CHAPTER VIIMAINTAINING THE ARMY IN FRANCE
To receive, care for and handle the army in France made necessary prodigious works that, like everything else in the prosecution of the war, had to be planned and executed at the highest possible speed. While the making of the army, the building of cantonments, the development of flying fields, the creation of an industry for the supplying of munitions, the building of shipyards and ships, the expansion of the navy, and all the multitude of wartime tasks to which the nation at once turned its energies were being pushed breathlessly forward, a vast development of facilities had to be begun and carried on in France before our army and its supplies could even be landed upon French shores and transported to the front.
The chief ports of France were already being utilized to their utmost capacity by France and England, and for either of these nations to give up any portion of the port facilities they were using would have meant a serious detriment to their war effort. Therefore it was necessary for the United States to develop sufficiently for our needs the smaller and more backward harbors and port towns. Our shipments of troops and supplies began to land in France at the end of June, 1917, and at once the ports it was possiblefor America to use became badly congested because of the lack of unloading facilities. In response to the sore need of our war associates and their urgent request our khaki-clad men were sent over in a constantly increasing stream that grew month by month to ever larger proportions. With each 25,000 men it was necessary to dispatch simultaneously enough supplies of every sort to maintain those men for four months. And at the same time had to be shipped the varied kinds and immense amounts of material for the development of the ports, the building of storehouses, the making of camps, the providing of railways and rolling stock, and all the rest of the work to be done.
As the vessels carrying all these war necessities crowded into the small and undeveloped French ports in the summer of 1917 they had to wait their turns at the docks. It often happened that a ship would discharge the most needed part of its cargo, give up its place to some other ship which also carried sorely needed supplies and wait for another turn to land the rest of its load. Sometimes, so great was the congestion because of the lack of berthing and unloading facilities, a ship would find it better, rather than wait for another opportunity, to return to the United States with part of its original cargo still aboard, reload and cross the ocean again, when it would appear at the French port by the time its next turn came around.
By the following summer, a year after these things were happening, so enormous were the developments and improvements this country had made, that with 250,000 and sometimes even 300,000 soldiers per month pouring into the French ports, with all the vast amounts of food, equipment, clothing and munitionsfor their use that went in with them, and with all the huge and varied quantities of construction material also being landed, the port facilities were equal to all needs and docks, warehouses and unloading machinery were ready for the still greater demands upon them which would presently have followed if the war had not come to an end.
A great part of the material for this development had to be shipped from the United States, as well as the tools with which the work was done. The piles for the building of the docks, the lumber for the barges on which to place the pile drivers, the material for long blocks of storehouses, the rails and cars and locomotives for the making and operating of hundreds of miles of track, lumber for the building of barracks for the thousands of workmen, dredges, cranes, steam shovels, tools and materials of every sort—almost all had to be shipped from the United States and unloaded at the small, congested French ports, which were being enlarged and developed all the time that this work of unloading was going on in the cramped and crowded space.
In all, more than a dozen French ports were used by the American Government and in each one more or less expansion and development had to be done to make it serviceable, and in all the more important ones a very great amount of development work was instituted and carried through at breakneck speed. So much was done that through the last months of the war it would have been of little strategic value to the Germans if they could have gained possession of the Channel ports of France, for which they had striven mightily in order to cut off communications between England and the British armies in the field,for by that time there was room for them also at the more southerly ports. St. Nazaire was opened first and was followed by Bordeaux, Brest, Le Havre, La Rochelle, Rochefort, Rouen, Marans, Tonnay-Charente, Marseilles and others.
One of the Docks in a French Port Developed by the United States
One of the Docks in a French Port Developed by the United States
One of the Docks in a French Port Developed by the United States
St. Nazaire, through which poured immense numbers of American troops and vast quantities of supplies, in the early summer of 1917 was a sleepy little fishing village with a good natural harbor which was used only by occasional tramp steamers and coastwise shipping. The berthing and unloading facilities were meager, small, old and dilapidated. The harbor basin was dredged and enlarged, piers were built affording three times the former berthing capacity, the unloading facilities were multiplied by ten. At Bordeaux, in June, 1917, there were berths for seven ships and no more than two ships per week could be unloaded. Dredging and construction made it possible for seven ships at the existing pier to discharge their cargoes at the same time and inside of eight months docks a mile long, which the French told the American engineers could not possibly be finished in less than three years, were built on swampy land, concrete platforms, railroad tracks, and immense warehouses were erected and huge electric cranes were set up for lifting cases of goods from ships to cars. Approximately 7,000,000 cubic feet of lumber were used in this construction, nearly all of it shipped from the United States. In less than a year it was possible to unload, instead of two ships in a week, fourteen ships all at the same time. The amount of development, of dredging and construction, that had to be done at these two ports alone indicates the size of the task which awaited the United States Governmentoverseas before our men and their supplies could even be landed in France.
