 mental trains with the stores, supplies, ammunition, etc., accord- 
 ing to the orders of the commanding general, and will carry the 
 surplus ammunition to be distributed on the eve of and during 
 the battle. 
 
 Ilie general supply trains \\'ill operate along the lines of 
 communications, carr3dng forward ithe supplies and materiel from 
 the temporary depot at the terminal station to the advance depot, 
 where they are transferred to the divisional supply trains, which 
 place them in the hands of the regim.ental trains for distribution 
 to the troops.
 
 BY L A.ND. 
 
 145 
 
 The foregoing is a description of the method of supplying 
 an arniy on the march. lender such conditions, only so many 
 of the loads of the divisional supply trains will be delivered to 
 the regimental train as the latter can carry for the ensuing day. 
 Similarly the general supply colunm will deliver only what can 
 be carried by the divisional trains. If necessary, the loaded gen- 
 eral supply trains may temporarily join the divisional supply 
 columns until their loads are required. The constitution of regi- 
 mental trains will be fixed by regulations and orders, as will also 
 the divisional trains. The general supply trains, however, will 
 be variable in their number and strength according to the dis- 
 tance it may be necessary for them to cover along the lines of 
 communications. 
 
 If the army halts in a position secure from attack, the gen- 
 eral supply trains and the divisional supply trains may perform 
 one service, that of general supply, and advance depots may be 
 established in the vicinity of the troops, within reach of the regi- 
 mental transport. This arrangement divides the work equally and 
 ■gives all transport concerned an opportunity to rest. 
 
 It may be that the troops will be encamped in the immediate 
 vicinity of the rail station, when the functions of both general 
 supply and divisional supply may disappear. 
 
 Again, in the event of a detached organization on an inde- 
 pendent expedition, as, for example, a raid for a definite period of 
 time, it will be necessary to allot so much of the divisional or 
 general supply transport to the expedition as will be necessary to 
 carry the supplies for the entire period, unless other provision is. 
 made for the supply of the detachment. 
 10 — ■
 
 146 TRANSPORTATION OF TROOPS AND MATERIEL 
 
 Again, upon the change of the terminal station and estab- 
 lishment of a new temporaiy depot, or the establishment of a new 
 base, the entire transport -will, for the time being, conform to 
 the movements of the army. 
 
 All of these cases, however, are apparent modifications of 
 ihe one proposed wherein the three lines of transport are pro- 
 vided; and, on the other hand, circumstances cau easily be con- 
 ceived when an additional line would seemingly be desirable. Yet 
 for the maximum of mobility, with the minimum of confusion 
 and friction, the three lines are necessary. The responsibilities 
 of each clas§ are fixed and definite, and the responsibility for fail- 
 ure can be definitely fixed. 
 
 (a) Baggage Wagojis or Eegimental Trains. — The regi- 
 mental train for infantry under the Field Kegulations consists 
 of 1? escort wagons, 3 ammunition wagons and 1 ambulance. 
 This allows for 850 pounds for tentage, 250 pounds for officers' 
 baggage, 350 pounds for cooking utensils, with two days' ra- 
 tions, and grain for the animals; giving a load of about 2300 
 pounds. With beef on the hoof, no tentage, scant vegetables, 1 
 escort wagon loaded \vill supply a company for ten days. The 
 provision for a cavalry regiment is 29 escort wagons and 1 am- 
 bulance. For a battery of artillery, 3 escort wagons. These fig- 
 ures, whilst they are given in the Eegulations, may be increased 
 or dimnished according to circumstances, an increase being per- 
 mitted, however, only under authority of the Secretary of War, 
 The conditions of service vary so greatly that it will almost 
 always be necessary for the commanding general of an expedi- 
 tionarv force, a sej^arate army, or an independent organization.
 
 ]}Y LAND. 147 
 
 to fix the allowance of baggage and transportation for the 
 occasion. 
 
 The object of the regimental train is to provide for carrying 
 everything that will be immediately needed on going into camp, 
 and preceding an action. The regimental train may be called 
 the first line. 
 
 (&) Divisional Supply Trains. — The second line would be 
 the divisional supply column, which will carry the necessary ra- 
 tions, forage, ammunition, and other supplies for the early needs 
 of the command. 
 
 Ammunition Column. — The supplies and materiel carried in 
 the divisional supply trains will not include what is known as the 
 reserve supply of ammunition, which will be carrifed in a separate 
 ammunition column, attached to the divisional supply train, and 
 which will not be distributed except on the eve of action. This 
 train will be under the command of an officer, who will keep in 
 constant communication with the chief of artillery. During an 
 engagement he will maintain a designated place with his train; 
 the position should be marked by a designating iiag, in order that 
 he may be readily located. All interested commanders should be 
 notified of this location. 
 
 The divisional trains ■\^'ill consist of such number of teams 
 and wagons as will be necessary to carry the reserve supply of 
 am.munition. rations for not less than three days, division hos- 
 pital equipment, the ambulances of the divisional ambulance 
 companies, etc. 
 
 This number will vary with the conditions of the campaign 
 and with the size and composition of the command.
 
 148 TRANSPORTATION OF TROOPS AND MATERIEL 
 
 (c) General Supply Trains. — The general supply train* 
 will consist of such numbers of teams and wagons and ambulances 
 as may be necessary to carry forward to tlie division trains the sup- 
 plies required and to return to the base the sick and disabled. 
 
 The number of such trains, as well as the number of teams 
 in a train, will vary according to the character and length of the 
 line of communications. No nation in the world pretends to main- 
 tain in time of peace the field transportation that w;ill be required 
 in time of war. The inost that is done is to maintain the form, 
 'so that it can bo filled out and expanded, with the least amount 
 of delay, 'and still be controlled by those familiar with the duties 
 and requirements of the service. It does not seem necessary to 
 speak here of the desirability of providing an enlisted force for 
 such organization in our service, which will furnish at least a 
 framework of experienced men, for expansion in time of need. 
 
 VII. 
 
 ORGANIZATION OF THE TEAIN. 
 
 The most satisfactory and most mobile organization for 
 wagon trains in our service is as follows: 
 For each train : 
 
 ?7 wagons and teamsters, 
 
 1 wagonmaster, 
 
 2 assistant wagonmasters, 
 1 watchman, 
 
 1 cook, 
 
 1 extra teamster.
 
 BY LAND. 149 
 
 Where trains operate separately, a blacksttnith-farrier should 
 be added to the personnel. 
 
 Where a number of trains operate together, they will be un- 
 der the general supervision and control of a trainmaster, who will 
 be responsible, under the orders of the quartermaster, for their 
 conduct and operation. 
 
 This organization of the train gives a unit which is suitable, 
 with a slight reduction, for the full field service of a, regiment 
 of infantry, and ample for carrying the necessary equipage and 
 gupplies on a march of ten days^ duration. It is susceptible of 
 being divided into minor units of three parts, to each of which 
 raay be allotted a separate class of stores, or each one of which 
 can be assigned, if desired, to a battalion when operating inde- 
 pendently, and each one of which will have a wagonmaster. or as- 
 sistant wagonmaster, in charge. The number of wagons to each 
 train can be increased or reduced if temporarily desired, with- 
 out destroying the organization and integrity of the train. In the 
 increased condition the train can be subdivided into three sec- 
 tions for use according to local needa and constantly changing 
 conditions. 
 
