fTI m fe, ill m m Tl J 1111 ■%'.■■"■'. # ; BS beMcateb to the memory of %t Colonel Sitter, "®ur ©lb flfoan," anb those of bis bo\>s who shall never return m,u „*m* < *» . w:* » *. i v*r ** to ■ Knw * rw aa*a*& w ' ^ 1 **^'2**»** J ****«**> unap i oa fci ng'ji f ' ^4 * )K>~ ',.,» >: - a^ \ 3 •>?? ^W^ .tv r* " ."**^ k TT^^r^^' 2 x? : <« '«aa^ fife. ,-■**""* -«*» -*"'«**• '1 ' *^ S. -V ■■» ;**■ »- ../ •-•---is & SsSHk**- *'"^K f " **•*' ilf*'lfcs a 3P^-V 5 y fifc ^ y -*wp 'V V- -^^ ^ ^•;J^ ' ■ nJJwj P ^Ti^iii "iiiili ' mr'ii Wfii i -if* 5 *" n te > M1 .. M ^nrr' N A k,a,.-«- < , 1 ii^ M ^ -t i ■ i . ■ ■ ■ m - 1 i -;<*. r - Ofa> — A^di^, .. f - fj | - t '^mrhn ^ -n' i itjag l 'M i h^ lii i ii i -iTi - -it - " - T - —• ■" Sf y^\_ejLA/> . £ \ SA ' ffi Ak Historical % Technical Biography °7 //ie - Twenty-First Engineers, United States Army. J) relenting their pari in ihe^ World War. rrrr If 1 1 1^11 rr Compiled and Edited h y^ ihe - REGIMENT. 1919 a V/AJt«i_ B .A 5 Prolo^e© When Knights of Old their battles fought, And Poets strove their tales to tell; Bethink you, while the Knight in Glory fought. The Poet in shirt sleeves worked like — well, He worked, and sung, and finally wrote a book. Though this book shows no great poetic strain, The Editors have by hook and crook Gathered the Dope and worked with might and main. And while we slaved zee couldn't help but feel The responsibility of our undertaken work. "T was up to us to in this book reveal The deeds of men who did and did not shirk. And in this book, dear reader, we have tried To do them justice, those who for Country toil On battlefields; some wounded, some died; And now their bodies rest in France's soil. But if by labor we can implant Some monument upon the Roads of Time, To which the soldier like a Pilgrim bent May look, and feel the spark sublime Of recurring memories of that not far distant day When Duty called. Adventure beckoned And no choice teas left but to obey. If, as I say, ice can keep alive that flame We'll feel our labors have not been in vain. (6) FOREWORD HIS Historical Biography has been written as a monument to the work of the 21st Regiment Engineers in France. It is intended in this book to portray and describe as completely as possible its many achievements, something of the diffi- culties surmounted and to show what a necessary asset a narrow gauge unit is to modern warfare. After the signing of the armistice and the close of hos- tilities, the men of the regiment began to think about re- turning to their homes, to again take up the work they had left upon their entry into the army. Then also came the thought that the regiment would be demobolized and with it would go all the incidents and many happenings of interest to all the men of the command. Nothing would be left but a vague memory of the 21st Engineers' work in the great conflict. It seemed a mistake to allow so much valuable data, both technical and historical, gained by hard labor and experience, to be cast aside in a moment and perhaps be lost forever. Too, every man wanted some memento to keep as a reminder, lest they forget old time's and old friends, as well as to have some concrete evidence of their experiences on light railways in the combat area. Thus, this biography had its conception. It was thought that only a book could and would answer the purpose. Authorized by the commanding officer, the work was started and the staff designated to compile the contents were soon engulfed with stories, poems, cartoons and ar- ticles of interest contributed by various individuals of the unit. The large variety of the data submitted gave the editors a liberal field to select from ; and this enabled them to insert into the book what is considered some of the best stories on American activities in the Toul and Argonne Sectors. The interest displayed by all has been, without a doubt, the most important factor in its compilation. Making this book a mark of credit to the regiment was the one idea that became paramount, as the work pro- gressed and neared completion. Each company and the many detachments have their own history separate from the Battalions and Regiment. This was considered necessai-y owing to the fact that so much detail was required to cover the activities of the vari- ous companies, distributed as they were so widely through- out the several campaigns. It was thought a general his- tory alone would have a tendency to detract from the companies individual achievement. The intentions of the book were to slight no one. Therefore, in reading these narratives it is believed that they will bring back to every man some memory worth while, of something accomplished, something of the joys, the discomforts and hardships so common in the army, and something of life as it was found in France. It should afford them no little satisfaction to read of the achieve- ments of the regiment while it served with the first Ameri- can army, with the realization of their own part played, however humble it might have been. Parallel events of importance have caused some repeti- tions which we have deemed necessary to include; which we have endeavored, however, to present from the varying viewpoints of the several departments. The many scenes of the regiment's wide scope of opera- tion have been described b}' stories, historical data, and to a great extent by photographs taken by the staff pho- tographer from the chief engineer's office and from private collections. This collection of photographs is considered one of the finest of its kind. It is well to state that a great deal of our activities around the front are not portrayed by photographs. The reason for this was that during the offensives no individual cameras were allowed, and although there were many pictures taken by the sig- nal corps, they are not available to us at this time. On this account most of the pictures show the work in the back areas and do not give an idea of the full scope of the regiment's operations. Special articles on the work of light railways in con- nection with war strategy together with construction and reconnaissance are some of the most important stories of the book. They deal with the numerous movements of the American Forces in both the Toul and Argonne Sec- tors following up the combat forces and explaining the great things accomplished there. This work is very clearly pictured on special maps which the regiment prepared to facilitate liaison with the army units during the drives. These maps have been reproduced from the originals and placed here in the history. They show the layout of the numerous arteries of narrow gauge track running toward the front, including a number of lines captured from the Germans. There is no question but what these articles are worthy of mention as they explain fully and intelli- gently the reason for narrow gauge railways, and the as- sistance they lend to the artillery and other organizations and how road traffic and congestion are relieved, thereby releasing a large number of motor trucks which might be used for other purposes. The technical section contains a number of articles contributed by the men who participated actively in the construction, maintenance and operation of light railway (7) which it is believed will prove of much interest. This sec tion also covers our work in the S. O. S. and the ((instruc- tion of the L. R. Central shops. It tells how rolling stock was assembled and sent forward for service, and describes the organization charged with upkeep of motive power and equipment so vital to operation. Following through the biography are many other stories embracing most of the regiment's activities in France and are so arranged to al- low the reader to follow from one event to another with- out losing the real theme of the work. They offer much more detail than was anticipated when the history was first started, the cancellation of early sailing orders allow- ing the staff to incorporate data which would not have been obtainable otherwise. It has been tile honest endeavor of the editor to elimi- nate any unjust criticism or such that could not be substantiated and where criticism does occur it is intended as construction rather than destruction and incorporated with a view of explaining the difficulties met and solved, which in future could be used for reference and study of the peculiar problems of light railway operation. The life of the soldier is portrayed by cartoons, show- ing the semi-tragic and humorous sides of the army. These in conjunction with the funny stories, poems and odes offer the average soldier's sentiments regarding mili- t arv discipline. Accounts of hazardous undertakings and experiences under shellfire. are as written or related by the men who went through the experiences. To all knowledge of the editors and those who have passed on this biography all stories and other articles set down in the contents have taken place. Nothing has been assumed, and we fully believe and consider this history to be a truthful and authentic account of the various adven- tures and achievements of the regiment. The death of Lieut. Colonel H. J. Slifer occurred as this history was being compiled. He being so large a figure in the success of the 21st Engineers, his loss was keenly felt. This book has been dedicated as a tribute to him and those of his boys who will not return. The editors, in behalf of the regiment, wish to thank the officers and men for their earnest work and contribu- tions to the book. On account of the limited space many articles had to be curtailed and in some cases eliminated. Nevertheless we wish to express our appreciation to each and every man who has contributed toward making the book the success, this we hope it to be. The Editors. (8) Li©uit©eaieit=Col©e©l Hiraoi Jo SMffeir Gihfflplfflie Francis K, Little IRAM J. SLIFER, Lieutenant-Colonel ami father of the 21st Regiment of Engineers, a man of many noble qualities and excellent gifts, was respected, admired and loved by all who served with him. This book, which aims to be a faith- ful record of a work and life over which he presided and in which he was the outstanding and most interesting figure, is offered in genuine humility and love as an i m p e r f e c t but not unfitting tribute to his memory. Although sixty years of age, when the youth of America be- gan its crusade against a mighty revival of barbarism, Colonel Slifer was among the first to volunteer and be accepted for service. His place was with the youth of the world. Despite the encroaching years, life was still a great adventure ; a noble cause fanned his enthusiasm to a roar- ing flame, and there was in him an unusual capacity for self- forgetfulness and sacrifice which often fell little short of prodigal- ity. He had passed the ambush of young days, the dull, prosaic middle years, yet his ideals were fresh and strong, and belonged peculiarity to the springtime of life. He recognized no limits to his capacity for work and en- durance. The hardships of war were accepted as a matter of course. It was often suggested to him that he might spare him- self without detriment to the service, but these suggestions he quietly ignored. Apparently unconscious that even industry must pay tribute to advancing years, he was steadily and always working at a pace with which younger men could not keep up without extraordinar}' efforts. The passing years had left their marks upon his person, but in all things of the spirit he was as young as any man in the regi- ment. Though this persistent youthfulness was a striking quality of the man, there was also a force of mind and character which showed plainly that sixty years rich in experience had not been passed in vain. He was youthful. beautifully so. nevertheless a fine example for ripe manhood, strong and intelligent. He commanded that force of will which binds various elements together into a whole and surmounting obstacles drives a difficult task to success- ful completion. In two great American offensives, he had ac- tual command in the field of all light railway operations. The task of constructing and operat- ing these roads was a difficult one. In the peculiar circum- stances success depended upon character as well as knowledge and experience. It was Colonel Slifer's masterlv will together with his wide knowledge and long experience of railroad work which finally crowned the labors of the regiment with so large a measure of success that it called forth many expressions of ap- preciation from the higher au- thorities. His fine intelligence showed itself in ways too numerous to mention here, but in none more strikingly than the excellent taet he showed in dealing with the officers and men who worked un- der him. His requirements were high and hard to fulfill, his own indefatigable industry was his standard for others. He was severe on those whose work did not measure up to what he ex- pected, and he had little patience even for the most plausible ex- cuse. On the other hand he took pains to know his men well, and judged accurately what they could do best. He was fond of them anil knew how to be a good friend. The result was that among officers and men it was universally agreed that they would rather take a "bawling out" from the "Old Man" than a conrpliment from any other offi- cer in the army. No doubt this attitude on the part of the offi- (9) cers and men was due somewhat to the power and attrac- tiveness inherent in the Colonel's unusual personality, but not all; it was mainly the result of an intelligent manage- ment of men. The spirit of youth combined with the strong will and keen intelligence of ripe manhood, such was our Lieu- tenant-Colonel as we knew him and loved him. He was born October 12, 1857, in Montgomery Country, Penn- sylvania, and received his early education in the public schools of Philadelphia. He graduated from the Poly- technic College of Pennsylvania with the degree of Me- chanical Engineer, then began a long and varied career as an engineer, in the course of which he served with a large number of the best known railroads in the United States, and so gained an intimate knowledge of railroad work in all its various phases. To record here a list of the promi- nent positions he held with various corporations would extend this short account beyond its proper limits. It is sufficient to say that when on August 15, 1917, he was commissioned Major in the Engineer section of the Offi- cers Reserve Corps, he brought to the service of his coun- try the fruit of a rich and varied experience in all depart- ments of railroad work, and an executive ability which had been tested over and over again in jjositions of the largest responsibility. On Sept. 20, 1917, Major Slifer was assigned to the 21st Regiment of Engineers, Light Railway, and a few days later was commissioned Lieutenant-Colonel. For two or three months he was occupied with preliminary work, selecting men, developing the organization, but by the middle of January the regiment had arrived in France and was ready to carry on its destined work. After a few weeks in the region of the Service of Supply doing im- portant work, the regiment was moved to Sorcy (Meuse), the headquarters of the American Light Railways in the Advance Zone. Colonel Slifer was made Chief Engineer of the Light Railways, operated by the 21st Engineers, and formulated plans of construction, maintenance, and operation which later proved of inestimable value. In July he was busily engaged on a light railway system to serve tin American Sector to the south of Luneville, and returned to Sorcy just in time to complete preparations for the great St. Mihiel Offensive. During these stirring days, he was at his office or in the field working from twelve to eighteen hours out of every twenty-four. The first great American Offensive was barely over before the second had begun. On October 12, the 21st Engineers were moved from Sorcy to Vraincourt in order to maintain and operate the light railway during what has come to be known as the Meuse-Argonne Offensive. The combatant railways in this sector were in a deplorable condition and practically no service was being given to the organizations in the line. By November 1st, a remark- able amount of work had been accomplished, and large quantities of ammunition, rations, and other supplies were being carried by the light railway lines to within one mile of the front lines throughout the whole sector. This was the work of Colonel Slifer. From the first of November to the thirteenth he was constantly with his men in the most trying and dangerous circumstances, and it was due to him above all others that the Service of Supply bore up under the strain in the Advance Zone. On November 13th, he was thrown from a light rail- way motor and in addition to a severe shock, suffered a fractured arm. The strain of the past months began to tell upon him and pneumonia set in. His robust consti- tution withstood this attack, but as he was slow to recover full strength, a medical board recommended that he be sent home. In order to say good-bye to his officers and men, he traveled from Cannes in the South of France to Conflans, Meurthe et Moselle. This journey was too much for his reduced strength. He was seized with a second at- tack of pneumonia and died on February third. We buried him in the American Cemetery, Aulnois, Meuse, which is situated on a hill overlooking our former camp at Sorcy Gare, and placed a simple stone cross to mark the spot. His lasting monuments are the victory for which he labored so ardently and the devotion of all who served with him. "He was a man, take him for all in all, I shall not look upon his like again." (10) Cemetery at Abainville 3n jWrmortam Lieut. Colonel Hiram J. Slifer, Commanding Officer of the 21st Regiment Engineers, LR., died of bronchial ^meumonia in Base Hospital No. 1, Xeufschateau, France, Feb. 3, 1919, and was buried with full Military honors in Grave No. 115. American Military Cemetery, No. 77T in the Commune of Vertusey, District of Commercv, Dept. of Meuse, France, Feb. 5, 1919. Lieut. Col. Slifer was born Oct. 12, 1857 and was commissioned Major, Corps of Engrs., in August, 1917, and was recommissioned Lieut. Colonel in October, 1917. His nearest relative, Mrs. Mary Slifer (wife), resides at 6227 Dorchester Avenue, Chicago, 111. Chester H. Plimpton, 1st Lieut, of Company F, 21st Regiment Engineers, L.R., was killed in ac- tion by concussion from explosion of shell from enemy artillery fire, near Thiacourt (Meuse), Sept. 27, 1918, and was buried with full Military Honors in Grave No. 71, American Military Cemetery No. 777, in the Commune of Vertusey District of Commercv, Dept. of Meuse, France, Sept. 29, 1918. Lieut. Plimpton was born March 2, 1893, and was commissioned 1st Lieut. Corps of Engineers, Jan. 7, 1918. His nearest relative, Mrs. George A. Plimpton (Mother), resides at 52 East Swan Street, Buffalo, N. Y. Hunter McClure, 1st Lieutenant of Company N, 21st Regiment Engineers, L.R., died of Cere- bro Spinal Meningitis in Base Hospital No. 66, at Neuf-Chateau (Vosges), Sept. 26, 1918, and was buried with full military honors in Grave No. 30, American Military Cemetery No. 4, Neufchateau (Vosges), France, Sept. 27, 1918. Lieut. McClure was born Dec. 23, 1887, and was commissioned 1st Lieutenant, Corps of En- gineers, July 20, 1917. His nearest relative, Mrs. Josephine Harri* (sister), resides at 34 Highland Ave., Piedmont, Cal. John C. Gates, Private of Company A, 21st Regiment Engineers, L.R., died from causes un- known aboard the U.S.S. "President Grant," Jan. 5, 1918, and was buried at sea with full mili- tary honors the same date. Pvt. Gates was born Aug. 28, 1892, and enlisted in the Engineers at Columbus Barracks, Ohio, Sept. 9, 1917. His nearest relative, Mr. Isaac Gates ( father) resides at 239 East 11th St., Tyrone, Pcnna. Harry G. Wirstrom, Private of Company B, 21st Regiment Engineers, L.R., died of pneumonia in Camp Hospital, No. 52, at Le Mans (Sarthe), France, April 3, 1919, and was buried with full military honors in Grave No. 19, Section A. Plot 20, American Military Cemetery at Le Mans (Sarthe), France, April 4, 1919. ' Pvt. Wirstrom was born Nov. 25, 1899 and enlisted in the Engineers at Columbus Barracks, Ohio, Sept. 25, 1917. His nearest relative, Mr. Carl Wirstrom (father), resides at 1367 East 66th St., Cleveland, Ohio. Clifford J. Van Frank, Private of Company B, 21st Regiment Engineers, L.R., died of bron- chial pneumonia in Camp Hospital No. 52, at Le Mans (Sarthe), France, and was buried with full military honors in Grave No. 9, Section A, Plot 20, American Military Cemetery at Le Mans (Sarthe), France, April 6, 1919." Pvt. Van Frank was born March 5, 1887, and enlisted in the Engineers at Columbus Barracks, Ohio, Sept. 22, 1917. His nearest relative, Miss Anna Van Frank (sister), resides at 2595 Eastern Ave., Cincin- nati, Ohio. Charles J. Reilly, Sergeant of Company C, 21st Regiment Engineers, L.R., was killed in ac- tion by shrapnel from explosion of enemy air- (11 plane bomb at Sorcy Gare (Meuse), France, Sept. 16, 1918, and was buried with full military honors in Grave No. 59, American Military Ceme- tery No. 777 in the Commune of Vertusey District of Commercv Dept. of Meuse, France, Sept. 18, 1918. Sergt. Reilly was born Sept. 10, 1887, and en- listed in the Engineers at Toledo, Ohio, Sept. 21, 1917. His nearest relative, Mrs. Mary O'Connor (grandmother), resides at 1519 West Broadway, Louisville, Kentucky. Edward F. Rank, Private of Company "C", 21st Engineers, L.R., was accidently killed in 60- cm gauge railway wreck, west of Buxieres (Meuse) France, Oct. 5, 1918, and was buried with lull military honors in Grave No. 78, American Mili- tary Cemetery No. 777, in the Commune of Ver- tusey, District of Commercy, Dept. of Meuse, Fiance, Oct. 7, 1918. Private Rank was bom October 31, 1891, ami enlisted in the Engineers at Detroit, Mich., Nov. 21, 1917. His nearest relative, Mrs. Charles Rank (mother), resides at 207 Maidstone St., Detroit, Mich. Grover L. Case, Private of Company "C", 21st Regiment Engineers, L.R., was accidently killed by falling un- der the wheels of moving train near Audun Le - Roman ( Meurthe et Mo- selle), December 13, 1918, and was buried with full military honors in Grave No. 113, American Military Cemetery No. 777, in the Commune of Vertusey, District of Commercy, Dept. of Meuse, France, Dec. 15, 1918. Private Case was born Feb. 3, 1893 and enlisted in the Engineers at Saginaw, Mich., Sept. 20, 1917. His nearest rel- ative, Mrs. Lillie Case (mother) re- sides at 1703 Union St., Saginaw, Mich. George T. Hig- gins, Private of Company "C", 21st Regiment E n g i - Grave of Lieut. Col. H. J. Slifer neers L.R., was killed by an unknown person near the railroad tunnel at Auboe (Meurthe et Moselle) March 8, 1919, and was buried with full military honors in Grave No. 118, Am. Mil. Cem. Xo. 777, in the Commune of Vertusey, Dist. of Commercy, Dept. of Meuse, France, Mar. 10, 1919. Pvt. Hig- gins was born Mar. '25, 1894, and enlisted in the Engineers at St. Louis, .Mo., May 29, 1917. Near- est relative, Mrs. Cora 1?. Higgins (mother), re- sides at Gilman City, Mo. P. H. Gallagher, Pvt. of Co. "C", 21st Reg. Eng., L.R., died'of bronchial pneumonia in Evacu- ation Hosp. Xo. 18 at Briey (Meurthe et Moselle) and was buried with full military lienors in Grave No. 92, Plot 3, Am. Mil. Cem. at Briey (Meurthe et Moselle), France, Mar. 27, 1919. Pvt. Gallag- her enlisted in the Engineers at St. Paul, Minn., Sept. 24, 1917, Nearest relative. Mrs. Patrick Gallagher (mother), resides So. St. Paul, Minn. F. W. Berner, Pvt. of Co. "C", died Apr. 2, 1919, at Am. Hosp., Toul. Cause of death influen- za, scarlel fever and bronchial pneumonia. Buried in Am. Mil. Cem., 'Foul. Nearest relative, Mr. Berner (his father), Jamestown, X T . D. John P. Vanderdoes, Pvt. 1st CI. of Co. "D," 21st Reg. Eng., L.R., was killed by accidental ex- plosion of a one pound shell at Xeuf Etang( Meur- the et Moselle). France, Sept. 27, 1918, and was buried with full military honors in Grave No. 70, Am. Mil. Cemetery No. 777 in the Commune of Vertusey, District of Commercy, Dept. of Meuse, France, Sept. 29, 1918. Pvt. Vanderdoes was born July 30, 1888, and enlisted in the Engineers at New York, X. V.. Sept. 11, 1917. His nearest rel- ative, Mrs. Susie Dougan (mother), resides at 72 Bar- row St., X T ew York City, X. Y. Frank W. Coch- rane, Private of Company "D", 21st Regiment E n g i - neers, L.R., died of Cerebro Spinal meningitis in Base Hospital 9 at Chat- (12) teroux ( In d r e ), France, Jan. 28, 1918, and w a s buried with full mil- itary h o n o r s in grave 18, Ameri- can Military Ceme- tery No. 31 (St. Dennis F r e n c li Cemetery), Chat- teroux (Indre), France, Jan 29, 1918. Private Cochrane was born Jan. 22, 1892. His nearest relative, W. F. Cochrane (Uncle), resides at 374 Livingston St., St. Paul, Minn. Wilbert Fox, Private of Company "I),'" 21st Regiment Engineers, L.R., died of Lobar Pneu- monia in Evacuation Hospital No. 18, Briey (Meurthe et Moselle), Feb. 17, 1919, and was buried with full military honors in Grave No. 117, American Military Cemetery Xo. 777 in the Commune of Vertusey, District of Commercy, Dept. of Meuse, France, Feb. 19, 1919. Private Fox was born Oct. 19, 1894 and en- listed in the Engineers at Rogers, Mich., Sept. 21, 1917. His nearest relative, Mrs. Alice Fox (mother), resides at 723 Carrie St., Soo, Mich. Loreo Parent. Private of Company "E", 21st Regiment Engineers, L.R., died of pneumonia in Evacuation Hospital Xo. 18 at Briey (Meurthe et Moselle), France, Feb. 5, 1919 and was buried with full military honors in Grave No. 110, American Military Cemetery No. 777 in the com- mune of Vertusey, District of Commercy, Dipt, of Meuse, PVance, Feb. 7, 1918. Private Parent was born Sept. 18, 1891 and enlisted in the Engineers at Marquette, Mich., Nov. 22, 1917. His nearest relative, Henry Parent (father), resides at 221 Seamore Ave., Marquette, Mich. Jesse T. Ritchie, Private of Company "E", 21st Regiment Engineers. L.R., was killed in ac- tion by shell fragments from the explosion of en- emy shell which made a direct hit on the (50 cm Railway Engine he was running near Marcq (Ardennes), France, Nov. 1, 1918 and was buried with full military honors in Grave Xo. 4, Plot 1, (Ardennes), France, Nov. 2, 1918. Private Ritchie was born Nov. 23, 1893 and enlisted in the Engineers at Fort Bliss, Texas. Sept. 18, 1917. . His nearest relative, Mrs. Mary Ritchie (mother) resides at Gallup, X. Mex. Edward M. Dias, Horseshoer of Company "E'\ 21st Regiment Engineers, L.R., died of Peritonitis in hospital at Toul, Sept. 29, 1918, and was buried with full military honors in Grave No. 252, American Military Cemetery at Toul (Meurthe et Moselle) France, Oct. 1, 1918. Horseshoer Dias was born March 27, 1894, and enlisted in the Engineers at Fort McDowell, / Lieut. Col. Slifer Cal.. Sept. 29, 1917. His nearest rel- ative Miss Emma Dias ( sister) re- sides at 325 Twen- ty-third Ave., San Francisco, Cal. E u g e n e M. Schwartz, Private of Company "E", 21st Regiment Engineers, L.R., died of bronchial pneumonia in hospital at Rimacourt (Hts.- Marne), France, Oct. 28, 1918, and was buried with full military honors in Grave Xo. 254, Amer- ican Military Cemetery at Rimacourt ( Haute- Marne), France, Oct. 27, 1918. Private Schwartz was born June 24, 1890 and enlisted in the Engineers at Fort McDowell, Cal., Sept. 29, 1917. His nearest relative, Mrs. Ida Schwartz (mother) resides at 711 Pleasant St., Boulder. Cal. Marvin A. O'Neal, Private of Company "F", 21st Regiment Engineers, L.R., died of penu- monia at sea on board the U.S.S. "President Grant," Dec. 31. 1917, and was buried with full military honors at sea on the same date. Private O'Xeal enlisted in the Engineers at Alexandria, La., Sept. 2(i, 1917. His nearest relative Mrs. A. (i. O'Neal (mother), resides at Clauta, Okla. Earl K. Hocum, Private of Company "F", 21st Engineers, L.R., was accidentia killed, being run over by a locomotive near Longuvon, France, Dec. 5, 1918, and was buried with full military honors in Grave Xo. 125, American Military Cem- etery No. 777 in the Commune of Vertusey, Dis- trict of Commercy, Dept. of Meuse, France, Dee. 7, 1918. Private Hocum was born Oct. 1(5, 1887, and enlisted at Spokane, Wash., Sept. 28, 1917. His nearest relative, Mrs. Hattie Hocum (mother) resides at 217 South Division St., Spokane, Wash. John A. Fox, Private of Company "G", 21st Regiment Engineers, L.R., died of bronchial pneu- monia in the hospital at Gondrecourt (Meuse), France, Oct. 8, 1918, and was buried with full military honors in Grave No. 37, American Mili- tary Cemetery at Gondrecourt (Meuse), France, Oct. 9, 1918." His nearest relative Mrs. Rose A. Fox (mother) resides at 69 Thompson St., Buffalo. X. V. Nathan L. Bagley, Private of Company "H", 21st Regiment Engineers, L.R., died of bronchial pneumonia in Camp Hospital Xo. 1, at Gondre- court (Meuse), France, Oct. 5, 1918, and was buried with full military honors in Grave No. 43. American Military Cemetery at Gondrecourt (Meuse), France, Oct. 1(5, 1918. (13) His nearest relative. Mr. Frank Bagley (father), resides at Blackwell, Texas. Charles H. Duffy, Corporal of Company "H", 21st Regiment Engineers, L.R., died of Pneu- monia in Evacuation Hospital No. 6 at Souillv (Meuse), France, Oct. 10, 1918, and was buried with full military honors in Grave No. 126, Sec. A, Plot 3, American Military Cemetery at Souillv (Meuse), France. His nearest relative Mrs. Helen R. Duffy (sister), resides at 722 Spruce St., Philadelphia, Penna. Harry A. Stroup, Private of Company "H", 21st Regiment Engineers, L.R., was killed in ac- tion by shell shock near Hatton-Chatel (Meuse) France, Oct. 6, 1918, and was buried with full military honors in Grave No. 33, American Mili- tary Cemetery at Gondrecourt (Meuse), France, Oct. 7, 1918." His nearest relative, Mrs. Natalie Stroup (wife) resides at Bowdle, So. Dakota. Robert McNamara, Private of Company "H", 21st Engineers, L.R., died in hospital Nov. 14, 1918, at Sinoncourt (Meuse), France from wounds caused by accidental explosion of a "dud" shell near Verdun (Meuse), and was buried with full military honors in Grave No. 154, Sec. "D", Plot 4, American Military Cemetery at Sinon- court (Meuse), France, Nov. 14, 1918. His nearest relative, Miss Ella McNamara (sister), resides at 368 South Pearl St., Albany, New York. Lorenzo Hardwidge, Private of Company "H", 21st Regiment Engineers, L.R., died of Lobar Pneumonia in Evacuation Hospital No. 6 at Souillv (Meuse), France, Oct. 15, 1918, and was buried with full military honors in Grave No. 151, Sec. A, Plot 3, Souilly (Meuse) France, Oct. 16, 1918. His nearest relative, Mrs. Jane Hardwidge (mother), resides at Evanston, Wyoming. Albert B. Wheaton, Sergeant of Company ''H," 21st Regiment Engineers, L. R., died of bronchial pneumonia in Camp Hospital 52 at Le Mans (Sarthe), France, April 2, 1919, and was buried with full military honors in Grave No. 18, Section A, Plot 20, American Military Cemetery at Le Mans (Sarthe), France, April 3, 1919. Sergeant Wheaton was born March 00, 1894, and enlisted in the Engineers at Rapid City, So. Dakota, May 15, 1918. His nearest relative, Mrs. Albert Wheaton (wife), resides at 923 Quincy St., Rapid City, So. Dakota. Thomas Roberts, Private of Company "H," 21st Regiment Engineers, L.R., died of bronchial pneumonia in Evacuation Hospital 18 at Briev (M. et M.), France, March 29, 1919, and was buried in Grave No. 94, Plot 3, American Mili- tary Cemetery at Briev (Merthe et Moselle), Fiance, March 29, 1918. His nearest relative, Mrs. Julia Roberts (mother), resides at 3506 Atlantic Ave., Rich- mond Hill. New York. James Z. Hayward, Private First Class of Company "H," 21st Regiment Engineers, L.R., died of Spinal Meningitis in Camp Hospital 52 at Le Mans (Sarthe), France, April 10, 1919, and was buried with full military honors in Grave No. 1, Section A, Plot 20, American Military Cemetery at Le Mans (Sarthe), France, April 10, 1919. His nearest relative, Mrs. G. A. Hayward (mother), resides at Grangers, Wyoming. Charles F. Roe, Private of Company "I," 21st Regiment Engineers, L.R., died of bronchial pneumonia in Camp Hospital No. 1, at Gondre- court, France, October 29, 1918, and was buried with full military honors in Grave No. 104, American Military Cemetery at Gondrecourt (Meuse), France, October 30, 1918. Adolphus B. Curtis, Private First Class of Company "I," 21st Regiment Engineers, L.R., of "Cause Unknown" in Hospital at Toul (Meurthe et Moselle), France, Jan. 21, 1919. and was buried with full military honors in Grave No. 1186, American Military Cemetery No. 91, at Toul (Meurthe et Moselle), France. January 23, 1919. His nearest relative, Mrs. Gladys Curtis (mother), resides at Parkersburg, Illinois. Mark Hardin, Corporal of 4th Battalion Headquarters Detachment, 21st Regiment En- gineers, L.R., died of bronchial jDneumonia in Hospital at Toul (Meurthe et Moselle), France, January 1, 1919, and was buried with full mili- tary honors in Grave No. 1140, American Mili- tary Cemetery 91 at Toul (Meurthe et Moselle), France, January 3, 1919. His nearest relative, Dr. D. L. Hardin (brother), resides at 1311 Connecticut Avenue, Washington, D. C. Frank Donatelle, Corporal of Company "L," 21st Regiment Engineers, L.R., died of General Peritonitis in hospital at Toul (Meurthe et Mo- selle), France, November 24, 1918, and was buried with full military honors in Grave No. 905, American Military Cemetery No. 91, at Toul (Meurthe et Moselle), France, November 27, 1918. Corporal Donatelle was born June 3, 1887, and enlisted in the Engineers at Duluth, Minn., June 28, 1918. His nearest relative, Samuel Donatelle (father), resides at Cumberland, Wis. Caimelo Chillemi, Private of Company "M," 21st Regiment Engineers, L.R., died of "cause unknown," February 2, 1919, and was buried with full military honors in Grave No. 897, American Military Cemetery No. 6, at Bazoilles, Sur Meuse (Yosges), France, February 13,1919. (14) Mother Master Engineer Edward Wilkinson 'Tis true I serve amid the strife And in a soldier's murky life, In ecaseless din 'mid battle rife Face pain and harm. And I am yours, and only you Will bear the load 'till I pull through. Oli! I would bear the load you rue And bring you calm. But no! What pain there is to bear. You too, my mother, want to share; And in the field you would be there To bring a balm. Oh, mothers, all, on every side Who suffer 'mid a hopeless pride. God help you all, when hope has died. And death brings calm. For as the race from which you spring Must battle as a Irving thing. Your boy in death, his race must bring Victorious calm. That mothers in the future may Look back upon the bloody -way Where sons of other died, that they Be safe from harm. (15) ■fc=) < OPl © ^=1 01=1 T3 T3 TJ T3 "S T3 >~. _>. >-> >■> -C' >-> "3 CJ -1— ' >-> -4-i j>. >-> !>-, H >i ""3 'a; jj 01 C/2 .60 73 .60 X Tip x lib X .5° x .60 En > a X ai > a* 02 > 02 u 02 02 > 02 .60 02 .60 02 .6(0 02 .6(0 02 cy ;> cu 02 .60 X OJ X Sligh Sligh lip X > X oS c7 ST U 03 = O o o z — x PP c3 Z X 03 'M c z z HHHwaawHHwwQfH^<:-<<:G«yyHK« X J> i- « X -* CO M -M ?! 1- IS cs o w o i- i- t- t- X CO )- ^. —. (M ein -M C5 IC X 1> -+ Tl CO 03 C CO t-4 ^~ 3; -f -f CO O M -+ CO •+ X X Iffl i~ O CO «5 >0 L- a »o •-0 »c 1- f- i- St- <- f- i- t~- 1- t~- t- r— h ^H r^ y w a > > > Ch Ph Ph H Ph Ph Ph y +3 > Ph > P- u X -4-i O "tf . ~ Zj Ph O P. fc P- — ~ ^ C 5 * -* = = a ^ S PP PP ^ — o m o3 > 3 Q d3 S =3 c c -O ffi y y O ,J Pm 0J <:fex£SEE£pPxo<: 3 PP X PP 6 o § 1 3 o ■* CO w c Z pp pp ~ 77 -f — X -HN a: cc CO »o CO CO i- i> 1- * s G .• "-< ^ 60 ^5 +3 I— I H-H HH >- 57 h o o w - 3 3 X (16) Light Railways as Related to Field Operations C. S, Elliot The entry of the United States into the European War introduced a new phase of warfare to America's fighting men: That of stationary or trench warfare. Not only was it necessary to adopt new military tac- tics but means of transportation had to be provided which were best suited to the conditions as then ex- isted. The increase in number and size of artillery pieces, entailing vast expenditures of ammunition, had greatly increased transportation problems in the combat area. Supplies were hauled from supply depots, far in the rear, by standard gauge railways to railheads com- paratively near the front, but situated usually beyond the range of field artillery fire. There were several rea- sons, which are doubtless obvious, why standard gauge railways were not operated in the combat area for the distribution of supplies. They registered strongly on aerial photographs and were more or less subject to di- rect observation, and any signs of activity often resulted in shelling of the lines ; and too, unless numerous branches were provided, they could serve directly only a small por- tion of the sector. Where operations were being con- ducted in a sector some distance from existing railways, extensions were expensive to build with comparatively heavy construction involving considerable time and labor. Standard Gauge Railroads were employed at different times (mostly during drives) in the combat area by heavy marine artillery mounted on specially built car- er trucks. The Standard Gauge Railheads being established outside the zone of field artillery fire, transportation was provided for supplies to battery positions and to ad- vance ration and supply dumps by means of animal drawn vehicles, trucks, or light railways as circum- stances required. From the advance dumps, supplies were hauled into the front line by cars or light tramways. Trucks, how- ever, and to a lesser degree wagons, were largely depend- ent upon good roads and if none existed within the the- atre of operations and conditions warranted, they had to be built which in turn required an enormous expendi- ture of time, labor and material. At least a partial solution for the then existing ad- vance transportation requirements was found to be in the development of light or combat railways. Of light construction, 60 Centimeter Gauge (23% inches), to a great extent sectional track, assembled before taking to the front, with steel ties and rails 16 to 25 pounds per yard, the light railways, following the contours, per- mitted great rapidity of construction without heavy cuts and fills they were less susceptible of enemy observa- tion; if necessity demanded, they could be laid along the sides of the public highways ; they permitted of construc- tion even into the front line trenches as tramways oper- ated by animal traction or by hand (push cars). "Light Railways came into general use during the Japanese-Russian War in Manchuria. The equipment was of French construction and animal traction was mostly employed. The maximum capacity of a railroad line, as then operated, was about 600 tons daily."" The French long before the present war, had built light rail- ways, or "voies de soixantes" as they called them, from the standard gauge railheads to their heavy battery po- sition- in and around such fortified towns as Verdun and Toul, for the transportation of ammunition and supplies. These light railways formed a nucleus around which dur- ing the war a vast network of light railways systems, varying in size and development, were built, paralleling Neuf Etang (Rangcral) Siding in a general way practically the entire front. When the United States entered the war. the Director General of Transportation, realizing the importance of this means of transportation, organized a special department, "The Department of Light Railways," to provide for the con- struction, operation and maintenance of these lines of communication. A special railroad unit, the 21st Engineers (L.R.) was organized at Rockford, Illinois, to carry out this work. The sector northwest of Toul was selected as the scene of operations, and gradually the French con- structed and operated lines in that vicinity were taken over and new lines were constructed in accordance with general plans formulated for future field operations. The light railways of the 21st were more and more closely coordinated with the military highways under the 23rd Engineers by consolidation of the two departments into the "Department of Light Railways and Roads" under tin' direction of Colonel Peek. Mr. Robert K. Tomlin, writing for the "Engineering News-Record" (March, 1918), described the situation at that time as follows: "Early in the war it was found that to undertake the supply of the front lines with "Engineers Field Manual." (IT) motor trucks required such a great number of them that the highways were continually congested. It was found too, that tliis excessive motor traffic soon wore the road clown to such an extent that the greater part of the motor trucks were required to repair the damage caused by their own traffic. The light railways were developed Unloading Stone from Narrow Gauge Cars at Broussay to overcome these difficulties, and they have been so suc- cessful that it is possible now to keej) the highways in repair and to devote them entirely to the use of fast moving automobiles, motor cycles and motor trucks. In short, heavy and bulky traffic is moved on the railways; light and fast traffic on the highways." The roads in the Toul Sector were in very poor con- dition, being too narrow and poorly maintained and thousands of tons of crushed rock was required to place the roads in first class condition. Stone quarries were opened up in a number of suitable locations on the line by detachments from the 28th Engineers. Rock trains were placed in service hauling stone to spurs near the road sites, from whence it was distributed by motor trucks. A variety of service was performed for divi- sional troojis in greater and greater volume as time went on. When the American First Army was formed, the 21st was assigned to that organization with supervision over all light railways in the First Army Area, assisted by other railway regiments and a number of labor bat- talions. When the Lorraine front was taken over by the Second Army, the light railways in that area were placed under jurisdiction of the 12th Engineers, assisted by the 22nd Engineers and units of the Third and Fourth Battalions of the 21st, recently arrived from the United States. The original units of the 21st remained with the First Army, continuing light railway operations in the Argonne, constructing and rehabilitating light railways in the wake of the rapidly advancing troops. The signing of the Armistice soon brought to a close practically all of the work of supplying the line troops by light railways, the reconstruction of standard gauge rail- ways having been pushed as rapidly as possible through- out the occupied territory. In making an estimate of the relative value of the light railways in supplying troops in the combat area it will be apparent that it will increase in direct ratio to the approximation of the conditions for which the light rail- ways were intended ; those of siege or stationary war- fare. The more mobile warfare becomes, the less need there is of siege or heavy artillery, and its accessory to a degree, the light railways. Highways, too, under these conditions would receive little attention as compared to those in stationary war with the corresponding increased requirements for road material. The ideal conditions expressed by Mr. Tomlin that "heavy and bulky traffic is moved on the railways ; light and fast traffic on the highways" were realized, for the most part during a period of comparative inactivity. When the concentra- tion of troops, ammunition and miscellaneous material was being made for the St. Mihiel Drive, the requirements were so great that the light railways, struggling under the burden of an enormous traffic, only handled a por- tion of the entire tonnage and the highways, under enemy observation during daylight anil practically deserted, swarmed with motor transportation at night. Motor transportation was particularly difficult in the La Reine Forest. Without lights, the roads blotted out by the inky blackness of the dense forest, progress was very slow and frequent jams and accidents greatly hampered this means of transportation. With the consummation of the offensive came other phases of problems in advance zone transportation, which were relieved somewhat, however, by the movement of many of the troops in reserve and some artillery units, as soon as the new front line was stabilized, to other scenes of activity. Lines of communication were now lengthened some fifteen or twenty kilometres. Such iiiads as existed in the devastated areas were in very poor condition. A large number of pioneer infantry and En- gineer troops were assigned to the reconstruction of highways and the building of light railways through old "No Man's Land" and the numerous trench systems, to connections with German roads and railways. Within a few hours animal drawn vehicles were advancing ammuni- tion and supplies slowly across the captured area in the wake of the now elusive "front line." Almost invariably, heavy trucks attempting to nego- tiate the devastated stretches prematurely were mired, seriouslv blocking the roads. By the second day, how- ever, roads had been placed in condition to permit pas- sage of trucks to dumps behind the new front line, with badly needed supplies, subsistance, ammunition, etc. In the meantime, the light railways were being con- Capturcd Armored Tractor nected with German steel, but were not ballasted and ready for comparatively heavy traffic until several days later, when the delivery of supplies was advanced well into the zone of artillery fire. Several new standard gauge lines were also slowly creeping forward towards proposed railheads, which in time would be available. (18) When, several weeks later, the number of troops had been reduced in that area, t rathe resumed something of a normal appearance. The campaign in the Argonne was somewhat of a repetition of the St. Mihiel operation in its later stages. Light railways here bad been operated by the 14th En- gineers at the beginning of the drive on September 2(ith, and assisted by other organizations, had pushed our rail ahead to connections with the German, when the 21st ar- rived from Lorraine and took over the railway rehabili- tation and operation in the First Army area. Operations here, in many ways, were under poorer conditions than bad been before experienced. The high standards of highways and light railways maintained for so long in the Toil] sector were lacking. The fight inn- bad been more severe and lines of communication were badly damaged. Terminal facilities were inadequate; there were no coal or water supply systems, neither were there quarters for the men. In fact, it was a case of railroading with whatever equipment and material were available, and "salvage" was the watchword of the engi- neers throughout the campaign. It was only by American initiative, ingenuity and pluck that the subsistence and ammunition for the battling First Army was delivered to (lumps close behind the firing line in spite of the almost insurmountable defriculties. The resumption of the drive on November 1st de- veloped so quickly into open warfare that it was impossible to advance the light railways fast enough to be of much further service to the troops in line. Upon completion of the railway into Montigny about the time the armistice became effective, the principal work of the light railways became that of transportation of ammunition and sal- vage from the late battlefields to the various standard gauge railheads in the area. Throughout the ten months construction and opera- tion of light railways by the "21st, the results attained in transportation of supplies for the units of the First Army were such as fully justified the creation of this branch of the service. It seems certain that the experiences gained by the Actually it appears that more was accomplished, ma.