There were very few supplies available in Europe for the American Army. Practically everything for their maintenance had to be shipped from the home base, and no chances could be taken with the possible cutting of the line of supply by enemy operations at sea. Therefore, for every soldier sent to France there went an amount of food and clothing sufficient to meet his needs for four months—an immediate supply for thirty days and a reserve for ninety days. The supply was kept at that level by adding to the amount already sent, with each fresh unit of 25,000 men embarked from America, the increase needed for them. As our Army overseas grew to 500,000, to 1,000,000, to 2,000,000, and with each new leap of the numbers subsistence and clothing for their four months’ use also crossed the ocean, great cities of warehouses sprang up, almost overnight, for the storing of these immense quantities of goods. Each port had its base supply depot a few miles back from the shore where were stored the materials as they were unloaded from the ships. Here was kept, in the depots of all the ports, a part of the reserve sufficient to maintain the entire Army, whatever its size at any given time, for forty-five days. Well inland, midway between the base ports and the front lines, was another series of warehouse cities to which the goods were forwarded from the base warehouses and from which they were distributed to the final long line of storage depots immediately behind the battle zones. In the intermediate warehouses was kept constantly a thirty days’ supply for all the American forces in France and in the distributing warehouses behind thefront and at hospital, aircraft and other centers of final distribution there was always on hand a sufficient supply for fifteen days. Most of the material for all this vast network of storage houses had to be shipped from the United States. This was especially true of the base supply depots and the early construction. Later, much of the wood was cut by American engineering troops in French forests. Let two or three of these warehouse cities afford an idea of the immensity of the task of housing the supplies for our armies.
At the St. Nazaire supply depot nearly two hundred warehouses afforded 16,000,000 square feet of open and covered storage. Back of Bordeaux there was wrought in a few months a transformation from miles of farms and vineyards to long rows upon rows of iron and steel warehouses, each fifty by four hundred feet and affording, all told, nearly ten million feet of storage. At Gievres, what was a region of scrub growth upon uncultivated land became in a few months an intermediate supply depot of three hundred buildings, covering six square miles, needing 20,000 men to carry on its affairs and having constantly in storage $100,000,000 worth of supplies.
These and all the other depots had to have their barracks for the housing of the thousands of men for their operation. In each one a sufficient supply of pure water had to be developed, for nowhere in France was there enough wholesome water for American needs. Usually either artesian wells were sunk or existing sources were enlarged and purified, and reservoirs, tanks and piping were installed. One water-works and pumping station had a capacity of 6,000,000 gallons a day. Let a supply depot at which8,000 enlisted men were employed illustrate them all. Rows of neat, two-story barracks housed the men and a huge mess hall, which served also as church, theater and entertainment hall, accommodated 3,100 men at a sitting and allowed 6,200 to dine in an hour. Planned on scientific principles, its overhead service, from which the food was heaped on the mess kits of the doughboys, enabled them to pass quickly in an unbroken line from the serving stations, of which there was one for each company, to the dining tables. Four smaller dining halls seating 500 each added the accommodations necessary for the entire camp. The food was cooked in two large, concrete-floored kitchens, each 312 by 60 feet and having thirteen big stoves, and in two smaller kitchens of three stoves each. An underground sewer carried the camp refuse to the sea, there were plenty of hot and cold shower baths and the whole was lighted by electricity.
At all large supply stations and permanent camps there were huge bakeries, each baking thousands of pounds of bread every day, coffee roasting and grinding plants—one of these prepared 70,000 pounds of coffee per day—ice and cold storage plants that made their own ice, of which one had a daily capacity of 500 tons of ice and held 6,500 tons of beef, big vegetable gardens cultivated by soldiers temporarily unfit for duty at the front, hospitals, nurses’ and officers’ quarters.
Within a few weeks after our entrance into the war, and before the first troops had sailed for France, a railroad commission was at work there studying the transportation problem which would have to be solved and preparing for the huge organization which would have to be set up before we could give efficient aid.At first the American Army was simply a commercial shipper over French lines, then American cars and engines were sent over and operated by American personnel on the French roads, under French supervision, and a little later most of the American lines of communication were taken over by the American Army. And hundreds of miles of railroads and switches were built and operated at terminals, between base ports and supply depots, in the supply stations, at the front, and between camps and other centers.
At first American locomotives were shipped in knocked-down parts and set up again after their arrival in France. But this method consumed too much time, when time cost high in human life and treasure. A hurried search was made for ships with holds and hatches big enough to receive such burdens. The first ship that went thus loaded carried thirty-three standard locomotives and tenders tightly packed in bales of hay. Each one was lifted from the rails beside the dock by a huge derrick, as easily as a cat lifts a kitten, and on the other side was lifted from its place in the hold to the rails, ready for express service to the front, in forty-six minutes. In all, 1,500 locomotives, either knocked-down or ready for service, were transported and 20,000 freight cars were taken over in knocked-down parts and erected again at a big assembling station. There were constructed 850 miles of standard gauge railroads for needs which the existing French railways did not meet, of which 500 miles were built in the last five months of the war. In addition, there were constructed 115 miles of light railway, while 140 miles of German light railway were repaired and made fit for operation. In order to carry our own lines across French roadswithout interfering with traffic it was necessary to build many miles of switches and cut-offs. Americans operated 225 miles of French railways. The transportation system made use also of 400 miles of inland waterways on which hundreds of barges towed by tugs sent over for that purpose carried army supplies. This entire huge transportation system was planned, developed, operated and manned by American railroad men, from railway company presidents and general managers to brakemen, and required the services of more than 70,000 men.