 VIII. 
 OPEEATION OF TRAINS. 
 
 In a large general corral established in Havana in 1898 for 
 the transportation of supplies and materiel from the wharves and 
 depots in Havana to the troops of the 7th Army Corps anld other 
 organizations in and about the city of Havana, an organization 
 similar to that al)OVG mentioned was in etlect.
 
 160 TRANSPORTATION OF TROOPS A>iD MATERIEL 
 
 This corral was made up of eleven wagon ferains, each organ- 
 ized practically as above outlined. In the organization of a body 
 of transportation of such magnitude, it was necessary to employ 
 a system as complete as that which regulates the organization of 
 a regiment. 
 
 The wagons were numbered consecutively from 1 up, ex- 
 cept that all wagons in excess of 25 in each train took the con- 
 secutive letters of the alphabet — i. e., 25A, 25B, oOA, SOB, etc. 
 If trains were reduced below 25, the vacant numbers were 
 omitted. This method simplified identified tion of any wagon, 
 team, or driver, and at the same tijne provided an easy means 
 of designating trains, which were called Train 25, Train 50, 
 Train 75, etc., using the highest number in the train. If the 
 trains were loaded with mixed supplies, the corresponding wagons 
 were always loaded with the same class of supplies; e. g., 1 to 10, 
 2& to 34, etc., with commissaries; the next ten witli ainnviini- 
 tion; the lettered wagons with forage, etc. 
 
 The corral, and all the personnel, supplies, and materiel 
 connected therewith, as well as the operation of the trains, were 
 controlled by a superintendent of corrals, who was intrusted 
 with the immediate administration of the service. His work- 
 ing staff consisted of: 
 
 1st. A corral master, responsible for the orderly arrange- 
 ment of the corral and for the discipline and general arrange- 
 ment and management of the animals and men of the trains 
 while within its limits. In addition to these duties, the corral 
 master had charge of the men's mess. 
 
 2d. A superintendent of transportation was in charge of the
 
 EY LAND. 151 
 
 outside work of the trains. He had 'general supervision over all 
 teams at work, and was responsible for their performance of the 
 required duty with the greatest possible degree of efliciency, and 
 that the wagonmasters and assistant wagonmasters understood 
 and carried out their orders and maintained ])ropor discipline 
 within their trains. He was also responsible for the operation, 
 equipment, and efficiency of all trains. 
 
 In each train the wagonmaster was responsible for its con- 
 dition, discipline, and operations ; he had for his assistants two as- 
 sistant wagonmasters, to whom he could delegate certain portions 
 of his duties. Each teamster was made responsible for the con- 
 dition of his team and wagon, and its equipment, and for all 
 property placed in his possession, and supplies entrusted to him 
 for transportation. Each teamster, as his wagon was loaded, re- 
 ceived a a dray ticket, for which he was responsible to his wagon- 
 master. The latter in turn was cliargcd with getting tickets re- 
 ceipted upon delivery of the load, and finally depositing them 
 with the shipping clerk. 
 
 3d. The foragemaster was responsible upon signed receipts 
 for all forage delivered at the corral, for its issue, and for its 
 proper feeding. 
 
 4th. A superintendent of shops direc-ted the work of re- 
 pairs of the blacksmith's, wheelwright's, saddler's, painter's, and 
 other shops, and within each of these shops there was a working 
 foreman, who was wholly responsible for the character of work 
 performed. 
 
 oth. A foreman of laborers was made responsible for the 
 unskilled lalior.
 
 152 TRANSPORTATIOX OF TROOPS AX7) ifATERIEL 
 
 6 th. A property clerk kept the individual property account 
 of each employee, and for all property in the corral and train? 
 for which the quartermaster wds responsible. This employee 
 was required to give a property clearance slip before payment 
 •was made to discharged employees. He also made requisitions 
 for supplies and materials required for repairs, and kept the store- 
 house record of all property required for. expended, and on hand, 
 within the corrals. Each of these employees had well-defined 
 duties to perform, and no conflict of authority could arise. 
 
 These wagon trains operated over a distance of eleven or 
 twelve miles of rough road, and carried the supplies for the Army 
 Corps in a satisfactory manner, and in a state of reduced num- 
 bers was finallv disbanded on Mav 20. 1902. after handlinff manv 
 himdreds of millions of pounds of stores, during nearly four years 
 of operations, without the loss of a single article, except, in the 
 beginning, a few minor items of commissary supplies, for which 
 the teamsters responsible for the loss promptly paid the value in 
 each case. 
 
 These wagon trains were organized for the class of service 
 that we have called general supply. Their organization was com- 
 plete and their responsibilities fixed, so that without confusion or 
 delay, they were able to leave the corral at any time, for any class 
 of service required, for a period of a few hours to many days or 
 weeks, and with the feeling on the part of the responsible officer 
 that whatever their operations might be, tiiey coidd be safely re- 
 lied upon to do their work in an entirely satisfactory manner. 
 
 "Without doubt, the best form of transport is an enlisted per- 
 sonnel, weU provided with non-commissioned officers, and a ma-
 
 BY LAND. 153 
 
 teriel of uniform pattern owned by tlie Government. Yet all 
 our wars except that of the Kevolution have been fought with a 
 civilian personnel in the transportation service. 
 
 IX. 
 
 YAEIATIOX FEOM THE NORMAL OEGAXIZATIOX 
 UXDEK SPECIAL CIRCUMSTAXCES. 
 
 It will rarely be found that the provisions of the Eegulations 
 for r^imental transport will ervactly suit the conditions and en- 
 vironment. It will in some eases be found desirable to increase 
 the regimental transport at the expense of the divisional and gen- 
 eral transport In other cases it "wtU without doubt be found 
 desirable to reduce the regimental transport and increase the 
 other forms. 
 
 During the Civil War the r^imental transport varied from 
 thirteen wagons in the beginning to one wagon at the close for 
 each regiment. The conditions that will influence the command- 
 ing general in reducing the r^imental transport below the figure 
 ^ed by regulations or current orders wiU be, (1) From neces- 
 eity, by reason of inability to procure the full amount; (2) On 
 account of the space it takes up on the march and the consequent 
 encumbering of the ground needed for the movement of troops; 
 (3) On account of close proximity to the enemy and consequent 
 danger of damage or capture and the necessity for freedom of 
 movement; (4) The c-onsideration of economy, or nec-essity for 
 limiting expenditures for lack of means. 
 
 As a concrete example of such adaptation, and as an illus- 
 tration of a system capable of expansion or contraction as de-
 
 154 TRANSPORTATION OF TROOPS Al^D MATERIEL 
 
 sired; the following order was recommended in a recent camp 
 of maneuver. So much of the order was published as covered 
 the case in point. The order is a composite one, consolidated 
 from the principal transportation orders issued at various times 
 to our armies in the field. 
 
 GENEEAL FIELD TEANSPORTATION OEDEK. 
 
 The figures given in this order may not seem, in some cases, 
 to be adequate. However, the endeavor has been to cover all 
 reasonable points of requirement, on the subject of wheel and 
 pack transportation, leaving it to special circumstances to de- 
 termine the practicability of adopting or altering the figures re- 
 cited. It is believed that such requirements in some form are 
 essential for a mobile army, and they should be susceptible 
 to change according to the requirements of varying conditions. 
 "General Orders. 
 