> for man, during the St. Mihiel operations than at any- other time. In the St. Mihiel operations, for example, the construction and maintenance departments had nine coin panics of attached troops, while in the Argonne they bad sixteen companies (3 quarry), although the operat Carload of Heavy Shells and Powder 21st in the St. Mihiel offensive were largely responsible for the success of the Argonne campaign in October and November. By the latter period it was realized more clearly the requirements of the construction and operat- ing departments, particularity in personnel and some- thing of the difficulties that might be encountered. Sidings and L rossing ing companies, at St. Mihiel, had three companies of at- tached troops, only a portion of them, were available for train service, and moreover, during the month of Sep- tember, the mileage of operated lines had expanded from something more than two hundred kilometers to about three hundred and fifty kilometers. In the Argonne, the three operating companies, were operating 164 kilometers of main line on October 31st and 187 kilometers on No- vember 30th. The operating figures available for the month of October do not differentiate between the St. Mihiel and Argonne operations, but they do show that in the month of September 81,044 net tons were handled as compared with 38,008 net tons in October and 45,234 net tons in November. In this connection, however, it must be considered that the light railways in the St. Mihiel sector were already "Going concerns"; there had ben ample time for perfecting the organization and for the concentration of supplies, while in the Argonne, it was necessary to create a railway system, in a strange coun- try, almost overnight, under the most trying circum- stances. According to the Chief Engineer, A. E. F.. at the time of the armistice, 2,240 kilometers of light railways were being operated by American railway engineers, of which 1,740 kilo-neterd were captured German lines, and up io February 1st, 1919, the total tonnage handled by these light railways was . About the end of June a complete report of the two projected lines was submitted with an estimate of the material, tools, labor and time necessary to complete the connection with the enemy's lines. Nothing further was done on this work until the latter part of August, when the offensive, later to be known as the St. Mihiel Offensive, was in preparation. At the direction of Colonel Peek, .a third line was studied. This line was planned to extend from the Pont de Metz in the St. Jean Canyon to a connection with the enemy's lines north of Remenauville. The reconnaissance work on this line was comparatively neither difficult nor dangerous as our observation posts were admirably suited for observation across "No Man's Land" and behind the German lines. After a thorough study of this line, an estimate was submitted with the recommendation that it be constructed in addition to the Flirey and Bois Chanot extension. The estimates submitted on the three lines were ap- proved and the officer in charge was directed to move the necessary material, tools and equipment to as near the end of our lines at the three places as possible. Move- ment of this material was started about September 5th, and through necessity was accomplished almost entirely at night. Enormous difficulties were encountered in mov- ing the much needed material to the front, and it was only by the determined efforts of the non-commissioned officers and men working at the front that this material was projuerly placed on the night of the attack. All necessary material and equipment except ballast were placed within half of a kilometer of the ends of the lines which were to be extended, and carefully camouflaged to defeat enemy observation. Ballast, one of the most im- portant elements in the construction of good track was almost totally disregarded and only thirty per cent of the estimated amount was furnished. The failure to furnish (20) sufficient quantities of ballast endangered the success of the light railway construction and retarded the work to a great extent. The construction work during the St. Mihiel Drive was in charge of three construction engineers. Two platoons of "A" Company and two companies of negro service troops, TOO men, were assigned for the work on the Bois Chanot line under Captain R. A. Redford, as construction engineer, and moved into the Bois Chanot, September 11th. For the Flirey extension, Company "B" and one company of negro service troops, 500 men, were assigned, and moved up to Ansauville. The writer was in charge of this work as construction engineer. On the Pont de Metz Extension, Lieut. C. E. Signer was in charge of construc- tion. The forces consisted of one platoon of Company "A" and one company of negro service troops, about 400 men. These men were held in St. Jean Canyon until the morning of the drive. These construction units acted individually and reported only to the chief engineer at headquarters. Each unit had a survey or reconnaissance party in charge of an officer and directly under the orders of the construction engineer. Under cover of darkness the morning of the 12th, the three construction units were moved to the end of the line, there to await the zero hour. When the infantry went "over the top" the survey parties went forward marking out with white tape location of the lines and several men of each party followed the infantry to make a speedy examination and report the general condition of the Ger- man lines. Trouble started at once because the service troops did not understand the work. It was therefore necessary to use the experienced men of the regiment as gang leaders. These men took orders from the officers of the 21st En- giners who acted as resident engineers and the construc- tion engineer only. By nine o'clock of the morning of the 12th several hundred meters of roadbed had been com- pleted and track laying commenced. All the construction work was done by pick and shovel and only a rougli job was done as the necessity for a connection with the Ger- man lines was very urgent in order to put supplies over the line to the front for the combatant forces. As the con- struction work went forward many difficulties arose. For instance, the sectional track was found to have been thrown together and in many cases on one side of a sec- tion there would be a twenty-pound rail and the other side a twenty-five-pound rail. As fish plates were only avail- able for one type of rail, it was necessary to cast these sections aside. Also the curve sections were composed of two rails of exactly the same length, thus necessitating the sawing off of one end of the inside rail. This small matter trebled the time necessary to lay the track. The gasoline tractors which were furnished for this work were in bad condition and it was with the greatest difficulty that one of every three was kept going and when at least three tractors were needed on each job, it can be readily seen that enormous delays were incurred on this account. The survey parties following the infantry reported condition on the German lines in the Bois Mort Mare and near Richecourt as not what had been anticipated, thus requiring changing our projected lines in order to con- nect up with lines which could be utilized at once. The change in the line in the Bois de Mort Mare was slight, and in fact reduced the work from that which was origin- ally contemplated. The connection at Richecourt was dis- covered to be poor so it was decided to connect with the enemy's line which ran to the west of Mont Sec. As the time was limited, it was impossible to obtain approval of tlie changes and it was only afterward that the director of Light Railways was informed of the changes made. Lieut. Signor, in charge of the extension from the Pont de Metz found conditions very much as had been anticipated, therefore making no changes in the original plans. During tlie time of construction, nun frequently worked as long as thirty-six hours without rest, and it was by such efforts that traffic was inaugurated over the Flirey and Pont de Metz on September Kith and over the Bois Chanot line on the 18th. It was at this time that the lack of ballast caused delay in the utilization of the light railways to its full capacity. The new track absolutely failed to withstand the heavy traffic which the operating department endeavored to put over in order to be of the maximum assistance to the combatant troops. Derail- ments were of frequent occurence, and the operating and maintenance men demonstrated admirable endurance in their efforts to meet the urgent demand for supplies by the combatant troops. The commendable accomplish- ments of these men were heralded by neither voice nor press, they were awarded no medals, and their tireless efforts were unnoticed by the majority, but those of us Siding at Neuj Etang who had tlie opportunity to observe the work accomplished will always remember and honor them for it. After September 20th, working parties were dis- tributed over the various captured lines and they were rapidly repaired and put into condition for traffic. By October 5th, it was possible to deliver supplies to any part of the expansive area which was captured in the St. Mihiel Offensive. In the construction of the foregoing extensions many bitter lessons were learned. It was found that on all three lines that the forces available were totally inadequate to make the required progress. Three times the forces that were available should have been furnished. None but ex- perienced light railway construction troops should be used if any real progress is desired. The amount of ballast which had been stored for the work previous was only about 15% of what it should have been. The foregoing work was under the personal super- vision of Col. H. J. Slifer who spent as much time as possible on each line. His great experience and wonderful judgment was a constant source of encouragement but due to the fact that a considerable part of his time had to be spent at Sorcy, with a poor line of communication to the front, much time was lost at critical moments. It was absolutely essential that the best telephone commun- (21) ication be maintained from the field headquarters to the most advanced points of construction. A few davs previous to the beginning of the Meuse- Argonne Offensive, Captain P. V. Brown, was ordered to make reconnaissance for the extension of the light rail- ways in that sector. After a careful study and examina- Bridge >>n Hois L hanot Line tion of tlie terrain he submitted a plan for extending the French Light Railway from near Esnes to a connection with the German lines in the Bois Mont Faucon, and an extension of the French lines from southeast of Vauquois to a connection with the German lines north of Vauquois. A few companies of the 14th Engineers and labor troops were available for this service. Due to the lack of time prior to this offensive it was impossible to store the neces- sary material and tools close to the places where the work was to commence. This afterwards was found to be a handicap to construction. After the infantry had gone forward on September 26, work was commenced on the above mentioned lines. This work was accomplished un- der most trying conditions with inexperienced personnel, both men and officers. The results gained were far be- yond expectation considering the many disadvantages prevailing. In the meantime the 21st Engineers, being relieved by thi' 12th Engineers, had moved to the Argonne-Meuse front, and by October 12th, had completely taken over the light railway work of this sector ami were engaged on the construction and rehabilitation of the line from Esnes to Mont Faucon, from Aubreville to Cheppy and Yarennes to Apremont. This work progressed rapidly and by No- vember 1st, supplies were being delivered up to within two or three kilometers of our front. During the latter part of October plans were made for following up the offensive which was to commence on November 1st. On that date our officer in charge, with a large force of men and supplies was located near Grand Pre for the purpose of repairing the German line on to Buzancy, should the infantry go forward. The writer on this date was located at Romagne with ample force and material to follow up our attacking troops. During the time between Novem- ber 1st and 11th, the 21st Engineers maintained their old lines which were being constantly shot out and also re- paired the German lines, so that on the day when the armistice went into effect, supplies were being delivered in Buzancy anil Montignv. During the time between October 12th and November 11th, it is believed that no organization ever produced the results which were accom- plished by the 21st Engineers. The amount of construc- tion and tonnage hauled seemed almost incredible of ac- complishment six months prior. At the conclusion of hos- tilities the average haul for ammunition and rations ex- ceeded fifty kilometers. When it is considered that the maximum economic haul for light railways, is about six- teen kilometers, it becomes plainly evident that this was a remarkable undertaking. It is an unquestionable fact that the results obtained would have been reduced im- mensely had the combatant troops been forced to rely solely upon motor transportation for their ammunition and rations. In planning for the amount of tonnage to be hauled and the disposition of supplies, the French liaison officers often expressed their doubt as to the pos- sibility of moving the immense tonnage which our people had undertaken. Even until the end they were unable to believe that we could accomplish the tasks set before us every day. All the success and wonderful results which the 21st Engineers accomplished was due primarily to the ripe experience and shrewd foresight of our fine old patriot, Colonel Slifer, who labored only for the success of the cause for which the regiment was formed. Following are some of the conclusions drawn from actual experiences : The activities of the light railways ((50 cm.) in the zone of advance are greatly dependent upon local condi- tions such as the degree of activity of the fighting, nature of the terrain and state of the highways. Primarily, light railways belong to a war of position and are compara- tively of little use in a war of movement, as the normal gauge railways can generally be utilized if proper prep- arations are made. Upon taking position in a sector a general study should be made of all existing lines, of the terrain, of the necessity of the troops occupying the sector with a view of providing the facilities to reduce truck haul on the highways, always considering the pos- sibilities held by the future. Liaison should be maintained with the combatant troops occupying the sector in order that their requirements may be taken care of. In prac- tice it will be found that all the staff officers and officers of other units than light railways will entertain very decided opinions as to the lines which should be constructed. Very few of them will be found to have any conception of the amount of labor and material needed to construct a light railway and practically no knowledge of the capacity of a light railway in serving the combatant troops. Some have declared that light railways were absolutely useless and would seek to prevent the con- struction of lines where they were badly needed and they would request lines to be built without regard to the limitations of operation, and useless if it could be done. A number of officers have expressed their desire to do all their loading and unloading of supplies from the main line, absolutely disregarding the blocking of traffic and on frequent occasions failing to unload supplies from the cars after they had been placed in a siding for days at a time thus tying up equipment unnecessarily. A general plan as to railheads, i.e. the establishing of transfer yards where material can be taken from the normal gauge and shipped out on the light railways. These railheads should be approximately ten miles from the front and if possible in sites protected by the natural lay of the terrain from enemy observation or artillery fire. From the railheads so-called back lines are established which run up within five miles of the front. These back lines should be built according to best standards, that is (22) with easy curves and low grades. In practice with equip- ment such as used by the American army, it is found that minimum curve radius should be not less than 50 metres, and maximum grades should not exceed 1.5%. Cuts should be fourteen feet in width and fills nine feet in width at sub-grade. Drainage is of vital importance and must be well taken care of. Lines which run from five miles back from the lines mi to the front should be concealed from observation as much as possible and while it is not possible to maintain such a high standard of construction, no grades should exceed 3% and only in case of absolute necessity should curves of 30 metre radius be used. Experience has proven that there should be at least 8 inches of ballast on back lines and four inches on the advanced lines. It has been proven unadvisable to depend upon labor troops or serv- ice companies for construction or maintenance work as their men are generally inexperienced in railroad work and their officers indifferent. Each construction company should have two or three competent telephone linemen. Ample motor equipment should be provided in order to facilitate the handling of tools and men. Maintenance under the heavy traffic which is apt to be encountered renders it very necessary that well-trained maintenance men be available in sufficient numbers for maintaining the lines. It has been found that the sixteen- pound rail is too light for the heavy American equipment while the twenty-five-pound rail is needlessly heavy. On the whole the twenty-pound English rail is the best for general use. It has sufficient strength, with a head wide enough to enable the motive power to develop full trac- tion. On the back lines the track should be laid with spikes and wooden ties, and on advanced lines, sections assembeld with steel ties, should be used. On account of difficulties of maintenance it was found that the American Standard of eight steel ties to each five metre section was insuffi- Broken Stone and Rock Storage BeUveen Raulecourt and Nauginsard cient, the tie should be increased somewhat in size and there should be ten to the five metre section. There should be lines running to the rear from the rail- heads about every fifteen miles apart. These lines should run back at least twenty miles from the railhead where back shops should be located. These lines would also be available for the purpose of evacuating material in case of a retirement. (23) I Co The Work of Colonel Eo Do Peek or Po So Lewis Colonel E. D. Peek was assigned to the command of the 21st Engineers (Light Railway), on September 10th, ]917. At that time the regiment, created only a short time before by War Department General Order No. 108, 1917, existed only in name, without personnel or equijJ- ment. The commanding officer was, therefore, confronted with the task of organizing and equipping the regiment for overseas service in the shortest time possible. Not only was the regiment to be formed and carefully trained as a military unit, but its identity as a railway organiza- tion was also to be provided for, and assignment of officers and men was made in conformance with these dual re- quirements. The problems of organizing, equijjping and training the regiment occupied Colonel Peek's entire attention from September until the departure for France late in De- cember. On boarding the transport, President Grant at Ho- boken, the Colonel was assigned to the command of all army troops on board, some 5,000 men. This was the first successful trip of the President Grant as a troopship and required considerable work to arrange for a proper distribution of troops, to establish proper boat drills and messing arrangements and to develop an adequate system of interior guards. After landing in France, Colonel Peek was placed in charge of the construction of a six-mile standard gauge cut off near Nevers, which, however, he did not remain to finish as the regiment was assigned to the American sec- tor northwest of Toul late in February. Headquarters were established at Sorcy and he became the representa- tive of the director of Light Railways and Roads in the Toul Sector, with jurisdiction over road construction and maintenance and quarry operations throughout the sector. In May, 1918, his jurisdiction was extended to the Bac- carat Sector and extensive plans were made for further development of the light railways and studies made of all French lines between Toul and Baccarat Sectors. On August 17, 1918, Colonel Peek was called to First Army Headquarters as Engineer of Railways and Roads. As such he commanded the army engineer troops assigned to railway, road and bridge work, prepared all engineer- ing plans of operation to be carried on in connection with the army's plan of action, procured all necessary supplies for carrying out these plans and issued detailed instruc- tions covering employment of army engineer troops. Almost at once preparations were started for the of- fensive of the First Army against the St. Mihiel salient. Plans were developed for the extension of standard gauge and light railways following the advance and for the operation of these lines during the offensive, as well as plans for the extension and maintenance of roads and re- pair of bridges. Additional troops were secured from the S.O.S. and assigned to stations in the army area. Large quantities of track material, ballast, tools, road metal and bridge material were moved to the forward area lor use following the advance. The colonel worked with untiring efforts in making the detailed preparations for the offensive and was constantly in touch with the advance, directing and advising as the operation developed and preparing for future engineer requirements and employ- ment of engineer personnel. Directly after the start of the St. Mihiel Offensive (September 12, 1918), preparations were started for an offensive by the First army between the Argonne Forest and the Abuse River. At this time, there were no Amer- ican Army engineer personnel, material or equipment in the sector, which was an entirely strange area, both as to existing railway and road systems, and the possibilities of activities in the event of an advance. Active steps were at once taken with a view of making a complete study of the railways and road situation and plans developed for the operation and extension of the standard gauge and light railways and the construction and maintenance of roads and bridges. Army engineer troops, rolling stock, material and equipment were trans- ferred from the Rattentout and Toul Sectors and addi- tional personnel, material and equipment secured from the S.O.S. Colonel Peek was extremely active in preparing for the new offensive, in securing and placing the large num- ber of engineer troops and supplies required for the of- fensive and arranging the numerous details of liaison with the French army relative to taking over the engineer activities in the new sector. The offensive started September 26th and immediately following the advance, army engineer troops started ex- tensions of the light and standard gauge railway lines and the repair of roads and bridges across former "no man's land." However, the activities of the engineers were met by almost ^insurmountable difficulties on all sides. The terrain across former "no man's land" had been badly cut by shellfire during four years of hard fighting and heavy rains had turned the entire country into a sea of mud. Railroads, roads and bridges had been badly damaged by enemy demolition and American shellfire and roads were badly congested with advancing artillery and transports so that their repair and maintenance was ex- tremely difficult. From the start of this offensive until after the armis- tice on November 11th, Colonel Peek was constantlv en- gaged in overcoming the difficulties in connection with the engineer work incident upon the advance and in or- ganizing, directing and supervising the emplovment of the army engineer troops under his command, which at one time numbered over 40,000 men. Some idea of the scope of this work during the Ar- gonne-Meuse operation may be gained from the following figures : (25) Efal s h^im^Kk -Jkw ^^1 ^^B-\ Htfc^ ^I^Bj'^BLcfld , w^* -™ w* & ^^^fc^^R^ T*Je»- J JBt^' ^flfl ■*■*■ .^ -W HUL' J ^^^ 1 i \ ^j V 1 £■■■ '■■^. ■»& ''9 nSHI ^BtMk WF 1 ^fl ' 11 ' bI $B wk '^H J?--'-B ■ ^&3e is f^wL^ -"'jB u^3e .•-.■■ .. ; - Colonel E. D. Peck and Staff Standard Gauge Railway Lines New track constructed 30.8 km. Track reconstructed 75.0 km. Lines operated 95.0 km. Light Railway Lines Track reconstructed and constructed 191.0 km. Lines operated 791.0 km. Captured Boclie Lines not rehabilitated. . .427.0 km. Bridges Total built 55 Total Length 3509 ft. Rl Kids Maintained by army engineers, November 11th 514.0 km. Stone used in roads, Sept. 25th to Nov. 11th 137,360 tons. On November 26th, Colonel Peek was appointed Chief Engineer of the First Army which position he held till January 6, 1919. The signing of the armistice had by no means decreased the work of the army engineers as there remained a great mileage of roads in the army area re- quiring constant maintenance, as well as extensions of standard gauge and light railway lines to be completed, maintained and operated. The army also continued the operations of the railroad lines supplying the troops in this area and engaged in extensive salvage and evacuation operations. These activities gradually decreased and by the first of the year, practically all army engineer troops and the projects on which they were engaged had been turned over to the S.O.S. During his last month as Chief Engineer of the First Army, Colonel Peek prepared extensive historical reports to the commanding general, First Army, and a more tech- nical report to the chief engineer, A.E.F., covering opera- tions of engineer troops of the First Army during the St. Mihiel ami Meuse-Argonne Offensives. On January 6th, the colonel was called to General Headquarters, A.E.F..at Chaumont for duty in the Trans- portation Section, G-4>. This section, in addition to han- dling transportation problems as a staff proposition throughout the A.E.F., is directly charged with the super- vision of transportation in the Advance Section, S.O.S. On April 13th, he was appointed Deputy Director Gen- eral of transportation. Zone of Advance, with Headquar- ters at Chaumont, which position he is now holding. (26) y Thai was a £bo&&sa&V&. m tf? \ & / JMSV* - ^ (1 j /- \ o r i r r -, j j YA "^ .j J j rtl.^'f c\'\ Regiiinmeimtal History The 21st Engineers (light railway), a special engineer unit, was organized on September 10, 1917, at Camp Grant, Rockford, Illinois, under authority conferred by section 2 of the Act of Congress, "Authorizing the President to increase temporarily the military establishment of the United States." The regiment was organized for the purpose of the construction, maintenance and operation of light railways in the theatre of war, and for such other duties as it might be called upon to perform by proper authority. It was contemplated that the engineers would operate over a certain section of the front and that within these limits it would maintain all the existing track, build such new lines as might be necessary, and make all repairs to its engine and car equipment, using for this purpose its own shops, except for the very heavy repair work, which was to be done in a railroad shop in the rear. The personnel of the organization consisted of forty- nine officers and 1,200, enlisted men. On October 13, 1917, pursuant to telegraphic instructions from the Adjutant General, eighty-six enlisted men were transferred to the 503rd Engineer Service Battalion, having been selected with a view of appointment as non-commissioned officers and to form the nucleus in the organization of the new unit. These men were transferred from the regiment and left on the same day for Camp Merritt, Tenafly, N. J. On October 18, 1917, a total of 322 men were trans- ferred to the 35th Engineers. The transfer of these men was based upon their special qualifications for shop work, as ascertained from their service records. On or about November 20, 1917, authority was received from the Chief Engineer to increase the strength of the regiment to 1,586 men, necessitating the expansion of each company from 188 to 250 men. An additional unit was organized at that time, com- prising an integral part of the regiment, designated as the "detachment unassigned." This organization was created to handle men assigned and forwarded to the regiment from recruiting depots. The recruits, before being permanently placed, were examined and classified according to their experience and training. In this manner, men who were not qualified for light railway service and its kindred requirements were, to a great extent, eliminated from the regiment and their subsequent assignment to other organi- zations effected for the convenience and benefit of the service. When the regiment had been recruited to full strength, this detachment was transferred as a unit to the 161st Depot Brigade, Camp Grant. Classification of the 1st and 2nd Battalion was as follows : 1st Battalion: 2nd Battalion: A Company B Company C Company 1) Company E Company F Company Construction. Maintenance, including Bridge Section. Shop. ( (pirating. Operating. Operating. The officers extensive and regiment were men of construction, assigned to the diversified experience operation and maintenance of railroads and engineering projects in the United States, Canada, Mexico and South America. The enlisted mm comprised a body of men of high intellect and practical experience along railroad and engineering lines and were specially selected and enlisted for this particular unit. During the period September 10 to December 16, 1917. the troops were instructed in close and extended order drill beginning with the school of the soldier to and including the school of the company. Elementary instructions an I drill were given in the school of the battalion. Interior guard duty, target practice and short practice marches with full packs were also included in this period of training, good progress being made by the men in spite of the unsuit- able weather conditions. On December 7th the motor detachment, comprising one officer and forty-two men (including one man from the medical detachment ) proceeded from Camp Grant to Camp Hill, Newport News, Ya., for service overseas. On Decem- ber 16, 1917, the regiment left Camp Grant en route to Camp Merritt, prepared for field service. The command left on four trains, traveling via the Chicago, Milwaukee and Gary to Chicago ; Michigan Central to Niagara Falls ; New York Central to Utica; New Y'ork, Ontario and Western to Newburgh ; West Shore to Dumont, N. J. The first and second sections arrived at Dumont on the after- noon and late evening of the 18th, the third and fourth sections on the morning of the 19th. The personal baggage and equipment were unloaded from the cars and the com- mand marched to Camp Merritt for temporary station, approximately one mile. On December 26, 1917, at 5 A. M., the command left Camp Merritt, marching to Cresskill, N. J., approximately two miles, entrained in two sections at 7 A. M. and proceeded to Hoboken via the Erie Railroad. The command then marched to the pier and boarded the S. S. President Grant for overseas service. The vessel left the pier at 4 P. M. the same date and dropped down the lower harbor, past Rockaway Beach and Sandy Hook and out to sea. This was the first successful trip made by the President Grant as a troop ship, and at the request of the commander. Captain Morton, U. S. N., the officers of the 21st. Engineers made a careful study of (28) Lieut. Col. Robert H. Murray guard posts, abandon ship stations, sanitation and policing of the troops for use on future trips of the vessel when transporting other military organizations. The usual sub- marine scares were experienced during the voyage, but, fortunately, no actual attacks were made and at 10.30 A. M., January 10, 1918, the President Grant dropped anchor in the harbor at Brest, France. The motor detachment sailed from Newport News, Ya., on board the S. S. Tiger, January 9, 1918, touched at New York, January 11th and arrived at St. Nazaire, France, January 27, 1918. After remaining in the harbor two days, orders were received to proceed to Bordeaux, where the detachment disembarked on February 1, 1918. The motor equipment was unloaded and assembled here and the detachment rejoined the regiment in small groups, conveying the motor trucks and side cars, between Febru- ary 19 and March 16, 1918. Headquarters detachment and Companies A, B, C and D, with medical and ordnance detachments, disembarked from the President Grant at Brest, January 13, 1918, and traveling via Le Mans and Tours, arrived at Camp Duquesne, Gievres, at 3 P. M., January 14, 1918. All remained here except Regimental Headquarters Detach- ment, which left at 8.00 P. M. the same day for Challuy, mar Nevers, where they arrived January 15th. Companies A, B, C and D, upon their arrival at Gievres, were attached to the 1.5th Engineers for duty: Companies A and B, engaging in railroad construction and handling of supplies; Company C operating blacksmith and repair shops, locomotive cranes and assembling rolling stock ; Company I) handling medical, quartermaster and engineer supplies, clearing timber, etc. Company E disembarked and left Brest January 14th, and, arriving at Challuy, began the construction of Swiss huts and barracks and construction of 600 lineal feet of grade for a permanent connection on the P. M. L. Railway at that point. Com- pany F disembarked and left Brest January 1 4-th and took station at Jonchery ( Haute-Marne), where they were attached to Advance Ordnance Depot No. 4, and engaged in the construction and operation of standard gauge rail- way's and the unloading of material. In February several companies wire released from duty in the S. 0. S. and moved to the zone of advance. Company A moved from Camp Duquesne on February 15th and established camp at Gerard Sas (Meuse) on February 17th and immediately commenced construction of a 60 c. m. line through the Forest de la Reine and an ammunition dump at Leonval. Company B left Camp Duquesne February 26th and, arriving in the zone of advance, was billeted in the town of Cornieville (Meuse). Work was commenced unloading rail, ties and other material. Company E left Challuy on February 22nd and took station at Menil-la-Tour (Meurthe et Moselle) the fol- lowing day. Here they were quartered in barracks and were assigned to duty on the light railway, repairing equip- ment and track and assisting the French in train operation. Being unfamiliar with the French language and the peculiar operating conditions existing in the zone of advance, their work was at first quite naturally handicapped. However, the men quickly adapted themselves to their new environ- ment and late in March the light railways from Menil La Tour to Broussey and Neuf Etang to end of track in the La Reine Forest were transferred to this company for operation. Regimental Heaquartcrs left Challuy February 25th, entrained at Nevers after loading a considerable quantity of tools and supplies, and arrived at Sorcy (Meuse) on February 27th, where a permanent camp was established on the high ground above the railroad station. The general location for the terminal facilities of the light railway at Sorcy having been selected, a topographical survey of the site was made and tentative plans made for the arrange- ment of tracks and buildings. A contour map was prepared and used in adapting to the ground the tentative plans and various changes suggested with a view of keeping down the quantity of earth work. These terminal facilities and equipment, provided for storehouses for regimental prop- erty and equipment warehouses and platforms for transfer from standard to narrow gauge, necessary yard tracks, engine house, machine shop, oil house, coal wharf and water supply. A survey was made for a light railway line from Sorcv yard to Cornieville to connect with an existing line built by the French. A preliminary line was run, topography taken and plotted and from this a paper location was made which stood in the field with little alteration. The grade established met the requirement of 1.50% maximum compensated 0.03% degree of curvature with the exception of one 20 degree curve through the rock cut near Sorcy. A survey was made and plans prepared for an evacuation hospital in the field east of the town of Sorcy between the two main highways. A (30) survey was made and grades established for a cut-off' line to avoid the heavy grades and curves in the old French (iO c. m. track where it followed the highway through the town of Comieville. Sufficient notes were taken of align- ment, grade and topography to permit of decided improve- ment on the line through the Forest de la Reine from its junction with the Cornieville-Boucq line near Neuf Etang. Reconnaissance and some surveys were made on an east and west line between Hamonville and Raulecourt. On March 12th Company D was released from duty with the 15th Engineers at (amp Duquesne and took station with the regiment at Sorcy on March 14th. The following day construction of Sorcy Terminal was com- menced. The construction of the railway between Sorry and Comieville was also started, Company D working north out of Sorcy and Company B south from Comieville. On March :30th Company C left Camp Duquesne and went into camp at Sorcy on April 1st, where they relieved Company D on construction of the Comieville line. The month of April, 1918, found work progressing satisfactory. Surveys were completed for 60 c. m. lines from Nauginsard to Hamonville and to Raulecourt. Reconnaissance was made with the view of constructing a line from Raulecourt to the Meuse River. A topographic survey between Bois Chanot and Ramhueourt was com- pleted. Surveys were made for a line from Yertusey Point down to the canal docks at the village of Yertusey. A survey of the old French line from Rangeval to Menil-La- Tour was completed. Company A was engaged in maintenance, ballasting the new line through the Forest de la Reine and construction of the Hamonville-Raulecourt line. Companies B and C were still constructing the Sorcy-Cornieville line, assisted by Company 11, 1st Regiment Motor Mechanics, Signal Corps, Aviation Section, which was attached on April 3rd to the 21st Engineers for duty. Company F was released from duty at Jonchery (Haute Marne) on April 12th and, boarding train at Chaumont, arrived at Baccarat ( Meurthe-et-Moselle) April 14th. The construction of li^ht railways in this sector was then commenced under direction of the Director of Light Railways and Roads. During the month of May, surveys were made as follows : A survey of the old French line from Rangeval to Broussey: four alternative lines were run. topography taken for a proposed line to run from the Sorcy-Cornie- ville line wsetward through Euville ami Yignotto Boncourt. A survey for the branch from the main line to the Yale Unit Hospital was completed. A new survey of the Nauginsard-Raulecourt line, to avoid barbed wire entangle- ments near Raulecourt, was completed. A reconnaissance for a cut-off line between Leonval and La Fouine north of Menil-La-Tour was made. A survey for a line to the artillery positions northeast of Hamonville was completed. During May construction of the Nauginsard-Hamon- ville line was completed by Company A and work resumed on the Raulecourt line. Other miscellaneous work con- sisted of track maintenance from Neuf-Etane to Bois Chanot, ballasting and placing camouflage along the Ham- onville line, constructing a new "Y" at Neuf Etang Junc- tion, building bomb proofs, etc. The Sorcy-Cornieville line with a spur to the canal dock at Yertusey was com- pleted and ballasted. Companv B took over maintenance of the line between Broussey and Menil-la-Tour at this time. Sorcy Terminal was 80% complete by the end of May. The standard gauge tracks had been laid and ballasted from the Est Railway to the regimental warehouse and to Col. Earl L. Brown the coal dock. The light railway running tracks through the yard and the engine house tracks were laid and ballasted, the regimental storehouse was completed, oil house, coal ducks, engine house and machine shop nearly completed and the installation of machinery under way. Construc- tion of the yard and ammunition dumps at Leonval was now 85% complete. This work was being done by details from Company E, 21st, 2nd, 101st and 508th Engineers. The month of June, 1918, witnessed the completion of the greater part of construction projects and a consid- erable increase in transportation. Surveys were made for a line from Raulecourt to Broussey and from Sorcy to Pagny. A survey was made for a change of line to artillery positions in the Bois de la Hazelle. Reconnais- sance was made of the line north of Noviant and Manon- ville for extension of light railway in case of an advance. An officer was assigned to artillery and infantry liaison to enable the light railways to render the most efficient service possible. During June Company A completed the Nauginsard- Raulecourt line and miscellaneous spurs and sidings on the Neuf-Etang-Nauginsard-Hamonville line, as well as grad- ing and track laying Sorcy yard and maintenance Neuf- Etang to Bois Chanot. Company B started construction (31) of a branch to Mobile Hospital No. 39, completed recon- struction of Comieville yard and a new passing siding at "Cut-off." Miscellaneous work consisted of track main- tenance Menil La Tour to Sorcy. Company C was still engaged in yard construction at Sorcy and were installing machinery in shops, assembling cars, etc. Second Battalion Staff The operating department was reorganized about June 1st and the light railways were divided into two operating divisions. The Sorcy division, operated by Company D, was comprised of lines west of Neuf-Etang and Hamonville, and the Maxie division, operated by E Company, comprised the lines Menil-la-Tour to Neuf Etang and Menil-la-Tour to Beaumont and Bernecourt. During July, 1918, the Engineering Department made numerous surveys for relocation of certain sections of existing French constructed lines. Two survey parties went to Baccarat to work in conjunction with Company F in railway location. Company A was engaged in grading, track laving, ballasting and camouflaging on the Raule- court-Broussey line, maintenance of "M," "K" and main lines, building bridges and culverts, putting in switches, strengthening main line between Rock Spur and Fond d'Esse and miscellaneous work at various points. Company B graded and laid track on the Raulecourt- Broussey line, completed construction of the spur to Base Hospital No. 39, constructed a spur to Evacuation Hos- pital No. 1, ballasted and surfaced tracks in Leonval yard, constructed a rifle range and continued the maintenance of E.' G. H. and main lines. Company C was engaged in operating blacksmith and repair shops, assembling cars, yard maintenance, unloading engineer and Quartermaster supplies, etc. Companies D and E were engaged in train operation, handling rations, ammunition, engineer material, ballast and miscellaneous supplies in rapidly increasing quantities. In August, 1918, surveys and plans were made for the Aulnois-Boncourt line; surveys were completed and plans under way for the Pagny-Sorey line ; surveys and plans were made for the Domgermain-Ecrouves line; surveys were made for connection of Abainville line with main line at Sorcy ; survey parties at Baccarat continued on pre- liminaries for various lines in that vicinity, running from standard guage railheads to the front with intermediate connecting lines. This was discontinued on August 7, 1918, when the 12th Engineers took over the work in that area. Company A was engaged in clearing and grading on the Aulnois-Boncourt line, grading and track laying on the connection of the Abainville line with the main line at Sorcy, maintenance and various work. On August 28th this company moved to Ecrouves and started work on the Ecrouves-Domgermain line. Company B was engaged in clearing and grading on the Aulnois-Boncourt line, maintenance of existing lines and construction of a new spur in Cornieville yard. Company C was engaged in operation of machine and repair shops, assemblying and repairing cars, repairing locomotives and tractors, maintenance Sorcy yard and the handling of engineer material, as well as construction of warehouse No. 2 and highway construction in Sorcy yard under supervision of 23rd Engineers. Company F, which had been engaged in light railway construction and operation at Baccarat since its arrival in April, was relieved and left for Sorcy on August 7th. Here details were furnished for unloading ballast and high- way material at Sorcy and Vertusey, construction of Ware- house No. 2 and grading of Aulnois the Boncourt line. On September 1, 1918, the 21st took over for operation and maintenance all the French lines extending north, east and south from Menil-La-Tour to beyond the Moselle River. The total mileage operated and maintained by the 21st Engineers now comprised more than two hundred kilometers of track exclusive of yards, spurs and sidings. The territory operated was divided into three operating divisions: The Sorcy division, operated by Company D, comprised those lines west of Menil-la-Tour and Hamon- ville ; the Maxie division, operated by Company F, com- prised the lines south, north and east of Menil-la-Tour to Tremblecourt ; the Belleville division, operated by Com- pany E, comprised the lines east of Tremblecourt and La A r acherie. Owing to the expected drive on this salient by the Amer- ican First Army, the activities of the regiment were materi- ally increased. The supply and motor transportation facili- ties were augmented and overhauled and the rolling stock placed in the best possible condition. Additional dumps and tracks were built for emergencies and to facilitate the supply movement for the line troops. The Pagny-Sorcy line, the Domgermain-Ecrouves line and the Jouy-detour were completed. Prison stockades were built at Ligny and Pagny and a warehouse and tracks built for a ration dump at Belleville. The construction companies were actively engaged in establishing dumps for the purpose of con- necting across No Man's Land, with the German light rail- way system. Material was placed to build four connec- tions, as follows : From Chanot through Rambucourt, Xivray to Woinville, 8.5 kilometers ; from Bernecourt through Flirey, 4.5 kilometers ; Auberge St. Pierre through Bois-a-Haye, 6-0 kilometers. For the successful operation of the extensions through Flierv. Pont-de-Mctz, with steam ( 32 ) power, the following back lines were rehabilitated between the 1st and 12th of September: Uernecourt to Flirey, 4.0 kilometers. Manonville to Pont de Metz, 7.5 kilometers. Joli-Bois to Auberge-St. Pierre, 9.0 kilometers. At this time the following organizations were attached to the 21st Engineers for duty on construction, operation and maintenance : 12th Engineers (operating), three companies. 