CHAPTER XI
Railway Troops in Germany
The innovation introduced into modern warfare by the Federal Government of the United States, in the organisation on a comprehensive scale of a Construction Corps for the combined purposes of repairing, destroying and operating the railways on which so much might depend in the conduct of war, attracted great attention in Europe, and more especially so in Germany, which was the first country on this side of the Atlantic to follow the American precedent, since adopted more or less completely by all nations possessed alike of railways and a standing army.
Down to the time of the War of Secession the need for such a corps had not been realised in Europe; but the advantages which might be gained therefrom had been shown in so unmistakable a form that when, in 1866, there was the certainty of an early conflict between Prussia and Austria, one of the first steps taken by the former country was to provide, under a decree of May 6, 1866, for a Field Railway Section, ("Feldeisenbahnabteilung,") to be formed, and designed to operate, on a basis closely approximating to that which had applied to the corresponding American corps. The special purposes to be served were defined as those of rapidly repairing lines of railway destroyed by the enemy and of destroying railways it might be thought expedient to prevent the enemy from using. The section was to be under the orders of the General Staff either of the Army or of an Army Corps. It was, however, not to come into being until its services were really required, and it was then to act for the duration of the war only.
On the outbreak of hostilities three divisions of the corps were mobilised, under Cabinet Orders of May 25 and June 1, one division being allotted to each of the three Prussian armies operating in different parts of the theatre of war. The composition of the corps was partly military and partly civil. The military element was supplied by officers of the Engineers (one of whom acted as chief), non-commissioned officers, and a detachment of Pioneers, the last-mentioned being either carpenters or smiths. The civil element comprised railway engineers, thoroughly acquainted with the construction and repair of permanent way, bridges, etc.; assistant railway engineers, performing the duties of clerks of the works; head platelayers, foremen, locomotive drivers, machinists (for the repair of engines, rolling-stock, water pumps and water tanks), and others. The members of the civil section were chosen from the staff of the Prussian State railways by the Minister of Commerce, their services being placed by him at the disposal of the War Minister. Each of the three divisions constituted a complete unit.
On the side of the Austrians there was at that time no similar force available. Three years before there had been published in Vienna a book, by Oberst. von Panz, entitled "Das Eisenbahnwesen, vom militärischen Standpuncte," in which the author expressed the view that details on the following points, among others, concerning railways should be collected in time of peace and classified for reference in case of need:—Permanent way: system and construction; gauge and number of lines; whether lines single or double. Stations: size and construction; which of them best fitted to serve as depôts. Bridges: underground works, etc.; which of these could be the most easily destroyed, or soonest repaired if destroyed, and if prepared beforehand for destruction. Embankments: size; how made; slope; if provided with culverts and size of these. Cuttings: length and depth; slopes; nature of ground; whether much or little water, and whether danger of landslips. Tunnels: dimensions and construction; if lined or cut in rock; nature of cuttings at end and whether they can be blocked. Large bridges and viaducts: system of construction; span of arches; whether or not the piers are mined.[24] Where men, tools, stores and materials can be obtained, and to what extent.
These recommendations attracted much attention at the time. They were quoted by H. L. Westphalen in his book on "Die Kriegführung unter Benutzung der Eisenbahnen" (Leipzig, 1868), of which a French translation was published under the title of "De l'Emploi des Chemins de Fer en Temps de Guerre" (Paris, 1869); yet when, just before the outbreak of war with Prussia, the Commander-in-Chief of the Austrian Northern Army recommended that a Construction Corps should be formed, the Minister of War replied that "the repair of railways was work which should be done by the railway companies concerned."
All the same, the retarding of the Prussian advance by interrupting the rail communications became an important phase of Austrian tactics and was followed up with great activity. Bridges and viaducts were destroyed, rails torn up, sleepers burned, points and turntables carried away, tunnels obstructed and water cranes and pumps rendered useless. At one place (between Libenau and Sichrau), where the railway passed through a deep cutting, the explosion of mines along the top of each bank detached great masses of rock which, falling on the lines, filled up the cutting to a height of six or eight feet for a distance of about 250 ft., and could not be removed until, by means of blasting, they had been broken up into pieces sufficiently small to be carried away in ballast trucks.
The arrangements made by the Prussians were, however, so complete as to permit, in most instances, of a speedy restoration. Even in the instance just mentioned, fifty Pioneers, aided by twenty labourers, had the line clear for traffic again before midnight of the day the destruction was caused.
Each division of the Construction Corps had at its disposal two locomotives and thirty closed wagons or open trucks, provision thus being made for the transport of, among other things, six light covered carts (for use on the roads in the country to be invaded, horses being requisitioned therein as necessary); tools; supplies of blasting powder or gun-cotton; and rails, sleepers, bolts, etc., for 250 yards of railway, reserve materials for a further quarter of a mile of track being left at intermediate depôts, supplemented by an unlimited supply at the base of operations. The construction trains also carried timber, ropes, nails, scaffolding, clamps, etc., for the prompt repair of small bridges. Materials for larger bridges or viaducts were stored at convenient centres.