 "1^0. Headquarters Provisional Division. 
 
 "The following orders, prescri|bing the means of transporta- 
 tion and camp and garrison equipage for the Provisional Divis- 
 ion, supersede all former orders with which they are in 
 conflict.^' 
 
 The object of this order is to fully cover all points con- 
 nected with the subject of organization of wheiel and pack trans- 
 portation. 
 
 The first paragraph of the order reads as follows:
 
 BY LAND. 1 55 
 
 "1. The wagon and pack trains attached to the Division 
 will be concentrated in central corrals. Those of the cavalry bri- 
 gade at such point near the eastern boundary of the camp as will 
 be indicated by the Chief Quartermaster of the Division. Those 
 for all infantry organizations^ and such other organizations as 
 may be designated under the orders of the Division Commander, 
 at a point to be indicated by the Chief Quartermaster near the 
 western boundary of the camp. 
 
 "The trains of the Engineer Corps, the Signal Corps, and 
 the Hospital Corps, and riding horses of mounted officers will 
 be parked in camp with their respective organizations. 
 
 "So much of the transportation of the artillery as may be 
 required for camp use, under the approval of the Division Com- 
 mander, will be held in the camp of that organization. The re- 
 mainder will be placed in park in the general infantry corral. 
 
 "All trains will be parked in the central corrals according 
 to directions to be given by the Chief Quartermaster of the 
 Division." 
 
 The object of providing for this means of parking the trains 
 in this particular case was that the ground did not lend itself ac- 
 ceptably to the parking of the various trains in camp with the 
 organizations to which they were attached. In view of the limit- 
 ed amount of space, the compactness of the camp was provided 
 for by this method of parking. In addition, it is often found 
 desirable to detach a certain amount of transportation from 
 some organizations in camp, and assign it to other organizations 
 arriving \\ithout transportation, in order to equalize the trans- 
 portation. While this may not seem acceptable to regimental"
 
 156 TRANSPORTATION OP TROOPS AND MATERIEL 
 
 •commanders in all cases, yet it is believed to be for the good of 
 the whole establishroent. 
 
 The trains of the Signal Corps, Engineer Corps, and Hos- 
 pital Corps will remain with their respective organizations, for the 
 reason that this transportation is of a distinctive character, and 
 mainly useful only to the organizations to which it is attached. 
 
 The second paragraph of the order reads as follows : 
 
 "2. The organization of the transportation service for regi- 
 ments, squadrons, batteries, and other organizations assembled in 
 camp of maneuver will be as follows as far as possible : 
 
 "Each regiment of infantry will have seven wagons set aside 
 for its use; each squadron of cavalry will have five wagons set 
 -aside for its use. These wagons will be under the immediate or- 
 ders of the regimental or squadron quartermasters. Each bat- 
 tery of artillery will have two wagons set aside for its use. ISTine 
 wagons in excess of the regimental wagons will be subject to the 
 Orders of the brigade quartermaster, forming a supply train for 
 each brigade. All wagons in excess of this number remaining 
 after allotment to brigades and regiments will be subject to the 
 orders of the Chief Quartermaster of the Division, and will be 
 k)rganized into a separate division train for the service of ammu- 
 pition, commissary supplies, forage, and reserve medical supplies 
 and equipment. In addition to this, the Chief Quartermaster will 
 have a separate general supply train for the service of storehouses, 
 depots, and for the exceptional services required in a camp of this 
 character. 
 
 "The police train of contract wagons will perform the ser- 
 vice of policing the kitchens.
 
 BY LAND. 157 
 
 "Kegimental ti'ansportation should be assigned for infantry 
 on the march as follows: 
 
 "One wagon to two companies, and one wagon to regi- 
 mental headquarters, field and staff. 
 
 "For cavalry, one wagon to each troop, and one each to squad- 
 ron and regimental headquarters. 
 
 For artillery, two wagons for each battery, and one for bat- 
 talion headquarters. 
 
 "For brigades operating independently, the transportation for 
 brigade headquarters and reserve supplies will not exceed nine 
 wagons, which will be subject to the orders of the brigade quar- 
 termaster. Eegimental ' quartermasters will call upon brigade 
 quartermasters for any transportation needed in camp in excess 
 of regimental transportation for special purposes. Should the 
 brigade quartermaster not have it available, he should call upon 
 the Division Quartermaster for such transportation. Eequests 
 for transportation should not reach the Division Quartermaster 
 until all the resources of the regiments and brigades have been 
 exhausted." 
 
 The object of organizing the trains in this fashion is to pro- 
 vide for an equitable distribution of all the transportation assem- 
 bled and to provide at least a nucleus for all classes of transpor- 
 tation, in order to exhibit the system upon which the transpor- 
 tation of the command would operate and the uses to which all 
 is put. All transportation assembled in camp is thus allotted 
 and provision is made for the equitable use of all. The full al- 
 lowance provided in General Orders of the War Department is 
 not available with the transportation assembled.
 
 M58 TRANSPORTATION OF TEOOl'S AND MATERIEL 
 
 By the provisions of this order it is proposed that each reg- 
 linieht of infantry, squadron of cavalry, and battery of artillery 
 Bhall have a certain amount of transportation available for its im- 
 mediate use in camp, and a similar amount on the march and in 
 bivouac. In addition to this, a certain additional amount is set 
 aside under the orders of the brigade quartermaster, who will 
 be able to carry for his brigade a small amount of stores m case 
 the brigade acts separately, and he will be able to provide for its 
 needs from these supply wagons for a limited length of time; or, 
 in case a regiment is detached with instructions to act separately 
 for a longer period of time, the supplies can be furnished by the 
 brigade wagons temporarily assigned to the regiment. Or should 
 a brigade take the field for a longer period of time than supplies 
 can be carried by the brigade wagons, the division trains may be 
 drawn upon to furnish supplementary transportation. 
 
 The division train provides for additional supplies for the 
 division should it take the field; and the general supply train 
 provides for the keeeping up of the continual forwarding of the 
 supplies to points where they can be picked up by the division 
 trains, and, in case it is practicable to do so, may go forward 
 and substitute witli the division trains, all of which will have an 
 organization similar to the organization of the general supply 
 trains. 
 
 This organization, it is believed, will also be found useful in 
 the service of the camp, inasmuch as, it provides for all proper 
 camp services, all in consecutive order, in such a way that the 
 service should be had without confusion; and should an organi- 
 zation find itself insufliciently supplied with transportation for
 
 BY laVND. 159 
 
 any special purpose, a read}' means is indicated as to how the 
 difficulty luay be remedied. 
 
 Paragraphs 3, 4, 5, 6, and 7 read as follows: 
 
 "3. For the transportation of headquarters of the Majoi-r 
 General commanding^ and such officers as are attached thereto, 
 such wagons and light spring wagons, saddle horses, and camp 
 equipage will be allotted as may be deemed necessary from time 
 to time, to be assigned by the Chief Quartermaster at Division 
 Headquarters. 
 
 "4. For the headquarters of a brigade, one escort wagon, 
 which will be part of the brigade train, two extra saddle horses 
 for contingent wants, one hospital tent for the office of the bri- 
 gade commander, one wall tent for the brigade commander, and 
 one for each officer of the brigade staff. 
 