15th Engineers (construction, maintenance), one company. 522 Service Battalion (maintenance), one company. 528th Engineers (maintenance), four companies. 53?th Engineers (maintenance), two companies. 808th Pioneer Infantry (maintenance), one company. Before the St. Mihiel offensive started, early the morn- ing of September 12th, two platoons of Company A, 21st Engineers, were moved to Xivray ; one platoon of Com- pany A to Pont-de-Metz and Company B moved to Flirey to begin the construction of the previous mentioned con- necting lines. These companies were assisted by Pioneer Infantry and service battalions. The construction com- panies building the lines to connect with German steel carried their equipment and slept where the night found them for several days until the connections were made, after which they established camps and began the improvement of the newly constructed lines. As fast as the advance was pushed ahead, surveying parties followed, verifying German lines and listing neces- sary repairs and materials. Construction details were sent out ahead to repair broken lines and operating men to gain knowledge of those lines so that the regiment would be in a position to begin operation as soon as the connecting lines were finished. This drive added approximately 1-50 kilometres of main line to our operating divisions, necessitating some re- arrangements thereof. The General Superintendent's office was moved to Menile-la-Tour to ensure close co-ordination between the three divisions, which were now known as the Eastern, Central and Western. New train schedules were established over the newly acquired lines to ration and ammunition dumps established at convenient points near the front, as it then existed. Liaison was constantly main- tained with army corps and divisions in order that a maximum of light railway service could be rendered. The tonnage consisted of rations, water, forage, ammunition, troops and road engineer material, batteries and salvage. A number of light tanks were also handled in and out of forward positions before and after the drive. The Germans were found to lie operating on this front a complete system of light railways. Their standard rail for these lines was a five meter section of ties and rail of approximately 18 pounds per yard. They had also used standard and meter gauge rails varying from 10 to 90 pounds on the 60 c. m. lines in many places. In fact, all meter gauge railroads in the area had been transformed into 60 c. m. lines by moving over one rail to conform to the gauge. It appeared that the shortage of motor trans- portation of the German armies was such that as much compensation was made as possible by means of light railways. The general standard of road bed and ballasting were practically the same as those prescribed for the American Expeditionary Force. By the first of October the abnormal traffic conditions caused by the St. Mihiel drive had largely disappeared. From October 8th to 1 1th, the regiment commenced its movement to the Argonne sector, relieving the 12th and 14th Engineers. Regimental Headquarters moved to Yraincourt October 10th. Company A moved October 8th to Abocourt. Company B moved October 13th to Cheppy. Company C moved October 11th to Dombasle. Company D moved October 12th to Dombasle. Company E moved October 13th to Cheppy. Company F moved October 14th to Varennes. The territory turned over for operation extended towards the front from Les Islette to the Meuse River. In the advance of September 26th in this area other organi- Ist Battalion Staff zations had run forward connecting lines between the old French lines and the German railway lines as follows: Claon through the Argonne Forest. Dombasle through Cheppy. Dombasle through Montfaucon. These lines were not completed as to ballast and align- ment, making train movement very difficult. Immediately work was commenced to place these connections in good shape and to rehabilitate the German lines. The following organizations were attached for duty during this time and were placed at work as shown below: I si Platoon, Company C, 28th Engineers, Abocourt, quarry. Company D, 22nd Engineers, Cheppy, maintenance and con- struction. Company E, 22nd Engineers, Barricade, maintenance and con- struction. Company F, 22nd Engineers, Grant, maintenance and quarry. 2nd Platoons, Company C, 27th Engineers, Esnes, maintenance and construction. Company C. 56th Pioneer Infantry, Montfaucon, maintenance and construction. C pany I., 59th Pioneer Infantry, Washington, maintenance and construction. Company A. 802nd Pioneer Infantry, Crater, maintenance and quarry. Companj M, so2nd Pioneer Infantry, Cheppy, construction. Company I). 54th Pioneer Infantry, Cheppy, construction and maintenance. Company M, 54th Pioneer Infantry, Aubreville, quarry. (33) Colonel Earl I. Brown and Staff Company I, 802nd Pioneer Infantry, Anbreville, quarry. Company L, 802nd Pioneer Infantry. Cheppy, maintenance and construction. Company B, 16th Engineers, Cheppy, maintenance and con- struction. Company C, 16th Engineers, Cheppy, maintenance and construc- tion. Company D, 16th Engineers, Baulny, maintenance and con- struction. Company E, 16th Engineers, Bois de Chemin, maintenance and construction. Company F, 16th Engineers, Dombasle, maintenance and con- struction. Immediately on arrival in the sec-tor survey parties were sent out over the territory and by October 20th all German lines of any value up to the front line positions had been verified and tied up with the French railway--. The total length of German lines rehabilitated to Novem- ber 1st was approximately 100 kilometers. These rail- ways were completely ballasted and service established as follows : Line Completed Le Triangle-Barricades-Cheppy Oct. loth Cheppy-Montfaucon connection Oct. 30th Aubreville-Neuvilly-Cheppy Oct. 31st Claon-Apremnnt connection Oct. 30th Esnes-Montfaucon Oct. 30th In addition to this, Dombasle and Anbreville yards were put in shape and new tracks laid for sidings and spurs to various dumps and to facilitate operation. Tracks were ballasted whenever possible, the ballast being obtained from our own quarries and by hand broken stone from the ruins of shell-swept villages. In the meantime, the Operation Department had estab- lished headquarters at Dombasle and three divisions organ- ized, Company E operating out of Cheppy and Aubreville, Company 1) from Dombasle and Company F on Les Islettes line. The operations were extended as German lines were rehabilitated and by November 1st operations con- ducted were as follows : Dombasle- Bemon-Montfaucon-Cierges. Aubreville-Cheppy-Charpentry-Chatel Chehery. Les Islettes-Cloan-Lancon. Apremont- Manhattan connections. Company ('. 21st Engineers, opened a shop at Dombasle on October 11th and repaired and maintained all rolling stock and motive power. By the end of the month the same class of service was being rendered as had been done on the St. Mihiel front, handling of rations, water, forage, ammunition and salvage. Due to the abnormal traffic conditions, it was found expedient to have at certain points on our own lines, large details to unload cars, that empties would be available for movement with the least possible delay. By this time the rapidly expanded net work of French and American operated lines in the area were being brought under direct supervision and formed a complete system of light railways from the service of the divisions and army corps compris- (.34) ing the First Army. Companies were advancing the lines as fast as troop movements permitted and material gathered and brought forward to follow the army on the next big drive. On November 1st the advance work was continued in two directions, north from Romagne toward Montigny and northwest from Fleville toward Grand Pre. For the Pvt. O. D. Foster Wag. F. L. Sterrett The Long and Short of It former line, three companies, A, 21st Engineers; F Com- pany, 16th Engineers, Company C, 56th Pioneer Infantry, started early in the morning from Romange in two parties, one west toward Landres-St. George and the other north toward Bantheville. The work consisted largely of filling shell holes and replacing sections of track blown out by shell and mines. Fair progress was made and as the work advanced camps were moved forward. Other companies used on this line were Company E, 16th Engineers; Com- pany F, 22nd Engineers; detachments of Company C, 27th and Company C, 28th Engineers, ami Company L, 59th Pioneer Infantry. On the line from Fleville Company B, 21st Engineers, carried the repairs ahead and on the second day had the line ready for operation as far as Grand Pre dump. This track was of i-5-pound rail with wooden ties. One com- pany of the 27th Engineers was then engaged for several days rebuilding four bridges demolished by the Germans, one being over the standard gauge railroad and two over the river at Grand Pre and the fourth about one kilometer north. On November 8th, the bridges were completed and the track opened up to Briquenay, Company 1). Kith Engineers, having moved one platoon there during con- struction of bridges for the track work, aided by one com- pany of the !317th Engineers. On November 7th Company B, 21st Engineers, took over the maintenance of the line from Marcq dump to Grand Pre bridges. Three companies 802nd Pioneer Infantry, three companies 16th Engineers, one company .'517th Engineers were placed on the line between Briquenay and Buzancy rebuilding the grade blown out by mines. The track from Grand Pre bridges to Briquenay was sec- tional with steel ties, consequently was easily replaced. From Briquenay to Harricourt the track was of 80-pound rail with wooden ties and badly damaged by shell fire and the progress was very slow. Practically all the work was accomplished by the track forces with German tools and material salvaged on the ground. The most serious handi- cap was the poor means of communication. The growth of the light railway system in this sector is shown by the figures below : Kilometers el' Track Operated During t (ctober Main line 164.9 Sidings, yards Operated Nov. 24th is? 40 Total track 164.9 227 On November 24th the regiment, having been assigned to the Transportation Corps, turned over light railway operations in the Argonne-Meuse sector to the 14th Engi- neers, Company D alone excepted, which remained at Romagne. Company A moved from Romagne to Cheppy via light railway on November 25th, remained there until the 27th, when they proceeded to Audun-le-Roman (Meurthe et Moselle) via motor trucks. Company B hit Marcq November 25th and went to Cheppy, thence by trucks on the 27th to Longuyon (Meurthe et Moselle). Company C moved by truck from Dombasle to Longuyon on the 25th of November. Company F moved by truck from Baulny (Meuse) to Conflans November 21. 1918. On November :50th the 3rd Battalion joined the regiment and took station at Conflans. Company I was sent to Longuyon, Company H remained at Conflans and Com- pany G continued on detached service at Abainville ( Meuse). The new assignment of the regiment brought to a close the particular work for which it was organized: "The construction and operation of combat railways in the "theatre of operations.'* In the period of ten months on the light railway work there were many interesting as well as trying experiences. A variety of work was met that called for men of every kind of technical knowledge and the operating conditions tested the ability of the most experienced railroad men. At the beginning there was little evidence of activity along the front and the work proceeded with little excitement. Gradually the situation changed and the men came to know what war really meant with their varied experiences under shell and machine gnu fire, bombs and gas. For most of the time adequate and comfortable quarters were provided for the men. This was not always possible, however, and as the work became more strenuous the physical stamina of the men was severely tried more and more, often under the worst weather conditions. After arrival of the regiment in the vicinity of Con- flans, the rehabilitation and operation of standard gauge railways north and east of Conflans was begun. Companies A and B were engaged in cleaning railroad right of ways (35) and general repairs to tracks. Interlocking plants and signals were overhauled and placed in operation as soon as possible with available material. Company C remained at Longuyon until December 14th, then moving to Audun le Roman, where they were engaged in rehabilitation of rail- road, shops and repairs to motive power. On December 6th and 7th the Fourth Battalion, 21st Engineers, moved from Sorcy (Meuse) and took station with the regiment at Con- flans. On December 9th, the 4th Battalion headquarters was moved to Metz (Lorraine). Company D, having been relieved on December 23rd, moved by truck to Conflans, where they were assigned to operation. The operating companies now consisted of D, E, F, H, I and a portion of K, and the maintenance work was conducted by Com- panies A, B, K, L and M. On January 28, 1919, the railroads operated by the 21st Engineers was organized into the 24th Grand Division, Transportation Corps, embracing the following lines : Conflans to Longuyon via Baroncourt. Conflans to Longuyon via Audun le Roman. Baroncourt to Audun le Roman and the branch line from Audun-le-Roman to Villerupt. The maintenance companies remained in railway ser- vice until the middle of February, 1919, when they were relieved by the French maintenance of way forces. The operating companies were engaged in the handling of American ration trains between Conflans and Audun-le- Roman, and the French freight and passenger trains between Conflans and Longuyon during this time. Late in February the Chemin de Fer de l'Est took over the operation of the lines comprising the 24th Grand Division. The crews handling the American ration trains between Conflans and Audun-le-Roman were gradually relieved by the American Transportation Corps forces and by the end of the month all operating and shop forces were relieved except I Company, which was stationed at Audun-le-Roman and engaged in the operation of the yard. As soon as the companies (Company B excepted) were released from rail- road duties, they were concentrated in and near Labrv Barracks (Meurthe et Moselle). Company B remained at Spincourt owing to the lack of quarters at Labrv. Company G remained on detached service at Abainville in the light railway central shops. Here were also Companies N and O, separate units of the 21st, which had never been placed under the jurisdiction of the Regimental Head- quarters. Except for the units mentioned, the regiment remained at Labrv Barracks until the latter part of March. engaged in intensive military training. The barracks at Labrv Caserne provided excellent quarters for six com- panies and headquarters detachment, the remaining com- panies being quartered in the near vicinity. The parade ground of the post afforded excellent facilities for close order disciplinary drills, inspections, guard duties, bat- talion and regimental parades. On March 22nd Company I was released from railroad service and rejoined the regiment. On the same date, the regiment, less Companies G, N and O, entrained in three sections at Conflans and departed for Le Mans (Sarthe) for duty under the district engineer, Le Mans area. The regiment arrived at Le Mans on March 24th and moved into temporary quarters in the Forwarding Camp, American Embarkation Center. On March 25th the units of the regiment moved to various towns throughout the Le Mans area. Regimental Headquarters and Band alone remaining in the Forwarding Camp. The First Battalion was assigned to construction of hospital barracks, the second to road work and barracks, the third to construction of barracks and the fourth to road work. Chroeolo^leal History^ Third Battalloe Authority for the organization of the 3rd Battalion, 21st Engineers, is contained in a letter from the Chief of Engineers, Fort Benjamin Harrison, Indiana, dated June 12, 1918, which directs the forming of new organiza- tions during the month of July, 1918, the battalion to consist of one shop and two operating companies for light railways. The tiles of the battalion are incomplete, so it is not possible to give an accurate history in the early days of its organization. However, by reference to all available records and information obtained from non-commissioned officers, who were among the first to arrive, it can be stated that the organization was actually started June 21, 1918. The enlisted men began to arrive from the various National Army cantonments during the latter part of June, and this troop movement continued until July 30th, when their combined strength made a total of 1,750 men. The organization of the 3rd and 4th Battalions was ■started at the same time and at first they did not exist as separate units. Then the rial work of examining and classifying men and transferring them to the companies where they were needed was started. Owing to the variety and number of different qualifications required for the shop and operation companies, this was a task of some magnitude. The 3rd Battalion was the first to have separate com- panies, G, H and I; the 4th Battalion existed as a detach- ment and was so designated, being used as a casual unit from which to draw men for the 3rd Battalion. Major T. D. Sterling reported August 9th and assumed command. Prior to this time the functions of the Headquarters Detachment of the 3rd and 4th Battalion were performed by a temporary organization of varying numbers, which was known as Headquarters Company. August Kith the administration of the two battalions was separated and after that date they' were individual organi- zations. However, the administrative duties were per- formed by the same officers for both units, as for the consolidated organization until departure of the 3rd Bat- talion for port of embarkation. August 20th the 3rd Battalion, with full complement of 789 men and fourteen officers, left Fort Benjamin Harri- son by train. The first section with Headquarters and Company G and Medical Detachment. The second section with Companies H and I. The following day, at Buffalo. the men of the first section enjoyed the privilege of a shower bath provided for transient troops by the Lackawanna Railroad Company. After twenty-four hours' ride in day coaches the bath was very refreshing to the men, and die compliment is given the railroad company. Although (30) troop movements wore theoretically not matters of public knowledge, the train suctions were greeted at every station and stop along the line, at all hours of the night as well as in the day time by crowds of people who must have known of the expected arrival of troop trains. The battalion arrived at Camp Merritt, N. J., at 12 noon, August 22, 1918. Here final steps prior to embarkation were taken. 3rd Battalion Staff The paper work required to be accomplished in the short time at Camp Merritt necessitated the working of the men of Headquarters Detachment and the office forces of the companies day and night for a week. The principal work consisted of getting the personnel records of all the men and the passenger lists in absolutely accurate and uniform condition and in issuing full overseas equipment to every man. Near the end of the week the battalion was fully equipped, its records were in proper shape, the pas- senger list was ready and the assignment list had been turned in. Final equipment and medical inspection of the entire command were conducted by the port inspector and camp medical surgeon, and it is worthy of note that both inspec- tions were passed without any exceptions being taken, the inspecting officers complimenting the organization. The commanding officer, adjutant and senior medical officer were ordered to precede the battalion to port by twenty-four hours. Accordingly, these officers proceeded to the port August :30th, where Major Sterling was designated as commanding officer of all troops aboard Transport Xo. 405 (White Star Line S. S. Belgic). The battalion followed August 31st, leaving Camp Merritt at 9.15 A. M., making a march of four and a half miles to Alpine Landing. This march was probably the most grueling the men of the battalion ever experienced, although it was not comparatively long. At that time troops departing overseas were not allowed barrack bags, and their entire equipment was carried on their person or in their packs. Clothed in wool uniforms with an August sun beating down upon them, enervated by the overwork and loss of sleep at Camp Merritt, carrying a seventv- pound pack up the steep road to the summit of the Pali- sades and then descending an even more steep and winding road to the banks of the Hudson, they were completely exhausted. Only one man fell out of the column during the march. and he arrived at the landing in time to go on hoard the ferry with his company. About noon the battalion was herded on board a ferryboat which was crowded to several times the normal capacity. Landing was made at Pier No. 58, North River, where the Red Cross provided hot coffee, sandwiches, buns, ice cream and cigarettes for all men. Here also were distributed the "report of safe arrival overseas" postal cards, which were filled out by the men and collected and handled by the Red Cross. Then the battalion's turn to be checked aboard the transport came. This was accomplished in the record time of forty minutes for the entire organization. The next morning the ship drew out into the river and dropped anchor in the lower bay and that afternoon, September 1, 1918, the convoy of which it was part set sail. Eleven organizations travelled on the S. S. Belgic, a total of 118 officers and 5,013 enlisted men, of these, six organizations totaling 3,000 men, more than half the troops on board were replacement. During the voyage all troops, officers and men, were required to wear at all times (except when asleep) the life belts provided for every person aboard; life boat drills were also held frequently. The weather throughout the voyage was fair, no acci- dents occurred, and no attack was made on the convoy. The health of the troops was consistently good ; of course there were the average number of cases of seasickness. Although the organization did not rate a regular band, before it left Camp Merritt instruments had been purchased and a volunteer band organized. It was the only band on board ship, and its contribution to the entertainment and recreation of the troops was invaluable thereafter. Al- though the battalion had little opportunity to take part in parades or other ceremonies, the band has always headed the column on the march; and here is set down what is already an established fact, that the value of music to the morale of marching troops cannot be overestimated. The convoy anchored off the mouth of the Mersey River, September 12th, and waited for full tide in order to proceed up to Liverpool at which point the S. S. Belgic \v;is docked the next morning. The 21st was one of the last organizations to leave the ship and was formed on the dock at a little after noon. Then headed by their very good, though small band, marched through the streets of Liver- pool to the Knotty Ash Rest Camp, remaining there until the following afternoon. Orders were received Saturday noon for the Third Bat- talion to entrain at 3:30 P. M., at Stanly Station and pro- ceed to Southampton ; arrangements being completed for this movement the organization moved out promptly and in good order and departed at the time ordered. A short stop was made at Birmingham where, through the kindness of the English Red Cross, coffee was served to all men on hoard. Arriving at Southampton about midnight the men quickly detrained and marched through the pitch dark streets of the city for a distance of about two miles to a rest camp. Here the organization remained until next day, Sunday, September 15th. Pursuant to special order the battalion marched from the camp to the pier at Southampton and boarded the S. S. Yale which sailed for France late that evening. Land- ing was made at Le Havre, France, September Kith, about 8:00 A. M. The 3rd Battalion marched about seven kilo- meters to an American rest camp. Here the organization remained until September 17th, when special orders direct- ing the battalion to proceed from Le Havre to Le Mans, there to receive issue of steel helmets and a'as masks, and (37) instructions in the use of the latter, and to proceed from Le Mans to Abainville (Meuse) reporting to the command- ing officer upon arrival for duty. The train arrived at Le Mans the following day, the men were promptly unloaded at the station and marched bo a camp ground on the Ainage Road. At this camp the men had their first experience in pitching "pup" tents. There was considerable discomfort the first few days, and a little sickness, on account of the low temperature. There were only two hospital cases, however, due to the excellent location, sandy soil and good physical condition of the men. Steel helmets and gas masks were issued and intensive gas training commenced, continuing for three days. On the morning of September 26th the battalion cleared this camp and proceeded to the station at Le Mans where the troops entrained and departed for Gondrecourt (Meuse); arriving the next evening. On account of the lateness of the hour and having no guide the men remained on the train that night. Early the Tiext morning the or- ganization detrained and marched to Abainville (Meuse), the men were assigned to barracks and the commanding officer reported to the commanding officer of the camp. Abainville, headquarters of the Light Railway Central Shops, was an important junction of the narrow and stand- ard gauge railroads and had extensive narrow gauge yards and shops belonging to the Department of Light Railways and Roads. Other units of engineer troops were already stationed there, and the Third Battalion for two or three weeks was used to furnish details for road and light rail- way construction and other ordinary manual labor. Later, details for shop and operating work were gradually drawn from the organization, but the battalion, as a unit, never took over any specified work. The light railway staff officers already on duty at Abainville when this battalion arrived, continued to have general charge, but finally the Lieutenants of Company G were given subordinate assignments in the shops. At the same time the enlisted men of Company G were being as- signed to work in the shops by a sort of filtering process, until on the first of November practically the whole com- pany was engaged in shop work. The officers and men of the operating companies, how- ever, were never used strictly on their special line of work. Some of the officers were assigned to the subordinate super- vision of such work as road and railway construction and repair, loading and unloading details, etc., while details of operating men were furnished to work under the super- intendence of light railway officers from other organiza- tions. November 9th, pursuant to instructions from the D. L. R. & R., the Headquarters, Third Battalion, 21st Engineers, Companies H and I. and the Medical Detach- ment, left their stations at Abainville and Mauvages and proceeded by narrow gauge railway to Dombasle. (Com- pany G was left on duty in the shops at Abainville. ) Com- pany IT travelled in two sections, Company I in two sec- tions; Headquarters and Medical Detachments in one sec- tion. The trains were made up of about six or seven gondolas and two or three box cars to the section, all of which were started well before noon. As usual travel via narrow gauge was very slow, and although the distance to be travelled was a little less than one hundred kilometers all the train sections were still in transit on November 12th. ilieii at Rattentout, they were diverted to the vicinity of Fort de Tavannes, east of Verdun. Headquarters was established at the West Portal of the Tunnel de Tavannes. This diversion was due to a change in the plans of the Chief Engineer of the First Army, necessitated by the cessation of hostilities. Work was immediately begun on the reconstruction of the broad gauge line from Verdun to Conflans, Company H eventually being stationed at Abaucourt. Again the bat- talion was assigned to no work of its own to do, but was used to furnish details under the direction of a First Army Engineer Staff Officer for miscellaneous labor, with a com- paratively few men in train operation. The large number of troops employed on the work shortened the time necessary for its completion, numerous negro labor battalions arriving from day to day. Conse- quently on November 28th the Headquarters, Medical De- tachment and Company H, proceeded by broad gauge rail- road to Conflans, Company I to Longuyon, where they joined the first and second battalions of their regiment, which had charge of the operation, maintenance and shops of the broad gauge lines radiating from Conflans. On May 5th the 1st, 2nd and 3rd Battalions were relieved from duty and were concentrated on the "For- warding Camps" near Le Mans during the following week. The organization having again been listed for early sailing, personnel, baggage and clothing records were made ready and "lay down" equipment inspections rehearsed preparatory to final inspections to be made by inspectors from General Headquarters. On May 17th the troops in the Camp were reviewed by General Pershing, the Commander-in-Chief, who, in a short address at the close of the review, expressed his ap- preciation to the men for their achievements during the great war. On May 20th the regiment (less the 4th Battalion), headed by the band, marched with colors flying to the en- training yards. Boarding the American box cars of which the two special trains consisted, the 21st was soon steam- ing out of Lemans for Brest. The latter point was reached early the next morning and after breakfast at the Camp near the docks, the long hike to Camp Pont- anezen was made. Remained at this Camp for almost a week, meanwhile receiving more final inspections and kerosene baths. On the morning of May 27th the hike was made to the docks and loading onto a lighter, the men soon were walking up the gangplank of an old acquaintance, the U. S. S. President Grant. The following morning the 504th Engineers and numerous casual and hospital units came aboard, and -1 o'clock that afternoon found the President Grant getting under way towards the setting sun. After an uneventful voyage undisturbed by aban- don ship drills or submarine scares, the huge liner drop- lied anchor in the harbor at Boston late in the afternoon of June 8th. The President Grant docked the next mora- ine- a nd at 10 o'clock the 21st disembarked and forming by companies inside the immense new building of the terminal, immediately boarded special trains for Camp Devens. Although no formal welcome was extended to the troops at Boston, the reception accorded them by the people along the route, the waving of handkerchiefs, the tooting of railroad engine and factory whistles, made manifest their heartiest appreciation and welcome. The days of the old 21st were now numbered. On the 13th men assigned to demobilization at Camp Devens were transferred to the Casual Camp. On the 1-ith the men for the East, South and Middle West left on special trains and June 16th and 17th found the men for the far Southwest, West and Northwest hurrying away and the 21st then became only a memory. (38) History of the Fourth Battalion The 21st Engineers was a regiment of light railway shop and operating troops and the first and second bat- talions were already operating in France when the material for the fourth battalion was yet in the depot brigades. During June, July and August this personnel began arriving at Fort Benjamin Harrison and while the third battalion was being formed the material for the fourth existed as a detachment. From this detachment the three companies, K, L and M were formed. When the third battalion departed on August. 20th, all efforts were turned to formulating the fourth, although the companies had previously existed unofficially. Prior to August 15th, the functions of headquarters detachment of the third and fourth battalions were per- formed by a temporary organization of varying numbers, usually about forty men, which was known as headquarters company. After August 16th, the battalions were separate organizations. However, the administrative duties were performed by the same officers for both battalions as for the consolidated organization, until departure of the third battalion for port of embarkation on August 20th. In the next ten days the battalion was brought up to war strength, all preparations were made and on August 30th, with five officers, entrained in three sections of Pull- mans on the Big 1 Route for Camp Merritt. Arriving at Dumont station near Camp Merritt early Sunday morning, September 1st, a march was effected to barracks in the camp. In the next six days that followed, the battalion was fitted out in overseas clothes, the pas- senger lists completed, and sailing orders received. About 2 A. M. on the morning of September 6th, the battalion marched to Alpine Landing on the Hudson, boarded a ferryboat which delivered them to U. S. Army Pier No. 5 at Hoboken. Noon time found all men checked aboard the U. S. S. Manchuria. Sunday morning, September 8th, she left the pier travelling with three other transports, a battle cruiser and a destroyer in a southerly direction for two days. In the afternoon of the second day, a convoy of five transports and one destroyer from Newport News swelled the fleet and a zig-zag easterly course was assumed. Abandon ship drill was practiced daily and at four different times the alarm was given, announcing the ap- pearance of a submarine. No attempts were made, however, at destroying any of the transports. Three days before arriving at Brest, ten additional destroyers joined the con- voy and ushered the fleet into the harbor at Brest on Scp- tembei 21st. About noon, with the exception of a few men from headquarters and Company K the battalion went ashore, and marched about six kilometers to a camping ground beyond Pontenazen barracks. Here they erected pup tents as the only means of shelter from the almost contin- uous rain. During the week's stay here, the companies were detailed on barracks construction at Camp Pon- tenazen. The battalion moved on September 28th to squad tents outside the walls of Camp Pontenazen. Late in the day orders were received to entrain the following day, so work on the camp ceased. The men on the docks joined the battalion that evening and preparations were made for moving. Each man was issued a gas mask and after dark marched to the gas house, but to no avail as it was out of commission. About two o'clock in the morning the battalion was formed and proceeded to the station at Brest, arriving there about sunrise. Soon the train departed and after seventy-two hours of travel, arriving at Gondrecourt Octo- ber 2nd. From here they marched to Abainville, continuing on the narrow gauge to Mauvages where billets were found in barns and cellars and the companies were detailed on rock breaking and ballasting of the narrow guage. On October 13th Company M returned to Abainville where they were assigned to excavating and grading in the railroad yards. Leaving there October 19th, they pro- ceeded to Sorcy Gare, picking up part of the medical detachment at Mauvages. They were assigned to work in the shops and on the road at Sorcy and at various other points and continued operation until moving to Conflans on December 7th. Company L left Mauvages October 18th, proceeding to Menil-la-Tour, where they were attached to the 12th Engi- neers, then operating on the narrow gauge. K Company, Headquarters and the remainder of the Medical Detach- ment left Abainville October 28th on the narrow gauge, arriving at Sorcy the same day. Half of K Company and Headquarters were quartered in barracks, while the remainder of K Company and those of the medical de- tachment continued the journey to Woinville and Washing- ton, arriving that night, where they were assigned to duty on the road and in the shops. Later they moved to a new railroad constructed by themselves near Montsec. On November 1st, a few of the Company K men at Sorcy were put to work on standard gauge operation and in the shops. The remainder were sent to Grosrouvres where they were attached to Company D, 12th Engineers. On December 7th the entire battalion entrained via nar- row gauge for Conflans, Company K going from Wash- ington, Company L from Menil-la-Tour, Company M and Headquarters from Sorcy. L and M Companies with Battalion Headquarters spent the night in an old German "Kantine" at Droitaumont. K Company went straight through to Conflans that day and remained here, being assigned to duties in the shops and roundhouse. The morning of December 8th Companies L and M marched to Conflans from where they travelled by standard gauge to Pierrepont and Audun-le-Roman re- spectively. At these places they were engaged in policing the right of way and drilling. Headquarters Detachment moved to Conflans the next day and on December 9th moved by truck with the office supplies to Metz. Those who were not engaged in bat- talion work, were assigned to duties in connection with liai- son work at the old station or Sablon station. On Febru- ary 3rd most of headquarters returned to Labry, the re- mainder following about March 5th. December 18th M Company returned to railroad work at Conflans as did L Company on February 1st. The French relieved all companies on February 20th and drilling was taken up in earnest. Regimental parades were held about three times weekly up until the time of depar- ture for Le Mans, France. (39) '•'.-.- Tq xHerbe-uvilIc ^^ r , I • Honnonv'Hc ^ • w/qM . "(gChomblcy .Avilltrs s v .\Tnillot.' A- ,' ^ \ \ -*%, v -> / ■' •\Billy f *T* '• Ho^onville C a •' ■ -": VIGNfULLE5"? , "^ • S> Bcnoit,' • V -' ■ > ViltRC&y I Bouillons .It /HeudicourV WasKna^ori Byx teres * By*eryllca •/ W01NV1LLE ,/ v . **-• ^fVrche Juncr \ ConrecfiO'. ACharriere »P> d u N*l, • Auberr»5t P.trre. • S 1 Rovm "\t*. Colo • ScoH . Hoodie. wtro. pouillo*S btayroorit m Liouville A3 . Gironville.* ^ » J* Heltnc \ ArWlene3iwp, rmo „ t , Le Moulm PQfT,botayr* AMflndrei RauTecouH- V M " tarm, ^» \ \»La P<-bor,r^ A Fond d'E^se \J ^ ~~<&r>b£u «-ock opui- 'l>o Touine. ■Griscourt Intendono :" Hau«. >^ r , Bellvilk?* VenVs Scnnoebte \» /• Tyilcr e Gc 5^ Louis x_ * Central &ro"' Lorxjremon*^ ll.«ru ®\C0N1 MERCY Mobile 39 , Cut OK Hospital Spur ' Br Jte.VW •/LA REINE Cou'-X»No-d.> I* ^ -y^ Mononccur*- UCflrr 1( . rc ,l * ^ A^ra/^l ^^ ^ ^ MENIl "^Toiler , D^/oit- ^* luce' V MouVon ^•ISORCY VARD \faid A 7° Ld Voc^tr Paqneuv TOUL r.,J. LEGEND GO"^ RqiIwous Operated bi) Zl a Enars Villey le 5<-.