The Iron Ration: Three Years in Warring Central Europe

by George Abel Schreiner

The motive power was in no better condition. The engines leaked at every steam and water joint, and to get within 60 per cent. of the normal efficiency for the amount of coal consumed was a remarkable performance. It meant that the engineer, who was getting an allowance on all coal saved, had to spend his free time repairing the "nag" he ran.

Constantly traveling from one capital to another, and from one front to the other, I was able to gauge the rapid deterioration of the railroads. To see in cold weather one of the locomotives hidden entirely in clouds of steam that was intended for the cylinders caused one to wonder how the thing moved at all. The closed-in passenger stations reminded me of laundries, so thick were the vapors of escaping steam.

Despite the reduction in running-time, wrecks multiplied alarmingly. It seemed difficult to keep anything on the rails at more than a snail's pace.

To the freight movement this was disastrous. Its volume had to be reduced to a quarter of what it had been. This caused great hardship, despite the fact that the distribution and consumption zones had put an end to all unnecessary trundling about of merchandise. In the winter the poor freight service led to the exposure of foodstuffs to the cold. It was nothing unusual to find that a whole train-load of potatoes had frozen in transit and become unfit for human consumption. Other shipments suffered similarly.

In countries that were forced to count on every crumb that was a great loss. It could not be overcome under the circumstances.

In the winter the lame railroads were unable to bring the needed quantities of coal into the population centers. This was especially true of the winter of 1916-17. Everybody having lived from hand to mouth throughout the summer, and the government having unwisely put a ban on the laying-in of fuel-supplies, there was little coal on hand when the cold weather came. Inside of three weeks the available stores were consumed. The insistent demand for fuel led to a rush upon the lines tapping the coal-fields. Congestion resulted, and when the tangle was worst heavy snows began to fall. The railroads failed utterly.

Electric street traction shared the fate of the railroads. To save fuel the service was limited to the absolutely necessary. Heretofore most lines had not permitted passengers to stand in the cars. Now standing was the rule. When one half of the rolling stock had been run into the ground, the other half was put on the streets, and that, too, was shortly ruined.

The traction-service corporations, private and municipal alike, had been shown scant mercy by the several governments when men were needed. Soon they were without the hands to keep their rolling stock in good repair. Most of the car manufacturers had meanwhile gone into the ammunition business, so that it was impossible to get new rolling stock. Further drafts on the employees of the systems led to the employment of women conductors, and, in some cases, drivers. While these women did their best, it could not be said that this was any too good on lines that were much frequented. Travel on the street cars became a trial. People who never before had walked did so now.

As was to be expected, the country roads were neglected. Soon the fine macadamized surfaces were full of holes, and after that it was a question of days usually when the road changed places with a ditch of deep mire. The farmer, bringing food to the railroad station or town, moved now about half of what was formerly a load. He was short of draft animals. Levy after levy was made by the military authorities. By the end of 1916 the farms in Central Europe had been deprived of half their horses.

It has been said that a man may be known by his clothing. That is not always true. There is no doubt, however, that a community may well be recognized by its means of transportation. Travel in every civilized country has proved that to my full satisfaction. I once met a man who insisted that if taken blindfolded from one country into another he would be able to tell among what people he found himself, or what sort of gentry they were, merely by traveling on their railroads. To which I would add that he could also very easily determine what sort of government they had, if he had an ear for all the "Es ist Verboten," "C'est défendu," and "It is not allowed" which usually grace the interiors of stations and car.