 "5. For a regiment of infantry, squadron of cavalry, bat- 
 tery of artillery, and other organizations in permanent camp, 
 the camp equipage will be as prescribed in existing orders. The 
 transportation for camp service will be as prescribed in paragraph 
 2 of this order. 
 
 "6. The allowance of baggage wagons and pack mides for 
 officers when on temporary detached service will be as follows: 
 To every three officers, one pack mule; to every tw^elve company 
 officers, one wagon, or four pack mules. This transportation to 
 be drawn from regimental or brigade transportation, or, if not 
 available there, application will be made to the Chief Quarter- 
 master of the Division. 
 
 "7. For camp service and for bivouac the transportation 
 for the troops will be as follows : For each regiment of infantry.
 
 160 TRANSPORTATION OF TROOPS AND MATERIEL 
 
 one wagon for every two companies, one wagon for field and staff ^ 
 for cavalry, one wagon for each troop, one wagon for each squad- 
 ron headquarters and one wagon for regimental headquarters; 
 for artillery, two wagons for each battery, one wagon for head- 
 quarters artillery battalion.'^ 
 
 As it is contemplated that part or all of the command will 
 be from time to time in bivouac, it is deemed desirable that the 
 amount of transportation for such bivouac be prescribed, in order 
 that it may be uniform throughout the division. 
 
 "8. When the division bivouacs, the following will be the 
 maximum amount of tentage allowed: 
 
 "For division and brigade headquarters, one wall tent lor 
 division and brigade commanders, and one for every two staff 
 officers. 
 
 "To each full regiment of infantry, for the colonel, field and 
 staff, three w^all tents. 
 
 "For all other commissioned officers, one shelter tent each. 
 
 "For every two non-commissioned ollicers, privates, team- 
 sters, etc., as far as they can be supplied from the tentage on 
 (hand in the organization to M'hich the}- belong, one shelter tent. 
 All other tentage than the above will remain standing in camp 
 under guard. 
 
 "For each cavalry squadron, one wall tent for headquar- 
 ters and staff. Other tentage as prescribed for a regiment of 
 infantry." 
 
 It is believed that an order should set forth with a good 
 deal of preciseness what will be expected of the officers and organ-
 
 BY LAND. 161 
 
 izations in the way of teiitage in bivouac, and tliat none of flTis 
 should Idc left to the discretion of tlie officers concerned. 
 
 "9. The allowance of oliicers' baggage in bivouac will be 
 limited to a bedding roll, not to exceed sixty pounds in weight, 
 one small valise, and a ivasonublc moss kit for each mess. 
 The men going into bivouac will carry no baggage except blan- 
 kets and shelter tents."' 
 
 This prescribes the maximum allowance of baggage for biv- 
 ouac, which it is believed should also be set forth in orders. 
 
 "10. The foregoing wagons and pack mules will include 
 transportation for all personal baggage, mess chests, cooking 
 utensils, field rations for immediate use, desks, papers, etc. 
 
 "All transportation and camp and garrison equipage in ex- 
 cess of this order will be inmiediately reported to the Chief Quar- 
 termaster of the Division, who will indicate the disposition to be 
 made thereof. 
 
 "The brigade supply train will, on the march, curry the nec- 
 essary supplies for the brigade. 
 
 "The division supply train will, on the march, carry the nec- 
 essary reserve supplies for the division. 
 
 "The general supply train will place the stores where they 
 can be reached by the division supply train, and, under certain 
 circumstances, will be interchangeable with the division supply 
 train." 
 
 The foregoing paragraph indicates the difference between 
 
 what can properly be called baggage wagons for the regiments and 
 
 squadrons, etc., and the supply trains, which carry the supplies 
 
 required, such as ammunition, subsistence, forage, etc. 
 n —
 
 162 TRANSPOKTATIOX OF TROOPS AjSD MATERIEL 
 
 "11. The division supply trains "and; general supply trains 
 will each uniformly consist ofl twenty-seven wagons to each train ; 
 each wagon will be completely equipped with proper extra parts, 
 and will be supplied with the usual necessary accompanying tools, 
 wagon covers, etc., 
 
 ''Each train will be under the control of a wagonmaster, as- 
 gisted l)y two assistant wagonmasters, and will be provided with 
 one extra teamster, one cook, and one watchman." 
 
 The foregoing paragraph gives, it is believed, a most satis- 
 factory wagon train organization; thoroughly cit'ective as a whole, 
 easily divisible into three effective units, if desired, equal or un- 
 equal in size, and equipped in every way for producing the best 
 results for the ser^dce. 
 
 "12. For the artillery and small-arms ammunition train, 
 transportation will be furnished as follows ; 
 
 "For 50 rounds of ammunition for each piece of field ar- 
 tillery ; t^vo wagons for a batter}^ o£ six guns. One hundred rounds 
 per man, each for infantry and cavalry ; three wagons per 1,000 
 men. Eeserve revolver ammunition. GO rounds per man, for 
 1,000 men; one wagon lightly loaded. 
 
 "N"ecessary wagons to carry this amount of ammunition will 
 be provided from the division trains whenever the commanding 
 General shall direct. 
 
 "13. In estimating weights to be carried on wagons and 
 pack mules, they will be figured as follows: 
 
 Pounds. 
 
 Weight of 1 field ration 4 . 
 
 1.000 rounds ammunition, infantrv and cavalrv 80
 
 BY LAXI). 163 
 
 Pounds. 
 
 1,000 rounds amniunition. rr-voUfr 37 Vj 
 
 100 rounds shrapnel -^,000 
 
 1 ration, grain, mide - 9 
 
 1 ration, grain, horse 1"^ 
 
 '"The usual load for a pack mule is 200 pounds; under the 
 most favorable conditions and the greatest necessity, this ma}' be 
 increased to 250 pounds for short distances. 
 
 "The load for an army wagon varies from 3,000 to 4,000 
 pounds. The load for an escort wagon varies from 2,000 to 
 3,000 pounds, according to the condition of the roads. 
 
 "Conmianding officers will be held responsible that the reg- 
 imental baggage wagons are not overloaded. Quartermasters in 
 charge of trains will be held responsible that supply trains are not 
 overloaded. Hay will not be carried on the march in baggage or 
 supply wagons." 
 
 The two preceding paragraphs give all the data necessary 
 for estimating the number of wagons required for the transpor- 
 tation of any desired quantity- of gubsistence, ammunition, and 
 forage. It is deemed desirable to give this in orders, as it will 
 not always be found con^ enient to search the manuals for these 
 figures. Figures are given in round numbers. a,s it may often 
 happen that wagonmasters, or even teamsters, may be called 
 upon to figure the weights of their loads. 
 
 "14. For the general brigade and division supply trains, 
 to carry sufficient subsistence supplies for five days for every 1,000 
 men, cavalry and infantry, and short forage for the teams will 
 require seven escort wagons.
 
 164 TRANSPORTATION OF TROOPS AND MATERIEL 
 
 "To the cavali\y division, and for the artillery brigade, should 
 be allowed, when in active campaign, the necessary number of 
 wagons to carry the weight of forage, rations, and other supplies 
 for the period that is contemplated that it shall be in active opera- 
 tions away from depot.'' 
 