The aviation program called for big construction works in France, where seventeen large flying fields, divided into several air instruction centers, were developed. One of these aviation centers covered thirty-six square miles and was a city complete in itself, as was each of the other centers, with their barracks, dining halls, hangars, repair and assembly shops, hospital, officers’ and nurses’ quarters, welfare buildings. And all of these complete, self-contained cities, each housing thousands of people, grew in less than a year upon farming lands.
Hospitals were built upon a standardized system that could expand the number of available beds by from one thousand to five thousand in one day. When the armistice was signed there were in operation 219 base and camp hospitals and twelve convalescent camps and the hospital service was ready to provide a total of 284,000 beds. One of these hospital centers, the huge institution at Beaune, afterwards utilized by the “Khaki University,” was constructed in a few months, its 600 buildings of a permanent type including the necessary operating rooms, laboratories, administration buildings, officers’ and nurses’ quarters,and buildings for patients for a series of ten hospitals, each devoted to its own specialty and having its own staff of surgeons, physicians, nurses and men. For the building of this hospital center railways were run to the site and concrete mixers set up to provide the material, and work was kept going at high speed day and night until it was ready to receive patients.
Hundreds of construction projects were constantly under way for the housing, care, training and welfare of the army whose numbers were growing by tens of thousands every week and would in a few months more have amounted to four million men. There were receiving camps of tents and wooden barracks and dining halls and welfare structures, each of which had its water works and electric lighting and sewage disposal plants, for the debarking men; training camps; schools for the instruction of cooks, chauffeurs, Salvage Corps workers, Tank Corps men, candidates for the Engineering Corps, cavalry officers, coffee roasters, statistical officers, trench artillerymen, and for scores of other specialties in fighting and in caring for the fighting men, by intensive work through long hours every day; nearly a hundred factories in which were made candy, chocolate, crackers, hard bread and macaroni and coffee was roasted and ground, by which much tonnage was saved per month and costs were reduced; huge salvage and repair work; big laundry and sterilizing plants in one of which more than half a million pieces were washed or sterilized per week; motor truck depots and reconstruction parks—one of these latter transformed in two months from a thousand acres of farm land into a great motor plant with shops ofsteel and concrete covering 125,000 square feet, railways and switches, storehouses and offices; and dozens of other structures and developments in which great buildings had either to be erected or leased and adapted to new purposes.
Upon the shoulders of the Engineering Corps of the United States Army fell the task of achieving this miracle of construction and development in France. At our entrance into the war it consisted of 256 commissioned officers and 2,100 enlisted men, in seven organizations. A year and a half later it had expanded to 9,000 officers and 255,000 enlisted men, in 309 organizations of which each did a specialized kind of work. A quarry regiment got out stone from French quarries; forestry regiments, under the permission and supervision of the French Government, went into French forests and cut down trees, set up saw mills and carried on lumbering operations in order to help supply the immense lumber needs of our construction projects and so lessen the pressure upon the shipping service; highway regiments repaired roads and built new ones; railroad regiments laid hundreds of miles of railway track; a camouflage regiment composed of architects, painters, sculptors and engineers protected and disguised army operations and ran a factory for the making of camouflage material; map-making regiments printed maps immediately behind the battle lines; others developed water and electric power and installed plants for our manufacturing necessities in more than three hundred localities; still others dug trenches and tunneled under the enemy’s lines and built bridges in the rear of the fleeing foe for the immediate passage of American troops in pursuit; andsometimes they threw down picks and shovels and with hastily seized rifles and bayonets showed themselves to be as good fighters as workers.
All this vast and varied achievement in France, of which it is possible to mention here only illustrative parts of a mere outline, was made possible by the big, closely knit and smoothly working organization of the two branches of the A. E. F., the Army and its Service of Supply. At the head of it all, organizer and administrator as well as soldier and general, was General Pershing, Commander in Chief. Under him the five great divisions of General Head Quarters,—the section that saw to it that all the needed elements of warfare, men, munitions, supplies, and materials for construction, were landed in France; the section that received and distributed all these elements; the section that trained the personnel of every sort; the sections that operated the troops and secured information concerning the enemy and safe-guarded that concerning our own affairs,—carried on each its own work in a great, widely ramifying organization, systematized and highly organized down to its last detail. Running all these organizations on business principles, in addition to the army officers who directed the phases dealing with combat, were successful business and professional men from private life in the United States who gave up big salaries and important positions to work for their country in France on the pay of an army officer. Among them and spending twelve, sixteen, even twenty hours out of the twenty-four on the job of speeding each his own particular work to success were engineers of international renown who had put through mighty projects of bridging and dammingrivers, building railroads and tunneling the earth, experts in financial law, in mechanics, in construction, in finance, manufacturers of automobiles, leaders in steel industries, organizers of big business, officials of important railway companies.