^ A Latest Revision Sep!' 12, 26, 28,27 Oct z, 7, 60 c - RAILWAYS ST MIHIEL- P0NT-A-M0U55ON SECTOR 2F REGIMENT ENGINEERS, LIGHT railway U. S.ARMY ^-^ 60^ Railways Operated by Others 5tandard Gauae Pailwaqs * Roilheods A Advonce Railheads • 5idioas and Towns (40) General Manager Chie/ Engineer Asst General Superintendent General Superintendent SupenntendenV Car Service, 5upf Shops Kloitve- Power Personnel Q^i cer .Supply Ojf\ icer Adjutant Military Corres Construction Engineer Resident Engineers Construction Fnq'tneer Resident Engineers Construction ETnqineer Resiaent- Enqineere> Division Superintendent fT"v7 engineer Trainmaster Master Mechanics Division Superintendent M. W Engineer Trainmaster Master Mechanic Division Superintendent Teleqraph ^~ Telephone WW. Engineer Trainmaster I Master I Mechanic Asst Master Mechanic Master Mechanic Motor TrQnsportatw Tnqme/ House ©lacksmif-b 5hop Macb. Shop Personnel Sector PailwQu Supplies Military Supplies Courts Marfial Carmp Discipline $ - < Qd C*L 8- 8 L- 1 - 1 <^ £ g_ ^— LJ 5 tO o ^ LJ LO CfcJ • °~l •- : (O i- o "t (47) tion posts. The location started as soon as tlic infantry unit "over the top," consisted of stretching white trench tape on the center line; tangents lined in by eye and curves staked by offsets. After the St. Mihiel offensive there was very little work done on the location of new lines. From this time until after the signing of the armistice the work of the survey parties consisted in reconnaissance of captured lines, esti- mating work necessary to put them in shape for operation and inventorying captured material. The experience of the writer in light railway location leads him to the conclusion that the main trunk lines from the railroad to the artillery positions should be located with the same care and with the use of the same principles of location as in standard gauge railroad location; adding, of course, the principles peculiar to combat railways, i.e. freedom from direct observation by the enemy, possibility of future extensions to objectives within the enemy's lines, etc. That these main lines should be located with gradients not exceeding 1.5% and curves not sharper than 50 meter radius. That secondary lines, battery feeders, etc., can be lo- cated and well located by the much simpler methods de- scribed before. That the secondary lines should have gradients not exceeding 2.5%, although in very exceptional cases 3% or 3.5% may be allowed. No curve sharper than 30 meter radius should be allowed and if at all practical, none sharper than 50 meter radius. Soirey Yard if Li elite efflmt Gressit One of the outstanding features of the work of this Regiment was the construction of the Sorcy Yard or Rail- head. It is noteworthy because of the character of the work as well as because of its importance as a part of the sys- tem of narrow gauge lines supplying the front in the Toul Sector. No other feature involved so great a variety of work and no other received more careful consideration in the adoption of a general plan and in the development of its details. Prior to the arrival of the Twenty-first in this sector, the site for the railhead had been selected — an area lying north of the main line of the C'hemin de Fer de l'Est, a short distance east of Sorcy Gare. A preliminary survey nt the site had been made and tentative plans were started. With the arrival of this regiment in the latter part of February, 1918, these preliminary studies were hurried, the plans were radically revised and finally brought into the form followed in a general way in the construction. Quartermaster Warehouse m Sorcy Gare In order to properly adapt the general scheme to the ground it became necessary to have a detailed topographic map of the whole area ; and accordingly a survey party was started on this work February 28th. The map was plotted to a scale of fifty feet to the inch and was made the basis for all the studies in the working out of the various details of the yard arrangement. A longitudinal profile through the yard showed rolling ground ; the cross-section normal to that showed a slope increasing from level near the stand- ard gauge railroad to about 7% at the upper side of the narrow gauge yai'd. The plan on the opposite page shows the yard as built — the plan was developed as the work went along, following in general the scheme originally adopted, but differing much in detail. The main feature in the plan is naturally the provision for transfer of Quartermaster stores from stand- ard to narrow gauge — the large warehouses and platforms with necessary complement of tracks. Of practically equal importance were the terminal facilities provided for hand- ling the narrow gauge equipment. The first work of construction was on the regimental storehouse, intended for handling all supplies for the regi- ment itself. Quantities of tools and other engineer prop- erty were brought to Sorcy with the regiment and at Sorcy Gare were unloaded and distributed at great disadvantage. The continued arrival of these tools and supplies was a considerable handicap at the start, and consequently especial effort was made to rush the completion of the storehouse and the standard gauge siding serving it. At the start, the pick, shovel and wheelbarrow were the only means available for the grading; all the work on the store- house and its siding was handled by these tools. On each side was a rubble masonry retaining wall, with earth filling between: the masonry was of limestone, quarried by the Twenty-first about one mile from the site, set in lime mortar. Much difficulty was experienced on first acquaintance with this French mortar because of its slow setting; better re- sults were obtained later, after some experiments had been made with various mixtures of portland cement. The build • ing was of frame construction with corrugated iron roof, of a type standard for A. E. F. warehouses. It was firsl planned to be 50x112', but during construction was in- creased to a length of lfi8' to meet the expanding needs of the regiment. Offices were built in one end, and on comple- tion this became the center of the supply department, for rations as well as equipment of all kinds. On May 9th (48) the building and accessories were completed, including the standard gauge siding, which was 1,700 feet long, of 50 lb. rail spiked to wooden ties and ballasted with gravel. Work on other parts of the yard was started and carried on as forces and equipment were made available. The earthwork presented the greatest difficulties, because of adverse weather conditions during the months of March, April, and May, and also because of the lack of tools other than those mentioned above during the early part of the Narroiv Gauge Speeder job. After a time, teams were obtained and with plow, slip, and wheel-scrapers, better progress was maintained. No serious difficulties were met with in any of the excava- tion, only small quantities of loose rock being found in the deepest cuts, the surface soil being underlain with a fine, compact gravel. It was possible to use the plow for loosen- ing the material in all cases; scrapers were used for hauls of moderate length, longer hauls being handled by means of Becauville track (60 cm. gauge) and dump cars, with mules as the motive power to start with until gasoline tractors arrived. In the design of the yard every effort was made so to fit the yard arrangement and grades to the ground as to balance the cut and fill and to obviate long hauls in disposing of excavated material. How well this was accomplished may be indicated by the fact that only one borrow pit was opened, and that for a quantity of only about two hundred cubic yards to complete the filling for the standard gauge tracks at the east end of the yard ; further, no quantity of material was hauled more than four hundred feet, except that at the end of the job some excess excavation was used for raising a sag in the grade of the main track a short distance from the yard. The regimental storehouse being the base of supplies not only for the corps in the vicinity of Sorcv, but also for those stationed at other points toward the front and engaged in construction and operation, the program for construction contemplated the immediate completion of the 60 cm. running track through the yard from the store- house to the main line leading out from the yard. This was accomplished, for this running track was ready when the storehouse and its standard gauge siding were com- pleted, and was put into sen-ice for running ration and supply trains. Next on the schedule were the blacksmith and machine shops, for they would be of material assistance in expedit- ing much of the work incident to construction — repairs of tools and equipment, the making of special parts, crossing frogs, switches, switch stands, etc. The blacksmith shop was 15'x30', frame, open on one side, immediately adjoin- ing the machine shop, which was of standard frame con- struction with corrugated iron roof, 42x50'. The roof trusses in the latter building were specially reinforced to enable them to carry the countershafting for the machinery installed. There was little difference in the importance of the re- maining elements of the plan; all were needed for satisfac- tory operation, and it was desirable to reach that goal at the earliest possible date. Work proceeded on the whole lay- out with this in view, aiming to bring all to completion about the same time, but irregularities in the arrival of materials or other varying factors affected the plan. Lum- ber, hardware, and standard gauge track material were the items giving great concern in the matter of delays. There was an abundance of narrow gauge track material on hand at the start, 25 lb. rail, wooden ties, and spikes, but only a few American switches. In their stead it was finally necessary to use 20 lb. switches of English make. The narrow gauge track was built according to standards issued by the Department of Light Railways and Roads, using wooden ties throughout the yard. The minimum radius for all curves (including switches) was 30 meters; it was found that when the track was well built on a good bed of ballast and properly maintained, curves of this radius give no trouble with the equipment in use. Gravel ballast was used for all track ; brought in on standard gauge cars and unloaded directly where needed for standard ^auge tracks or transferred and delivered by Decauville dump cars for the narrow gauge tracks. Various grades were used in the yard to fit the ground or to meet the various crossings and connections, but a grade of 1.50% was not exceeded in any of the tracks except the Wye, that being made 2.50% to reduce the grading for the tail track. It was aimed to give complete facilities for handling the yard work and for giving proper care to the motive power. The four yard tracks were used mostly for empties, loaded trains being moved directly from the loading tracks without further yard work. Reference to the plan will show the arrangement of engine facilities, with access to the enginehouse by connections leading directly in and out or by way of the inspection track, also with Wye and water plug conveniently located. The enginehouse was of the standard construction, 28x50' with three tracks, one of which led into the machine shop. These two buildings were placed, and the grading completed, so that extensions could be made to both, but it was not found necessary in the time they were in operation. One of the enginehouse Narrow Gauge Yards at Sony Gare tracks was built with a combined inspection pit and drop pit for removing driving wheels. A more detailed descrip- tion of these shops and mechanical equipment is given else- where in this book. For handling the oil supply there was provided the oil house 28'x.50', served by both standard and narrow gauge. The coal wharf was simply an open platform 30 x90' earth (49) fill and rubble retaining wall along the narrow gauge side. the standard gauge being elevated several feet above it. The standard gauge track was extended beyond the plat- form on a timber trestle provided with an apron or chute for direct transfer of coal to be forwarded to outlying points on the narrow gauge system. The facilities provided for Quartermaster supplies in- cluded first the timber platform 6' wide and 400' long for direct transfer from standard to narrow gauge cars. It was built between the two tracks and they were at such heights that car floors on each track would be at the level of the platform. Next there were the main platforms, earth fill supported by rubble masonry retaining walls, -10 wide by 600' and 700' long. The warehouses on these plat- forms were of the standard frame construction with rolling doors and were respectively 25x400' and 25x500'. The bulk of the supplies handled over these platforms was of clothing, rations, forage; some engineer supplies were de- livered through this railhead but mainly from stock-piles located in the open areas along the tracks. The various retaining walls totaled a length of 3,500 feet, about half being four feet high and the remainder from six to seven feet high. The water supply for the yard and for the adjacent camp was drawn from a well that was sunk just below the yard near the main line of the Est Railroad. This well was 12 feet in diameter and 42 feet deep, lined with rubble masonrv. It gave a plentiful supply of potable water, serving not only the terminal, but also, by means of tank cars, troops and water stations at points near the front where good water could not be obtained. Details of the installation of pump and distributing system are given in another article. Mention should also lie made of the fact that surfaced roads were built as shown on the plan, with the idea of making the warehouses accessible to motor trucks and using them as supplementary to the narrow-gauge for delivery of supplies. A pole line was erected to bring in current, and all the buildings were wired for electric light. An item of incidental work was the taking care of several sewers en- countered in grading for tracks at the west end of the yard; it involved the reconstruction of two manholes and lower- ing several hundred feet of concrete sewer. It might be noted that throughout the period of con- struction and subsequent operation the Germans made fre- quent visits witli observation planes and both day and nights visits with bombers, but at no time did they succeed in landing a bomb close enough to damage the railhead. With the exception of Warehouse Xo. 2 (completed in August), the entire yard was ready for operation by the middle of June. From that time on there was a constant and heavy flow of business through this railhead, more es- pecially in the weeks just prior to the St. Mihiel offensive. It served well in this preparation, but its value was greatly diminished when the rapid success of the "drive" left it so far in the rear, further than could be continuously and effectively operated by the "soixante." Other and more advanced railheads were put into service and supplanted Sorcv in the place of importance. The Twentv-first later looked back upon Sorcy with regret, for it found no other terminal so complete or so well arranged. (50) *-\ €\ ^4 c ? 3tou -s& isgg Light Railway Maleteeaee© Lieutenant HL W. Dun, Jr. The first light railway track maintenance work done by the 21st Engineers was on the French lines in the sector northwest of Toul. Forces were placed on the track late in March, 1918. with instructions to put it in the best possible condition. The track was in fair condition for the equipment operated by the French. About four inches of cinder ballast was under the ties. The fills were less than six feet in width and the cuts were narrow. In many places it was not possible to give the tracks a raise until the road bed had been widened. A considerable portion of the track was laid on the highway grade so near the edge that the shoulder was very narrow. Along the highway the track was so low that the mud from the roadway drained off on the ballast and then over the tracks to the ditch. This resulted in a very slippery rail. The highways had good deep ditches so the sub-grade drainage was excellent. Practically all of the tracks needed a lift of two inches to put it in good surface. Along the highway it was necessary to give the track a six inch lift to keep it clear of the highway mud. The track was French Decauville section, 60 centimeter gauge, with rail weighing 16 lbs. per yard riveted to steel ties. There were 8 ties to each section, standard sections were 5 meters long. There were a few sections 11 4 meters and 2 to meters in length furnished. Curved sections of 20, 30, 50 and 100 meters radius, 5 meters, £io meters and l 1 /^ meters in length were used. Switches were made up with turn and curves of 20 meters and 30 meters radius. The 30 meter curve switch was made in four sections which assembled had a length of 8.T5 meters on the tangent. The 20 meter radius curve switch was made in three sections which assembled had a length of 7.50 meters on the tangent. Tims when it was necessary to put in a 30 meter radius switch or a 20 meter radius switch all that was necessary was to take up two five-meter sections, lay the switch and a 114 meter or 2 1 - meter section as the case might be. The French track and switches were well made and had suf- ficient tie bearing surface to carry French equipment satis- factorily without more than -1 of ballast on almost any soil. The French steam locomotives weighed 12 tons, had a low center of gravity and a rigid wheel base of but 90 cm. The American steam locomotives weighed 17% tons, had a higher center of gravity than the French and a rigid wheel hi -c of 175 centimeters. Although it was not possible to distribute any ballast until late in May. by May first, when the first American locomotives and cars were put into service, the line and surface was in fair condition. When the first American locomotive made its appear- ance, the size, height, and width astounded the track men. They realized that their work was cut out for them to pre- vent, derailments. To get sufficient clearance for these locomotives (their width over all was seven feet) it was necessary to change the alignment in some cases and cut down trees in others. The first trip from Menil la Tour to Cornieville was without mishap until the latter place was reached where the engine derailed on a 20 meter radius curve. Subsequent experience proved that these locomotives would not run on a curve of less than 30 meters radius. Practically al- ways when these locomotives derailed on curves the rear driver on the inside of the curve was the first to mount the rail. This tendency was of course increased by any eleva- tion on the curve. Accordingly the elevation on all curves was reduced to l". This was always sufficient for the speeds allowed. As more lines were turned over to the 21st Engi- neers by the French it became necessary to strengthen the tracks, put in ballast and reduce the elevation on curves. In June the American built line from Sorcv to Cornie- ville was put in operation. Most of the line was laid with American rail weighing 25 pounds to the yard, with wood ties according to standards of the Department of Light Railways. There was six inches of ballast under the ties. About two kilometers of this line was ballasted with cin- ders. After this line had been in operation two months, speeds as high as twenty miles per hour could he made with safety and the maintenance required was wvy light. For the purpose of track maintenance the line was divided into sections about six kilometers in length on the heavy traffic lines and about eight kilometers in length on the light traffic lines. A light traffic line was one on which only gasoline locomotives operated. A squad under a corporal or a private was the section gang. Sergeants (51) would generally have two or more section gangs under them. A lieutenant would generally be in charge of ali the maintenance work clone by a company. The tools and equipment of a section gang were: 1 square point shovel pel' man. 2 cold cuts. 1 tamping pick per man. 2 8 lb. mauls. 2 track wrenches. 2 red flans. 2 monkey wrenches. 1 white lantern. 1 hand car. 1 hand axe. (i hack saw blades. 1 long handled axe. 1 water pail. All cutting of rail was done with a hack saw, as the light steel was extremely tough and almost impossible to break cleanly. i omieville Yards On all lines a man was designated as track walker on each section. His duty was to inspect the section daily, noting the condition of switches, line and surface, and to tighten bolts. On the light French steel these bolts were constantly working loose. Whenever possible each squad lived within the area of its own section. This was not always advisable unless there was some established mess to which the squad could be attached for rations. In at least one case, however, a group of ten men cooked their own meals and kept one man of the gang four bonis per day from track work. Section gangs went to and from their work on hand cars. These cars are well built. The only trouble with them was that they were geared too high for the grades found on light railway work. Officers and non-commis- sioned officers in charge of maintenance got over the line on gasoline track speeders and cars. On August 20th the immediate light railway prepara- tions for the St. Mihiel offensive were begun. The two construction companies had previous to this time supplied most of the personnel for maintenance work. The remainder had been supplied by the operating companies. Now the construction forces, A and B Companies with their many experienced track men. were entirely relieved from main- tenance work to attend to more pressing tasks and track maintenance was put entirely up to the operating com- panies. Fortunately at this time each of three operating companies were reinforced by a company of the 12th Engineers. With these men it was found possible in spite of the heavy traffic necessitating many crews to put one man on maintenance to two kilometers of tracks. The heavy traffic lines had been well ballasted by this time and in many many places •!" x 6" x i' (5" wood ties had been placed under the Decauville rail on curves and places where it had been difficult to maintain good surface. Where the track was laid on the edge of the road small open drains built of two wood ties, placed on edge and braced apart with struts had been placed at intervals of fifty feet. These took care of the surface drainage from the road. From a maintenance and operating standpoint location of light railways alongside of a highway was objectionable. First because heavy motor trucks running at high speed would frequently push the tracks badly out of line, pound it out of surface and cut away the ballast on the road side. Second, the passing road traffic would splash mud over the tracks, clogging up the ballast and making the rails slippery. Third, on account of the heavy road traffic collisions between passing trucks and trains were frequent. Fourth, highways are much more frequent targets for enemy fire than light railways are, so danger of traffic interruption on account of shelling is increased by roadside location. The repair of damage done by enemy artillery was the least of the track men's troubles. A single shell would rarely do damage that could not be repaired within half an hour after the track men had arrived on the scene. The most notable cases of this sort were seven hits on the Hamonville line during the battle of Xivray on June 16th and six hits near Bernecourt one day in April. The line was repaired in each case in less than six hours. The maintenance forces had the duty of clearing up all wrecks and rcrailing equipment where the job could not be handled by the train crew with their rcrailing frogs. For this purpose a wrecking car well supplied with blocking ties, rail, jacks, axes, bars, tackle and one right hand and one left hand switch was held in readiness at the division maintenance headquarters. The heaviest job was the right- ing of engines that bad tipped over. The general method was to first place a platform of ties for the engine to rest on after being righted. Later large pieces of boiler plate wire used instead of these ties to form the platform. While the platform was prepared a "dead man" would be placed at right angles to the locomotive. Then by two track Rock t rusher at Sorcy Gore jacks lifting against the side of the steam dome the loco- motive would be raised to a 45 degree angle. The com- pletion of the right would be effected by a block and tackle connected to the steam dome and the "dead man" the pull being furnished by the locomotive of the wreck train. After the St. Mihiel drive the track men had their (52; chance to sec how the Germans handled their track work. In the area occupied the enemy had three types of track: 1. Track laid with wood ties, rail weighing forty to eighty pounds per yard, built from material salvaged from standard and meter gauge railways. This track was ballasted with stone and required no maintenance work. 2. Sectional track five meters long, rail weighing eigh- teen pounds per yard, ten ties to each five meter section. The steel ties on this track were longer, wider and deeper than the ties used on the French or American sectional tracks. This track was well ballasted with stone and required little maintenance. On the above mentioned types of track the road bed standards were the same as those of the American Department of Light Railways. The German sectional track was better than the French or American sectional track on account of longer ties and closer tie spacing. These lines were better ballasted on the average than ours were. No difficulty was experienced in operating American equipment over these tracks. 3. Lines built with sectional tracks weighing but twelve pounds per yard and little ballast. This track was only good for operation with tractors and had to be relaid with heavier steel and ballasted before steam locomotives could be operated on it. When the 21st Enginers arrived in the Argonne-Meuse sector, October 10th, the situation was found to be as follows: Track from railheads to old front line was 16 pounds. Decauville steel poorly ballasted in many places, fills and cuts narrow, curves with elevation excessive for operation with American equipment. On the French por- tion of the lines, grades were very heavy and curves numerous. Track from end of French lines to German lines, built bv Americans over "no man's land" wide road bed, but green, well located, laid with American 25-pound sectional track and not more than 2 inches of ballast under ties on the average. German tracks, mostly German 18-pound standard sectional track, some track on rotten wood ties with 30-pound rail, square joints, all the curvature on curves being at the joints — all this track was poorly bal- lasted and the road bed was norrow. There was some Ger- man track with 75-pound rail and sound ties which gave good service after damage done by enemy demolition de- tachment had been repaired. No men of the operating companies being available for maintenance, work companies of the 59th Pioneer Infantry, the 11th Engineers, the Kith Engineers and the 604th Engineers were assigned to this work. The construction companies were never given opportunity to put newly occu- pied German track in shape before being moved on to other work. The maintenance forces really carried on the con- struction after it was possible to start operation on the road. In this sector about fifteen men per kilometer of track were required for maintenance. The old French lines were improved as much as possible without putting in ballast. The American and German built lines were in some places given the required amount of ballast. A com- plete job could not be done on account of the heavy traffic from October 10th until November 11th, making it impos- sible to move sufficient ballast. All sorts of makeshifts were resorted to. Mine timbers were used as ties and spaced close together where ballast was shy. Ballast of very poor quality, consisting of disintegrated limestone mixed with clay was dug from pits near the line and broken by hand and carried to the tracks. This track was never good. Derailments were frequent, but. nevertheless, heavy traffic was moved over the lines due to the devotion of the operat- ing and maintenance forces concerned. Work of th© 28th Eegieeers ie Coeeeetloe With That of th© 2 1st Eoiiinieeirs A. Leisher Ballast is always a problem on every railroad, even under normal conditions and in war times in the zone of advance it is greatly accentuated. The 21st Engineers (L. R.) was organized as a main- tenance and operation railroad organization, but no special arrangements were made for a quarrying organization. For this reason it was necessary to get ballast from outside sources. A detachment of the 28th Engineers (quarry) was attached to the 21st Engineers (L. R.) for duty at Sorcy Gare, Meuse. The 28th Engineers (quarry) was mobilized at Camp Meade, Md., and the organization began November 23, 1917, and by the latter part of January, 1918, Companies A, B and the First Battalion Headquarters were com- pleted. On January 25th this organization was ordered to prepare for overseas service. They embarked at Hoboken, N. J., on the transport Finland February 7, 1918, and steamed out of the harbor on February 10, 1918, arriving at the Port of St. Nazaire on February 25th. Here they were attached to the 17th Engineers for duty until quarry sites could be secured. As rapidly as suitable quarry sites could be secured, detachments were dispatched to operate them. On March 7th the first detachment of forty left to operate a quarry at Boucq. Other detachments were sent out as follows: March 12th, detachment of seventy-five to operate Villa- neuve quarry, near St. Nazaire; a detachment of thirty- five to operate a quarry at Sorcy Gare, Mens; a detach- ment of fifty to operate a quarry at Mandres; a detach- ment of twenty to Neuf chateau for construction work : March 15th. a detachment of 100 to operate quarries near Is-sur-Tille and Langres ; a detachment of thirty-five to Sorcy Gare to strengthen the detachment previouslv sent there; March 17th, a detachment of ninety to operate a quarry at Bazilles, a detachment of forty-five men to operate a quarry at Gondrecourt : March 29th, the Bat- talion Headquarters and the remaining men left St. Na- zaire to establish headquarters at Sorcy Gare. On arrival of the first detachment of the 28th Engineers at Sorcy Gare work was at once begun erecting barracks and opening up a quarry. The rock in this quarry was a soft limestone and un- easily quarried and crushed as it was all stratified rock. (53) full of fissures and scams. It was very good when used for "Telford base" roads, but as a surfacing rock it was too soft to stand up under the heavy truck traffic. As ballast for narrow gauge railways it was far superior to the loose rock taken from fields, which the light railway engineers had to use when they first started the construction of the line from Sorcy to Cornieville. Repairing Narrow Gauge Track Cut By Shell Fire The work of the quarry had not progressed very far when all the men were put to work making a cut for the main line of the narrow gauge from Sorcy to Cornieville. This cut was adjacent to the quarry and was the same kind of rock. A small portable crusher was set up tempo- rarily and the rock from the cut was crushed and used for ballast. By building a bin close to the track it was possible to run the 60 c. m. cars under the chutes. Early in May the first shipments of crushed rock for highway construction were made. Rock was graded in three sizes: Rock for Telford base, crushed rock for bal- last on railways and fine stone for surfacing on roads. After the rock cut was finished the quarry was operated continuously and a more or less permanent plant erected and worked to its maximum by a double shift in order to supply, as far as possible, the large demand for rock. Most of the crushed rock was loaded on narrow gauge cars from the chutes at the bin, although a large part of the heavy stone was loaded on standard gauge cars and on motor trucks. Early in July another quarry was opened about one kilometer north of Sorcy Gare. This plant was operated on the same basis as the one described before, except that I be shipments were made entirely by narrow gauge, and the greater part of the output was crushed rock. These quarries were closed November 26th upon receipt of orders to salvage the machinery. In the latter part of December, pursuant to orders, the quarry was again opened and under operation January 18, 1919, and has continued to the present, March 1, 1919. The quarry at Boucq was operated continually from the middle of March until the 9th of July. No machinery was operated at this site and the drilling was all done by hand. Xo attempt was made to produce surfacing ma- terial. A certain amount of small rock was produced in breaking large pieces of rock into usable sizes for Telford base and this was used for surfacing. The detachment at Boucq also operated a grave the material from which was used as a hinder for crushed rock places as a wearing surface on road-., shipments were made by motor truck. When the quarry at Boucq was closed down the detach- pit the All ment with the tools, barracks and lumber for bins was moved by auto truck to a site near Bains les Bains. The rock here was granite and trap and only crushed rock was produced. It was the only hard rock quarried in this sector. All shipments were made by canal boats to Vertusey and Toul, where the rock was transferred to trucks and narrow gauge cars and distributed. The work of unloading the canal barges was done by either the 23rd Road Engineers or the 21st Engineers (L. R.) who were always closely allied in the sector. The quarry at Mandres was operated only a short time when the shelling became so bad that this detach- ment was moved back to Trondes and a quarry opened there. At this site all the machinery had been installed by the French, and it was rented from them. This quarry wa.s operated from about April 1st to December 4th. All drilling was done by hand. Shipments were made by narrow gauge and by trucks. Royaumeix quarry, located near Menil-la-Tour, was operated for some time by the 2:3rd Engineers, but was later taken over by the 28th Engineers and operated by labor battalions, with one officer from the 28th in charge. Two portable Western Wheel Scraper Co. crushers with elevators and screens were set up and an Ingersoll Rami portable compressor and piston drills used for drilling. Both blockage for Telford base and crushed rock were protluced and shipped by narrow gauge and trucks. This quarry was operated by the 28th Engineers from May until June 17th, when work was suspended. It was reopened on August 26th and work finally suspended on Sep- tember 16th. One of the lessons learned during the St. Mihiel offensive Rock Crusher and Storage Bins at Mouton was that with the small amount of machinery and the shortage of transportation existing during the drive, it was not possible to keep both light railways and roads supplied with ballast, and other arrangements bad to be made to provide the necessary amount of ballast for the railways. (54) (J) 5TENAY Lh+tst Revision Nov. 13, ram. 6CF RAILWAYS ARGON NE 5ECT0R 21 s REGIMENT ENGINEERS, LIGHT RAILWAY U. 5. ARMY Scale 1 3 *H? LEGEND — 60«b Railway Operated byZI«E"nip "■"• 60 CJr Railwaus Operated bu Trench QQ^ Roilwaus not in Service -Standard Gauqe ftoilwaus ® Railheads • Sidinqs and Towns (55) History of the Beildieg Depsirtoieet By Master Engineer Wilkinson Often when looking back and thinking of the vague ideas we had about what the duties of a light railway regi- ment should be, how different everything was to what was expected. It seems a pity that so much experience should be lost to the army and that it will greatly remain for other men in future wars to gain their own experiences, for many of the men who helped in countless ways to make the army a success are only too anxious to get back to their own affairs where they can construct instead of destroy, make more money and do their work in their own way. It was evident that very little attention had been paid to anything like a regular building force that should erect warehouses, buildings, make furniture, repair cars and do everything that might even remotely approach building construction. Of course, the building of bridges and trestle work was expected, but that was only a portion of the work that the department was called upon to do. The first work was at Chalet. It was decided to build two hundred four-man bunks. Lumber was obtained from the French. It came in all sizes and was about one and one-eighth inches thick, very poor and very wet. A detail of fourteen men was sent from Company E, which con- tained one carpenter. Working from a standard army plan, slightly improved upon in making them portable, yet rigidly adhered to in all other respects, and with the exceedingly wet and heavy lumber, was produced what lias been commonly known in the regiment as the "Wilkinson bombproof bunk." That was the last of the regular army plans. After that the department made their own. In fabricating them factory style was adopted. Using an Adrian barrack as a work shop, benches were erected around the sides and each man was taught to make one piece of work. By means of this method twenty bunks were turned out daily. The next move was to Sorcy, where barracks were erected. The first thing needed was a regimental building. There was some one-inch lumber on hand, but it was all sizes. A conference was held and the suggestion made that if some wood working machinery could be obtained the department could build almost anything. The following day a French machine for cutting cordwood was procured. This was taken to pieces and rebuilt with a table, then work on headquarters building was started. This struc- ture was ninety feet long, twenty-four feet wide, and was built in a hollow for protection from bombs. Owing to the scarcity of wood, it was necessary to substitute corru- gated paper for the inside partitions. A detail of eight men wa>~ sent from Company B and the work was completed in five days. It was a boxed frame building built western style, bungalow finish, papered on the outside with roofing paper, batted and painted and made one of the most attractive headquarters on the front. The department then received orders to build a regi- mental warehouse and other buildings in the new Sorcy yards. The first building was 168 by 50 feet and was wanted in a hurry. There was to be about a five-foot fill on one side and about a one-foot six-inch fill on the other, and no lumber or material on hand. It was decided that a stone wall would be the best and cheapest way of holding the fill, and the building should be erected with a pole construction making up the rafters and plates from one-inch lumber, as this was the only type of lumber obtainable. Everything possible was cut on the machine, and the building, which had twelve double sliding doors, windows and office, was finished in seven days. The material had not arrived for any of the buildings, Unloading Wounded from the Narrow Gauge but construction continued, the men using small amounts of material salvaged from one place and another. Mobile Hospital No. 39, at Vertuzey, having moved into incomplete French hospital barracks, asked for help. Ten men were sent from Company B and a sterilizing room was built, also several additions and considerable hospital fur- niture, all of which had to be hand-dressed on account of sanitation. At the same time the department erected a 400-foot warehouse, a machine shop, engine shop, coal trestle and numerous other buildings. Another machine was built and requests for assistance on building work came from all parts of the sector. Work in the Sorcy yard was nearing completion, but, as in most regiments, there was a shortage of carpenters, chiefly on account of the high wages of the shipyards and canton- ments. The only way to increase the output was to increase the machinery and efficiency. Forty men built the 400-foot warehouse and 500 feet of platform in five days. Two machines were placed at one end of the warehouse and a track was run down the center of the building. It was necessary to rip 5x8 lumber in half to get framing lumber and every piece was ripped and cut to fit on tin saw. This was distributed on push cars and a detail from Company A nailed the frame together. So hard were the saws run that men became exhausted and had to be relieved. On account of the good time made in constructing the warehouse they were given a half holiday. Owing to the vast amount of shop work coming in. (56) it was decided to try and build a planing machine. The plans were drawn, the machine shop assisted in the con- struction and the machine was a distinct success. The frame was of wood and had twelve-inch cutters. The shop then began turning out folding chairs, office furniture, partitions, broken parts for speeders and cars, sign posts. American Light Railway Bridge Over Canal at Sorcy knocked-down telegraphers' huts, bath houses, bunks, latrines. Five hundred flat cars were fitted up for hospital stretchers, boxcars were built, also hospital furniture, doors, windows, ramps for unloading unitary tanks and thousands of feet of lumber were ripped and planed for other regiments. The department's operations extended from Neufchateau to Belleville, and in order to look after all the work it was necessary for a man to ride between forty and fifty miles daily in a side car, taking sizes and figuring on work. Every effort was made to make all work portable. The engineering office was constantly at work bringing out standard plans for articles required, while at the same time all the men working assisted in improving ideas and methods. Practically everything was standardized. The building end was handled directly by Lieut. -Col. H. J. Slifer and all orders received his signature. As far as can he ascertained, the 21st Engineers were the only ones on the American front who had a portable planing mill. As soon as the buildings in the ysa\\ were completed the lumber arrived to build them. However, there was plenty of use for it. As the time for the St. Mihie] drive approached the shop became overloaded with work. A bridge was built over the canal for the Pagny line and on the last day, 800 feet of hospital platform was erected in anticipation of the wounded. Ramps for military tanks and material for stockades were made up and the stockade and buildings at Lignv and Pagny were erected, also a 500 x 50-foot warehouse at Belleville. The drive yielded salvaged machinery and the depart- ment received a 12-inch jointer, a 12-inch pony planer and boring machine. Shafting was built on a wooden girder which set on the ground and to this was attached two planing machines and one buzz saw, driven by two three horsepower Harvester gasoline motors. There also was a portable saw rig. This machinery was so arranged that it could be taken to pieces, loaded on cars and assembled in an hour. A portable shop was built and, thanks to the supply department and quick exit of the Germans, the shop was well equipped with tools. When the regiment moved to the Argonne the shop was set up at Dombasle, where the work continued, supplying the railroad army with necessities that were lacking. In Conflans over sixteen crates of glass were used in making the buildings habitable. Here the building depart- ment moved into an old French shop and had a most com- plete factory. As soon as the town had been repaired so that the houses were habitable, work was started at the French Caserne at Labry, repairing the barracks where the 21st mobilized after giving up the standard gauge railroad to the French. H©adcpiairteir§ Orgainiiizailiomu Opeiraitieg Department Private Wnlliam Beam,, Jr, The headquarters office, operating department, was formed for the purpose of handling all matters pertaining to the operation of the light railways controlled by the 21st Engineers. The personnel of the office consisted of a gen- eral superintendent, assistant to the general superintendent, superintendent transportation, transportation inspector, a chief clerk and a clerical force. The general superintendent was in charge of all light railway operation and worked in conjunction with the various army divisions, corps headquarters and army headquarters. He also kept in touch with the ammunition dumps, ration dumps, engineering dumps and rock quarries. This was for the purpose of giving all parties the necessary car service required. All orders for cars were sent to his office and he forwarded instructions for the taking care of the persons interested, and in case where all the orders could not be handled at once, issued orders to handle the most important. Also under his jurisdiction came the handling of troops who were being either relieved or entering the trenches and returning the wounded. It is a well known fact that this regiment acquired quite a little distinction in handling the relief of divisions on two separate occasions. This was a rather important test for the Light Railway system, but on both occasions, practically the entire foot troops of the divisions concerned were transported to the trenches by the Light Railway system without an accident, saving them a long and tiresome hike of probably fifteen to twen- ty-five kilometers and brought them to the trenches in fresh condition. When the various divisions would send reliefs to the trenches the troops would be hauled there by the Light Railways, and the regiment being relieved would be transported back to their base. The Superintendent of Transportation handled all car orders and transmitted them to the Division Superintend- ents w 7 hom they affected. It was his business to keep in touch with all ammunition, ration and engineering dumps, as well as the railheads and rock quarries in regard to the (57) number of cars they required for the day's business. He also received a daily report covering the situation on the entire system pertaining to the number of trains run, loads moved to and from the front, empties moved, total number of cars loaded, total number of loads awaiting movement and loads received from other lines than our own. From this report he could obtain an approximate idea of the i^^^^^H^i ■ HBSPV feu- -■: J •^%|MAE^ *" Sorcy