 ' The preceding paragraph shows the number of wagons re- 
 quired for supplies for certain numbers of troops for fixed periods^ 
 and provides that for cavalry, artillery, and other organizations, 
 when detached, transportation shall be furnished, depeniding upon 
 the period for which they will be detached. 
 
 "15. The unit of organization for the transportation or suo- 
 sistenc«, ordnance, and general supplies will be by division. The 
 Chief Quartermaster of the Division will be responsible for the 
 conduct and discipline of the supply trains. Brigatle quartermas- 
 ters will be responsible for the conduct and discipline of the bri- 
 gade trains. Eegimental quartermasters will be responsible for 
 the regimental property and baggage, and the trains under 
 their charge, 
 
 "Quartermasters will attend in person to the drawing of nec- 
 essarv' supplies at depots, and will habitually accompany their 
 trains on the march." 
 
 This paragraph provides for the proper conduct and disci- 
 pline of trains. 
 
 "16. Commissary stores and forage will be transported in 
 the supply trains, and not in the regimental and squadron bag- 
 gage wagons, except that which is required for immediate con- 
 sumption. When the supply trains are not convenient of access 
 and when troops act in detachments, the Quartermaster's De-
 
 BY LAND. 1 65 
 
 partrtient will assign wagons or pack mules for the purpose of 
 carrying supplies for immediate use, but the baggage of officers 
 or troops, or camp equipage, will not be carried in the wagons, or 
 on animals so assigned." 
 
 This paragraph prescribes certain definite property to be 
 carried' in baggage trains, and prohibits cei'tniii other property 
 from being carried in supply trains. 
 
 '"'l?'. The wagons allowed to a regiment or other organiza- 
 tion will carry nothing but forage for their teams, cooking uten- 
 sils for the men and ofiicers, field rations immediately required, 
 and the authorized officers' baggage. It is contemplated that each 
 Tjaggage wagon, except those of the ammunition trains, will carry 
 the necessary forage for its own team for immediate use." 
 
 By '^rations for immediate use" is to be understood rations 
 to be used imtil such time as it is contemplated to draw upon the 
 division supply trains accompanying the command, about two 
 days. 
 
 The following paragraphs are disciplinary in character: 
 
 ''18. On the march, unless otherwise ordered by the com- 
 manding General, the baggage train of each brigade will follow in 
 the rear of the brigade except when an early engagement is antici- 
 pated, when all transportation except the ammunition train will 
 follow in the rear of the army or will be otherwise disposed as the 
 commanding general shall direct. Brigade trains will be under 
 the direction of the brigade quartermaster, who will use every 
 effort for the preservation of thej strictest order and discipline.^' 
 
 "19. Freight trains will be driven at a walk. Any teamster 
 found trotting or running his team will be awarded such punish- 
 ment as the case merits. i
 
 166 TRANSPOKTATIOX OF TROOPS AND MATERIEL 
 
 "Unneeessarv locking of wheels is prohibited." 
 
 "20. jSTo soldier shall ride in loaded baggage wagons, nor 
 in empty wagons except by special instructions to that effect, to 
 be given by proper authority.'"' 
 
 "21. The division supply trains will, as a general rule, fol- 
 low the baggage trains of the troops for whom the supplies are 
 •intended. Should a train be delayed by accident on the march, it 
 will be dra\>'n to one side of the road, while those in the rear will 
 close up the interval. Whenever trains or wagons for any rea- 
 son halt from any cause, they will, as far as possible, be drawn 
 to one side of the road, so as to admit of free passage of troops* 
 'artillery, and otlier trains that may be en route to the front." 
 
 "22. If trains meet on the road, those advancing towards 
 the enemy will be given right of way, and those going to the rear 
 will halt if there is not room to pass while in motion." 
 
 "23. In drawing supplies from tlie depot, the officer or other 
 person in charge of the train to be loaded with supplies will park 
 his train at a point to be indicated by a representative of the Quar- 
 termaster's Department in the vicinity of the depot, then report 
 to the depot officers for instructions as to the time and manner 
 of bringing up his train to receive the supplies." 
 
 "24. Mess for Teamsters. — In cases where teamsters have 
 no separate mess, but mess with their organizations, suitable pro- 
 vision will be made by commanding officers, so that teamsters may 
 not be delayed in procuring their meals." 
 
 "25. Wagons and their covers will be designated by the fol- 
 lowing markings on wagon bodies and wagon covers:
 
 ?,Y LAND. 167 
 
 "■Iieginiciitel baggage \vagx)iis will siiuw the designation of the 
 regiment, above or iu front of proper brigade and division device. 
 
 "Brigade baggage and supply wagons will bear the proper 
 brigade and division device. 
 
 "Division wagons will bear the division device, and the 
 'wagons making up the division supply train:^ will bear the device 
 pf the supply department whose supplies they carry, in addition 
 •to the division device. In addition, the ammunition train will 
 ishow in colored and horizontal bands six inches wide, in light 
 blue, red, or j-ellow, wdiether the ammunition carried is for in- 
 fantry, artiller)^, or cavalry. 
 
 "The wagons pertaining to the hospital service will bear the 
 device of that service, in addition to the device of the division. 
 The Signal Corps and Engineer Corps Avagons will be similarly 
 marketl. 
 
 "The devices for marking wagons will l)e as" follows: 
 
 "For the division, a red 'M' except the cavalry brigade wag- 
 ons, which will bear a 5'ellow 'M.' 
 
 "The infantry brigades will be shfAvn by black numerals, 1, 
 2, 3, 4. . 
 
 "The artillery brigades by crossed guns and notation of the 
 battery."' 
 
 The object of tlie preceding paragrapii is apparent. It is the 
 intention to provide all wagons with distinctive markings which 
 can be placed upon the -sides of the wagons and covers, so thiit 
 each wagon can be at a glance identified, and the character of its 
 supplies known.
 
 168 TRAXSIORXATIOX OF TROOPS AXD MATERIEL 
 
 "26. In order that acting quartermasters may receive full 
 benefit from the Antiiran Maneuvers, the troops, when in biv- 
 ouac, will be supplied with wood and forage from the \icinity 
 of the bivouac as far as possible. 
 
 "Quartermasters and acting quartermasters should supply 
 themselves with the necessary blank forms to enable them lo 
 render the proper accounts, which will be paid by tlie Chief 
 Quartermaster. 
 
 It is not to be supposed that in a camp of maneuver all of 
 the provisions of the foregoing order can be carried out, nor is 
 it contemplated that they shall. It is desirable, however, to ex- 
 hibit the order as complete as practicable, that such variations be 
 made from it as may be necessary under special conditions and 
 requirements. 
 
 It is interesting to note in passing that the provisions of 
 this order allot something less than one-fourth the amount of 
 transportation to each regiment that was allowed in the first gen- 
 eral transportation order of the Revolutionary War. 
 
 XI. 
 
 RELATION BETWEEN IMPEDIMENTA AND 
 TRANSPORT. 
 
 It is essential that the young officers of the Army, and those 
 not already familiar with campaigning, be educated to a full 
 understanding of the difference between the comforts to be ex- 
 pected in a permanent garrison or cantonment, a more or less 
 permanent camp, and a bivouac, in which the zVrmy is stripped
 
 BY LAND. 169 
 
 and ready for immediate service on the firing-line, and the still 
 further stripping of the army; for service ajctually on the firing-line 
 itself. 
 
