Railways in War, Part 3 - Railways To and From the Great War Battlefield

German 'war engine' built 1861

In branchline service in the early 1900s, this German locomotive, which was built in 1861, was probably typical of those which were 'still good enough to pull German troop trains working as 'war engines' when Belgium and France were invaded.

South-Eastern & Chatham Railway, Great War

Using equipment like this in south-east England, British railways were hustling soldiers to ports on the English Channel so they could join the British Expeditionary Force in France and Belgium.

Western Front area, railway system

The map above shows the "natural pattern" of the railways before the war started, with the darker lines representing double track railways. As you would expect, drawing "No Man's Land" through the countryside disrupted the pre-war flow of standard gauge railway traffic.

So transporting thousands of troops, supplies, weapons, and ammunition to the active war zones required adapting railway lines and operating practices. Then, with advances or retreats, the railway traffic patterns would change again ...

Great War 1914, Western Front, British Expeditionary Force

The map above shows the division of part of the Front in the first months of the war. Brackets indicate who commanded which sections of Front. Initially it was Field Marshal Sir John French commanding the small British Expeditionary Force ... his zone appears as (French) on the map near Ypres, Belgium.

As the war 'progressed', and the BEF grew, it took over the remaining area north of the Somme River from the forces of France. The Somme runs through Amiens, Peronne and St. Quentin.

So ... the northern end of the Western Front running into Belgium ... became British and included the Canadians fighting at various locations ... including in 'Flanders Fields'.

Great War Beaumont Hamel station

'Train Service Suspended!' was the contemporary title. Beaumont Hamel 'station' in 1917. A damaged passenger car can be seen still on the rails, to the left of the picture.

Great War French troops shell light railway

Narrow gauge: Here two French soldiers are using a cross bar attached to a wire to pull an artillery shell to a battery as another soldier steadies it. The shell dump behind a ridge is purposely not in the direct view of the enemy. As always, smooth low-friction rails make heavy load movement easier.

Great War 'flying pig' dump French sector

'Supply trains' and 'ammunition trains' were generally convoys of horse-drawn wagons hauling toward the battle area. Trucks using gasoline motors were also beginning to appear near the Front during the war. Here trench mortar 'aerial torpedo' bombs sit at a trans-shipment point between wagons and a railway in the French sector.

Great War artillery shell storage, railways

As greater efficiency was demanded, transfer areas such as this were set up ... far to the rear. A narrow gauge railway, will take the shells closer to the battle area where the artillery batteries are located.

Feeding the Artillery

• In August 1914, British field guns had a total of 1000 shells available at or approaching the front lines. 

• In June 1916, EACH 18 pound (shell weight) gun had 1000 shells ready for firing at its gun position. These 18-pounders often operated 2 miles behind the active front. 

• In 1917 during the summer, 18 pound shell use reached 1,000,000 shells fired PER WEEK. 

• Just before the Armistice, Britain had over 10,000 guns, howitzers and trench mortars in the field.

The use of railways was more than just a matter of efficiency. Using Canadian experiences near Ypres, Belgium as an example ... a number of factors made conventional supply trains of horses or mules and wagons very difficult.

1. The battlefield was low-lying farmland which was flat and usually drained slowly.
2. The rains were unusually heavy.
3. With repeated artillery bombardments all of the natural drainage was disrupted. Water pooled in shell holes and saturated the surrounding soil. The water table rose to meet the surface soil in places.
4. With the pounding of heavy human and vehicular traffic "higher" pathways turned from grass, to mud, to mud with watery ruts, to quagmires.

Mules and horses suffered terribly during World War One.

Where possible, narrow gauge railways were laid. With multiple axles spreading the weight of the payload out, the railway could often "float" on the mud. The use of special tracks, featuring metal "cup" ties also distributed the weight broadly. With the mules and wagon above, all the weight is being forced down on just a few points - hooves and wagon wheels.