Oilhousc business done each day, and what to base future wo/k upon. He would also i - eceive a report of the motive power relative to the number of engines ready for service, and what were not serviceable. He also handled the distribution of rolling stock and kept it equalized among the various railway divisions as far as conditions would permit. The assistant general superintendent was in charge of all the administration work and kept a record of the entire personnel of the Second Battalion in regard to positions held in civil life, years of experience on their particular line of work and what they were best qualified for. He would see that the men carried out their work efficiently and that all orders were properly carried out. To him also fell the position of liaison officer. This duty brought him in close touch with the French so that the very best possible service was obtained for all concerned. The transportation inspector visited personally all important loading points, such as railheads and various dumps, to see that the proper car service was given and to see that the working conditions at the various stations were such that everything possible was being done to expedite the loading and movement of all cars. The chief clerk was in charge of all the clerical force in one office and supervised all work which was done by them. To him the clerical force would turn in all reports pertaining to light railway operation. These reports required the amount of mileage operated by the light rail- ways, number of trains run, engine miles (revenue, work, wrecking, light and helper), total net ton miles, the average net tons handled, the classification of tonnage, a record ( loaded and empty), car miles per train mile, the total net tons hauled one mile, the number of cars handled, of fuel (such as coal and gasoline) consumed, the amount of engine, valve, lubricating and transmission oil used and the amount of waste and car oil used. There was also a report covering the assignment of the personnel in regards fo the work they were doing, and a report on engines and tractors in service, and number of cars on the system. These reports the chief clerk would verify and pass to the general superintendent for approval, who in turn would forward them to the director of light railways. The telephone system of the 21st Engineers was also under the supervision of the operating department, and the system was well designed, and any town or station on the light railway system could be reached without delay. It was the rule of the phone system to code as much as possible, and that was the cause of a good code system being installed in the department, so that if the enemy did make connection with our lines, he was at a loss to know what the various parties were speaking about. Traie Di§pat©lhieg on th© Light Railways — 2 1st Engineers By Sergeant Warner The work of the First and Second Battalion of the 21st Engineers (L. R.) from an operating and train dispatching viewpoint, began when the 60 cm. French lines from Menil-la-Tour north to Bernecourt and west to Broussey, with the branch from Neuf Etang to Naugin- sard. Previous to this, the train and enginemen, as well as operators and train dispatchers, had been riding the French trains on the "soixante" lines out of Menil-la-Tour getting familiar with the territory. The French turned over to us a number of their steam and gasoline locomotives, as the U. S. A. equipment of this kind had not yet arrived from the base port. These lines of light railway had been operated by the French as a part of their artillery work and the French railroaders were outfitted as French artillery. They served their batteries with ammunition and supplies and moved heavy guns about as needed. This work now fell to the 21st Engineers and rapidly increased in volume as the American troops became more numerous on this front, which was usually referred to as "the sector northwest of Toul." In addition to ammunition, all kinds of supplies were handled, such as barbed wire, stakes, camouflage, roadway materials and cinder ballast to get the light railway into better condition for the heavy work ahead. The entire line being operated as single track, it was necessary to place an operator day and night at each siding, all of which were connected with central dispatching office by telphone. The dispatcher's office was at first Ideated at Leonval, where a day and night chief dispatcher, with three trick dispatchers, were on duty during the entire twenty-four hours directing the movement of trains and distribution of cars. Cars were very limited in number and had, therefore, to do double duty, often making two or (58) more trips a day. About June 1st the new line from Cornieville to Sorcy was completed and placed in operation and the increasing business made it necessary to divide the territory into two dispatching districts, each taken care of by three trick dispatchers, working eight-hour tricks, one day chief and one night chief directing both sets. The office was moved to Neuf Etang to obtain a more central location. By this time the 23rd Engineers had their work of highway construction and repair well under way and required large quantities of crushed rock which was obtained from quarries at Menil-la-Tour, Tron- des and Sorcy, also from standard railheads at La Reine and from barges at \ ertuzey. Seven to nine cars of rock were all that one engine could handle over the heavy grades and with over a hundred carloads of rock beinu handled daily, in addition to about the same amount of rations from Sorcy railhead to Menil-la-Tour and the usual run of material and ammunition, commonly known as fertilizer, the dispatchers anil operators were kept bus v. By August American troops were rapidly being mobilized in this sector and their movements and change-out of divisions threw an added burden on the light railway. All troop movements had to be handled under cover of dark- ness and with utmost secrecy, as much of the line was within range of Boche guns on Mont Sec and their planes were quite active in night raids. As many as six hundred tars of troops were handled in four days during one change-out. All of these cars had to be obtained from the supply in daily use handling rations and other materials, which meant close figuring on the part of the dispatching forces, as the troop movements were scheduled to the minute by general headquarters and engines and cars had to be at the appointed place at the right time. American engines and cars were now fairly numerous, the French engines having been returned to the French in May. About August 1st the territory from Menil-la-Tour east to the River Moselle and south to Toul and Donger- main was added to the light railway operated by the 21st Engineers. Xew dispatchers' offices were opened at Menil- la-Tour and at Belleville and preparations began in earn- est for the St. Mihiel drive. New divisions of American troops were placed in line and in reserve. More engines borrowed from the French, making a total of about 100 locomotives which were kept going night and day. These were busy times for the train dispatchers as well as every one else. Train sheets had to be patched daily to make room for the large number of train movements and chiefs were looking for more cars to fill the heavy orders coming Narrow Gauge Locomotive and Train and cars were placed in operation and before September nearly all traffic on the light railways was subordinated to the movement of ammunition and batteries of artillery. A number of new ammunition dumps were opened and the business from the older ones greatly increased. Train and engine men worked day and night for long hours to get this material to destination, and every steam and gas locomotive was pressed into service and about twenty more Sorcy Officers' Bath House in hourly. Trainmasters and superintendents worked day and night keeping watch over all and clearing up numer- ous derailments. A continuous stream of motor traffic passed over the newly constructed highways, which then proved their worth. Tanks and heavy tractors added to our difficulties by tearing up our tracks, but this was all a part of the day's work. History tells how the great drive was successfully carried out and soon our doughboys were far in advance of the old line on which such extensive preparatory work had been done. The light railway then did its part in rushing up quantities of road plank with which the road engineers bridged the gaps in the highways and kept the stream of trucks moving across "no man's land," rushing all kinds of supplies up to the new lines. As soon as possible, the 60 cm. lines were connected through with the German lines of similar gauge. Construction across the several kilometers of tangled wire and shell holes presented many difficulties, but in a surprisingly short time we were operating through both, via Pont de Metz and via Flirev and Essey, and the Bois Chanot line to Xivray and beyond. Long hauls were now- the rule and lack of telephone com- munications made difficult the work of train dispatching. The new lines were the scene of many derailments, but in spite of all obstacles, much material and supplies went through to its destination in good time. In the early part of October we were relieved by the 12th Engineers, who had reinforced us before the St. Mihiel offensive. The trip from the Toul sector to the Argonne, where we were to assist on First Army operations, was made in the early part of October, part of movement being made by motor trucks and the balance moving over light railway lines. A part of the light railway movement took us quite close to the Boche lines and those present were treated to considerable shelling while en route, making the trip a memorable one. On arrival at the Argonne sector, the First and Second Battalions were divided and stationed at various points through that region. Fighting was actively in progress and as soon as possible track connections were made with the Boche lines of 60 cm. and U. S. A. engines placed in service hauling rations and ammunition. At first most of the supplies came from standard gauge railheads at Dombasle, Auberville and Les Islettes and later from (59) Varennes and Grand Pre. Twenty -first Engineers were located at Dombasle, Aisne, Chehemin Junction, Mont Faucon, Auberville, Barricade, Cheppy, River Depot and Senuc, as well as many other points through the sector. Train dispatching was attended with the usual difficulties La Reine Siding and Operator's Shack owing to lack of telephone lines, and the territory released by the rapid retreat of the Hun was so extensive that it was not until nearly the close of the offensive that we had much communication. Much supplies were handled, trains running on "smoke" and got along very well. In this sector the 21st (First and Second Battalions) had the most experience with enemy bomhing planes and whiz bangs, a direct hit on one of our locomotives at Marcq resulting in the death of Engineer Ritchie and serious injury of the fireman. Several others were hurt by shrapnel and machine gun fire. At the time the armistice was signed we were hauling into Buzancy on the west line and Romange and Montignv on the east side and preparing to open lines farther up. Shortly after the armistice the First and Second Battalions of the 21st were transferred to standard gauge work on lines out of Conflans, Audun, Longuyon and Longwy, dispatchers at Conflans directing the work, assisted by those at Audun. Most of these lines are double tracked. Supplies for the Army of Occupation amounting to six to eight trains daily moved from Conflans to Audun, and French supplies of nearly an equal volume from Con- flans to Longuyon. Many refugee and troop trains were handled as well as regular passenger service. Yards at Conflans and Audun and Longuyon handled by our men, all quite busy and matters complicated by having to work in conjunction with French and German speaking trainmen and enginemen. The Third and Fourth Battalions of the 21st relieved us about the middle of February. They had been assisting in the work for several weeks prior to this. A Di§patdheir 9 § Tridk — Woirkieg a Triek on the Slioi Gaog|e By Sergeant Co E. Habiger, A, To D. A» 3743 9 Second Battalion Headquarters First, I will endeavor to give you some idea of our office. The office was not located in a modern steam heated building, nor were there any plate glass windows to look through, no walnut table for the train sheet to lie on, no electric lights or selector telephone. Instead, our office was located in a swiss hut, about 30 by 20, built of soft white pine and very unique in appearance, but it made little appearance, as it was up in the thickest of timber and underbrush, of white pine boards camouflaged to look like a pile of autumn leaves, and was very seldom noticed by the passing doughboy going to or from the trenches. The windows were of white cloth, which was transparent to light, but when I wanted to look out I had to open the door. Our lighting system was the best known in France — the faithful candle. However, after a short period we "managed" for some gasoline lamps and the night men were setting on the top of the world. Our telephone line was a metallic circuit, all stations on the division being connected to this one line. We used the code ringing system for ringing the different stations wanted. I worked first trick on the old Soixante (60 cm.) and like all first trick men, got down to the office about 1A5 A. M. with the usual grouch, but instead of asking the third trick man if all the regular trains had gone, I would ask if any of the track was blown up last night. I would then take the transfer. Instead of checking up how much time each crew had to make it in on the sixteen hours, I would first see what was left to move, and then how many cars had been furnished for today's loading and number of cars in sight, for one can rest assured that every car that is furnished is going to be loaded, and loaded toot sweet, and probably two or three times during the day if the hauls are short. I would then see how many crews were available for call at different times during the day and begin to figure on how soon I could afford to let the —-i—i. .■ , t Operator's Shelter Nauginsard Junction older crews now on the road come in and tie up for rest, as some of them had been out eighteen or twenty hours. As we only hauled ten to twelve loads in a train, it did not take long to load up several trains at a large engineer dump, ammunition dump or rock quarry, and it was up to the trick man to keep in constant touch with the operators at these points and watch the progress of the (00) loading and figure on having power at that point, just as soon as a train was loaded; but not before. To get them there before would lose valuable time which could be used to great advantage elsewhere, or to give the crew a little moi - e rest before calling them out. Everything running smoothly and it is an interesting job, eight hours passing before one can realize it. But one has a feeling that something is going to happen — things can't run that smooth very long.. That 5048 hasn't been doing very well the past few days and she is on a rush train of ammu- nition this morning; she passes the first station at the time expected. I then let the only engine available in that vicinity start out with a train of barbed wire for the front. The barbed wire train passes a couple of stations. In the meantime the ammunition train is not showing up. I call the operator every few minutes asking him if extra east is in sight yet, or any sign of him, and every time he tells me there's not a sound. It's the same old game, take the engine off the barbed wire train and send it back and put on the ammunition train, just the same as you would cut an engine off at the fruit train and put on the De Luxe when the De Luxe has an engine failure. Next. I get hold of the yardmaster, tell him to call a crew to go light S. A. P. (soon as possible) to Station ii and pick up a train of barbed wire there. He starts out after the call boy. I call him back, telling him to make it two crews. There's another train of cement ready for the front. Give the second train anything you may have to move for the front. He tells me he has five cars of lumber ready to go now, and that the dump has an extra force working today and the other five cars will be ready by the time he gets a crew called, making a full train. I tell him to call three crews, and if that train of rations shows up on the standard gauge, call the fourth, fifth and sixth crews as soon as they have had their rest. He pulls his hat down over his eyes and starts out looking for the call boy again, cussing the dispatchers on his way. About that time Fritz throws over a few shells and hits the track right in front of the ammunition train. No section men being available in that vicinity, the crew begin to make temporary repairs so they can get over it. while I hear the shell explode, it being not far from the office. The linemen are all at the other end of the road con- structing a line along a new piece of track. It is a most serious offense in the army for one to be caught tampering with wires or climbing a telephone pole without the neces- Ration Train. they send a man back to the telephone office to inform the dispatcher. I then get hold of the nearest gang and they start out to repair the blown-up track, the foreman assuring me that he has all the material necessary close at hand to make the repairs with. Fritz throws over a few more, this time the concussions breaking my telephone line. I can hear the phone go "dead" at the same time Boucq Est sary blue band around his arm. which designates him a lineman, and in his pocket he also carries a certified state- ment that he is doing that class of work in a designated area. One thing sure, I cannot do any good here without a wire, so I cut off a piece of blue blotter, about the size of a hand and put it around my arm, get a piece of barbed wire and proceed to the point of the break. I am noticed by the different guards stationed at different points through the woods, but was not challenged. However. I knew I was taking no chances, as later proofs of my mission there would explain, but should I have been chal- lenged and did not possess the necessary certified statement. I would probably be detained from completing my day's work that day until I was investigated further. Getting hack to the office, the chief is on the phone, working just as fast as he can work, getting things lined up again that have fallen back since the wire broke. He is too busy to stop and tell me what he has done, so I might set in and take it from there, so I just plug in and get back into the game gradually, and when he has time, he tells me what has been done since the wire "came up" and I start to work again. The operator at Station No. 6 now con es in and tells me the ammunition train engine is backing in light. I tell him to go out and find out what is wrong. The section foreman sends back the information that he needs a twenty-radius curve section of track to make the last repair and none available in that vicinity. I have a train of cement now leaving the engineer dump and there are plenty of twenty-radius curve rail there — I get hold of the operator and ask him if extra east is about ready to go, and he tells me they are going now and starts to give me an "OS", and I break in and ask him if he can stop them — if so, do so quickly. He does not answer, hut I can hear the phone receiver hit his table — he has gone out. He comes back and tells me they are stopping, and is anxious to know what is going on. I give him a message addressed to the conductor, to put a section of twenty-radius curve rail on the head car of his train and proceed to Station No. 6 with only that one car, as I want him to make the best time possible, leaving the remaining nine cars on the siding. The engine on the ammunition train has been out on the road for ten hours and is probably getting low on coal and water anyway, so I'll just stop them at Station No. 4, where they can get (61) a good meal, coal up and get water and 1*11 send them back after the remaining nine cars of cement and let the fresh crew and engine with the one car of cement pick up the ammunition train after the track is repaired. They have a good engine and should be able to handle an extra car of cement. Other trains are moving good. All the rations that came in on the standard gauge, I diverted via A U. S. Narrow Gauge Locomotive the loop or cut-off line that had just been completed a few days before and they are at the front now being unloaded. The track is repaired and the ammunition moves forward and is put into position by the small gas tractors and unloaded. The barbed wire, cement, rock and lumber trains are nearing their destination, but there is no room on the unloading tracks, as they are full of empties that have been unloaded that morning, and no way to get them out, on account of the track being shot out. I use the engine off the ammunition train, and take the engine that came up on the loop on ration trains and have them clean out all empties, in the meantime having some of the wire, cement or rock trains set out their train on a siding and return for another train, while the unloading tracks are being cleared and empties moved out. Things moving nicely again, but an operator way up on the other end of the road comes in with the news that they need the wrecking crew up there, and takes the joy out of life again. I get the details of the wreck and get the caller started out after a crew. A company of steve- dores were loading a train of twenty flat cars with logs for the saw mill, the loading point being at a blind siding and on a steep grade. The cars had been tied down properly when placed for loading last night by our crew, and also the wheels blocked, but after the black boys had partly loaded the train they decided they could be loaded more easily by dropping the cars down the track a few- yards, where the logs were more handy. As soon as the brakes were let off and the blocking removed, all the ears started down the hill. After getting a good start, putting on the brakes would not hold them, and all the black boys piled off, digging up cinders and mashing down under- brush along the right-of-way. These cars continued, increasing their speed as they went down the hill. Although there were some very sharp curves for them to go round, none of them left the rails until they came to the end of the track at the switch-back, which we call the "question mark." The first four cars that hit the small embankment, used as a bumper, they pitched into the air and straight ahead for about two hundred feet, making it necessary to lav a temporary piece of track out to them in order to gel them back on the railroad again. The other eight ears were also broken and derailed, but did not leave the right-of-way. All of them had to go to the rip track for repairs before they could be reloaded again. This mess has to be cleaned up tonight, for tomorrow morning there is going to be a train of large guns coming in on the standard gauge that will have to be moved into these woods, as they are to go into action tomorrow night. The operator at Station No. 1 comes in on the phone and gives me the report that the wrecker is leaving town. I was pleased, as well as somewhat surprised, for this is the first time that that operator ever gave me an "OS" on a train without having to call for it. However, after he got through, he reminded me that tomorrow was his day off, and wished to know- if the relief man would be around all right to work for him the next day. It is ax'ttinfr close to 4 o'clock and about time to be making up my transfer. All the material of different kinds that has been loaded so far during the day is now on its way up to the front and all empties on their way back. Tonight, after dark, we start to move the 82nd Division out of the trenches and the 89th Division in. They require ninety cars for the 82nd Division. There are more than enough to protect the 82nd Division troop more loaded cars on their way that we can figure on, which is more than enough to protect the 82nd Division's troop movement for today. We have enough empties going back to protect the first day's quota of the 89 Division troop movement from Station No. 52 to the front. Everything looks good for a clean transfer to my relief, with exception of the wreck. The second trick man comes in. He has a cheerful look on his face as though he and the world were getting along together just about right. He carries this cheerful- ness until he sets down and starts to take my transfer. He sees the wrecker out, the main line tied up, new slow orders on the track that has been blown up, the heavy troop movement that is going to take place just as soon as it begins to get dark, all those cars to assemble at the front for the movement, and his cheerfulness begins to change into a frown. I watch him make his "checks" until he Narrow Gauge Tank Cars has checked the last line on the transfer and has signed his initials in that usual round graceful manner. I ask him: "Have you got everything under your mit?" and he gives me a* snappy "Yes, get out of here," without looking up. I have put in a fairly good day. I take my watch off the nail and am on my way to my dugout. (62) RumrMiIimi am Eeile© ©e tlhe 66 §©lxaete 99 Travelling Engineer Van T. Sherman Running an engine on the "soixante" in war times is like a Jew. with a yellow necktie, going to a nigger picnic on St. Patrick's Day — always something of interest going on. For instance, a man goes to bed in his billet with one ear cocked open. He dozes off, but is soon awakened by the throbbing drone of a "nom de present" Boche airplane. He tries to sleep, but the anti-aircraft guns soon have him hunting for his "tin hood" and by the time Fritz drops his tail gate, unloading a ton or two of bombs, he is safely in a dug-out or a trench. By the time this has happened three times in one night he doesn't feel like going out on a job good for anything from sixteen to sixty hours and under nerve racking conditions most of the time. It was before the St. Mihie] offensive. The "Slim Gauge" line from the railhead at Sorcy Gare climbed steadily its twisting way to Cornieville, eight kilometers away, and it was a battle for steam all the way, as from twelve to fourteen cars of rations and forage was quite a load for such a small engine. It was necessary for the engineer to stand up, manage the sand lever with one hand and unbalance the throttle with the other and the "Johnson bar" the best way that he could. The grade was the natural roll of the ground, so great care had to be taken to slacken speed with the steam jam brake to keep from turning over on the right angle curves. After battling thus with a fourteen load train, the engineer's nerves and temper was on edge upon reaching Cornieville. so that he was in good shape to take the hill ahead, which was so straight up that it leaned back. The railroad also would go after it. Momentum would be gained in the ■"sag," then take the hill, putting a barrage out of the stack that would shame a B. & 0. hoe in West Virginia. The leading engineer would offer up a prayer, toot his Ash Pit, Sorcy was on the edge of the wagon road, constantly jammed with military traffic and jam up against the houses on the other side — with old women chasing out into the track in their wooden shoes and babies playing "ring around the roses" right in the way. A pusher engine would tie on behind, and, after three or four slips, the little Baldwin Captured German Equipment. Looking Toivard VignucUcs From Woinville whistle and offer up thanks again if he got up the hill without getting off the track, killing some innocent bystanders or running into a loaded caisson. In respect to our small Baldwins, great care had to be taken to keep them on the track and to keep the engine from turning over. The engines were built with a straddle tank, with a connecting pipe underneath the boiler to equalize the water. The engines were a little high for a 24 in gauge and, therefore, a little top-heavy. In leaning, the water in the tank would rush over to the low side through the equalizing pipe, and it was quite a job for the engineer to decide whether to jump off or speed up to cross the bad place in the track. The roadbed was always very uncertain, often because the track was laid over recently filled shell holes and would give way after a rain. Many of our engines turned over on this account. Often at night heavy artillery, pulled by tractors, would cross over the track or run on it. The extremely heavy weight would bend the ties, throwing the track out of gauge and it would be very hard to detect it even in day time. Preparatory to the St. Mihiel drive, the wagon roads in the day time were practically deserted, as Fritz had his balloons up, but at night the roads were jammed, two continuous strings of trucks and artillery, one each way, and the railroad ran along the side of the road. Many times on dark nights the engines would run into the trucks, because absolutely no lights were burning. The artillery and the trucks did not know where they were, or whether or not they were near a railroad. A number of times a caisson would be very close to the track. The engine would clear, but the saddle tank would climb right (63) up on the wheel of the caisson and tip over with no warning to the crew at all. An unsafe speed had to be made at many, many points, because the country was rolling and the track laid to conform with it. In many places we had to contend with S l A% grades, li^^^HHH tfS&K 1'fT I __ - • l -.■€ ilr'i ■flESBT French Narrow Gauge Locomotive Damaged by Shell Fire mingled with sharp curves and obstructed vision. The rating for one engine was seven loads of rock or fifteen empties. To handle these trains up these grades, the greatest speed possible, twenty-five or twenty-six miles per hour, had to be acquired first. To do this and hit the bottom of the hill with enough water and 180 pounds of steam, absolute skill had to be used. Both the sanders had to be working, the train to be started at the logical point to take advantage of the sag, the engine with just enough water in the boiler to work wide the throttle without water slopping over into dry pipes and not to work over on the hill with the engine raised in front, at the same time having water on the crown sheet in tipping over the top of the hill, not to drop a soft plug. The steaming properties of the engine would not allow the working of injectors on these hills, the water lost to be regained in drifting down the other side. The engine in making one of these hills had to be started off full stroke and cut back to short cut-off after she commenced picking up speed. This had to be skilfully executed to hit the hill with the maximum speed, with the engine hot, and the proper amount of water. The engineer simply had to trust in Providence not to tip over, hit a cannon, a column of squads, some wooden-shoed women, or a French general. When the engine commenced to lag, she must be changed to longer cut-off judiciously so as not to run out of notches in the quadrant and to use the entire lot in making the hill. Many times the crews and some relief outfit, on their way to the trenches, would give a push on the train, saving the day. One slip of the engine drivers meant failure, and you either had to double the hill or take another run for it. When the engine slipped working at full stroke and wide throttle she simply raised off the rails and bucked like a bronco, throwing sky rockets like star shells and often drawing fire from the enemy. Going down the hills was just as difficult, for the cars were so as to make it impossible for the crew to climb over and set all the brakes. So the conductor and two brakemen, the engineer with a steam jamb driver's brake and the whistle signals did the best they could. It was very difficult to hold the trains with wet rails, and a very disagreeable sensation it was to come down a steep hill in a blinding rain out of control, knowing that the roads were jammed with traffic and trucks loaded with artillery ammunition. After making the hill it was just as steep down one side as it was up the other and it was all that the three trainmen and the engine brake could do to hold the train ; in addition to all this we were in plain sight of Montsec and within range of Fritz's guns, but somehow or other we were never shot at until we got into the woods. Half way down this hill the track would make two sharp turns, suddenly crossing the main highway and then parallel with it. At this point the railroad and highway were partially protected by camouflage and it was always by the greatest luck that the engine did not hit a cannon, truck or a column of squads on this crossing, especially at night. Within about two kilometers of this crossing the railroad entered the woods that extended to the trenches in the neighborhood of Raulecourt and Mandres, where the 26th Division was ''broken in" and the first American battle of the war was fought. Through this woods after supper time (and usually without supper) darkness reigned. The artillery was everywhere ; a battery of 75's would open up in the darkness alongside of the track at unexpected mo- ments, scaring the engineer out of two years' growth. He would pinch his brake a little and listen for the shell to break on Montsec; then he would hear three or four "come in"; pinch his brake again and feel for his gas mask — too dark to find it and no lights allowed. Eventually, after feeling his way up and down, doing "column right and column left" and bumping his head against the trees he would wind up at the limit for steam engines and turn his train. Tractors would then take the loads three ways to the trenches. After the safe (?) delivery of his train, which in most instances consisted of rations, ammunition and fresh reliefs for the trenches, our "hoghead" would pick up a train of empties for the return trip and duplicate his perilous way back as far as the edge of the woods in comparative safety and start back to the trenches again with more loads, con- tinuing thus until his stomach thought his throat was cut, and his feet had no place to sit down. After an unbe- lievable number of hours of this sort of work every muscle Loading Troops on the Narrow Gauge would be sore from his constant tussle with the fiendish throttle and sand lever. Often, after completing fifteen hours or more of such work he would expect to go home, but instead, would be at the "tender" mercies of an alleged Chief Dispatcher, who would send him over other lines of the division delivering empties to the ammunition dumps (64) and loads to the front, until the man or machine was worn out. On the rare occasions that he was given ten hours (more or less) rest he was called upon again to repeat the same performance. In addition to the above our enginemen were fre- quently called upon to take trains over strange track, on the darkest of nights and in country utterly unknown to them and in many instances perilously close to contested ground for delivery at points of which very little was known and in all cases this was successfully accomplished. There was no lack of effort before and during the St. Mihie] offensive on the part of the men to make it the grand success that it was. We could have done much bet- ter, however, with quicker results and less effort and fric- tion if we had but had the proper heads in the right place — jealousy between individuals and units and military "Red Tape" at critical times greatly reduced efficiency. The men, however, put forth a greater effort to counterbalance it. The most important factor in light railway operation is steam. This was very hard to get and maintain on ac- count of the nature of the grates and coal. The grates were very fine and with no apparatus to shake them. The coal was slack and of very poor quality. If men of ex- tensive experience had been given places of authority they could have filled places as Travelling Engineers and Train- masters early in the game and had the crews educated and the engines in shape before the arrival of the crisis; instead of this the places of authority were given to others and men were directing train movements whose civil life experi- ence was that of civil engineers and railroad conductors. These men would unquestionably have been of much greater value in their own respective lines of work. There were very few men of authority who were practical enginemen and there was very little system to train operations. So the men were mostly placed upon their own resources and the success of this unit particularly at this time was due to the fact that the rank and file were exceptionally good men and that they were facing the Hun. During the Argonne-Meuse offensive things were much different, the nature of the country was different, the track in rotten shape, poor facilities for eating and sleeping and more desperate fighting. But "Red Tape" was hopeless] v cut. We covered so much territory that the men who knew engines were placed where their work meant something. Therefore the work of the light railway was carried out more successfully, under much more trying physical con- ditions, so far away from the back shops that each operat- ing company had to make their own running repairs and ingenuity instead of "Red Tape" kept the trains moving. About to Full from Sorcy Yard Night bombing and shelling was continuous and the men slept in all sorts of holes and dug-outs. The engineers took water and coal when and where they could get it. Business was extremely good in every sense. After a few engines had siphoned water from a shell hole near "K-l" in tlie shadow of Montfaucoh a boot with a foot in it came to view. Farther up the line "Steam-Jam" Smith had found three dead "Crock-heads" lying peacefully in the bottom. Over the line from Dombasle to Montfaucon, ninety loads of rations and shells, besides six or eight loads of poison gas, delivered to the front was an average day. This meant an equal number of empties coming back and no more than eight cars on any train. There was but six hours between October 14th and November 11th, that there was nothing placed at the ration dumps for unloading. This was on account of derailments. During this offensive crews worked in territory where forty sections of Decau- ville track were shot out by shell fire in one kilometer. Xcry interesting railroading. A Sola!© quay of a Solxaet© Ee^ae©©ir It is finished now, and we are glad. The experience will bring a smile of satisfaction in the days to come, as we toast our shins at the fireside and review our part in the orgy to remove the pestilence from the earth. The coal was invariably bad, mostly slack and dirt. It was always necssary to take advantage of every opportunity to replenish the steam pressure and water supply in the boiler. Hardly any of the engines would steam sufficiently well to work an injector while working steam. Because of the necessity for every engine on road work boiler washing was often deemed unessential and great care had to be exercised in carrying water to prevent foaming. Due to the amount of work that fell to us it was neces- s.irv to handle in each train full capacity of the engine. When the engines were designed no care bad been taken of the balancing feature in the throttles. When the work- ing pressure of ISO His. had been developed on the little boilers the throttles on most of the engines could not be opened with one hand. If given a full opening the boiler pressure in the little 9 xl6" cylinders would cause a violent slipping, tearing the fire to pieces and due to the shallow fire boxes, fill the bottom rows of the Hues, depriving the engine of that much heating surface. The sanders were worked by hand and you must let loose with one hand in order to work the sander. The throttle invariably would change slightly in doing this. We would (65) frequently hold onto the throttle until our arms, shoulders and wrists would become sore from the constant strain. The speed restriction held us down to eight miles per hour. It was necessary to be reasonably sure of staying on the track. The ruling grade of the track was the physical characteristics of the undulating territory through which we were working. It was impossible to pull the trains we were compelled to handle up the short heavy grades. Momentum must be gained in the descent of one grade to carry us over an- other. At the same time, time must be allowed to recuper- ate steam pressure and water supply sufficient to make the ascent. In gaining momentum for ascending a hill, each curve and low spot must not be forgotten. Otherwise de- railment would result. Ofttimcs at night when the rails were bad, it was impos- sible to hold a train with the engine brake in descending a grade. A call for brakes would possibly result in the train crew believing something derailed and set too many brakes. When the signal was given to release brakes to get a start for the next hill it would require so much time in releasing them and the steam pressure so greatly reduced, we would stall on the hill. A flag man must be sent back, the steam and water built up again and another attempt made. Due to there being no lights used on the railroad nor highways, it was difficult to prevent running into vehicles, and the trains you were following. It was particularly essential that the engineer be thor- oughly familiar with the condition and the physical char- acteristics of the track over which he must go. Otherwise it would be impossible to properly gauge the speed neces- sary for making the next hill. Where to take advantage of a slight depression to accumulate steam, where the curves were sharp or the track in bad condition. It was a man's size task to cope successfully with the many difficulties of transportation. To expedite the move- ment to the front one's head must be used for more than a hat rack. There was no place to sit down and little protection from the elements was afforded by the parody of a cab that decorated the little engines. I recall an operator from the 12th Engineers who made a trip from Trondes on a train of rock. "Are all engineers always as busy as that one was?" he asked. I replied that I hadn't seen that engine in action but that every one of them was very busy when trying to make a heavy grade with a train. One hand on the throttle, the other continually working the sand lever. Quickly reaching at times for the reverse lever to change the stroke of the valves ; at the same time watching the track, the train and ever listening for the whistle carried by the trainmen signalling. At any moment a car was apt to jump the track. After the reduction of the St. Mihiel salient, we were confronted by new conditions that were the exception rather than the rule before. The German road bed was of slag from the iron mines. In the marshes places were corduroj'ed with small poles in addition. The rails varied, most of it a little heavier perhaps than our American steel, and had been repaired by the addition of a section of the lighter steel where needed. The tracks went everywhere and it resembled a net very much, there was scarcely a point we could not reach by two or more lxmtes. There was only the water supply to draw from as it had been developed by the Germans. It was necessary to use a suction hose to fill the water tanks from holes along the track. The ailments these very necessary appurtenances would contract made it essential to carry a water bucket. Many times have we filled the water tanks in that manner. For days at a time we have had no telephone communi- cation from station to station. The wires would be shot down, the line cut and in some instances our line would be appropriated by the Signal Corps as salvage. The art of smoking from one block station to the next was carried to a high degree by day. At night, the pitch dark, stormy variety that met us in the Argonne are the ones that were particularly difficult for us. We, as a regiment, were smiled upon by the Divinity who regulates the destinies of the faithful. And in some miraculous manner we kept the endless line of supplies going to the front. It isn't at all disagreeable in reviewing the situation to know that our part was a difficult one. It is consoling to indulge in a smile of satisfaction in the knowledge of a work well done. Private Bartlett A. Schilling, Company D. kjirey RaiMheadl Operation! By C, S. Elliot Of the several railheads operated in conjunction with the light railways of the 21st Engineers, Sorcy was the most important. Turned over to the Operating Depart- ment about the first of August, 1918, Sorcy became the subsistence supply base for the American forces in the zone of advance, north of Toul. Ten days later the first American field army was formed, followed gradually by the concentration of troops in the area served by the 21st between the Meuse and Moselle, until on the 12th of Sep- tember, the first day of the St. Mihiel offensive, two Ameri- can army corps and one French corps were in the front line and a number of divisions in reserve, or a total of some 400,000 men.