 The troops should pass from one of these situations to an- 
 other freely, and without the embarrassffnemt of carrying superflu- 
 ous equipage and property of any character. In leaving the cafmp 
 or garrison for active field service, the baggage should be cut down 
 to the lowest practicable amount, and all that is superfluous should 
 be left behind, either under proper guard or turned into depot. 
 It is believed that the allowance of tentage, baggage, and trans- 
 portation for camp and bivouac, and the march, indicated in the 
 Regulations is a liberal one. All of this baggage, except that car- 
 I'ied on the persons of the men, will again be left behind when the 
 troops take actual engagement on the firing-line, and will only 
 ■be advanced to the troops after the fighting is over. 
 
 It is to be noted in this connection that the earliest transpor- 
 tation orders issued to our armies during the Civil War provided 
 from ten to thirteen wagon? per regiment. In the last transpor- 
 tation order issued to the Army of the West, which solved prob- 
 lems of transportation that had never been Imown in the armies 
 of civilized nations in the world before, the allowance for the 
 baggage was one six-mule wagon to each regiment. A similar 
 amount of transportation was allowed to the Army of the Poto- 
 mac in its final advance to x^ppomattox. The total number of 
 wagons, however, per thousand men, including thie brigade, divi- 
 sion, corps, and army supply trains, wa': not reduced in the 
 same proportion, but was as follows : about from thirty-four to
 
 170 TRANSPORTA'J'ION OF TROOPS AND MATERIEL 
 
 thirty-seven wagons per thousand men in the A¥estern Army, 
 and twenty-two per thousand men in the Army of the Potomac. 
 
 General Ingalls, C'hief Quartermaster of the Army of the 
 Potomac, reported that on the 1st of July, 1862, after the seven- 
 days battle before Eichmond, his transtportation was forty wagons 
 per thousand men. After Antietam the number was forty-nine 
 per thousand men. 
 
 General Batchelder, Chief Quai-ternuaster of the Army of the 
 Potomac, reported that in the Appomattox campaign there were 
 twenty-two wagons per thousand men. 
 
 In the past^ ^Yhen difficulties have arisen with the transpor- 
 tation service, the fault has not been wholly with the department 
 furnishing that service. The line itself has not always been rea- 
 sonable m its demands. 
 
 As an ilhistraticn of the rehitive amount of baggage con- 
 sidered necessary for the use of the troops in a semi-permanent 
 camp, and that to be taken by them when moving forward from 
 such camp towards the point of active operations, as well as 
 its effect upon the mobility of the trocps, tlie movement of the 
 Florida, via Port Tampa, to Santiago, Culja, will be a most 
 pertinent one, as it is fresh in the minds of all persons inter- 
 ested in military affairs. 
 
 It will be remembered that twenty-five escort wagons had 
 been designated by orders froni the War Department as an allow- 
 ance of transportation for a regiment of infantry in the field. 
 
 Colonel Bellinger, the Depot Quartermaster at Tampa, in 
 speaking of this subject, says:
 
 BY LAMU. 171 
 
 '■'During the incveiiiont of the troops from their camps in and 
 about Tampa to Port Tampa, where they were to embark upon 
 the transports, in order to save time by avoiding the necessity of 
 carefully stowing the baggage in the cars for the short trip of 
 nine miles, an average of from seven to eight box cars were allot- 
 ted to each regiment for the transporting of the cuinpany and 
 regimental baggage. 
 
 "So little was the problem of transportation appreciated by 
 some of these troops that in one case a regiment whose strength 
 was less than 700 men used fourteen box cars to take its baggage 
 from Tampa to Port Tar/ipa, and in no case did any regiment 
 confine itself to the baggage which its allowance of wagons could 
 have hauled on the march. 
 
 "It will be readily seen that tbc taiving of this large amount 
 of baggage reacted in eveiw conceivalilo way against the efficiency 
 of the troops and against their personal comfort. 
 
 "1. By impeding their entraining. 
 
 "2. By preventing the running of the trains from Tampa 
 to Port Tampa on the schedule arranged for the movemenr. 
 
 "3. By impeding the detraining of the troops at Port 
 Tampa. 
 
 "4. By impeding the embarkation of tlio troops on the 
 transports. 
 
 "5. By rendering it absolutely in^possible to unload this 
 baggage at Santiago or to have moved it forward had it been un- 
 loaded. Xor would any use have been made of a great deal of 
 it, had it been practicable to get it up to the troops. 
 
 "A great deal of this baggage remained in the holds of the
 
 172 TT.'ANSPORTATIOX OF TROOl'S AMU MATERIEL 
 
 transports and was returned to the United States without ever 
 leaving the vessels. 
 
 "Besides the superfluous and unnecessary amount of prop- 
 erty taken by the troops to Cuba, large quantities of personal as 
 well as regimental property were left by the troops in their per- 
 manent camps at Tampa. 
 
 "Had a systematized policy been maintained regarding the 
 amount of property toi be used in their permanent camps by the 
 officers and men, and in making the movement had a systematized 
 and very much reduced amount of baggage been decided upon for 
 the troops to carry forward with them, much loss of time and 
 property, as well as just and unjust criticism of the military 
 authorities, would have been avoided." 
 
 As a rule, it will be no part of the duty of the quartermaster 
 to prescribe what shall and what shall not be transported; that 
 as the province of the commanding general. The quartermas- 
 ter will merely indicate what quantities can be transported by 
 the means at hand. 
 
 When an engagement is imminent, the most important ele- 
 ment to be carried is the ammunition — after that, the hospital 
 supplies- and after those, the rations. At this juncture both the 
 hospital supplies and rations should be siinplified as much as pos- 
 sible — it is impossible to provide the same comforts for the sick 
 and wounded at the front as can be found at the base hospital. 
 These things should be siniple, etfective, and easy ot transportation. 
 
 The same is true of the ration. The simpler and Tighter at 
 this juncture the more certain it is to reach the men promptly. 
 It is believed that the certainty of having hard tack, bacon, and
 
 BY LA.ND. ''•> 
 
 coffee in hand will ]uore than make up for the knowledge that a 
 more elaborate menu exists somewhere in the rear if it could only 
 be brought up. The general rule will be in active campaigns to 
 relieve the transport of every unnecessary burden, in order that 
 it need not fail in its proper functions. 
 
 XII. 
 
 METHOD OF UTILIZING TRANSPOET WHEN LIVING 
 ON THE COUNTRY. 
 
 Transporlation Order of General Sherman. 
 Report of General Easton. 
 
 In order to give a comprehensive view of the operations of 
 the transportation service of the Western Army in the Atlanta 
 campaign and the march to the sea, illustrating the manner of 
 using transport when living on the country. The following quo- 
 tation is made from General Sherman, and from General Lang- 
 don C. Easton, his Chief Quartermaster. This is believed to be 
 the best example of its kind in our history. 
 
 "Upon November 9th, before leaving the vicinity of Atlanta, 
 General Sherman issued the following orders : 
 
 "Extract. 
 "1. For the purpose of military operations this army is 
 divided into two wings. The right wing, Major-General 0. 0. 
 Howard commanding, composed of the 15th and 17th Corps; the 
 left wing, Major-General H. W. Slocum commanding, composed 
 of the 14th and 30th Corps.
 