A Frenchman by the name of Decauville developed his idea of modular ready-to-run railways which could be quickly laid and taken up without demanding all the skills of professional railway maintenance crews. A farmer and distiller with a large operation, Decauville's first efforts were used on his own farm for transporting the harvest from the fields and hauling manure. The small, stable railway 'footprint' allowed him to haul large quantities of commodities without the damage to his fields which would have resulted if equivalent horse-drawn wagons were used.  He thought there was no reason why this technology couldn't be employed in factories, mills, mines and other facilities where a full-scale conventional railway would never have been justified.

* To fully grasp 'The Decauville Concept': Go to a toy store and look at a 'toy train' with all the rolling stock and track sections in one box.

* Handy tip if you build your own trench railway: A track segment with a permanent LEFT curve, becomes a track segment with a RIGHT curve if you turn it so the other butt end faces you.

Because little metal pieces tend to get lost in a muddy battlefield, having the track sections in "one piece" with perhaps two standard bolts to secure track sections together met the needs of the armies well. It also meant unskilled labour could be used to do most of the tracklaying.

Below are two different proprietary connecting systems. Notice that the metal ties of the LeGrand system are cup-shaped underneath to float better on soft ground. In the top illustration, two men are moving a section of track which probably weighs just over 200 pounds.

Great War modular light railways

Track switches are relatively complicated, delicate pieces of track and if their tapered 'switch points' are damaged, derailments occur with regularity. It was possible to buy 'modular' left, right or three-way track switches. However, a simpler solution was to place special pivoting wheelsets under your load and use a rather unconventional turntable ...

Wheelset with pivoting load-bearing girder.

The Internet: At one point, I was emailed by a Florida-based archaeologist who was contracted to work as a consultant during the recent enlargement of the Panama Canal. He was requesting a published reference for the item above, because they had dredged one up during the ongoing reconstruction work.

Great War diagram, cast iron turntable, rotating wheelsets light railway -
track and turntable viewed from above.

In the drawing above a (L)oad, which looks like a pole, is being transported on two pivoting wheelsets. The load is making a 90 degree left turn.

The leading wheelset has run onto the cast iron turntable, has been turned 90 degrees ... and has rolled off toward the top of the illustration. The trailing wheelset will be next.

Needless to say, this system worked best in low traffic areas. But it was simple, robust and required little maintenance.

Great War installing cast iron turntable on light railway

Here troops are installing the top plate of one of these turntables. In this case, the turntable has no 'rails' in the top casting ... the steel wheels will simply sit upon the smaller raised circle ... I am guessing.

Great War light railway, potable water tankcar

There was often plenty of water in the trenches, but it was undrinkable. Above, an armoured gasoline-powered locomotive has taken a water tankcar for filling with clean water for the troops.

Gasoline cans were used to carry both water and gasoline by hand to the front lines. As the cans were usually not rinsed, potable water often tasted like gasoline.

Great War 'iron ration' dump

Beside a main line railway track is a large storage area for military canned provisions.

Some British Army 'iron ration' favourites: bully (corned) beef, hard tack (like dog biscuits), canned stew or vegetables, 'plum & apple jam', canned bacon.

At the left, troops are scaling the pyramid of food. Horse-drawn wagons and a primitive truck can be seen ... ready to take the rations forward.

Great War light railway mules for power

In 1917 a light railway is used to haul ammunition, and a few riders, behind Canadian lines at Vimy Ridge.

There are several possible reasons why mules are being used instead of a locomotive ...

• On a steep grade ... 24 horseshoe to roadbed adhesion ... is higher than ... 4 steel wheels to 2 steel rails adhesion. (A light locomotive's wheels would just spin.)

• Locomotives may have been in greater demand in high traffic areas.

• As mules don't give off  black smoke, enemy artillery spotters will be slow to spot this train as a target.

The use of traditional coal-fired steam locomotives was very limited near the front midway through the war. At this stage, both sides were using aerial surveillance and the location of most major enemy installations was well known. Black smoke to aim at would just be 'icing on the cake'.

In other artillery developments ... Flash spotting with acoustical ranging was sometimes used to pinpoint the location of enemy artillery batteries ... so counter-battery fire could be directed effectively.

Great War French observation aircraft

A French observation aircraft in 1916 - weather and daylight permitting, of course.