* Almost one third of this number, 130,000 men, were rationed by the Sorcy Railhead, some 55,000 rations being transported daily by the light railway, the balance being handled by motor trucks. In addition to the daily or "automatic" rations, some 500,000 reserve rations were issued during this period, with a reserve of 300,000 to 500,000 rations piled up in the warehouses at Sorcy. t In addition to rations and forage, a great deal of troop prop- erty was handled by the light railway. One division (the 89th) received all of their property in this manner. Per- sonnel, Engineer material, planking and timbers, light rail- way sections, crushed stone, all provided no inconsiderable * Lieut. Roberts, formerly with Sorcy Railhead. f Total troops engaged. Pont a Mousson to Les Eparges 600.- iihii men. (66) tonnage out of Sorcy, and for a time, even water was ;i commodity offered for transportation to the front line. Altogether during a period of something over two months, eleven divisions, two artillery brigades, numerous engineer and casual troops received rations, forage, and other supplies from Sorcy. This tonnage was handled from the Intermediate Sup- ply Depots to Sorcy by the Est Railway and set out on one of the two tracks reserved for the Americans in the French yard (the other track being reserved for empties returning to the French). A Belgian engine, the 3107, a high wheeled old race- horse, was assigned to switching the loads over from the French yard to the railhead, spotting cars at the unloading platforms and pulling out the empties. Over in the narrow gauge yard there was a 50 horse power gas tractor for the railhead switching and another of the same type assigned to the construction department, handling crushed stone from the quarry to the yard, spot- ting cars at the rail and timber dumps, etc. Empties were spotted at the platforms during the night when possible and loading usually started at 7.00 A. M. As fast as a train of twelve cars was loaded, a road engine and crew were waiting to couple on and pull out. The first train was usually loaded by 8.30 A. M., followed by trains throughout the day at intervals of one to two hours. About 4.00 or 5.00 P. M. a meat train was sent out, con- sisting of two to four cars of fresh meat, filled to tonnage with other available loads. Loading for the day was usually finished by six or seven o'clock, and the movement of eighty standard gauge loads and one hundred narrow gauge loads was considered a pretty good day's work. The light railway forces at Sorcy, in addition to the round house and shop forces and the yard and road crews, consisted of an Assistant Train Master, with supervision over train crews and operation in the district; a yard master in charge of yard operation ; a commercial agent maintaining liaison with the Quartermaster Corps and other shippers and a clerical force. Although Sorcy was but fourteen kilometers from the German front line, very Httle interference was attempted by the enemy, during the many months of construction and operation of the terminal. German aviators often flew Derailment on the Soixante Near Neuf Etang over the camp, doubtless taking many pictures, but not until late in the summer was an attempt made to bomb the railhead. Two daylight bombing expeditions were made against Sorcy about that time, but luckily no damage was done. It has been said that the railhead at Sorcy was the best designed and constructed light railway yard in France. Whether or not such was the case, its capacity and facility of operation proved ample for the heavy demands placed upon it before and during the St. Mihiel drive. Now, how-- ever, like many of the old boom mining camps of the west,, Sorcy Railhead, its days of usefulness over, stands silent and deserted. The few American faces seen are those of strangers ; doubtless even they will soon be gone. Wireekleg ©o tin© Soixaete By Master Engineer Fred Lamg My first experience in wrecking was on the road be- tween Boucq and Leonval, on a very dark night and while there was a heavy movement of troops and wagons on the highway alongside our track. A wagon which was being driven too close to the track was struck by one of our steam engines, the water tank of the engine sliding up on the wagon wheels, shifting the weight of the engine and tipping it over into the ditch, and injuring the fireman so badly that he was sent to the hospital where he remained for three weeks. We had five trains of ammunition waiting at Boucq for Leonval and in order to get the line open as quickly as possible we built a "shoofly" around the engine and had the ammunition trains moving over the new track in about an hour's time. Then the wrecker appeared upon the scene. This out- fit consisted of two artillery cars loaded with block and tackle, ties, blocking, sections of rails, etc. The men ex- cavated and leveled a place large enough for the engine to be set upright. Into this was put a solid bed of ties, after which the block and tackle were put into use. In order to get the engine upright we were obliged to use jacks, until we had it up to an angle of 45 degrees. A chain was fastened around the steam dome and a block and tackle was hooked into it, the other end of the tackle being an- chored hi a tree, and one of our steam engines did the work of further righting the wrecked engine. Then it was necessary to cut the main track and add enough sections to reach our engine, which was considerably below the level of the road. This engine we rerailed in about two hours' time, but as this was our first experience, it took us much longer than it did later. Just before the St. Mihiel drive we had a number of wrecks. Six steam engines were picked up in a period of three weeks preceding the drive, the last one being the night of September 12th, when a rush order of ammunition was to be taken up to Raulecourt. No steamer had ever gone beyond Edgewood on that line and there was no bal- last beyond that point. The track was on a mud fill which gave way when the first steamer attempted to cross from (67) Edgewood to Raulecourt, tipping the engine and one car over in the mud and water, making an all night's job. A plank and tic bottom was put in and about a foot and a half below the level of the engine. We put in an awful night, between digging in the mud and water, jacking up the engine, a gnat part of the work was necessary on ac- count of the track being too soft to permit us to bring another steam engine to give the necessary assistance on the block and tackle. In addition to this we had to work without lights of any kind on account of Boche planes. There were two batteries of eight inch howitzers camou- flaged along the track at Edgewood, some three hundred meters from us and they started shelling the Germans about nine o'clock. About midnight a big gun, which was hidden about five hundred feet behind us, cut loose with a roar. The first time we heard this gun we thought it was a big shell coming in and we all ducked and went over to the Salvation Army. There we got cups of hot chocolate or coffee which steadied our nerves and we returned to our labors. This about completed our wrecking on the St. Mihiel front. The drive being over, business dropped off considerably. Soon after this we took our wrecker and went over to the Argonne. We had a great deal of work to do in that country because of the light construction, lack of ballast and the generally poor condition of the line by reason of the excessive rainfall. I will mention one night's work in this sector as an instance of what the wrecking crew had to contend with. We were sent to Romagne, arriving there on November 8th, and started moving rations for the 2nd and 89th Divisions from Romagne to St. George and a siding near Andevanne, a distance of 17 kilometers. The track was in very bad shape, having been badly shot up. On November 9th, at 9.00 P. M., we left Romagne with fourteen gas tractors and 42 cars of rations (about 300 tons) for the 89th Division. The only man who had been over the line was the man on the leading engine. We had gone but five kilometers when his engine left the track and was in such shape that it had to be tipped over into the ditch to clear the main line. We then proceeded slowly until finally the leading train re- ported that they had found the end of the line at a road crossing. We went up and found a log across the track, which upon closer examination proved to be a tree which had been felled by an enemy shell, blocking both highway and railroad. About that time, some trucks happened along and with their aid the tree was pulled away and rolled to one side. We arrived at our destination about one o'clock. On the return trip things commenced to go to the bad and when daylight came we had two engines tipped over and two engines, double heading, in a shell hole. It took us all day to get our five engines back on the track, but they were on the job again that night as if nothing had happened. Telephone Cooiinriiuieiiesitioe Realizing the impracticability of placing telegraph oper- ators at each block station or shack, as they were called, the 21st Engineers decided to block their trains by telephone. They belonged to no division and could not depend on the detachments of Signal Corps who might be in the vicinity, so a telephone squad of our own was required. It was also found aecessary to keep the different companies and de- tachments working over a wide territory in direct com- / inc in Foret dc la Reine munication with their headquarters, where the work was directed. The success with which our little telephone squad met these requirements caused other outfits in our vicinity who were associated with us in our work to desire com- munication with our switchboard. The Signal Corps recog- nized our little system as of some importance and gave us lines to their principal exchanges. By slow growth we thus took a place in the telephone system of the A. E. F. and became so far as we know the only non-signal corps regi- ment to handle the telephone work for any section of the great system. The telephone detail of the 21st was twelve men. For a time, during the offensive there were as many as forty men in the detail. The majority of them were telephone men in civil life and with but few exceptions the original twelve remained with the detail for the duration of the war. Line patrolmen at the front did not necessarily require an extensive knowledge of telephony. The main requirements of a patrolman was to be able to quickly locate a break in the line and to work under adverse circumstances. Shell fire was the lineman's worst enemy, a seventy-seven shell breaking 5 meters away would tear down the line. All lines in the active territory were strung on 18 stakes, and this wire was insulated. At the beginning we used the U. S. Field wire, 11 strand steel, 1 strand copper and well insulated. No. IT R. C. twisted pair was also used but it did not give good field service as wire would lay on the damp ground for long periods. When the line gang first started to work material was very scarce. The first line was built with No. 15 soft drawn iron wire on French poles, American brackets and in- sulators were used. After this line was completed a requi- sition was sent to S. C. for No. 14 iron wire and other neces- sary material. Some trouble was experienced in getting this wire as the 21st was not at this time recognized as a Signal Detachment. But after the switchboard was in- stalled, the importance and efficiency of the organization was recognized and from this time on was much easier to (68) secure material; in fact, all requisitions were filled without question. The Signal Corps and 21st Engineers from this time on, worked together. During the first days of the telephone squad, each line came into a different office. This, of course, caused con- fusion and a W. E. No. 1 cordless switchboard was installed at headquarters to take care of our lines and drops to the more important offices in the building. This board ac- commodated ten lines with five conversations possible at cue time, but we soon out-grew this and a second No. 1 cordless board was "cut in" parallel with the first board. This effect was accomplished by connecting the supervising drops of board No. 1 to board No. 2. This gave us a line capacity of twenty, but the instant conversation capacity remained at the original five. For the operation of these boards and the telegraph line that connected us with the Signal Corps telegraph system, we used five men, the third or night trick man handling both telephone and telegraph and receiving daily work reports. Three weeks before the St. Mihiel drive commenced, the linemen were very busy building lines to ammunition dumps and extending the old lines. The night before the drive commenced a. large amount of material was stored at Ansonville and Menil-la-Tour, 250,000 feet of No. 17 twisted pair and 88,000 feet single field wire. This was all used in the line to Woinville and Thiaucourt, twenty-eig kilos being strung in the three days following the advance. Shortly after the St. Mihiel drive, the 21st Regiment Engineers was ordered to the Argonne. Packing emergency material on a F. W. 1). truck and leaving the rest of the material to be transported by rail, the gang moved. At this time there \v;n no telephone communication for I.. 1\. in the Argonne. The French were building from Dombasle to Es The 21st made camp at lorn- and built a first class field line to Montfaucon. Much trouble was experienced on this line because of constant movement of artillery and tanks that wen- continually tearing down the wires. Leavine two men to shoot trouble, the remainder of the gang moved to ('hippy and commenced construction of a line from Chcppy to Grand Pre. There was much work to be done at Yraincourt and there was shifting of men to build the necessary lines to headquarters. The night the second drive was started a direct line, twenty-eight kilometers long, from headquarters at Yrain- court to Cheppy, was completed in twenty hours, giving headquarters connection with all the scattered detachments. The linemen worked steadily for twenty-eight hours on this line, and after a few hours* sleep, work was commenced from Apremont north. Work of the Electrical Department After the Armistice— Teelhimieal History ner G, Price The signing of the armistice caused the stopping of further work in the Argonne sector, and a small detach- ment of telephone men were ordered to Confians, on Novem- ber IT. 1918, to place in operation lines of communication for railroad service between Verdun and Confians, and between the latter place and Briey, .Met/. Audun, Longuyon and Longwy and intermediate points. We arrived in Confians on the 18th and started at once on the line to Verdun, much of which, out in the open country, was in good repair, but near stations and in the area of shell fire the lines were badly wrecked. In the Confians yard they were in very bad shape, and for fast work we strung twisted pair field wire for all of our circuits from the edge of the railroad yard into the depot building. Shortly after our arrival, the work was taken up by the 56th Engineers in conjunction with the 21st, and as the lines toward Longwy, Briey anil Metz were in fine condition, it was only a short time until communi- cation was established with all these points. In some cases the old German instruments were still intact and in opera- tion. In a majority of cases it was only necessary to pick out a pair and track it through, perhaps stringing in a small section of "twist" now and then to have a good circuit. Later, we took over the entire maintenance and operation of the lines of the division and maintained same with a forty-drop board at Confians and smaller hoards at Longuyon and Audun, until relieved, some time in December, of all telephone and telegraph work by a detachment of the 414th Telegraph Battalion. In addition to telephone work, it was necessary to restore electric lighting to the various railroad stations, yards and shops. We started in a small way. using a French 17 KW gasoline generator set, installed near the station at Confians. Practically all of the wiring in the building had been destroyed and here again our much used American twisted field telephone pair played a big part until we could get some copper wire from the S. O. S. The lights do not burn very brightly when field telephone wire is used, hut we needed some light. Later we put in good copper circuits and used a No. 17 copper twisted pair for inside wiring, as it did not have to pass an American underwriters' board. It gave fine service. As soon as the French gut their power circuits in working order throughout this territory, we obtained ser- vice from their 10,000-volt lines for Confians. Baroncourt, Audun, Briey and several other places. At some of the places we used power for shop work and pumping water. In nearly all cases we made our own transformer instal- lation, and built our own lines, as the French were short of both men and material. The regiment was to he con- centrated in Labry, at an old French army post, so it was up to us to light the place. Circuits were strung and lights were installed. Then we found our voltage low, owing to the extra load involved. We moved the old generator set up and worked in a cut-in and cut-out system for the more important circuits, supplying sufficient voltage to these from dusk to eleven o'clock. The remainder of the time thi' circuit was energized by the French power. (69) rVi2" J 1 «-i rJ- , ■ Z\ fe lL*.»=-r«! a../- bo'o-c "C 11. G.\» V.0 I 7tH[ [| tLJ z"«.s" t.\ p<^t 'S* D'fr. Y L E_<" 2»6" P I L 3 HM»J; til JlUKH 5lt(, ZVfc' J I (l^HJI tl^t i £AT 1 1 * o UH; U IV. It! N IL» » H » <| T 1 E 1 1 1" U m< 1 1_ il (ift-LV. \ Bl • IL V ft L t W k L L ft S, T 1 *" L L 1. t V * T I H 4 - L- a xxj-iiti^j- -=*■■>• — I 15 FtET-J -w~ D i a r L C i> t l_L I 5 l)- T Fl*TF0E.I^ ft B_ T I ft- L L ft K •T T f L N U I - yiUttHif III JlUUllN -7 o ia r-ln l it t n - LLILlHQ'lllPT-ZljT-LHMylEtJLJ^ \k5-ft L M Y 1) il ft vi h By V.fc- Jt • s t— (70) Medhaoiieal D©partm©et 9 2 1st R©gim©et Eegleeers (L. R.) By Albert J, Link, E. The mechanical department, in charge of Captain M. M. Sheedy, was called upon to build, as well as repair, machinery of all kinds. Shortly after our arrival in France, a detail was sent to La Havre to choose the ma- chinery for the Sorcy shops. Early in March the following machines were installed: One shaper, one planer, one 12-inch lathe, one 14-inch lathe. A single cylinder gas engine served as the power plant. Thus equipped, we started operations. Water next received our attention. To obtain this it was necessary to dig a well twelve feet in diameter and forty-eight feet deep. We laid 4,000 feet of 4-inch main to a reservoir and 7,000 feet of distribution pipe to four Wye at Boucq standpipes, twelve barracks and to twelve faucets in the yards and shops. To pump this water we installed a two-stage centrifugal gasoline motor-driven pump having a capacity of 200 gallons per minute, and one single-stage centrifugal motor-driven pump having a capacity of 6,000 gallons per hour. The water consumption was 85,000 gallons daily. This work was completed in thirty days. About February 15th the first locomotives arrived. These were of the gasoline 35 h. p. type. Shortly after- ward the 50 h. p. type were received. After making minor adjustments, these locomotives were placed in service. Having no spare parts, we were obliged to make all repair parts in our machine shop. At the time of the St. Mihiel drive we were operating 126 gasoline engines in the Toul sector. We were given a standard gauge yard derrick of English make which we assembled and used in handling our cars, which arrived about April 1st. We received 105 flats and fifty-five gondolas, having capacity of 22,000 pounds each. We assembled the cars at the rate of eight cars per day, driving ninety-two three-quarter-inch rivets in each and placing brasses in all trucks, fitting up brake rigging and standards and placing bodies on trucks. The gondolas had no device for holding the drop doors, so we made pat- terns and cast iron grab locks. These were so arranged that, regardless of the load bearing against the doors, the locks could be released and the doors dropped. It was in the gondolas and flats that most of the ammunition was taken to the front. It was possible to load 248 six-inch shells, each weighing ninety-four pounds, on one of these cars. After completing the work of assembling cars, Captain Sheedy conceived the idea of equipping the flats with stretcher bearers or yokes which would accommodate not only our stretchers, but also those of our allies. These yokes were suspended from standards in such a manner that the stretcher would swing clear of the car body, thus permitting the transportation of wounded with the least amount of jolt or discomfort. When not in use, these yokes were carried underneath the body of the car. It required three minutes' time to convert an ammu- nition or ration car into a comfortable ambulance car having space for eight stretchers. It was in these cars that very many of the wounded were moved to the hospitals or the standard gauge and Red Cross trains. About April 15th the steam locomotives arrived. They were of the saturated 2-6-2 type, cylinders 9 by 12 inches and carrying 1T8 pounds of steam. These engines were fitted with side tanks. The coal bin, rear end, had a capacity of 1.700 pounds. We had no repair parts for these engines, so we made patterns and had steel, brass and cast iron castings made at the French foundries. The vapor machines, as our gallant colleagues, the French, called our steam engines, often derailed when trying to take a 20-meter curve. After making steel rockers, which we stayed into the trailer springs, thereby raising the rear end of the engine and replacing the forward pedestal wedges with dead wedges, we found that they would curve quite freely. While meeting these unusual railroad conditions, which frequently taxed our organization to the limit, we were required to do much mechanical work for the First Army. We designed and built mooring pedestals for machine guns, apparatus for cutting barb wire entanglements, braces for men with broken limbs, supports for men with bullet holes in their necks, carriages, supports and apparatus for men with body wounds, also brackets and trolleyed yokes for the serious rases, which were moved to the S. O. S. We were called upon to make repairs to aeroplanes, motor tracks, tanks, tractors, stone crushers, air compressors and diverse other machinery. In addition to this work, we made all special crossovers, switch points and compromise joints, besides many of the switch stands and track bolts used by the construction department. After several months of operation, it became evident (71) that the practice of filling gasoline tanks by hand would have to be discontinued, so we installed a filling system: a 1,500-gallon gasoline tank was placed fourteen feet under- Interior Machine Shop. Sorcy Care ground. This for protection, for we were being bombed regularly. Km- the purpose of accommodating pump plunges, a special supplementary well was sunk six feet underground. The daily gasoline consumption was 1,200 gallons. Upon completion of this work, we built a system sup- plying water to Mobile Hospital No. 29. Another system was put in the prison camp at Ligny, where 3,000 prisoners were handled daily. The water consumption was 15,000 gallon^ daily. A similar system was put in the prison camp at Pagny. Midsummer found us operating quite successfully, in spite of the fact that our steam engines would not burn the coal which was mostly slack, hut would draw it i'it-> the flues, stopping them completely. To prevent tin-. holes were drilled into the fire box door, supplying the necessary overdraft. Nozzles were made for the exhaust stand that not only split the exhaust, hut caused it to rotate through the stack and come out in rings of steam. The boilers required much attention, for when on the road, water was syphoned out of shell holes. The doughboys would wash in the water, leaving it very soapy, so that when used in the boilers it caused foaming. Sand w a scarce, yet altogether necessary, especially on the 15-pound steel, for here the tractive effort exerted was so much greater than the adhesion between driver and rail that the drivers would slip almost constantly. This caused myriads I ! ' Repair Shop, Sorcy Gare of sparks to ascend skyward from the stack. It was this sparking, together with the Hashes from the fire door, that made our locomotives so undesirable for night work, not- withstanding the fact that one misinformed writer in the United States explained that we used these engines at night only. We operated eighty of these engines in the Toul sector. After the St. Mihie] drive of September 12th, our shops were moved to Dombasle, in the Argonne. Con- ditions here were even worse than in the Toul sector. The Germans had built the railroad and had placed extreme elevations in the curves. Innumerable derailments caused much delay, for it was very difficu.lt to rerail our equipment on German high steel. The French, who were operating jointly with us, used ratchel .jacks for retracking. This method did not satisfy us. so we designed buzzard wing rerailing frogs. These were made of steel and proved invaluable, for they eliminated much of the hard work and the time required to rerail was reduced considerably. The water situation was had and almost all the water had to 1)0 syphoned from shell holes. The Germans had syphoned all the water out of the holes nearest the track, so we had to reach out to those farther from the rail. The syphon hose with which our engines were equipped were faulty in construction. They were of the two case type with a coil shaper spring between the inner and outer shell. When creating a vacuum in the hose, the inner lining would collapse, thus closing the hose up tightly. The Germans Sorcy Blacksmith Shop had left some paper hose, which, after being coated with paint to seal the pores, was used as extension line, making it possible to reach the isolated shell holes. Immediately after the signing of the armistice, we were sent to Longuyon to take over the standard gauge railroad, which the Germans had held for four years. Here we found tilings in a bad condition, filth and disorder every- where. The water system had been partly demolished, the reservoir punctured with bullets, the piston pump filled with an assortment of monkey wrenches, open wrenches and scrap iron, the thrust on the centrifugal pump was moved out of alignment, thus making it impossible to create a vacuum in the suction line. The motor was grounded. The wires on the switchboard were either disconnected or crossed, and the piston head in one of the engines was loosened so that when starting it punctured the cylinder head. This pumping plant, when in order, had a daily capacity of 500,000 gallons. After thirty hours' repair work, we started supplying the locomotives with water. The coal derricks, too, were put out of commission, so we were obliged to shovel the coal into the tenders. We enjoyed a privilege that seldom falls to the lot of the railroad men; that of going into an engine house and choosing power, for the Germans had left thirty-five loco- motives of cither French, Belgian, Dutch or their own make. Having chosen a German superheater, we made the first trip to Conflans. The track was intact, with the (72) exception of that blown out by bombs in the yards. After returning to Longuyon, we were ordered to Longwy. We found the tunnels mined, so we were forced to postpone the trip until demolition plants had been removed. At Longwy, things were in a bad way for us. The switches were disconnected, the interlocking plants inoperative and forty-eight engines were parked on the main line. The pump bearing oil rungs were removed and the oil boxes filled with sand. After fifty hours' work, we had things in such shape that we started moving refugees and pris- oners released by the Germans at the rate of 8,000 per day. After several days the Army of Occupation moved in, and we handled their equipment as well as rations. After one month of operation, we were moved to Audun. This place', like the others which the Germans had held, was in bad shape. Wires to transformers were cut. The monster machine shop was reduced to a junk heap. All leather belting was removed, gears were stripped, machine ways and carriages broken. The steam pumps were disconnected, the boiler head holts loosened, permitting the ring to blow out, the volt and ammeters were taken from the switch- boards, the brushes taken out of the motors and the release valves removed from the suction lines. After twenty hours' work, we started pumping water. The plant, when in working order, had a capacity of 250 gallons per minute. Our experiences were so altogether varied and thrilling that it would be an injustice to both officers and men if we failed to record the spirit with which they entered upon the hardest and most menial work, as well as the most Derailed Narrow Gauge Car North of Mont Sec complicated. A great cosmopolitan group, representing almost every State in the Union, recruited from railroads, laboratories, testing plants and factories, these men who delighted in solving the problems so foreign to those of civil railroading. While they may drop back into the oblivion of civil life unheraled and unsung, yet they have the satisfaction of conscience that goes with work well done. Albaiinrville Shops The light railway central shops and yards were con- structed at Abainville (Meuse), a village of about two hundred inhabitants, forty kilometers soutli of St. Mihiel, for the purpose of assembling, storing and repairing light railway track, locomotives, tractors, cars, etc., for the American 60 cm. gauge railways, and the forwarding of the same from the standard gauge railhead up to the advance zone. On April 9th Companies 12 and 13 of the First Motor Mechanics arrived at Abainville and on April 24th began breaking ground for the main track to the shops. On April 26th the first material was unloaded and May 1st witnessed the beginning of actual construction of the plant. Interior Machine Shop, Sorcy Gare Work continued until June 1st. when the concentration of German troops on the St. Mihiel front caused a cessation of activities and all buildings which have been erected were mined, preparatory to their destruction in case of a Ger- man advance, and plans for moving the plant farther to the rear were under consideration. A detachment of men from the 1st Regiment, Motor Mechanics, however, con- tinued assembling equipment during this period. On July 27th construction and operation were resumed and continued without further interruption until Novem- ber 11th. With the signing of the armistice practically all construction ceased. Operation thereafter consisted of running repairs only. The plant, when construction ceased, covered approxi- mately ninety acres, being made up of the following units: A high duty pumping station on the bank of the Ornain Kivei'. a tributary of the Meuse, which comprised two motor-driven centrifugal pumps of 5,000 gallons per hour capacity, one for emergency use only. Water was pumped 8,500 feet through a pipe line to a concrete reservoir of 130,000 gallons capacity, constructed on the hillside above, from where water was distributed for general use through- out the plant. A drinking water plant consisting of twenty-two wells, with one three-plunger, five horsepower, motor driven pump raising water into a water tower of 20,000 capacity. The power plant, housed in a steel building, 60 feet by 42 feet, consisted of three 300 horsepower horizontal water tubes, 200 pounds pressure, hand fired boilers erected two in a battery and one single, each boiler having a smoke stack eighty-five feet high, supplying steam for driving two 250 horsepower simple steam engines, directly con- nected to two 250 watt, 125 volt, direct current generators. The power was used for operating the various machines and to light the plant. Two 500 cubic feet capacity air (73) compressors at 200 pounds pressing were steam driven. The exhaust steam from the engines was utilized in feed water heaters for the boilers. Live steam was used to heat Mobile Machine Shop at Sorcy Gare the offices and quarters. The power plant was spanned twenty feet above the floor by a five-ton hand operated crane used in assembling and repairing the engines. The shop superintendent's office, with a drafting room above, and store room, were housed in a steel building 150 by 42 feet with a wooden partition forty feet from the west end separating the offices and drafting room from the store room, which contained a complete supply of tools and material necessary for the repair and maintenance of the light railway equipment. An addition, 300 feet by 42 feet, of wooden frame and steel, was later added to the store room. The planing mills, carpenter and pattern shops were located in a wooden front and sheet steel building 250 feet by 42 feet. The machine and repair shops were contained in a building 200 feet by 42 feet by 21 feet, spanned for a length of 70 feet by a five-ton electric travel- ing crane. The car shop was a steel building, 175 feet by 42 feet, with three tracks for setting up gondola and box cars. Another track adjacent was used by a five-ton locomotive traveling crane for handling the trucks and the car frames. On the opposite side of the shop were located three 45 cubic feet, 100-pound pressure air compressors used to operate the riveting hammers. In what was termed the upper yard, the car bodies, tractors, locomotives, etc., were stored and finally assembled in the shops or along yard assembling tracks. In the lower yard the rails, ties, bolts, etc., were stored. There complete track sections Car Load of Ammunition five meters long, with steel ties attached, were assembled and stored ready for shipment to the front, and included not only straight sections, but also curved, switch and crossing sections. Two steam locomotive cranes, one five and one twenty ton, were used for unloading, handling and reloading material in the upper and lower yards. A total of 2,307 cars of all types were erected, exclusive of approximately 400 dumps, construction cars and speeders. The daily output about the time of the armistice was an average of thirty-two cars. The erecting shop for assembling and repairing steam locomotives, a steel building, 42 feet by 200 feet by 28 feet, had two tracks, 3 feet 6 inches above the floor level the full length of the building, one on each side and one at the grade and with a pit through the center. The greatest number of locomotives assembled in any one day was nine, with a daily average of three for the period, the total num- ber assembled being 194. The gas tractor, tin, pipe and welding shops were housed in a steel building 200 feet by 42 feet by 28 feet, equipped with two 10-ton and one 5-ton electric traveling cranes. The greatest number of tractors assembled in any one was six, the daily average being two. A total of 121 fifty and sixty-three horsepower tractors were assembled. The smith and boiler shops were housed in a steel building 60 feet by 42 feet. The oil house, a steel building, 45 feet by 42 feet, Narrow Gaucje Siding, J 'aeon afforded storage for all oils, paints and waste. The round- house, a wooden frame and sheet iron building, 50 feet by 60 feet, with an office 12 feet by 12 feet, had three tracks running directly through the building, with two inspection pits, 5 feet by 5 feet by 5 feet. The officers' quarters consisted of three adobe buildings, 175 feet by 50 feet, connected at the rear by two passages double open fireplace into a main assembly or reading room twenty-two rooms each. The center building divided by a double open fire place into a main assembly or reading room and a dining room with kitchen at the rear, completed these very comfortable quarters. The housing facilities for the men comprised thirty-four Adrian barracks used as sleeping quarters and eleven used as mess halls, kitchens and company offices. The remainder of the camp consisted of a Salvation Army hut, three Y. M. C. A. huts, a commissary, three garages and a stable. The first organization of the 21st, Company N, arrived at Abainville September 21, 1918, and it was followed shortly by the Third and Fourth Battalions and Com- pany O. At the present time, April 1, 1919, the shops are being almost entirely operated by the men of Companies G, N and O, located at Abainville. (74) p* -u!£-J^jg± ^ -3S _L_ fl»P.;,l)MWlMti.r.tT(.,ftLE r I L E. IK J"T 1 r r P-dPES-Foi&EP-./. ,. I i Ai n II ,; *iU£L_»i£. T iu=4 \ \ V i t W VJritll ^*JE "J Cl»JE-D \ I3fc c b 3'-q' 1J -1 \ i— Uf D tT fs I L OT JTP. Lflftl L. J\Vl. Yt LT I tAL M* P T I II A Q Cut. JlAT f MNT t L tYM 1 ON 1] Z'/Z: nZ'/z.- m / / / iiJfrr H I l ^ v. N ffi t J 1 I) t-L L E V ft T I N P o j t - - Tuuuul-./ht\ -r nn . 1 J-- <=>•- 6" -i. i^ -i rt 6-^ ^=^1 1 --.fl -t (0 F L ft N Qf L W E L ft V N K f L ft H OF UflL t)HK T a J T J iiXMixaas^a 1 m IB *^ «,l L (J EO.E To K.E ii«^N■* [fJ3fr-r- (80) and station buildings and right-of-way littered with refuse. The terminals at Longuyon, Longwy and Audun were in much the same condition, round houses and machine shops in a state of chaos, tools and belting missing, machinery badly damaged, interlock! is and signals every- where disconnected or otherwise damaged. Passenger Station, Conflans As soon as switches could be repaired and engine facilities provided, train operation was commenced, the traffic first consisting in moving out refugees and prisoners released by the Germans. The railroad from Verdun to Conflans was repaired by elements of the Third Battalion, 21st Engineers, the 15th Engineers and other troops about this time, as was the line from Nancy by the French railroad forces, and im- mediately the delivery of American power and equipment was commenced. By December 10th the Army of Occupation was moving into the Rhine Valley and the lines operated by the 21st became a division in the now greatly lengthened line of com- munications. In the meantime, an operating force had been organized with a general superintendent, division superintendent, train masters, train crews, dispatching and station forces, a maintenance of way department, engineer M. of W., division engineers, signal inspectors, supervisors, foremen, etc., a mechanical department with superintendent motive power, master mechanics, foremen, inspectors and engine house men. The rehabilitation of the lines continued and gradually the yards were cleared of the accumulation of German loads. Ammunition was unloaded at the various dumps and miscellaneous material, such as rails, I-beams, ma- chinery and lumber unloaded at Quartermaster supply dumps. Such German equipment on hand as was accepted by the Allied Commission was delivered to connecting lines at Conflans, and that rejected was moved back into Ger- many by German crews. On January 28th, the lines operated by the 21st were organized into the 24th Grand Division, Transportation Corps, under jurisdiction of a general superintendent, reporting to a general manager, located at Commercy. At Conflans interchange was maintained by the 21st with the 13th Engineers operating the line from Verdun, the French operating Nancy to Conflans and the Germans operating Metz to Conflans (joint track Battilly to Con- flans), and Hagondage to Conflans (joint track, Block Orne to Conflans). At Longuyon, interchange was made with the French, operating the lines to Longwy and to a point beyond Montmedy. At Audun, interchange wa.s made with the Germans, who, according to the terms of the armistice, handled the American trains from Audun to Coblenz. Owing to interchange and joint track operation with German crews, pilots and interpreters had to be pro- vided. Investigation disclosed a sufficient number of Ger- man speaking men in the regiment for the purpose. Traffic on the Longuyon line to a great extent was that of supplies for the Italian and French Armies in Belgium and Germany. A daily passenger train and French anil Italian "permissionaire" trains were also handled on a regular schedule. The special train of the King of Italy, likewise, made a trip or two over this line, en route to Belgium. While the Audun line ran through the heart of the Briey iron fields, industry was yet paralyzed, and except for a few coal trains and local supply trains, prac- tically no business was handled except Third Army sup- plies. Traffic southbound consisted principally in move- ment of empties, many of which were a portion of the 150,000 cars which were to be surrendered by Germany to the allies. These cars were marked with a broad white stripe across one corner together with the number of the sub-commission making the acceptance. A large number of engines were also surrendered to the allies here, some of which were moved into Belgium via Longuyon. There was no passenger service on the Briey line except for a German passenger train operating over the joint track from Block Orne to Conflans. One passenger train each way also operated from Metz to Conflans via Batilly. While it appeared that the paralyzation of industry in the Briey district was due to the removal of machinery by the Germans to some extent, the lack of labor seemed to lie the principal difficulty. Whatever the reason might have been, practically no operation of the mines was evident, and activities were confined to keeping water pumped out of the mines. Such civilian population as remained in the recently evacuated area was rationed by commissions located at Conflans, Briey, Longuyon and certain other points and distributed from there to the surrounding villages. Gradu- ifl $ \ ifl East Tower, Conflans ally throughout the area the conditions continued to im- prove, the civilians flocked into the towns in greater num- bers every week, and when the Chemin de Fer de l'Est operating forces took over the lines late in February, commercial business was beginning to resume somewhat of a normal aspect. (81) HURRY with that 5tory-We are going to press. Forms close Mar 8. M**£] (82) Wllffljilii The Orplhae ]R©giinni©eit It's a name I'm kinder proud of Yet sometime I often think That the man who got it started Put the Regiment on the blink. It was nice to hear ladies Pull a sentimental sigh For poor Light Railroad Orphans Who were out to do or die. At Camp Grant the City papers Put up some lovely mush, How the boys from all the railroads Had been recruited in a rush. How Firemen and Hogheads Brakemen and Conductors, too, Were going to work in Harmony, A wonderous thing to do. And the girls would come and loiter Where they could best be seen When we all had mumps and measles And stuck in quarantine. But at last we all got started And crossed the Briny Deep, Of Course we missed the subs And also missed our sleep. So we landed at Brest Instead of St. Nazaire, The 'subs' had shot things up around, As soon as we got there. But later at Nevers We had a breathing spell, They started us at work and drill, Which both at once is hell. Then one day we got to Sorcy, And at the Front we were at last, All our wonderings were ended, Our rooky days were passed. And the Hogheads and Conductors In harmony did dwell. Tamping ties and digging ditches, And cussing pretty well. But soon like all orphans, Brought in this land of woe, We learned right young to help our- selves Wherever we should go. The Army needed lots of things, The Railroad needed more. They stuck us in there all alone To shout till we were sore. What the Army needed The Army always got, The railroads somehow seemed to grow, The orphans knew a lot. Every Regiment and Battalion In the sector and without Would come to us when they were short, We never were without. How we got it was a mysterv Those days we were at war, It was then not, how you got it, Get it quick and get some more. Get the work done in a hurry, Help others if you can. Well, we had it and they got it, And we helped them all to a man. When the rush was at its thickest There was no idle jeers At camouflaging methods Of the Railroad Engineers. It was "They are the boys to help us, And they give us what they've got, And it's willingly they give it Without the red tape rot." Well, boys, we were just orphans, When we left the place behind And started for the Meuse-Argonne Where things were not so kind. And when the war was over, We got our usual luck Someone slipped us standard gauge And passed the usual buck. Then we had our greatest sorrow. Colonel Slifer went West. And we lost our grand old leader The one who loved us best. Well, we've had our joys and sorrows, And took all kinds of luck, Some have liked us, some have hated, Others have merely passed the buck. And now the thing's all over. I'm not raising lots of cheers. For soon I'll lose some damn good pals Amongst the Engineers. I like the Orphan Regiment, But I am here to tell, Who got the name first started He surely did raise hell. (83) korj of tin© Presideimt