 174 TRANSPORT ATlOxV OF TROOIS AND MATERIEL 
 
 ''2. The habitual order of march will be, wherever prac- 
 ticable, by four roads as nearh' parallel as possible, and converg- 
 ing at points hereafter to be indicated in orders. The cavalry, 
 Brigadier-General Kilpiitrick commanding, will receive special 
 orders from the Commander-in-chief. 
 
 "3. There will be no general train of suppl}^, but each corpa 
 Avill have its ammunition train and provision train, distributed 
 'liabitually as follows: Behind each regiment should follow one 
 "wsigon and one ambulance; behind each brigade should follow a 
 ,due proportion of ammunition wagons, provision wagons, and 
 ambulances. In case of danger, each corps commander should 
 change this order of march by having his advance and rear bri- 
 'gades unencumbered by wheels. The separate columns will start 
 habitually at 7 a. m. : and make about fifteen miles per day, un- 
 less otherwise fixed in orders. 
 
 '^(5_ * * * ^g fQj. horses, mules, wagons, etc., belonging 
 to the inhabitants, the cavalry and artillery may appropriate freely 
 jand without limit — discriminating, however, between the rich, who 
 lare usually hostile, and the poor and industrious, usually neutral 
 and friendly. Foraging parties may also take mules and horses 
 to replace the jaded animals of their trains, or to serve for pack 
 mules for regiments or brigades. In all foraging, of whatever 
 'kind, the parties engaged will refrain from threatening or abusive 
 language, and may, where the officer in command thinks proper, 
 give written certificates of the facts, but no receipts; and they 
 will endeavor to leave with each family a reasonable portion for 
 their maintenance.
 
 BY LAND. 
 
 175 
 
 ag :;: * * The organization at oiicc of a good pioneer 
 Ijattalion for each army corps, composed, if possible, of negroes, 
 should be attended to. This battalion should follow the advance 
 guard, repair roads, and double them, if possible, so that the col- 
 umns will not be delayed after reaching bad places. Also army 
 com]iianders should practice the habit of giVing the artillery and 
 wagons the road, marching their troops on one side, and instruct 
 their troops to assist wagons at steep hills, or bad crossings of 
 streams. 
 
 In his interesting "Memoirs" the General tells us that — 
 "The greatest possible attention had been given to the artil- 
 lery and wagon trains. The" number of guns had been reduced 
 to 65, or about one gun to each thousand men, and these were 
 generally in batteries of four guns each. Each gun, caisson, and 
 forge was drawn by four teams of horses (eight horses). We 
 had in all about 2,500 wagons with teams of six mules each, 
 and 600 ambulances with two horses each. The loads were made 
 ■comparatively light, about 2,-500 pounds net; each wagon carry- 
 ing in addition the forage needed by its own team. Each sol- 
 dier carried on his person 40 rounds of ammunition, and in the 
 wagons were enough cartridges to make up about 200 rounds 
 per man, and in like manner 200 rounds of assorted ammuni- 
 tion were carried for each gun. The wagon trains were divided 
 equally between the four corps, so that each had about 800 wag- 
 ons, and these, usually, on the march occupied five miles or 
 more of road. Each corps commander managed his own trains; 
 and habitually the artillery and wagons had the raod, while the 
 men, with the exception of the advance and rear guards, pur-
 
 176 TKAXSPOR'JATIO^' OF TUOOPS AND MATERIEL 
 
 sued paths improvised by the side of the wagons, unless they 
 were forced to use a bridge or causeway in common." 
 
 And again, in regard to the march from Savannah through 
 the Carolinas to Goldsboro, we have the General's remarks as 
 follows : 
 
 "'Thus M^as concluded one of the longest and most important 
 marches? ever made by an organized army in a civilized country. 
 The distance from Savannah to (ioldsboro is four hundred and 
 twenty-five miles, and the route embraced five large navigable riv- 
 ers — viz., the Edisto, Broad, Catawba. Pedee, and Cape Fear, at 
 either of which a comparatively small force, well handled, should 
 iiave made the passage difficult, if not impossible. The country 
 generally was in a state of nature, with innumerable swamps, with 
 simply mud roads, nearly every mile of which had to be cordu- 
 royed. In our route we had captured Columbia, Cheraw, and 
 Payetteville, important cities and depots of supplies; had com- 
 pelled the evacuation of Charleston city and harbor; had utterly 
 liroken up all the railroads of South Carolina, and had consumed 
 a vast amount of food and forage, essential to the enemy for the 
 support of his own armies. We had in mid- winter accomplished 
 the whole journey of four hundred and twenty-five miles in fifty 
 days, averaging ten miles per day, allowing ten lay-days, and had 
 reached Goldsboro with the army in superb order, and the train 
 almost as fresh as when we had started from Atlanta." 
 
 In his report of the great march from Atlanta to Savannah, 
 General Easton, Chief Quartermaster of the Army states that: 
 *1Jpon leaving Atlanta, November 15, 1864, the army consisted 
 of four corps of infantry and one cavalry division, as follows:
 
 BY LVXP. 177 
 
 "14th Coi-ps: 15,680 men, 1,-iOS horses, 4,43G mules. 
 571 wagons, and 112 ambidances (38 wagons to 
 1,000 men) ; 
 "15th Corps: 18,000 men, 2,164 horses, 5,736 mules, 
 666 wagons, and 146 ambulances (36 wagons to 
 1,000 men) ; 
 "17th Corps: 11,000 men- 2,156 horses, 3,107 mules, 
 385 wagons, and 77 ambulances (35 wagons to 
 1,000 men) ; 
 "20th Corps: 14,000 men, 1,740 horses, 4,341 mules, 
 598 wagons, 105 ambulances (41 wagons per 1,000 
 men) ; 
 "Cavalry Corps : 5,000 men, 7,000 horses, 1,800 mules, 
 and 300 wagons — total, 63,680 men, 14,768 horses 
 19,410 mules, 2,520 wagons, and 440 ambulances. 
 "The following was ordered as the allowance of transporta- 
 tion for baggage, etc., on the march : 
 
 "One wagon to each regiment; two wagons to each brigade 
 headquarters; three wagons to each division headquarters; five 
 wagons to each corps head({uarters ; one wagon to each battery 
 (there was one battery to each division). The balance of trans- 
 portation was directed to be distributed as follows: 
 
 "Three wagons to each division for hospital purposes; one 
 wagon to every 100 men, including artillery, for ammunition, and 
 the remainder, 1,476 wagons, was used in transporting forage, 
 subsistence, etc. 
 
 "The army started from Atlanta with four days' grain. 
 
 12
 
 178 TRANSPORT ATIOJSr OF TROOIS AND MATERIEL 
 
 "The subsistence transported for the whole army was as 
 follows : 
 
 '•'Hard bread, twenty (?0) days' rations; salt meat, five (5) 
 da}-3' rations; sugar and coffee, thirty (30) days' rations; soap, 
 rice, candles, five (5) days' rations; salt, eighty (80) days' 
 rations. 
 