Great War wireless at artillery battery

Using a wireless radio, aerial observers could sometimes adjust the fire of artillery batteries. In this posed photo, the battery commander relays correction information with a megaphone.

Great War light railway at the rear

This is perhaps an example of an out of the box 'modular solution'. Thanks to Frank Sharp, looking in from  England, for helping me identify this as a Hudswell Clarke G class locomotive.

Far behind the Canadian lines near Vimy Ridge. Look ... trees !

Great War, Chinese, Labour Corps duckboards

Chinese Labour Corps personnel unload duckboards from mainline railway cars. The wartime photo caption notes that the Labour Corps was not used in the 'danger areas'. The Great War was a truly global war, with all the great powers drawing in soldiers and labour from their colonies. The firing of a shell or launching of a torpedo often created unpredictable 'danger areas'.

After the Battle

Great War Canadians Vimy Ridge light railway

Contemporary title: 'The Ever-Memorable Exploit of the Canadians on Easter Monday 1917'

Sorry about the seam and the odd horizon - many of these battlefield news photos are not aligned well. This panorama shows modular light railway track, push-carts for evacuating the wounded, and the common practice of using recently captured enemy soldiers as stretcher bearers.

Great War battlefield graveyard, duckboards

Duckboards lead to a battlefield cemetery. In active areas of the Front, the ability to have proper grave observances such as this was rare. With constant artillery barrages and the shifting Front, interments were often temporary - another health hazard. After the war, special crews went over battlefields and huge memorial ossuaries were filled with human remains.

Great War walking wounded evacuation by rail

Walking wounded board regular mainline cars, likely for treatment and rest near the Channel or in England. Fatigued British soldiers often hoped for a 'Blighty One' ...  translation: an 'England Wound'. The most desired outcome, for many experienced soldiers, was a minor wound which made them permanently unfit to fight.

Great War gasoline locomotive light railway stretcher evacuation

A gasoline powered locomotive prepares to depart with stretcher cases.

I retained the horizon on the following photograph to preserve the original detail. 

Great War field hospital stretcher cases.

After the final German offensive of the war, the badly wounded await evacuation by rail at a field hospital.

*  *  *

At a dressing station where first treatment was given.

No doubt they'll soon get well; the shock and strain

Have caused their stammering, disconnected talk.

Of course they're "longing to go out again," -

These boys with old, scared faces, learning to walk,

They'll soon forget their haunted nights; their cowed

Subjection to the ghosts of friends who died, -

Their dreams that drip with murder; and they'll be proud

Of glorious war that shatter'd all their pride . . .

Men who went out to battle, grim and glad;

Children, with eyes that hate you, broken and mad.

'Survivors'
 written by Siegfried Sassoon at Craiglockhart, 1917

Cold and wet in yet another French winter ... these veteran soldiers are posing, under orders, for an 'embedded photographer'.

If they knew you were in their gaze today ...

Some might be tickled to learn ... that even 'Old Fritzie's' great-great-grandchildren might see their picture ...

And they might be interested that today many Germans would be able to understand 'The King's English' written here ... displayed through 'a kind of telephonic, electrically-lit, typewriter-book'.

Some might want us to understand why they went to war ... why they continued to fight ... and to remember their accomplishments, and hopes for the future.

Some might want us to try to comprehend their personal experiences ... and to see how they finished their lives - hours or decades later.

But if they really believed you saw them there right now ...

looking in a century later ...

they would wave their arms... and shout ... and cheer ...

and the winter chill would be gone for a while.

Railways in War, Part 1 - Early organization and evolution

1861-1865 

1870-1871 

1914-1918

How long was it ? ... perhaps a decade before the Wright brothers' transportation invention was used as a weapon of war ?

With Stephenson's first true railway in 1825 ... it was in 1842 that C.E. Ponitz and von Moltke were considering how railways could assist in the defence of Prussia and its allied Germanic states.

But we all know what the best defence is don't we ... Mein Herren ?
We'll be getting back to you before long.

The German Confederation : 35 monarchies, 4 free states

... and more fun than a barrel of monkeys!