Graet Lieoteesiimt A, G» Spnirr'§ Diary I T WAS nearly six before we crowded into the two trains and set out for Hoboken. It was ten when we stood within the Ham- burg-American line docks, but we were soon told to go on board and stay there. Our cabins were cozy, if not commodious. Lunch was welcome and well served and soon the order came to stay off the decks and we were swinging away from the pier and down the harbor on our way over. Our ship, the U. S. S. President Grant, had borne the same name in the Hamburg-American service. Not a speedy craft, she displaced 18,000 tons and accommo- dated some 5,000 men on this particular trip. The 21st, the 30th Engineers, and the 303rd Stevedore Regiment, the latter a negro regiment of the Ordnance Department. We went down the harbor about 4 p. m. with lights out and every one below. As many of the fellows had never seen the harbor, it was rather a hardship not to be able to watch the sights, but I saw the old girl through a port hole and some of the familiar sights down about St. George. When dusk had changed to darkness, we were hovering about Sandy Hook and Scotland Light waiting for our convoy, the Pastoria of the United Fruit White Fleet and the old cruiser Rochester, formerly the New York. And when dawn hit us we were on the deep and briny and getting our sea legs. The primary difficulties were the mess and the guard. There were so many men to feed, some five thousand in all, and the messing space so limited that there had to be two or three different hours for feeding and special guard regu- lations to see that the men did not repeat. Two meals a day were all they were served, as it was simply adding fodder to the fishes. And then, too, it was not physically possible to get the requisite amount of exercise and so we sometimes went hungry, particularly when the system was first imposed. A system of traffic cops was necessary to keep the men moving in the right direction and to prevent repeating. Those first few nights of safety were great in their beauty and charm, but lacked the necessary girl on the arm to make them real and reel, but we did our best by love songs and carols to make them go. They sure went when they put in the rule of lights out at 4.30 each night and none till after sun-up, which made the art of dressing one of ingenuity. That was easily avoided, however, as I was soon put on guard duty in the hold from 8 p. m. to 4 a. m. Sullivan and Spitteck were my guards and fur- nished many a good laugh and jest. The duty of the guard was to preserve order and keep the place clean and assist in the abandon ship drill. The second day out found us studying the pretty art of abandoning the ship in the most approved manner. Each man was assigned to a boat or raft, according to station in the army and on the ship. Seven officers and a navy crew to each boat and twenty-eight enlisted men and fifteen men and one officer to each raft. As time goes on, this ship becomes more abandoned. This is true in many ways for each night found the devotees of chance at the festive boards issuing I. O. U.'s or receiving them as the luck shifted. At a given signal all are supposed to rush quietly and keeping to the right to the station assigned. From my post in the hold it was a long grind through the niggers to get back to my abandon ship station at post 13 and boat 13. I think that lucky as some of the fellows got rafts. This abandon ship drill is one of the most dependable feasts on board this ship. I have never before sailed with so much abandon, but I hope that there will not be the necessity to make the drills in earnest. The practice of turning out the lights at 4.30 p. m. was a precaution against the wily Hun. This is supposed to take place at sundown and turned on again at sunup. The only light is a faint blue like the photographers use. but not quite so intense. It gives the appearance of twi- light and makes you grope your way around. You feel for the various landmarks on the boat and just as you are feeling good some sentry yells "Halt !" in that irritating manner it seems possible to acquire only on shipboard. It is very disconcerting, to say the least, to have to halt, explain who you are and why you are where you are and then start feeling your way along again like you were pkaynng a grown-up game of blind man's buff and many a buffet I have had particularly when I ran against a door suddenly thrown open. I tried to stop it with my fore- head, without any visible good being accomplished. This was my pet grievance against going on guard down in the hold every night as it took me so long to get there. Down in the dim dark of the hold, however, things went better, as there was always a song or a good talk with Sullivan, whose rambling days had given him a store of experiences well worth hearing and an opinion of value. There was a string quartette which I took particular joy in discovering and later introduced to the select society of the mess hall at an occasion to be mentioned later. One day, just when I had helped myself to the corned beef and beans, there came an abandon ship alarm and the news soon flashed that this time it was the real thing, so for an hour we stood beside the guns and the boats to sight any subs. There was a cry, "There it comes," and all eyes were leveled at the finger indicating the spot and the gun trained rapidly on it. It was a breathless moment. Breathing was suspended, the stirring about ceased, the silly chit-chat was stilled and all eyes riveted on the spot. (84) Up came the black object and then a spout of water and with relief we heard it was only a porpoise, or rather a school of them. The No. 2 gun, however, was completely fooled and fired and the result was it ruined completely the appetite of at least one porpoise, not. to say the porpoise itself. About this time it was decided very quickly to stage a series of vaudeville shows in the various eating compart- ments on the boat. Captains Mansfield and Sheedy win in charge, but I somehow got caught in it and before I realized it, was composing more verses for the Army Engineer and next was assigned as musician for an impromptu quartette that was to sing to them. There were fourteen numbers on the bill for the officers' mess. Lieutenant Gregg opened the bill with a baritone solo something about "Sailor, Beware!" that would have been much better had the accompanist known the music he was going to play or known he was going to play the music. A badger fight had been staged and Captain Sheedy announced that some difficulty had been experienced in getting the owner of the dog to allow the animal to fight, which caused some dismay, but shortly the owner appeared with the dog, a deep-chested, strong-tucked brute and at once a few more bets were placed on the dog. Then the badger was brought in in a barrel, Sergeant Miller and a nigger, stripped to the waist, carrying it in and setting it down with great care. A claw was soon appearing through a hole in the side of the barrel. Captain Nash in examining the fixings of the side of the barrel, apparently got too close and stepped back, his hand wrapped in a towel, through which blood appeared shortly. And then arose a dispute as to whom should be given the task of pulling the badger, it being ascertained by Captain Banks that as the success of the badger depended upon the way it was pulled, no one having any money up could pull him. To which Captain Nash entered a vehement protest, until things began to get unusually warm and Major Ryan counselled less vehemence. Finally, Captain Banks asked Major Wineberg, an officer of the 30th Engineers, to pull the badger. He accepted with some nervousness for the claw and the blood on Captain Nash's hand had given him a rather sanguinary idea of the coming fight. He was told he must stand in the ring, which he did with evident reluctance, but finally did, and awaited with an ill con- cealed agitation till Captain Banks should give the word. That worthy, however, had many little things to be looked into before giving the word, but as all things must come to an end, so did the suspense, and at the signal the Major pulled and the owner of the dog released his charge, who leaped forward to meet the foe, which proved, however, to be a pot full of meat. Oh, such a shout, such a laugh, and such a chagrined bunch of navy and !30th men. Then they opened up the top of the barrel and brought out Company F's pet coon, which had furnished the claw apparent through the side of the barrel. Captain Nash admitted having some difficulty getting the red ink to show through, as Captain Mansfield very carelessly left a bath towel rather than a hand towel as camouflage. This ended one of the interesting evenings aboard the boat, and, notwithstanding our relief on arriving in harbor, it was rather with regret that we said good-bye to the old President Grant. (85) p ijmaeMs, Yes, lioo? I'm asking you, hoo? Hoo are the Twenty- first? What'd they do and where' d they come from; where'd they do it and what makes them so popular? All you bucks stand close and I'll tell you. Take your hands Colonel Peek, Commandant Ramspacher, French Major in Charge {Inspector) 60 cm. R. R. of the Headquarters French Army out of your pistol pockets, button up your lips, get that fishy look out of your eyes and the grape vine out of your legs. Hold that egg head erect and swing forward those long ears of yours and listen to me. Snap it up and drape those tails in line. That's it now — Hoos all enlisted men, hoo didn't have to be roped and tied, tarred and feathered, strangled, doped, handcuffed and dragged over to France? Hoo was amongst the first over, and didn't hesitate, wait, tarry, saunter, meander or lose time in getting to the front? The Twenty-first, of course, including me and the rest of us. Hoo drank all the vin rooze in France and had the Frogs worried to death? Hoo had the French girls, nurses and otherwise waiting outside the guard every night? I'm asking you, hoo? Hoo did the nurses want? Why, the men, certainly. Hoo did they get? Why the officers. There you are. Hoo had more fun with the French peo- ple than a monkey could on a thousand yards of grape vine? Why the Twenty-first. Again I repeat the Twenty- first. Hoo built and operated more light railway than any blasted, blighted, bloomey, bloody limey outfit or any frog hoppin', slow lovin', sky-colored, wine soakin', over- charging French outfit? Hoo? Why the Twenty-first. Hoo didn't care whether Fritz shot over shells as wide as they were long and didn't care no more about a barrage than ;i man does about fussing his neighbor's wife? Again, men, I am forced to say the Twenty-first. Hoo kept the Chief of Engineers office busy writing commendations and con- gratulations on good work accomplished? Hoo brought a smile on the stern face of old John J. Pershing and a look of fear on that kraut-absorbing face of Fritz. It is need- less to answer. Now, my bucks, less we forget, hoo could raise more hell in a minute than Billy Sunday could undo in a month? Hoo always left the billets in clean condition so the French could move in the next week and put in a complaint for stolen property? Why, us, me and you, the Twenty-first. And why do I say hoo instead of "Who." Yes, you're so wise, now why? Sure the owl is a wise bird. Hoo knows what the owl says? Yes, hoo? Anyway it's a wise bird that sticks up for the Twenty-first, no matter hoo it is. Company A at Gerard §a§ Sergeant AL Haini§oni The night was dark, yes, some dark ; in fact, one could hardly see his way around the camp at Gerard Sas, with its over complement of mud and insufficient duck board walks. The camp was new to Company A and while the best possible had been done in the first few days to put it in shape, it was hardly possible to walk from one bar- racks to another without swamping one's self. The day had been spent in work, and gas drill, the utmost stress had been laid on the necessity of having gas masks handy at all times so that when the Klaxon whirred its angry warning every one would be able to put them on in nothing flat. Many, many times during the day the bugler had let loose his "Attention" with its consequent scurry to cover as a Boche plane flew overhead with its stuttering, never- (86) to-be-forgotten whir of the motor and the early part of the evening had been filled with the Top's sibilant warn- ings, "Put out them cigarettes." The various duty ser- geants had had a joyous time, demanding their under- studies to put out all lights until the pill dropping stranger had passed out of hearing. The evening passed into the regular nightly barrage of the First Division lighting the woods with its continuous flashes, the intermittent star shells and the noise of the guns giving a feeling of awe and uncertainly to the newly arrived mud slingers of Com- pany A. And then suddenly, "Ker-flam!" and the bar- racks shook as a Boche dropped a goose egg some distance from the camp. The breathing might have been a little louder but nobody left their bunks. "Ker-flam !" went the second one and the barracks rattled like peas in a pod. Some started to get up and the rest held their breath, but when the third pill dropped about a quarter of a mile away, with a noise such as those buddies had never heard before and almost throwing them from their bunks as the result of its explosion ; well, 250 able buddies were fully dressed in less time, combined time, I mean, than it would take one woman to put on a simple dress for supper. How- ever, no more pills dropped. Every one was asleep or trying to when the Klaxon let out its long drawn out howl. Gas! Zowie! 250 men all asking for a match at the same time, all looking for candles and all trying to put on their masks in less time than nothing. YV] nr-r-r-r-r-r-r One lad screams, "I': going to die, I"m going to die, I can't find my mask !" and a sympathetic listener answers, "I guess you are, Buddie, but what are you going to do about it?" The Klaxon screamed on, the sergeants wandered aimlessly around giv- ing the same kind of orders. The Top gave orders to fix bayonets which was sound advice as the camp was only five miles from the front, but then vou can't tell how thev fight in Mexico. But then as some one said, "We were young soldiers, yes, awfully young, and while it is funny to look back upon, it was quite serious at the time." Orders were given to remain fully dressed till morning as we might have to go over the top at any time and every man had his sliocs on when he fell asleep. "Them was the happy days." Typical of Region al Gerard Sas Mud, wet, cold, bum grub if you want to know it, no hoots, plenty of hardships, but everybody was happy and the work kept them well. Those are the days that will be remembered. Remember the day we hunted spies? That was a dark night too and the 23rd helped a great deal when thev shot up the signal light. Yea bo, those were hard days, we kicked like steers at anything and every- thing and cussed. But our first impression was the strong- est ; mighty few of us would give up those first weeks on the front for beaucoup francs. Those were the days that brought the boys together in a way that they never will forget. And friendship means something, Buddie. You're damn right it does. The Bock Private The buck private is an odd curiosity in army circles. To the Non-Coms he is a valuable asset, at the same time a source of continual worry. To the officers he is merely a necessary evil. In his own estimation he is the re-incar- nation of all the martyrs from the unfortunate who lit Nero's garden to the worthies of the age of John Russ. He employed most of the commissioned officers in civilian life, and enjoyed an income of no less than $500.00 per month. To the Mess Sergeant he is nothing less than a combination of an ant-eater and a fidgety- particular hated guest. Crap games hold a peculiar fascination for him. He often shoots his monthly income on one flop of the dice, while a swig of vin fouge makes him happier than a bride- groom and crazier than a bedbug in a steel trap. Payday finds him first in line, while details must always exercise draft powers. At inspections the buttons on his coat suddenly absent themselves about the time the officer is passing the bunk next to him. If guns are being inspected, the damp weather produces rust spots while the piece is brought to port. All his fond hopes are often buried beneath the sawdust of the wood pile, many promenades with the mademoiselle are realized only in the imagination, while the broom feebly responds to unwilling muscles. The buck spurns all promotions and loaths the man that has ambitious aspirations in those directions, until opportunity knocks at his own door, then he takes an en- tirely different aspect. The Corporal and the buck are about as friendly as a dog and cat imprisoned in a barrel, the former is damned if he does and the latter is damned if he don't and they are usually damned. Sympathy with him is found in profuse quantities, ex- cept in the case of the bugler, whom he would delight in boiling in oil. The mail orderly is always popular and the sick book is an ever present help in time of trouble. He is religious when working in the rain and philanthropic when eating a Red Cross free lunch (minus the schooner). Contented? Yes, because he has no responsibility and can't be busted ; thereby having it on his superior brethren, Cor- porals and Sergeants, for: Corporals may come and Sergeants may go, But the "Buck" goes on forever. (87) A§ a Yankee Foeedl It Mechanic To Jolhaesem, Ccumpamiy A "billet" is it:- The latest thing in quarters, I suppose. How do you get up there'- Have you got the unadulterated nerve to call that a stairway!- A nice place for some guy to come down head first 1 say. Why don't some of you feeble-minded birds turn on the light. Well, uncover a few windows then, even if we don't need the ventilation, as I see beaucoup holes in the roof. Now that's what I call cutting off your nose to spite your face. Just because they have a crazy law that taxes the houses according to the number of windows they just simply leave the windows out. Where do you see any hay- By golly, it is, ain't it. Oh, boy! Me for the hay tonight. It's many years since I curled up in a haymow. Huh? Well, what in h — 1 we going to use for our beds then, straw? I knew it. Somebody is always taking the joy out of life. Well, get out of my way and don't hog it all. You sleep next to me, don't you? Well, push your bed over so mine won't be all out in the aisle. Well, I can't help it. I didn't have anything to do with assigning so many to this hole. That tramp through the mud all day sure has made me tired. I'm going to turn in. And you children, if you can't And your bed we'll hire you a nurse. Well, what about it? Mine are wet, too. but I'm keeping them on to dry before morning. Now shut up. * * * Huh — what time is she? No compree. What the Sam Hill! What are you birds doing round here in the middle of the night. Cheval? Horse? Where's your horse? Down that hole? This is an ungodly time to be feeding your horse. Now there's your army life for you. Here am I up in this hole and rain dripping right down on the bed and this horse is quartered downstairs as one of the family you might say, and gotta lie fed. Sherman never knew how right lie was. Bon sewer. Madame, Bon sewer, Monsieur. O, yes, I'll see you again in the morning. * * * Get off my face, you big stiff! or I'll knock you for a row. Well, why don't you look where you're going. Hey! Keep away from there. There's a hole in that corner. Well, I warned you. Now find your own way out. Say, them guns shake the whole building, don't' they. I bet there's something doing up there tonight. Oh, you'll get used to it after while. * * * Did any of you guys hear the churchbell ringing last night? I wonder what that was for. It woke me a couple of time, and the guns, any of you hear them guns? And say, who was that boob that stepped on my face? Well, laugh you poor nuts, it was no joke to me. Good night! There's the mess call. I'd better be moving or I won't get an}' seconds. * * * Now look at this crippled feller. He's a card. We call him Gasmask account of the noise he makes on that horn. He's the village herder and that's to let the people know when to let their stock out. See there comes a cow out of that front door now, and up there conies a couple of pigs. Oh, he's not particular about what he herds. And he's got them trained too. In the evening when he brings them back he begins up on that end of town and when he blows on the horn the doors begin to open and they know exactly where to turn in, a cow here, two goats there, or a pig some other place. And the old boy never misses a day either. (88) Bill, let's go into this store and see what we can buy. Ourfs, Madame? No? Any matches, er, almuettes? No? Chocolat, Fromage, Biscuit, Nuts? Well what have you got. No compree, eh? Come on Bill, I guess she ain't got anything. Ah, here's a Cafe. Two bottles beer, Madam. Two, deux, see beer, biere. Finish? Finish beer? Let's go Bill, I can't go any of that Yin Blink or Vin Rouge. I know another Gin Mill up the street. Beer, Madam. Finish? Well, Bill, let's go to a place I know. I bet we get some beer yet. Here we are. Bonjour, Mademoiselle. Two bottles biere. Money? Sure here's money. See Bill, they haven't got it here hut she's going out to get some for as. She'll get it too when we can't get a drop ourselves. Here she is hack. What did I tell you. Leave it to the Frogs. Merci, Mademoiselle. * * * The tank house? That's the community laundry. All the women in town, young and old, go there to wash. They bring a board along to put in front of them so they won't get wet. Do you see the paddle? Well that's what they use instead of a wash board. They simply pound the dirt out. They get some great muscles swinging that paddle. Hate to have one of them swat me in the jaw. Edison wasted his time inventing a talking machine, didn't he? Listen to that chatter. Just like a bunch of magpies. * + # Well Bud, glad to have met you. Here's my joint, so I guess I'll say Bon Nuit. Why upstairs here. You see that rickety stair- way? Well, that leads to the Palace. Of course there's a hay loft up there but that don't prevent us from living there does it? Why you see it's this way, that regular front door over there opens on a hallway that divides the lower floor into two parts. On one side lives the Madame and her husband, and on the other side is where the horses and cows and chickens are kept. There's a courtyard in the back and they pull all their wagons through the big gate. There's a wine cellar full of big vats underneath too, and this boy's also got a small distillery, all copper, but I guess he ain't using it this year. You said something, boy, and then appoint me chief sampler, eh? Oh hoy! Well, so long, Buddy, see you again sometime. * # # Shades of Moses ! Here comes the first wagon ever built. Why oh why, did I leave my kodak to home? I wonder why thev always hitch them up tandem. And two drivers! I suppose if there were three they would need three drivers. Oxen? That's a regular thing- over here. Why, you see a long time ago horses were scarce anil only rich people could afford them and so the poor people used oxen because if anything ever happened to them the meat could always lie used for beef and the loss would not be so complete. I guess that is still the chief reason today. Shut up. Listen a minute, can't you? There. I guess that's all. Oh, him. He's the Town Crier. He tells the people all the important news and whenever the council has some new instructions to give out. Ain't that a racket. Too bad he didn't learn to drum when he was young. He'll keep that up, too, until he's sure some- body is listening. See him watching that window. He knows where all the people live. I asked a guy who could speak French what it was once and it went something like this : "The price on Pomme de Terre in Commercy is sankant centime. The Government wants all those who have calves for sale to bring them to Rue Montparmasse next Saturday, dix heures. All civilians are warned to move from the Toul Sector within ten days, Amen." Sometimes it's about taxes or schools or meetings. I guess this time it has something to do with the liquor tax. See that woman who is so excited over there. Well, she runs a Gin Mill up the street. I guess it hits her alright. The whole world is wrong and she is right. Well, this will give the women a chance to declare a half holiday to talk it over. * * * Why it's Sunday, ain't it? No wonder the old church bells have been going so strong all morning; and, I saw the old Cure going up the street in his long dress this morning and never caught •on. I never knew there were so many people in this burg before. Where do they all keep themselves during the week, and they look more like civilized humans when they are dressed up, don't' they? Here comes a whole family now. No, I don't think that's the old man. I guess the old man's in the army some place. This young buck must be her fiance. I suppose he's here on a permission. Ain't mother and the kids dressed up, though. It makes a nice homelike picture, don't it, to see them all going to church together like that. I think I'll go up to the "Y" and write a letter home. Want to go along? Behind tlbe Mill at Comieville Those of us who lived in the town of Cornieville long considered ourselves secure from German shell fire, because of the high hill which lay between us and the enemy. Ac- cording to the old French housewives who had remained in the town throughout the war, the Germans had, several years before, made an unsuccessful attempt to shell the town, but were frustrated by the height of the hill above the town. Since that time nothing had occurred to dis- turb the serenity of Cornieville life, and not much more thought was given to the war than if we had been billeted back in the depths of S. O. S. At length one day in late spring we were aroused to disagreeable possibilities which had not received previous consideration. A German airman had come across the line and hovering 1 above our village had dropped a bomb literally out of a clear sky. It was three days later that our confidence in Cornieville was totally destroyed. It was Sunday morning, a few minutes after three o'clock A. M., we were awakened by the shrieking of a shell which struck the hillside with a thud. We listened and the drone of an aeroplane was heard overhead, our fir-t thought was that he had dropped a bomb, but as shell after shell came shrieking into the town we realized with sinking hearts that the impossible had happened. The Germans could and actually were shelling Cornieville. Hurriedly we dressed and rushed out into the street. The hill behind us, near the top of which were the dugouts ; resembled a replica of the charge of San Juan hill. Two doughboys left their pup tent on the hillside and climbed for the dugouts, but when about half way up the hill, a shell struck a tree near by and shrapnel killed them both. Had they remained in their tent they would have gone through the bombardment unscratched. Another shell landed in the corner of a pup tent not far away while the occupants were still inside, but failed to explode, thus saving their lives. Finally the bombardment stopped and we went down to breakfast amid much discussion of the recent disturbance. Inspection was called off and the company held in readiness to go out and fix any track that might have been blown out. We were put to work building a shell proof by filling sand bags and putting them with layers of narrow gauge sections, on top of a wine cellar. Just before noon the Germans opened up on us again, and this time their range was better. One shell hit the town major's house and several landed over on the other side of town. A mule skinner was trying to make a balky mule behave himself when a shell struck near by throwing a couple of mules into the surrounding trees and killing the balky one. The skinner was thrown some feet away by the concussion, but was uninjured. A. Y. M. C. A. secretary was standing at one end of town when a shell burst near by. He started down the street on the run and as he neared the other end a shell burst just ahead of him, so he immediately retraced his steps, still on the double. Luckily the bombardment ceased before he was wholly exhausted. The company was under orders to go to Sorcy the fol- lowing day, but under the circumstances no time was lost and the move was made that afternoon. Thus ended our peaceful days in Cornieville. (89) COMPANY B'S WRECKING CREW The wrecking crew furnished by Company B was or- ganized about the time the line from Sorcy to Cornieville was completed and turned over to the Operating Depart- ment. It consisted of nine men with Sergeant Sheein as foreman. Three French artillery cars were equipped with necessar_y tools, blocks and tackle, etc., and stationed at Cornieville, this point being situated about the middle of the division. For a time there was not much to do and the men were used on maintenance. However, as traffic grew heavier and wrecks more fre- quent, they were called out more and more in "wrecker service." One of the first jobs undertaken was upon the Broussey branch. The crew arrived on the scene of the wreck about 11 :30 P. M., having until four o'clock only to clear the line, owing to the danger of enemy observation. A tractor and two cars were derailed. No difficulty was encountered in re-railing the two cars but the tractor lay across the track and caused much trouble. About two o'clock the Yankee batteries opened up with H. E. Before long the Germans returned the compliment, some of their shells falling in the field nearby. The wrecking crew worked between shots, with as much haste as darkness would permit. Just as day was breaking they were able to haul the tractor and cars under the cover of some camouflage. ' On the night of August 9 th, the crew was called up near Mandres. On this occasion a tractor and a car of rations for the doughboys in the lines was derailed. Every- thing went along nicely until, when trying to rerail the tractor, flames from the muffler attracted the watchful eye of the enemy. They first shot a number of star shells, but it is doubtful whether they located the wrecking party. However, they sent over a few shells in their general di- rection. An infantry patrol passing by advised them to move, but after explaining to them that the car contained rations for their outfit, they changed their minds, and offered to help. The star shells afforded excellent light and before long the job was finished. Shortly after this the crew was relieved by another company as all the men of B Company were needed to accomplish the amount of work allotted to them during the St. Mihiel offensive. THE TOWN MAJOR Lieutenant A. C. Spurr Once I was Town Major, somewhere there in France, And all my many talents, to display I had a chance. I had to parley vous with every French madame. Give Monsieurs cigarettes and greet them with salaams, Find billets for mules and men and officers galore, And tell the guy at Headquarters I'd take two thousand more. I had to move manure piles, I had to find latrines, I had to tell the mess sergeants where they could cook the beans. I had to clean the village streets, and massage the main road, I had to run a swell hotel, where thousands found abode; Give first class service with an open air cuisine, And keep the dad-gummed non-coms from the officers' latrine. I had to cure the patron where the Major had his throne, I had to tell the Signal Corps where to lace each telephone. I was Town Orderly, and Town Major, the dam town's one bell hop. I opened up the barrooms and told them when to stop. I had to tell one rooster that he shouldn't crow at dawn, I told the K. P.'s where the water should be drawn. I disposed of all the garbage, met the troops when they came in. Gave the swill to all the pigs in town, met kicks with a grin, Built bridges over swollen streams and dams to stop the flood, Put duckboards over every place to dry the gol durned mud. Not one complaint could occur, but I appeased the madames wrath, B ut) d_ n this Major's job to h— 1, I had to give each man a bath. 21st LIGHT RAILWAY ENGINEERS Private Lester Gustafson They crossed the pond In winter seventeen, Their faces set, Their souls serene. Their reception At front in France, Was beaucoup mud And Gandy Dance. Light railways, I'm allowed to tell, 'Tis what they run Through shot and shell. And Narrow Gauge Their specialty, And in a pinch The Infantry. After surveyors and scouts, For intelligence dope, Came the little train, Through valley, o'er slope. The mud was deep, The outlook blue; But the railway petite Was soon put through. Ammunition, supplies, Vnd Bully Beef galore, Big shells, little ones, And then some more. Follow'n drives. And driving too, Shell fire? All, oui, And work beaucoup. Shell holes, barbed wire. And all the rest. Used for roadbed, And stood the test. "Jerry" sees train. Begins to shell. Train crew quit? They do.— like hell. Detail, halt! And repair toot sweet, Gone again, Le Chemin-de-fer petite. Fini la Guerre, And narrow gauge line, Doughboys left 'em, Gone to the Rhine. Not to be left In the final grand rush, They grabbed a big railroad Left by the Boche. Now they are pulling 90 cars, Never run late, Hommes 40, Chevaux 8. The trains rumble by, And always on time, Scheduled by The new watch on the Rhine. (90) k*, War Timm© Railroading! 1st Sergeant Van T. Slherimae, CoimpfflBy When the 26th Division took over the Toul Sector for the second time, relieving the -i2nd, we received orders at Sorcy to have 30 cars ready for a troop movement. At Trondes more were ordered. Being assigned engineer of the first train, I reported at the roundhouse about 6 P. M. It was a cloudless day, which turned into a bright moon- light night, and we tried to get out before Fritz flew over and spotted us. I coupled onto my train of ten U. S. A. gondolas, 33 doughboys in each car. I had a tank of poor coal, but a good fireman. The conductor got the clearance for the first block and we started. We had quite a bat- tle for steam to Cornieville, so at that point we cleaned out the front end, punched out a few flues, knocked out a few clinkers, and then took a run for the hill. We made it all right, but I think the sky-rockets we knocked out of the stack attracted Fritz's aeroplanes, for he soon had the whole fleet of trains spotted, or knew the troop move- ment was on for he hovered over all. night to get a shot at us. We did better for steam after fixing the fire at Cornieville and we proceeded to Boucq Est, where we were joined by the rest of the fleet making sis trains, 60 cars and 1980 passengers. At Menil-la-Tour we got a good tank of coal (Briquets) and started on an interesting trip. None of the crew had ever been over the line beyond this point. I asked for a pilot and was given a Master Engineer who was supposed to know the road, but I soon found that he didn't. He later got off to pilot the following trains. I got the name of the destination and one intermediate point on the line, however. Getting out of Menil-la-Tour was around one leg of a Y on a very sharp curve and grade. We made it and started down an alley and deep depression, so I stopped the train and sent the brakeman ahead. I found that we crossed the main street, full of military traffic and a steep hill on the other side, so I waited a signal from the brakeman and let off the brake, and dropped over the main crossing as far as I dared with the whistle open, just barely missing a squad of poilus all vin rouged, and a French officer's automobile. I made the hill 0. K. and went into a Yankee graveyard, doubled a hair pin curve and went on my perilous way into the darkness, for night had long since fallen and clouds were gathering in the sky, obscuring the moon. I picked up Lieut. Helwig on the next hill, but found he didn't know the track any better than I did. I started down hills, not knowing whether I was on the main line or spur. Suppose I headed down a spur track into a cut of cars loaded with poison gas or 75's with 330 passengers behind me? Eventually I stopped at a place where the railroad went two directions, I asked some French soldiers where Belleville was and they "connais pas," so I cut off my engine and ran down the left hand track three kilometers and found a French "Sous Officier" who knew the "inter- mediate point" I was looking for. I backed up, coupled into my train and started again. By this time the sky clouded completely, hiding the moon, and I found myself in utter darkness, running down steep hills, turning sharp curves, getting short on water, pulling 330 doughboys to this par- ticular section of the trenches. I was extremely fortunate to keep on the track as not knowing or able to see where I was going, I often travelled faster than I knew and sud- denly whipped around curves that I wouldn't have taken in daylight. Going through a thick piece of woods, I saw a small shanty close to the track by the light of a star shell thrown from the trenches a short distance to the left. I stopped the train, got off and found a French "Chef de Gare" eating a cold piece of "Pain" and sipping "Vin (91) Rouge" from the unfailing canteen. I desired to know- where I could procure water for the engine. He told me I could get. some at a stream in the woods two and a half kilometers beyond, for me to be careful as the Germans had been shelling the woods and that possibhy the track was shot out. So I "Mercied beaucoup" and beat Hgg tllwBSEf Jib **8 h \ ESmGSJk * v tfir> ■ HKI 9911 ! fl WSS KFrn- American Narrow Gauge Locomotive it — short of water, black as a stack of black cats, and the track shot out — Wow! Reaching the water hole we siphoned a tank full, and was about to start again. I heard the hum of a Boche plane, so I laid low, and watched the lone fringes of the searchlights, as they tried to locate him. Eventually they caught him from two directions at once, the lights of Nancy and Menil-la-Tour. He seemed to be right over us. Soon the anti-aircraft guns had him turning for home, shooting his machine guns in the direc- tion of the light. He was gone. We practically duplicated this trip for the same dis- tance again to the next water hole, but, however, with more light, as the artillery on both sides were raising hell and the flare of the guns gave me a glimpse now and then of the hills ahead. I was thinking at this time I would never reach Belleville and of Napoleon's remarks about "an army inarching on its belly" was overlooked. We reached a switchback, ran around our train, and got ready for the last lap. Lieut. Helwig now knew where we were and gave the following information : "Down a steep hill for one kilo, up a steep hill for one kilo, then level and parallel with a camouflaged screen for one-half kilometer, then a very sharp turn to the left, through a hole in a stone wall. Be very careful at this point for as the track curves sharply it also goes clown a steep decline." He was sure right. I kept the speed down on the first kilo so well that I stalled on the next. Backed up, took a run for it ami made it. Then I found the camouflaged screen, and nearly tipped over on the sharp curve when we ducked through the hole in the stone wall. We proceeded three or four kilometers in the dark and decided we were on the wrong track as we failed to find a certain landmark. We decided to back up, but changed our minds on account of the trains following. We eventually decided to proceed on into the blackness of the night and its uncertainties. Finally we reached Belle- ville, grabbed a few hours' rest and started back. This is typical of many trips we have been obliged to take. nearby. Standard gauge lines and sidings were also lo- cated here. One night about 10.30 P. M., as I was busily engaged in getting the block for two ammunition and one gravel trains, I felt a jar that shook the shack like a leaf and a report that caused me to think the entire ammunition dump had blown up. Forgetting all about my pressing business, I ran out to see what the excitement was. The moon was shining brightly, but we could see nothing but the shafts of light from searchlights stretching into the heavens. I could plainly hear the hum of motors. Thinking discretion was the better part of valor, I started looking for shelter, just as another explosion took place. I soon found myself under the train. The explosion was similar to the fore- going one, but this time I could see the flame of the ex- ploding bomb and could hear the whistling of steel and rocks. I was recalled to my duties by the incessant ringing of the telephone, and trembling like a leaf, crawled out and answered the phone, where I got a good bawling out from the Chief Dispatcher, who never minced matters and who said something about what he would do with operators who went to sleep on the job, thereby holding up the war. He also mentioned a pick and shovel or some other agricultural implements. It seems the Boche had dropped his load of bombs, as no more explosions occurred. After finishing my immedi- ate business and highballing the three trains out of town, I turned the phone over to the day operator, Albert Weh- meier, and went out to the scene of the excitement. The aeroplanes had made a direct hit on one of the residences, but luckily hit on the part which contained the hay. It was blazing right merrily, the village people gathered around chattering like a flock of geese. The family that had had the narrow escape and had lost half their residence, and also a lot of vaulable hay, was the object of many condolences. As it was still burning brightly the "Com- mandant" feared that they would be the target for more raids that night or for the German long range guns, so he ordered all the inhabitants to leave for Foug, which they did, hastily taking with them their most valuable posses- sions, such as goats and camembert cheese. The next morning the fire department from Nancy arrived on the scene and with a little chemical apparatus put the fire out which had almost exhausted itself anyway. It seems that the Germans had dropped eight "G. I. Cans" which are almost as tall as a man. Five of these were "duds" which was lucky for us. Some American soldiers started unloading one just to see what it con- tained, but I had no curiosity in that line and so I, too, "partied" for Foug. AN AIR RAID ON TRONDES Private Charlie Meyers, Company D Trondes was an exceptionally busy place for an oper- ator, having a large siding, a rock crusher, and one of the largest ammunition dumps in the St. Mihiel Sector A HAIR-RAISING SMASH UP Private S. G. Johnson, Company D Previous to the St. Mihiel offensive traffic on the light railway and on the highways was very, very heavy. It was impossible to use lights on either the road or raih-oad and where we ran parallel it was difficult for us all. One night I was called with my crew to leave Sorcy at 10.30 P. M. Our train consisted of eight cars including two of gasoline. Our train was heavy and our engineeer w as making a run for the hill going into Neuf Etang. Just (92) before reaching the top of the hill the engineer (we had an engine crew from D Company, 12 Engineers) whistled brakes. We did the best we could but could tell from the force with which we struck that our best had been too little. Some trucks, both American and French, had been parked on our little railroad. There was a French truck lying on its side in the ditch along the road. I heard some one shouting as if in pain and ran to the truck where I found a Frenchman pinned underneath. The truck had started to burn, the two cars of gasoline in our train were opposite. There was little time to lose. I caught the soldier by one of his legs and attempted to free him. I could not move him. I called to the other brakeman, F. Barry, for assistance. He shouted to "Get away from that truck, it's loaded witli 75 ammunition and will blow up sure." I told him there was a man pinned and we couldn't leave him burn. He came and together we pulled with all our might. We were under the truck working like mad when the truck blew up. The jar evidently lifted the weight from our comrade as we freed him. The gasoline fifteen feet away began ex- ploding, shells were coming thick and fast from the camion. As we were straightening to carry the wounded man, a very violent explosion threw us all on our faces. Too dazed to realize what we were doing we scrambled out the best we could, dragging the French soldier witli us. I ran back to flag a following train which arrived in time to pull two cars of rations and a car of coal from the burning cars and trucks. The other brakeman and conductor Travis had taken our engine and pulled a badly scorched car of meat away. When the fire from the three burned camions and our four cars had died down we found the body of a French soldier burned to a crisp. He must have been sleeping in the truck and the blow stunned him in such a manner that he couldn't shout or help himself. The fire and explosions caused considerable excitement among the men at Neuf Etang, many of wdiom thought the St. Paul ammunition dump had been blown up by the