 "The army started from Atlanta with 5,476 head of beef 
 cattle in addition to the above. The army marched by corps, 
 and on roads as near parallel to each other as could be found. 
 Each corps had its own pontoon train, and each division its own 
 pioneer force, and with these organizations streams were crossed, 
 roads repaired and sometimes made, without retarding the move- 
 ments of the troops. The management of the trains differed some- 
 what in each corps, but I think the best arrangement was where 
 the train of the corps followed immediately after its troops, with 
 a strong rear guard in the following order : 
 
 "1st. Corps headquarters baggage wagons; 
 "2d. Division headquarters baggage wagons; 
 "3d. Brigade headquarters baggage wagons; 
 "4th. Regimental headquarters baggage wagons; 
 "5th. Empty wagons to be loaded with forage and 
 other supplies taken from the country with the 
 proper details for loading them; 
 "6th. Ammunition train; 
 "7th. Ambulance train. 
 "8th. General supply train. 
 "As the empty wagons reached farm houses and other points 
 "where supplies could be obtained, a sufficient number were turned
 
 IJY L.VXD. 179 
 
 out of the road to take all at the designated point, and so on 
 through the da}-, until the empty wagons were loaded, making it 
 a rule to take the first supplies come to, and to leave none on the 
 road until all the wagons were loaded. The empty wagons could 
 he loaded by the time the rear of the general supply train came 
 up to them, and they would fall into their proper place in the 
 rear of the division trains, if in time, or in the rear of the general 
 supply train, without retarding the march. This arrangement 
 worked well, and is probably as good as any that could be made 
 for procuring supplies. As a general thing, the wagons were re- 
 quired to go but a sliort distance from the line of march to obtain 
 supplies, there being sufficient near by." 
 
 It is obvious to the most casual observer that the real neces- 
 sities in furnishing an effective transport seawice and providing 
 for the greatest possible mobility, are that there must be a rela- 
 tive adjustment between the equipage and stores and supplies to 
 be provided, and the amount of transport to be furnished. 
 
 It must be apparent that the character of the campaign, the 
 season of the year, the ends to be attained, and the nature of the 
 country to be traversed will impose limitations as to the baggage, 
 fequipage, and supplies to be carried, and will thus afford a basis 
 upon which the commanding general can figure the amount of 
 transport required to accompany the army. 
 
 If the troops are to travel lightly equipped through a rich 
 country where supplies are readily obtainable, the effectiveness of 
 the transport will be greatly increased ; in many campaigns it will 
 be found, hovv'ever, that a great proportion of the transport ani- 
 mals will be engaged in the carriage of their own food. When it
 
 180 TRAXSPOll'L'ATlON OF TKOOl'S AND MATERIEL 
 
 is remembered that a four-mule wagon can transport through a 
 country destitute of forage onl}^ full forage for its own team and 
 rations for the driver for froin twenty to thirty days, the limita- 
 lions of animal transport can at a glance be appreciated. 
 
 It is 'therefore of the first importance that all considerations 
 be carefully weighed in the. outset, and that stringent regulations 
 limit the amount of baggage, C(]uipage, and supplies to be taken 
 by the troops to- tliose that will actually be required. 
 
 In the beginning of the Civil War the wagon trains so ham- 
 pered the Army that it was difficult for it to move. Quantities 
 of baggage and impedimenta and numerous camp-followers en- 
 cumbered the traius. A general order upon the subject was found 
 necessary. Experience soon disclosed the true requirements for 
 active service; baggage was dispensed with; unnecessary impedi- 
 menta left behind, heavy tentage soon feU into disuse, and in the 
 later campaigns the shelter tent served for officers and men 
 alike. 
 
 In the beginning of the war with Spain the allotment was 
 twenty-seven wagons to each regiment of infantry. In the be- 
 ginning of the Civil War the allotment was thirteen wagons ta 
 each regiment of infantry. In the Final campaigns both of the 
 Western Army and the Army of the Potomac the allotment for 
 baggage was one wagon to each regiment, although the total 
 number of wagons assigned to serve 1,000 men was not greatly 
 reduced below the number required in the early campaigns. 
 
 Napoleon's maximum allotment of wheel transport was lim- 
 ited to twelve wagons for each 1,000 men. With this number 
 of wagons he calculated on carrying supplies sufficie'nt to last
 
 la' L.V.N J). 181 
 
 for thirty days^ counting, however, that each soldier carried 
 eight days' rations on his back. When it is considered that the 
 great master of the Art of War relied solely npon his wheel 
 transport and the supplies of the countr}', and was without rail 
 communications, or, as a rule, a geueral supply train, the limi- 
 tations placed upon the requirements of his troops can readily 
 be understood. 
 
 No nation in the world maintains in tijnes of peace anything 
 like the full complement of transport required for the conduct 
 of a war of magnitude, or even to provide for the complete mobili- 
 i-ation of the forces from time to time assembled. Most Conti- 
 nental powers provide by law for procuring the necessary amount 
 by requisition. 
 
 It is the policy of our Government to maintain a small stand- 
 ing Army, and to rely upon volunteer troops for the bullv of the 
 forces to be used in time of war. 
 
 This gives rise to the necessity for an exceptionally elastic 
 system of supply and transport capable of accommodating itself 
 to a sudden increase in the Army. The transport, whether by 
 water, rail, or land, will be vastly expanded by purchase, charter, 
 hire, or service agreement, to meet the new conditions. And in 
 that event it will be necessary that the exieting peace organization 
 and methods be so extended as to control and operate the added 
 transportation service with as little embarrassment as possible. 
 
 At present the actual handling of all classes of military as 
 well as all auxiliary transport is in the hands of civilians under 
 greater or less control of the military authorities; from the army
 
 182 TRANSPORTATION OF TROOPS AND MATERIEL 
 
 wagon train, in which the Government owns all means and mate- 
 riel and merely hires the man to drive the team, to the railroad 
 or steamship company, where the control of the Grovemment is 
 limited to designating the manne/r in which its business shall be 
 handled and the route it shall travel. 
 
 In time of war it is not likely that these methods will, to 
 any great degree, be departed from, but the necessity for effective 
 
 organization must be apparent to all. 
 
 As an illustration of the magnitude of the number of animals 
 required for the operations of a vast army, it is interesting to note 
 that during the first year of the Civil War there were purchased 
 for all purposes 109,789 horses and 83,620 mules, exclusive of 
 those bought in the field under emergency, or acquired by capture, 
 which would probably swell the total to an aggregate of a quarter 
 of a million animals or more. 
 
 During the second year 197,457 horses and 11,068 mules 
 were purchased in like manner. 
 
 After every battle or considerable march, large numbers of 
 animals Avere turned in to depots disabled. These had to be re- 
 placed from depots; many of those turned in died, and those 
 recuperated, together with others purchased, formed the supply 
 for further issues in the same inanner. 
 
 To provide for such an expansion and produce the best re- 
 sults, it is necessary that the peace organization be along such 
 lines of proven efficiency as will assure a nucleus upon which 
 dependence may be placed ; a unit available in any class of work ; 
 an organization capable of moving coherently as a whole, with
 
 BY LAND. 1S3 
 
 liniformity in detached units, and of operating under every cir- 
 cumstance with all possible precision. 
 
 Upon the ability of its officers to bring about such conditions 
 will depend the welfare and success of an army, and methodical 
 organization and systematic forethought alone can be relied upon 
 to produce results so much to be desired.
 
 UNIVERSITY OF CALIFORNIA AT LOS ANGELES 
 
 THE UNIVERSITY LIBRARY 
 This book is DUE on the last date stamped below 
 
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 1988 
 
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