(Kids: That's just an old expression ... you should never put live monkeys in a barrel!)

Lessons from the US Civil War

1861-1865

It is generally with the US Civil War that most books begin the history of the railway as a key asset in war. By 1861, America had a good system of railroads which were built mainly for commercial purposes. No one foresaw the particular geographical split between the Union and Confederate sides coming when the railroads were built. Generally these railroads were not built according to military or strategic plans.

On unpaved roads or over fields, an army can march perhaps 25 miles per day ? A railway of the era could get you over that distance in perhaps 2-3 hours AND the soldiers would be much peppier on arrival than if they had carried their equipment on a 25 mile hike. Along with transporting the soldiers, we must also consider moving the tents, blankets, field kitchen equipment, grain for the horses, rations for soldiers, cannon, balls and powder, blacksmith's anvil and tools, etc. In a big place ... like the US during the Civil War ... tens or hundreds of miles would be travelled to get to a battle.

These are the reasons why it became apparent to military leaders that they should consider using the railroads in an organized manner.

Problem : These were commercial American railroads with their own regular employees. The military has a 'different' way of doing things.

Before long, the Union side - which was more industrial and less agrarian than the South - set up specialized railroad troops. In the future ... up to the end of World War Two ... railway troops had three main responsibilities :

1. Operate railways to effectively support military operations during war.
2. Repair damaged railway lines and rebuild destroyed railway structures.
3. Destroy railway assets effectively when the army withdraws to prevent them from being used by the enemy.

*  *  *

"I have seen the most remarkable structure that human eyes ever rested upon. That man Haupt has built a bridge across Potomac Creek, about 400 hundred feet long and nearly a hundred feet high, over which loaded trains are running every hour, and, upon my word ... there is nothing in it but beanpoles and cornstalks." Abraham Lincoln

The bridge in question (shown below) had been rebuilt in 72 hours.

Potomac Creek bridge rebuilt by Haupt during US Civil War

An engineer who wrote the classic textbook on bridge construction in 1851, Herman Haupt, was quickly put in charge of the Union's railroads during the Civil War. He also developed a corps of railway engineering professionals and effective techniques for both building and destroying railroads.

Herman Haupt's academy of train wrecking

Above, in the Haupt "laboratory", simple effective tools to make rails unusable are being demonstrated. Put the horseshoe-like hooks under the rail base at each end and insert railroad ties ... now counter rotate ! Elsewhere in the yard, someone else is experimenting with simple techniques to fix deformed rails - and it's not easy ! Destroying Confederate rails was quite an effective tactic as most of America's industrial capacity to re-roll rails was in the north.

Union General William Sherman and his troops displayed great virtuosity in their destruction of southern railway infrastructure during their punitive romp through Georgia later in the war. For a "Sherman Necktie" build a big fire and centre some torn-up rails upon it ... then twist two rails around a tree in an "X" while the middle sections are red hot ... (Soldiers can waste a lot of time and energy destroying railroad infrastructure if they are not properly supervised.)

 Lessons from the Franco-Prussian War

1870-1871

When it came to organized violence on a large scale, North Americans were amateurs ... considering the frequent wars which European monarchs and/or despots inflicted on their fellow humans. Napoleon's paradigm shift from small professional armies ... to most males having a compulsory military service requirement during war ... really spread the misery around, particularly when armies solved logistical supply problems by "living off the land (i.e. people)" they had conquered.

The Franco-Prussian War was declared by the French for no compelling reason ... it began at the French Alsace-Lorraine and German Empire border near 'Baden' on the map above ... and was finished by the Prussians in Paris. A significant historical outcome from the war was the uniting of the Germanic states into the nation of Germany under Prussian leadership.

The Prussians had massed their troops at various locations within their homeland. Once assembled, each unit travelled to military loading stations - Etappenanfangsort [take THAT spellchecker!] - and boarded assigned trains, with their equipment, under the command of the units' officers.

Why were the Germanic guys so organized and ready for this war ??

Remember, at the top of this page, the Prussians were considering the use of railways for "defence" way back in 1842 !

