In any case, the details of construction, equipment and operation of a military railway vary from those of a commercial railway since the one would be intended to serve only a specific and possibly temporary purpose, in the attainment of which the question of speed would be a secondary consideration, whereas the other would require to assume a permanent form, be capable of higher speeds, and afford adequate guarantee of safety for the public, by whom it would be used. The building, also, of a military railway may be, and generally is, carried out by a corps of Railway Troops to which are specially delegated the duties of laying, working, maintaining, repairing, restoring or destroying railways; and, provided the desired lines were built with sufficient dispatch, and answered the desired purpose, the military commanders who would alone be concerned might well be satisfied.
In many different ways the resort to military railways, whatever their particular type, has greatly extended the range of advantages to be gained from the application of rail-power to war. A full record of all that has been accomplished in this direction could hardly be attempted here; but a few typical examples of what has been done in this direction—though not always with conspicuous success—may be offered.
The Crimean War
The earliest instance of a purely military railway being constructed to serve the purpose of a campaign occurred in the Crimean War; and, although the line then made would to-day be regarded as little more than an especially inefficient apology for a railway, it was looked upon at the time as a remarkable innovation in warfare. It further established a precedent destined to be widely followed in later years.
Between the camp of the allies at Sebastopol and their base of supplies at Balaklava the distance was only seven or eight miles; yet in the winter of 1854-55 the fatigue parties sent for rations, clothing, fuel, huts, ammunition and other necessaries were frequently no less than twelve hours in doing the return journey. The reason was that during the greater part of that time they were floundering in a sea of mud. The soil of the Crimea is clay impregnated with salt, and, under the combined influence of climatic conditions and heavy traffic, the route between camp and base had been converted into a perfect quagmire. Horses, mules and carts were, at first, alone available for transport purposes; but, although plenty of animals were to be obtained in the surrounding country, only a limited number could be employed by reason of the lack of forage, a totally inadequate supply having been sent out from England. As for the animals that were used, their sufferings, as the result of those terrible journeys, their own shortage of food, and the effect of the intense cold on their half-starved bodies, were terrible. "In the rear of each Division," says General Sir Edward Hamley, in "The War in the Crimea," "a scanty group of miserable ponies and mules, whose backs never knew what it was to be quit of the saddle, shivered, and starved, and daily died." They died, also, on every journey to or from the base. The toil of going through the quagmire even for their own forage, or of bringing it back when they had got it, was too great for them, and the whole line of route was marked by their remains.
As for the troops, they experienced great hardships owing to the inadequate supplies of provisions and fuel at the camp, although there might be plenty of both at the base. Apart from the physical conditions of the roads, or apologies for roads, between the two points, the campaign was begun without transport arrangements of any kind whatever. A transport corps formed for the British Army in 1799, under the title of the Royal Wagon Train, had been disbanded in 1833, and, whether from motives of economy or because the need for war preparations in time of peace was not sufficiently appreciated, no other corps had been created to take its place. Hence the troops sent to the Crimea were required, at the outset, to look after the transport themselves, and in many instances they even had to do the work of mules and horses. It was not until January 24, 1855, that a Land Transport Corps, composed of volunteers from various arms of the service, was raised by Royal Warrant and began to provide for a defect in the military organisation which had, in the meantime, involved the allies, and especially the British, in severe privations owing to the frequent shortage of supplies. The original intention to establish a depôt at head-quarters before Sebastopol had had to be abandoned because of the hopelessness of any attempt to get a sufficient surplus of provisions to form a store.
Such were the conditions that the pioneer military railway was designed to remedy. Built, at a very slow rate, by English contractors, who arrived at the Crimea with their men and material during the month of January, 1855, the line was a single-track one, with a 4 feet 8½ inch gauge. For the first two miles from Balaklava it was worked by a locomotive. Then the trucks were drawn up an incline, eight at a time, by a stationary engine. Six horses next drew two trucks at a time up another incline. After this came a fairly level piece of road, followed by two gullies where each wagon was detached in succession and made to run down one side of the gully and up the other by its own momentum. Then horses were again attached to the trucks and so drew them, finally, to the end of the line on the Upland.
Five locomotives, of from 12 to 18 tons weight, were provided, and there were about forty ordinary side-tip ballast wagons—all entirely unsuitable for use on a military railway.
At first the men belonging to the contractors' staff—navvies and others—were entrusted with the working of the line. The question had been raised as to whether their services should not be made use of in other directions, as well. On their being sent out from England the idea was entertained that they might construct trenches and batteries, in addition to building the railway, and there was a suggestion that they should, also, join the siege parties in the attack on Sebastopol. In order to test the question (as recorded by Major-General Whitworth Porter, in his "History of the Corps of Royal Engineers"), Sir John Burgoyne wrote to Mr. Beattie, principal engineer of the Railway Department, asking if he would approve of an invitation being given to the men to undergo such training as would qualify them to defend any position in which they might happen to be. In his answer Mr. Beattie wrote:—