While Canada was busy being born in 1867, a Prussian committee of military staff and railway officials under von Moltke (AKA "Moltke the elder": the uncle of the future World War One military chief under the Kaiser), put together a Route Service Regulation which was kept secret until someone started the next war ... France in 1870.

It set out procedures for :

1. Replenishing the army with men, horses, provisions, ammunition and other stores.
2. Transporting back into the interior of Prussia of the sick, wounded, prisoners and trophies of war.
3. Maintaining communication: railway, roads, bridges, telegraphs, postal services.

To ensure efficient organization, they had various bodies such as:

Central Commission; Executive Commission; Auxiliary Executive Commission; Line Commissions; District Line Commissions

Even with their good organization, the Prussians had some problems with their railway procedures, and subsequently made things even better for their next war.

*  *  *

In contrast, back in France's Franco-Prussian War ... soldiers were arriving at urban stations in Paris.

If they were early, they got really drunk and their friends sometimes took their ammunition for souvenirs of the great event.

French trains left with or without :

1. Complete military units assembled together - often units of infantry, artillery and cavalry were mixed together.
2. Their commanding officers.
3. Adequate rations and supplies on the same train as the soldiers.

Most trains were heading east for Metz or Strasbourg in Alsace-Lorraine. There, and along the route, could soon be found: groups of thousands of soldiers without commanding officers and without food.

To make things more interesting, French railways back then were owned and operated by several different companies. There were other problems relating to poor officer leadership : e.g. whose job was it to get the men unloaded - the French Army officers or the railway staff ?

The railways did move a lot of traffic and I have calculated what was statistically aboard the "average train" ... for the first 600 trains dispatched east, July 16 to July 26, 1870:

On the "average" French train:

314 soldiers

54 horses

11 guns and road vehicles

7 freight car loads of ammunition and supplies

Back then it took 19 days in total for the French to mass their troops near their eastern border where the Prussians were expected to attack ... 300,000 soldiers, 64,700 horses, etc.

French hospital train of the Franco-Prussian War

There is some axle-belt driven equipment, and clerestory windows brighten up the interiors with natural light. The standard two-axle railway cars probably had a capacity of 8-10 tons.

*  *  *

Besides keeping the soldiers organized in their own units and fed, the other Big French Lesson for "next time" came from what happened at Metz (map below)  ...

Metz had 4 miles of yard track and 8 good unloading depots. The facility could unload 930 cars in 24 hours when things were done right.

The first troop trains arrived without orders ... were the soldiers supposed to get off and assemble somewhere?

Railways like to get goods to where they're going, right ?

" Get everything to Metz fast ! ... this is war ! "

At Metz ...

" Where do you want all this stuff unloaded ? "

With no plan for unloading and storage, trains of identical boxcars were placed on long yard tracks. More troops and supplies kept on coming.

" Where's the food? Where's our equipment?! "

As well, busy railways usually need their cars emptied and returned quickly.

But why should the army unload them if army units might suddenly be ordered somewhere else?
Anyway ... isn't it the railway's job to unload boxcars ?

This was also happening elsewhere on France's eastern border. In addition, all sorts of conflicting military orders were being sent from Paris.

Then, the Prussians invaded Alsace-Lorraine ...

Even though they were on steel wheels and easy to pull to safety ... 16,000 French Freight Cars and their Contents ... were captured by the Prussians. The latter spent the rest of the war enjoying both the captured goodies and the freight cars.

Many more carloads were saved only because the French railways stopped and reversed the traffic on their own.

The captured cars later ran up many 'interchange miles' on the German Eisenbahnen. After the war and the ceding of Alsace-Lorraine to Germany, the cars were ... eventually returned to France. The Alsace-Lorraine area was valuable to German industrial and military expansion ... being rich in iron ore, coal, and iron smelters.

France, Belgium, Germany. Railway network circa 1900

Between the Wars

Learning its lessons from the war, France organized its own military railway corps and developed textbooks and courses of study for them on all railway subjects. In peacetime there was regular cooperation between the French railways and the soldiers of the railway corps as they worked together on the various lines ... with the military personnel rotating from sector to sector for experience. In addition, a particular section of  the railway system was run solely by the army as a model, testbed, and training ground. On the map, notice the "railway ring" around Paris ... This allowed wartime trains to avoid the congestion of the urban railway lines AND permitted troops to be quickly sent to points on the perimeter if Paris was threatened by enemy troops during war.

The military general staff of the new state of Germany was keeping busy too. An ideal commercial railway network is shaped by commercial need and profitability ... but it must also confront the realities of the earth's topography. The German strategists had worked out that the ideal national strategic railway should be in the shape of a spider web. This ideal shape would allow excellent train dispatching from the central area of the state. It would also permit good lateral transport of troops near and along the border. Best of all, if the many lines radiated from the centre out to the state's border, the foreign enemy could be kept guessing WHERE along their border the troops would ultimately concentrate ... cross ... and attack.

Before World War One ... cleverly preparing to re-fight the last war, France fortified its eastern Alsace-Lorraine border with Germany. However, the Germans were quietly building up their rail system, including lines and facilities on the Belgian border to the north of France.

Besides appropriate "network topology", a true strategic railway must also have its own special "accessories" to be effective.


At the "railhead" (e.g. the border) where the war is to begin, there must be : 

• Adequate tracks for storage and switching of freight cars. And railway infrastructure to support iron horses and the necessary railway support personnel.
• Ramps for efficiently loading and unloading wheeled equipment, horses and men.
• Troop shelters and/or well-drained areas for tents, with adequate water supplies and food preparation arrangements, and facilities for horses.
• Some storage capacity, e.g. warehouses and magazines ... for stockpiled supplies and ammunition.
• Advanced communication facilities, e.g. to receive troop movement orders from headquarters and to report on readiness for the attack.

An example of Germany's well-developed civilian railway infrastructure:

Dresden's railway station before World War One (postcard)

Railways in World War One 1914-1918 

Germany's Western Front

The following comes from Barbara Tuchman's The Guns of August - a classic historical account of the opening days of the Great War ...

"Build no more fortresses, build railways," ordered the elder Moltke who had laid out his strategy on a railway map and bequeathed the dogma that railways are the key to war. In Germany the railway system was under military control with a staff officer assigned to every line; no track could be laid or changed without permission of the General Staff. Annual mobilization war games kept railway officials in constant practice and tested their ability to improvise and divert traffic by telegrams reporting lines cut and bridges destroyed. The best brains produced by the War College, it was said, went into the railway section and ended up in lunatic asylums.

map: Schlieffen Plan - as planned

Above, is a very simplified illustration of the Germans' Schlieffen Plan (1906).

The secret Schlieffen Plan was named after the Chief of the German General Staff from 1891 until his retirement in 1906 .. Count Alfred von Schlieffen. With France and Russia in a military alliance, and with Belgium's (and tiny perfect Luxembourg's) neutrality guaranteed by Britain and others ... it was  ass.u.me.d  that in a future war France would engage Germany through Alsace-Lorraine.

Why care about Belgian Neutrality?: Belgium could have been a springboard for an invasion of Britain : e.g. by Germany or France.

Inspired by a close call with Napoleon, England got France, Russia, Prussia and Austria to sign a treaty in 1839 to ensure Belgium's perpetual neutrality.

The treaty was still in effect when Germany attacked France through Belgium ... violating the terms of the 75 year old treaty.


Being good planners and also very tricky, the Germans would NOT plan to meet France in Alsace-Lorraine, but would sweep through neutral Belgium and northern France and take Paris. Then they would "roll up the Left Flank" of the French army and force their surrender. Because (France's ally) Russia's military was less efficient and had greater distances to travel ... it was planned that a skeleton German force would hold them at the east end of Prussia for about 6 weeks.

On the map above, the German black square armies would finish off the French white square armies ... then hop back on the strategic military railways of Germany, and whip east completely across Germany to engage and defeat the Russians.

This was 'The Plan' because  Germany was stuck with a two-front war as it was sandwiched between allies France and Russia. Successfully defeating the French first and then defeating the slower Russians - as they came to France's aid - was the only way Germany could win. As large as it was, even the German Army had its limits.

The Germans' war was planned to be very dependent on German railway technology ... and their army ... and the Schlieffen Plan working.

To move one German army corps - (or just 2.5% of the German Army) 

it took this many railway cars :

Officers 170 cars

Infantry 965 cars

Cavalry 2960 cars

Artillery 1915 cars

... in 140 trains

Average train length 42 cars.

And it took the same number of cars

- about 6000 -

to transport the supplies of one army corps.

German gunners & artillery on a train.

Oh, it's all fun and games until someone gets hurt !

Above: German gunners pose with their equipment before the locomotive begins to pull. On a war footing, the trains operated at 10 minute intervals (i.e. on "10 minute blocks").

Artillery unit horses loaded into stock cars

Horses in beautiful condition from an artillery regiment are loaded for their trip.

Notice the floor level of the cars matches the loading ramp.

The Germans had these things well organized.

This was probably taken later in the war ... compare the headgear in the two photos.

General Helmuth von Moltke - the nephew of  the more talented von Moltke 'the elder' who said 'build no more fortresses, build railways etc. etc.', - succeeded Schlieffen as Chief of the German General Staff. After problems with some of the execution of Schlieffen Plan ... and being unable to stay in contact and command his armies advancing through Belgium and France ... he knew that the war was lost just hours after it began. Dying in 1916, he did not live to see the war's final outcome.

Part of the problem was the Day One interference of the supreme leader, the emperor of Germany - Kaiser Wilhelm II - the eldest grandson of Queen Victoria. The other problem was that the attacking right of the German forces was not strong enough to sweep and occupy Belgium and France all the way to the English Channel. Moltke had done "Schlieffen Lite" in spite of Schlieffen's legendary dying words to "Keep the right strong". The French were NOT contained and defeated as planned ... AND short distance cross-channel support and reinforcement of the small British Expeditionary Force - already in France - would continue for the next four years until the Armistice.

Not enough MIGHT in the RIGHT for the Germans ...

Using military terminology : in both advancing and retreating, the German RIGHT

is always on the right hand side of the original advancing army.

So the French LEFT is represented by the closest unit to Paris on this map.

map: Schlieffen Plan as planned

With the failure of Moltke's Schlieffen Lite ... NOT beating the French and NOT occupying Paris ...
After several months the Germans were ordered to fall back to high ground which could be defended and dig in.

The absurd golden age of Trench Warfare was beginning.

German forces dug in on the Aisne (postcard)

Early in the development of World War One Trenches :

In mid-September 1914, the Germans began to dig in north of the Aisne River (shown on the following map) with a commanding view of the river valley below ... A spotlight shines over to the far bank of the river in this postcard art.

From their crude trenches on the high ground, and with heavy artillery support, the Germans fought off any advances made against their positions by the British Expeditionary Force and the French Army.

map: Western Front World War One

The map above shows the northern half of the 500 miles of continuous ditches (trenches) the armies occupied for most of the war.

Verdun railway station 1916

The commercial railway routes of peacetime were cut by the war. At Verdun in the summer of 1916, the large railway facility is deserted and becoming overgrown with weeds.

A very brief moment of happiness - Joffre Alsace postcard 1914

This "out of date" postcard was sent from St. Pierre Eglise in September 1915.

Joffre was Commander in Chief of the French Army for the first two years of the war.

Contrasting with the intricate Schlieffen Plan ... France's strategy : 'Plan 17' simply stated that the French armies would grab back Alsace-Lorraine, avenging its loss in 1871.

At first, Joffre could not believe that Moltke had enough troops - both to invade through Belgium to the north ... and defend Alsace-Lorraine to the east.

Joffre's forces battled east for a short while in August 1914 - through Alsatian field and forest with high losses. Then the French had to forget about liberating the rest of Alsace-Lorraine for the balance of the war.

Rapidly re-deploying armies north by railway to meet the invaders coming through Belgium ... Joffre, the French, and the BEF barely prevented the southbound Germans from taking Paris.

Alsace-Lorraine was returned to France after World War One ... 

at least until the next war came along.