Germans in some way. Some took to dug-outs and Sgt. Coolev and Nate DeLong did marathons down the road clad only in Government B. V. D.'s and the necessary hobs. BOCHE BOMBS IN SORCY Sorcy was bombed several times during the time of our activities there. Probably the first raid created the greatest excitement, since it was wholly unexpected. True, the Boche had been over the camp many times, doubtless taking pictures of the newly erected warehouses and railroad yards, but he had never, until then, attempted any interference with our operations. One clear day, however, when the sun was shining brightly some one discovered two Boche planes coming over in the direction of Sorcy. The anti- aircraft guns were using them for a target, but still they came and it was not until they were directly overhead that we saw three more planes doing all sorts of manoeuvering above and between the first two. Our supposition was that the last three planes were Americans, and that we were now- going to see a real air battle, but, to our surprise, we found that they were three more Boche planes that had been flying so high that we had not been able to see them, and that they had come down lower and were doing those funny stunts to get into position to open their tail gates. When the first bomb fell, it was not necessary to give the alarm. Everybody "partied toot sweet" in all direc- tions. The bombs continued to fall very fast, likewise the race for safety continued faster and faster in perfect cadence with the bursting bombs. At last, after what had seemed hours of suspense, having played havoc with the' Frenchman's potato patch on the hillside, the enemy foiled, retired in discomfort to his lair beyond the lines. In summing up our casualties we found one, a man evi- l^^l -stfSSBfij ll ^BUn^^'«*~~ " ..:. jj-^ji. T - - ' /r'OtVfWiff^ t&g&gflf. Sorcy, View of Shops and Warehouses from East dently desperately wounded lying in the doorway of O Company barracks. No wound was visible, nevertheless, he was assisted to the infirmary. Upon examination it was found that a piece of shrapnel had gone through his coat sleeve, hut doing no damage otherwise. Thus ended experience number one. DISPATCH RIDING By the Late Private George T. Higgins, Company C During the St. Mihiel and Argonne drives I was acting as regimental dispatch courier. During the St. Mihiel drive I had a schedule of 128 miles per day and a running time of forty-five miles an hour. Motor Dispatch Service mail was delivered from General Headquarters to Sorcy, Meuse, and from there relayed to the front line trenches. I was also working in special courier service, I mean by special courier service P. D. Q. service, and this is very exacting work, especially at night, riding at breakneck speed without lights and on roads alive with traffic. I remember one night leaving Sorcy with ten P. D. Q. telegrams for the Commanding General, 1st Army, at Souilly, Meuse, which was a trip of about fifty miles. I left Sorcy about 9 p. m. At that time the 1st Army was moving from St. Mihiel to the Argonne and traffic was very heavy. The night was very dark and rainy and it was almost impossible to see my hand before me, but the tele- grams were important and had to be delivered. Up the road I went at a rate of some thirty miles an hour, guiding my course more by the rumbling of the tracks moving slowly along the road than anything else. At Sampigny the French M. P. let me go by without stopping. Suddenly I noticed that I was on the St. Mihiel road and not far from the Boche trenches. I made a hurried about face and back to the Souilly road. Finally arriving at Souillv, I delivered my telegrams and started back to headquarters. My return trip was interrupted by Boche aviators who started bombing the road. The bombs were landing so close I had to lie down in the ditch for some time. A number of similar experiences fell to my lot during the two drives, but the worst feature was the riding at night in pitch darkness, hearing the trucks coming toward you and wondering if you would miss them. If you have not a steady nerve, don't be a dispatch rider. (93) Niiht Air Raids Private Hairy B. Anderson, Company E One of the most spectacular features of the war was the night raids of the German bombing planes. It was certainly a wonderful sight when dozens of huge search- lights cast their rays on the plane while the 10.5's, 75's and machine guns open fire upon it, and in return the enemy aviator shoots at the lights with his machine guns. Like a big moth in the lights, or perhaps like a big lightning bug as he shoots his tracer bullets toward the earth, and then he takes a notion and opens the tail gate and you think hell itself has broken loose as the bombs hit the earth. For- tunately they do not hit their mark very often. While stationed at Menil-la-Tour, during the month of July, the Boche planes would come over almost every night at about nine or ten o'clock. It was an interesting sight, many of the men would leave the barracks and watch the show. The trench just outside of our barracks was a good place to view the performance from and at the same time afforded protection should a bomb fall close. An anti-aircraft battery of 75's located at Royaumeix would open up, give us the alarm and keep shooting as long as the planes were in range. Fritz dropped many bombs at Menil-la-tour, but never did any damage. They were usually headed for Toul where they received a hearty re- ception from the many anti-aircraft guns which defended that city. These guns would send up a heavy barrage against the planes and would not allow them to get low enough to accomplish anything. While we were located at Belleville, the bombers came over every night, headed for Pompej' and Nancy and would often drop a few around Belleville so as not to slight Com- pany E. The awful chilling hum of their motors, the rat- tle of machine guns, and the anti-aircraft guns would keep us on the alert until they had gone. There were plenty of dug-outs at Belleville and many of us made it a practice to stand close by one, even if we did not go in. However, when the bombs were dropping close, we lived up to "Safety First" principles. I remember one night, the report came out that the planes were dropping gas bombs. Everybody got their gas mask before going outside the barracks. After the (94) planes had passed by Matt discovered he was wearing a bandolier of extra shells, thinking it was his gas mask. At Cheppy when a bomb dropped right near our camp and threw rocks on our tents, everybody fell flat on the ground and Matt tried his best to get under the stove, which only stood about two inches high from the ground. George was the fastest dresser we had. When the Boche came over he could make it in four counts. It got on George's nerves so much one night that after he had got up three times in the night, he just stayed up all night. About the worst place was at Cheppy, in the Argonne in October and November, 1918. The bombers used to just naturally pepper the country around Cheppy with bombs and there was not any anti-aircraft guns close by to combat them. Our steam engines shooting up sparks in the yards was a good target, and it is a wonder that they did not do a lot of damage, but fortunately they always missed their mark. The night bombing plane was not a success as far as Derailment on the Narroxv Gauge doing much real damage was concerned. It was used more to frighten the people. The anti-aircraft guns seldom brought, a plane down, but they did keep the machines up so high that they could not do much. I am glad I have had the opportunity to see many night raids, but hope I will never witness another one. Tlta© Fallings off tin© Bodhe Plane Private Wm, Livingston^ Company B It was Sunday morning in our little camp at Sorcy Gare and the heavy mist had just cleared out of the valley when some of our men heard the put-put-put of a machine gun overhead. They looked up just in time to see a plane doing the tail spin and another plane following him down. German Plane Shot Down Near Sorcy Gare Most everyone was cleaning their guns and shoes prepara- tory to inspection, but they dropped everything and came out to see the fate of the aeroplane. The planes were fly- ing at an altitude of about six thousand feet when they started to battle. The Frenchman got on top of the Boche and followed him down to about 4,000 feet. The Boche was doing a tail spin all the way down and it ap- peared as if he tried to straighten out his plane when his wing broke into pieces and he descended like a shot to the ground. He fell about two hundred yards from our camp on a little knoll. Now all thoughts of inspection were forgotten. Up the road from the camp came everyone on the run, Sergeant Donnelly in the lead on his motorcycle and giving her all the juice she would stand. Next came a Frenchman with his horse and two wheeled carriage, with Dead German Aviator Americans hanging on anywhere they could get a toe hold, followed closely by men on foot, puffing and blowing, up over the bank and across the field to where lay the wreck- age. Then the wild scramble for souvenirs ; one got a helmet; another the nameplate from the machine, maps, everything was disappearing, even to the multicolored linen of which the wings were constructed, when the arrival of Colonel Peek and Major Ryan put a stop to these activities. (95) The plane was an observation machine which seated an observer and pilot. Both Germans were killed and the plane completely demolished. Upon examination it was found that the pilot had been wounded in the back. Both men were very roughly dressed, and wore medals which had been received for going on air raids over London. In the afternoon a French Captain and Lieutenant of Aviation came to look the wreckage over. From various remarks we learned that they were the victors in the engagement we had witnessed. The men all felt pretty happy that day, knowing that there was one less plane to come over and disturb, their slumbers, but mostly because there was no inspection that morning, as all the officers from the Colonel down to the Second Looeys had turned out for the chase. It was just as well for there was nobody in camp to be inspected. Maedliei Wig, Gees in frlhe B©i§ de Maxell© During the latter part of June men from Company E placed a large French marine piece in the Bois de Hazelle west of Fliry, near the Fliry-Beaumont road. The gun was mounted on an especially constructed car with the base on a separate platform. The job required three nights. The first, the gun and base, with their French personnel, were French Hoivitger Ready for Action taken to the position, it being necessary to operate the train through gas with masks adjusted for about a mile. The gun and base had been delivered and the personnel, ammunition and equipment cars were about to be spotted when the project attack made by the 26th Division in connection with the 30th Engineers began. It was then 2 a. m. This "show" was the most violent affair staged in this sector till the commencement of the big drive. The crews were very close to the line, so close, in fact, that the machine gun bullets passed overhead, but, owing to the nature of the ground, the men were in comparative safety. The work completed about 4 a. m., the crews returned to find the track shot out at Bernecourt, between them and home. Fortunately an old switch-back into the town afforded another means of escape from a field that was looking too much like a "movie" of a battle to be pleasant. Later in the morning, another detachment of E Com- pany men went to repair the blown out track and were caught just north of Bernecourt by the Boche 77's. Lieu- tenant Butler was stunned by a high explosive shell, but, fortunately, was not injured, while Privates Heitzinger, Hertz, Wickwire and Davidson were all badly gassed. Captain Mansfield arrived shortly afterward and as- sisted Lieutenant Butler in the repair work, which was finished quickly. Two nights afterward two crews went into the wood to take out the empty cars which had taken in the ammunition and supplies. During the early part of the night, which was very dark with a drizzling rain, the men worked with pick and shovel repairing parts of the track. There was a slight wind in the direction of the enemy and, according to our infantry outjaosts, the noise of the repair work, the tractors and even our voices could be plainly heard by them and probably by the Boche. At the most exposed point a six per cent, grade pre- vented hauling any more than two cars at a time. There were eight cars. Six had passed and the tractors had returned for the last two when a sweeping barrage passed over the ground around the train. The amusing part of the affair was that as the fire approached, the two conduc- tors whose engines were facing in the opposite direction, began to argue as to which was the head end of the train when a shell fell very near and the argument was settled by mutual consent. Although the shells dropped around the train for twenty minutes, the crews brought their trains to the head of the grade, coupled up -the eight cars and departed for Bernecourt. From there they returned to the gun position with two loads, passing the danger point twice again that night. The third night was the taking out of the gun directly after it had finished business. The tractors arrived at French Howitzer on the Narrozv Gauge Bernecourt at 9.30, but were held at the entrance of the woods by a systematic shelling from the Boche of the ground in the neighborhood of the gun. During this shelling Captain Mansfield, who was in advance of the crews, was several times altogether too close to exploding shells. He reached the dugout near the gun (96) with difficulty. The vicinity was thick with gas and as a high explosive had torn away the screens, the dugout rapidly filled with gas. Captain Mansfield was seated on a high box beside a little nineteen-year-old French Lieu- tenant, who was in charge of the piece. When the gas seemed the thickest, the young officer, taking off his mask, got down off" the box, shut his eyes, held his nose and snuffed the gas a little. Putting his mask on again, he climbed up beside the captain and said : "Ze gaz Boche ; it is of ze qualitee very inferior!" What Captain Mans- field said cannot be recorded. About eleven the shelling stopped, and the crews brought their tractors into the position. Great difficulty was then experienced in getting the gun up the grade by the danger point. Several attempts failed and the infantry were getting wild because of the noise the tractors were making when some one suggested a rearrangement of the tractors and the getting of the forty Frenchmen of the gun crew to help push. Half way up the slope the French seemed to lag and the speed of the gun began to slow down. It was essential that the train should not stop, and one of the officers present, perhaps a little excited, seized a stick and, shaking it at the French, shouted: "Poussez ! mes enfants, Poussez!" and a lot of other expressive things in English. These urgings gave results. The speed of the train increased and she passed over the top of the hump and left on her way to safety toward Bernecourt, leaving forty panting, but amused, Frenchmen to return to their rest in their dugout. Only one more easy trip was neces- sary and the job was done. Over tlbe Top at Fort Glroevlll© THE MOTOR DEPARTMENT By Sit, E, L, Taylor Last summer, when the motor detachment was hauling supplies for the French at Fort Gironville and Fort Liou- ville, we used to go "over the top" every night, on the road up over the hill from Boncourt, which was just across an open valley from the enemy lines. No matter how dark the night, it seemed as though the moon came out just as we got in that open stretch. The trucks started out of Boncourt about two minutes apart, and they made so much noise that we imagined every Boche within ten miles could hear us. None of the trucks had mufflers and they sounded like a battery of machine guns. The Boche would try to locate the sound of the trucks with the aid of searchlights, but the French artillery would cut loose and it was good-bye searchlight. I believe, though, that the French artillery frightened us more than it did the Boche, as the guns were close to the road and it seemed like they were shooting straight into our faces. The Boche would return the fire and, although they often came peril- ously close, we never had a casualty during the three months' work. A mechanic was carried on these trips and proved valu- able on many occasions. One night a truck was having magneto trouble and stopped in the middle of the open stretch of road. We stopped and waited for Henry Dixon, our mechanic, who was in the last truck. We pulled to the side of the road and let the trucks go past. Soon Dixon came with his tool kit and started to work on the magneto, but it was too dark to accomplish anything. We did not dare to strike a light for the Boche were already dropping a few in our direction, neither did we care to stay where we were, so by removing my coat and placing a flashlight up the sleeve, I was able to let out a small ray of light through the opening of the sleeve and soon the necessary adjustments were made and we were on our way again. Another evening while in Boncourt one of the boys was sitting in the seat reading a newspaper waiting for darkness. When he finished reading he tucked the paper down behind the seat and forgot about it. Later, when he was going over the top to the fort, the paper slipped down on the exhaust pipe and caught fire, just as he reached the open stretch of road. It flared up and he stepped on the throttle and down the road he came, like a comet, but, to our surprise, the Boche never fired a shot. If ever a bunch of Frenchmen worked fast it was during those nights when we were making as many trips as possible and they had to get us unloaded before day- light. After unloading we returned by another road to the canal for another load, thus making the traffic all one way and avoiding collisions. One night Eddie Lloyd and Tom Connelly were unloaded first and instead of turning to the right at Liouville, towards Boncourt, they turned to the left and went through Gironville toward Broussey. They soon saw that they were on the wrong road and stopped at the first corner to look around or inquire. Eddie soon spied a sign post and climbed up and lit a match to read the sign. "Hey, what in the h — 1 are you doing?" yelled Tom. "Trying to read this d — n French sign," replied Eddie. "Come on out of here before you get us blowed up," retorted Tom, and b-r-r-r went his old Mack down the road with Eddie following a close second. They stopped at the next corner, and while Tom was trying to parlez vous with a French M. P., Eddie climbed another sign post and lit another match. The French M. P. let out a yell and flew for his dugout. "If you are going to commit suicide," yelled Tom, "do it alone !" and promptly made for his Mack. "Say, Tom, this sign says " but Tom was already leaving and evidently Eddie didn't fancy a solitary death, for he took out after Tom as hard as he could go. They finally ran into an American M. P. at Broussey who turned them around and directed them to the right road. (97) Liihtless NaAts at tlhe Front By Master Eeginieer Fagan, Motor Detatchmeeit One night we were hauling the loth Engineers from Commercy to Ansauville via the Deletoile road, which had just been completed by the 23rd Engineers, and had about a ten-foot ditch on each side. About 7.30 p. m., fifteen trucks left Commercy with Captain Hoyt in charge. We had four or five colored chauffeurs who had had very little Camouflaged French Heavy Artillery experience driving at night without lights. We made good time until we reached the fork near Neuf Etang, where the road enters a dense woods. A large amount of artillery was being moved over this road, causing an unusual congestion of traffic, and it was impossible to see more than ten feet ahead. The going was very slow, although at first the traffic was moving freely. Before we had traveled more than two kilometers it was jammed. A four-horse team had gone into the ditch and in attempt- ing to get out had blocked the road. The wagon had fallen across the soixante, which ran beside the road, block- ing that also. We pulled up to the jam and stopped. In order to avoid collision from the rear, each driver blew his whistle to let the man behind him know that he had stopped. Immediately the first two trucks halted, but the third, driven by a negro, was some distance behind. It came down the muddy, slippery road altogether too fast to make a short, quick stop. Whistles blew, men yelled, hut by the time the truck was close enough for the driver to hear, he either thought he did not have time to stop or was too scared to try, for he screamed ''Oh, Lord!" and jumped out. The truck ran off the road into the ditch and turned turtle. Luckily, it was loaded with rations instead of soldiers. A gasoline tractor appeared on the scene and in a very short time had set the truck on its four wheels and pulled it out of the ditch. We were soon on our way again, but only to be blocked a short distance ahead by trucks unloading ammunition. Fortune favored us during the remainder of our journey, but that was a night of many accidents. Within the space of twenty kilo- meters there were over thirty trucks in the ditch. Our average speed was about three or four kilometers an hour, and we did not reach Ansauville until about five o'clock the next morning. After unloading, we returned to Sorcy, where we arrived about 10 a. m., took gas and oil and got some sleep, which was very precious and necessary, if night driving was to continue. We were still transporting troops by night to Auberge St. Pierre, Pont St. A'incent, St. Jean Canyon, Bernecourt, Ansauville and as far as Belleville when the St. Mihiel drive began. On the afternoon of September 11th a train of six F. W. D. trucks loaded with colored troops left Sorcy for Pont St. Vincent, about thirty kilos southeast of Toul. It was raining, as usual, but we made good time and readied our destination about dark, unloaded the troops and tried to get something to eat, without success, so we began our return journey. Our orders were: "Go from Toul to Ansauville; there pick up a detachment of 15th Engineers, take them to Commercy and return to Sorcy." I have been with the truck trains on many dark nights, but this was the worst. And. oh, how it did rain! I was riding in the last truck and everything went well until about half way to Toul, when upon rounding a curve, we heard a shout up ahead, and brought our truck to a stop. I got down to investigate and found Corporal Bell's truck lying on its side in the ditch. It was so dark that he could not see the curve and had simply driven off the grade, which at that point was about five or six feet high. We drove cur truck ahead, hooked a tow chain on the side of the body and pulled the overturned truck back upon its wheels. Hooking the chain on the front and after two or three trials, the truck was pulled back onto the road. The whole operation was performed in fifteen minutes, and we were soon on our way rejoicing. The joy was but short lived, for we had gone perhaps a mile further when Driver Acuff duplicated the stunt with his truck and we had another little job on our hands. I will state that the language used there in the rain and darkness was enough to turn the air blue. However, the truck was soon back on the road and we arrived at Toul without further accident. In Toul there was the usual jam, and progress was slow all of the way to Menil-la-Tour, where we arrived about midnight, wet to the skin, tired and hungry. Park- ing our trucks alongside the road, we went down to the kitchen of Company F, where we were able to get food and good, hot coffee. This put new life in us and made us ready for anything. As we left the kitchen the town clock struck one. and up toward Ansauville a big gun flashed and roared. For about thirty seconds all was darkness, then on the right and left as far as eyes could see, the horizon was one mass of belching flame. We ran for our trucks and soon the boys were busy cranking. I went up to the head truck of which Corporal Bell was driver. He turned to me with the remark: "My God, engineer, it (98) looks like we're driving into hell." I said. "It sure does. Do you still want to lead the train .'" and lie said, "You're d — n right, I want to lead.'' I turned to the other drivers with "What do you say, boys?" and every man shouted "Let's go," and we headed for Ansauville. By this time the road was lighted with the flashes from the guns and the driving was much easier. The road passed the heavy batteries, which were working in the woods on both side-.. The flash and roar was terrifying. Over on the German side we could see the shells exploding and on Mont Sec an ammunition dump on fire, upon which some Yankee gunner had made a lucky hit. We met the 15th Engineers' detachment about a mile out of Ansauville. It was too warm for them in the town and they were hiking it. After loading them on the trucks and in spite of considerable difficult v with a constant stream of trucks going both ways, we succeeded in getting the trucks turned around and headed back for Menil-la-Tour. On the road two of the trucks got lost from the train and went around bV way of Toul. They were held up several hours on account of a French ammunition truck blowing up and blocking the road, and did not return to Sorcy until noon. The remainder of the train got through without mishap, and after delivering the engineers at Commercy, returned to Sorcy about 7.00 a. m. We got our breakfast and gassed up the trucks and went to work again. Trucks were sent to Commercy to bring a company of the 11th Engineers over to Sorcy, and the remainder were hauling material to the "Bull Pen" at Pagny. We finally got to bed about S.00 p. m., a tired but happy bunch, for we had been in at the start of the St. Mihiel drive and knew that the Boche were on the run. A Day 9 § Work om the Soixaete It was one day, about a week before the drive, a number of planes were in the sky quite a distance to the west patroling the lines near St. Mihiel. In the east a German plane had come over our lines and braving the storm of anti-aircraft and machine gun fire, suddenly attacked and destroyed an observation balloon. The observers jumped from the burning balloon and, suspended by their para- chutes, floated slowly to the ground, while the aviator, his mission accomplished, started for home, shooting at every- thing in sight as he flew. When he had gone we came out from behind our gas tractor, where shelter had been sought from his machine gun bullets, and started to work. We had a heavy cannon for St. Jean Canyon, which was finally taken to its destination without further incident save the several small derailments which are commonplace on trips of this kind. When we arrived a few "whiz bangs" were coming over, all high explosives, but none landing close to us. The French artillery lieutenant invited us to share his dugout, but Ed Wheeler, my pilot, said: "Keep your head and place the gun while I watch where the next one falls. If it falls short and to the right, we will have time enough then." Sure enough inside of thirty minutes we had the "Hun killer" in position and were on the way to Tremble- court. At the latter place the operator gave us an order to go to Quatre Vents and pick up some personnel. On our arrival the supposed personnel was found to be big- shells. That did not bother me any. but we had one car of something else. I do not know to this day what it was loaded with, but when climbing a very steep grade the gas engine threw some sparks and the man in charge of the stuff said: "Oh, Lord! I hope this won't last long!" The higher up the hill we went, the more sparks and an occasional blaze was omitted by the stack, and finally the poor simp got off and walked. Of course, that got my goat, and I went over to the "boghead" and asked him if he thought there was any danger of those shells and burning that "other stuff. After I told him that the man in charge of the car got off when the sparks came back, he replied: "His nerves are weak, but we will wait for him at the top of the hill." We waited about ten minutes and loaded him on again, and went on to Tremblecourt, where we delivered our train over to the F Company crew. After taking a cup of coffee and a "corn willie" sandwich. I walked back to the office and said to the operator: "What do you say now?" He replied: "Bead this and weep or laugh if you want to." It was an order to go to Belle- ville. Tired and weary, we started for Belleville and. arriving there about 9.30 p. m., tied up for rest. At 5.30 o'clock the call boy aroused the crew for duty. Ed was sick and did not get out. We made a trip to St. Jean Canyon with a small gun. When it had been taken up as far as we had ever been in daylight, a French captain met us and said: "You may set the gun off on the siding as it can not be spotted until after nightfall." For the remainder of the day we handled big shells, powder and other supplies. About 7.30 p. in., we were back up at tin siding and French Heavy Railway Artillery soon were started toward the front with the French and their baby cannon. Before we had gone very far a "whiz bang" struck a short distance ahead of us. Everybody beat it for the dugout, but for some reason no more shells came over, much to the mystification of the French, who were inclined to remain in the dugout in anticipation of a barrage. Finally we started on without them, but had gone only a short distance when they overtook us. The words of the captain, "This is far enough, we will take it from here" were pleasant music to our ears, and in less time than it takes to tell about it, we were headed back on our way toward home. (99) FOLLOWING THE DRIVE WITH COLORED TROOPS By Sergeant Crane During the St. Mihiel drive the first platoon's work was to connect the French with the German steel through the St. Jean Canyon. While waiting for the big show- to start, we «ere quartered above Manonville in Swiss barracks with a detachment from the 12th Engineer-. We were doing odd jobs, mostly cutting out grades between Manonville and Minorville. It was here that we had our first experience with colored troops, a company from the 517th Service Battalion. The drive started, as you all know, early the morning of September 12th. We expected to start out that morn- ing, but no such luck. We hung around all that day and word came that we were to start at 7.00 p. m. on Wednes- dav the 13th, the colored boys to go with us. Three of us were sent on a truck to the camp of the colored troops to help carry some of their rations. We loaded up and were on our way back by 6.00 o'clock. The road was very congested and incidentally very muddy. The road through St. Jean Canyon is not the best, as the canyon is lined witli trees and heavy brush, together with countless grades. In plain language, it is tough navigating and darker than hell. We got along finely for the first hour and by that time it was very dark. Wc knew we were going, that's about all I can say, but how- to get there was something we didn't know. We were bound for Pont de Metz and knew it was in the direction of the front line, but what road to take was mere guess- work. We kept on going. The truck wasn't hitting very good and our carburetor was flooding constantly, so we were using "beaucoupe" gas. The gas tanks we had were down in the bottom of the truck, so we had to unload anil get at it. It was a difficult job. The mud was about six inches deep, and as I said before, the night was very dark, so you can imagine the tone of our conversation when the engine stalled or anything went wrong. We came to a cross road after an hour and asked the M. P. there for the correct road to Pont de Metz. There were two roads, one level, the other a long grade, and at the time very congested, a string of ammunition trucks going up and artillery trains returning. The M. P. directed us to the congested road, instructing us to turn to the left a few kilos beyond. We were about two hours getting off that grade. Everything was tied up, trucks ran into us but we stuck on the grade. At last we got through and came up on a bit of high ground. The road seemed to run along the top of a hill. All during this time there were many of our guns in action and very few- greetings from Fritz. On our left was a long row of brush. All at once about five long range 155s let 'er rip. It about knocked us off the road. We got off the track and went into the P. C. and were told we were on the wrong road, so we had to manoeuver a bit getting the truck turned around, getting down on the ground and feeling our way, for if we ever went into a ditch we would have been finished. We got it turned after some work and started back. On our way we ran into two trucks, but nothing serious happened. We found the right road after a few hours' travel and ran into the colored boys, who were marching up. They were a wonderful lot. They had never heard a gun before and I'll wager there were very few who wouldn't have sold his chances for a can of beans. They were very wide-eyed and the questions they asked would make any man throw- up his hands. W r e passed them and about three kilos ahead came into a very narrow and muddy road. Here the truck stalled. While working over it, willing to give our right eye for a drink, along came a battery of heavy French artillery long range 155s on rubber wheeled trucks, drawn by eight horses to the gun, and our track stalled in the middle of the road. We hailed the "frogs." They stopped but were getting impatient. We were all getting a fine mud hath and had our truck about ready to partee, but the "frog" sergeant had orders of his own also, and was endeavoring to use his hands, having long exhausted his vocabulary, telling us how to get out. Well, they started out before we cranked our engine and the first gun carriage fouled our truck, pushing it to the side of the road with the wheels jammed. A few "frogs" and two of us got a goodly sprinkling of mud. It caused us another hour's work before we again got on our way. At last reaching Pont de Metz, we ran up to the light railway, thus ending a very wild ride. It was about 6.00 o'clock in the morning then, so we started to find something to eat and, if possible, to sleep, but the men were sent back with the truck and given a gang of negroes. We started to build a grade, making good progress, but I will say the colored boys were willing, but very cautious and timid. They were willing to work, but as one of them expressed it : "Boss, I ain't no fire eater. I'se willin' to work like hell, but dese here bumbs jus' make me feel an awful long way from home. I'se got a big famblv." They were afraid to walk around, much less put a pick in the ground, for fear they would hit a mine. They got down to work in the afternoon and though tired they didn't kick. On the second day we were about half way over "No Man's Land" when one of the boys came up to me savin"'. Boss, I'se don' got the best souvenir. Some potato masher. Gwine to send it home." He stated that he would take it to pieces, screwing off the end. I saw that it was a German hand grenade. I told him what it was and that if he screwed off the end of it it would blow him to splinters. He nearly turned white, dropped the grenade and ran. We had quite an assortment, among them two or three preachers. One was a licensed clergyman. He used to keep them all working and I must say he was game. He would tell them they had religion, so keep faith and they would be all right. One of them said to him one day after a shell came over them and burst 300 yards away : "I may have religion, nigger, but I sure can run." And he did. I couldn't get him out of his hole for nearly an hour. Whenever they heard the slightest whistle they were on their stomaches and stayed there until I started to threaten them. One day, about a week after the drive, I had about twenty-four of them salvaging steel from the old French trenches. I had unloaded a hand grenade and was playing with it. They were all working but kept their eyes on me. I pulled the pin from the grenade and threw it. I don't know how it happened, but I had no sooner let it go than over came a big one landing about 300 feet short of us. They all turned white, and I myself did not know what had broken loose. There was fully twelve inches of mud in the trench and they flopped into it. It was about 3 o'clock in the afternoon and a regiment of M. P.'s could not get (100) them out of it. Quite a number of shells came over and burst around us. Every time one landed they would say, "Oh, Lord, have mercy," but that's about all. At that time we had a number of men working up ahead toward Thiaucourt, where it was hotter. Whenever one of them got lazy all I needed to say was, "Well, you go to the front tomorrow" and he would work. One fellow, his name was Cleve Glover, was very timid, a little short and stout boy, one could not get. him to part with his steel hat. I used to say : "Well, Cleve, you are going to the front tomorrow." He would get all flustered and say : "Boss, don' talk lik' that. You make me nervous. I don' lik' dese bomb shells. Why don' you talk about something nice." He was a deacon from a colored church, but was never cut out to be a shell dodger. The preacher was a very slim, tall fellow. He had made a few trips to Vieville and told me about his experi- ences. Coming across a field one day several broke around him. "I thought my time had come, but I run as fast as I could and hcah 1 am." lanterns proceeded to clean up the damage. Evidently the light attracted the enemy's fire, for a number of gas shells came over, landing very close. One of the boys in the detail went to the truck train without his mis mask. TRACK LAYING IN "NO MAN'S LAND " COMPANY A During the early days of September, while the first platoon was working in the Bois Chanot, we had repaired the soixante and made some important changes on bridges in anticipation of the St. Mihiel offensive. Immediately after the barrage started, which marked the opening of the drive, we left for the front on a train loaded with rail and other supplies for soixante construction. At the time we left camp for the front it was dark and a slight rain was falling, the roar of the guns echoing and resounding in the canyon through which we passed, made it seem as though the number of guns participating in the barrage was multi- plied a hundred times. The sky was lit by flashes of fire from the continuous discharge of cannon, the whole forming a setting for a scene not easily forgotten. It was our intention to reach the end of the track and start following the drive, but a bad derailment at a point afterward called "Hard Luck Curve" necessitated our unloading and sleep- ing on the ground until daylight. At the break of dawn we arose and replaced several sections of bad track that could not be negotiated with American equipment. After a light breakfast we proceeded to what had been, the night before, the front line trenches, where the soixante ended. At noon we saw a Boche aviator in an allied plane slip over the lines, bringing down in rapid succession three observation balloons. After destroying these balloons, he made a circle and came directly toward where we were lined up at our rolling kitchen for dinner. Swooping down toward the mess line, he opened up with his machine gun, but was frightened away by the appearance of allied planes before he could do any damage. Volley after volley was fired at the escaping Boche who, before he could reach his own lines, was brought down not more than a mile from the place where he had created so much havoc. After dinner we started laying steel across "No Man's Land." At about 1.00 o'clock the next morning, after having worked eighteen consecutive hours, an officer in charge of an ammunition train came to our lieutenant for assistance. The leading truck had broken through a bridge, thus blocking the road and preventing following trucks from passing. This train was transporting small arms ammu- nition for the doughboys, and it was urgently needed. Our lieutenant called for a small detail and with the light of Laying Track Across "No Man's Land" He had been so long in finding it that the sergeant told him to come on without one, and when the gas came over the sergeant took off his own mask and gave it to the man he had caused to be on the job without one. On September 15th we connected the newly laid steel with the old German lines, thus giving a continuous line from Sorcy to Thiaucourt. The German line needing repairs, it was not until September 19th that we started using this line for transportation of supplies and ammu- nition to the doughboys. On September 27th a detail of twenty men moved up to a canyon between Vieville and Thiaucourt, situated about one kilometer behind the American outposts. The place where they had originally intended to camp had to be abandoned because when they arrived there they found five men and eighteen mules that had been killed the night before. The Americans named this place "Shrapnel Valley" as it was full of American artillery, consequently it was being continually shelled. We set up our kitchen and the men dug in on the hillside. After dinner the shell fire became so heavy and the air so full of gas it was impossible for the men to continue their work, so it was decided that, under the circumstances, the men would be unable to obtain sufficient rest at night to carry on the work in the day time, so they moved back to camp, therefore, going to and from work on a train pulled by a gasoline tractor. One portion of this road, just after leaving Vieville, was on top of a hill exposed to the direct observation of the Huns, and we were shelled every time we crossed over this hill. We were glad to get the job finished. It was too warm for comfort. However, we found we were jumping from the frying pan into the fire when we moved to the Argonnc — but that is another storv- GETTING THE BOCHES' GOAT It was one of those rainy days during the St. Mihiel offensive while a detachment of our company was working on blowouts on the narrow gauge. Our reserve rations were getting pretty low when one of our boys spotted a goat which was not speedy enough for the Germans in their retreat. We then planned to trap it, and one of our "buddies,*' who had never done anything besides herd sheep in Austria, said that he would get the goat in a very short time. The (101) next thing we knew the Austrian was down on all fours with a bunch of grass in his mouth, a little bell around his neck, making a noise with his mouth which sounded like a steamboat, but he said it was the way they called goats in Austria. It was not long before the goat was prancing around and wagging his tail as if he were pleased. The goat bounded forward and when he was in a few yards of the sheep herder he stopped and looked as if something was suspicious, but it was too late. The Austrian made one bound and was on top of him. The goat then become wild and started off on a dead run with his opponent still on his back. When the goat had gone about a hundred yards and being excited, he leaped into a big shell hole which was full of water. Our boys, string the splash, ran to the rescue just in time to save the Austrian's life, as he was not much of a swimmer. We threw a rope to him and he grabbed it with one hand and still had the goat in the other. We had no trouble in getting it dressed and as for a cook we had some lads that have done nothing else but cook in the "jungles." We had some feast, and until the!) never knew there was so many soldiers in the A. E. F. The doughboys even left the trenches to get a piece of the fresh meat. From that day on we never saw or heard anv more of the kaiser's goat. NIGHT WORK By Clarence P. Hobert, Company B Company B's first experience at night, work was on the construction of the Broussey loop, one-half of the company being required for this work. It was necessary to build this line at night, owing to the close proximity of the front lines, which were about two kilometers north. The men were rather nervous the first night, but the tension wore off after a time. The second night found them hard boiled and many of them smoking. Owing to the darkness, a white tapeline was placed along the center of the grade and each squad was assigned a certain number of feet. The third night the Boche sent over gas. However, this caused little confusion. The men dropped their tools, put on gas masks and walked to the train, arriving at their barracks in a short time. Gas was sent over again the fourth and fifth nights. The grade was completed, steel connected and ballasted and the line was ready for operating the seventh night. The only shelling during this work was on the last night, when the American artillery sent shells over their head continually for an hour, but it seemed an age to some of the men. It is anything but a comfortable experience. Tin' second experience at night work came ten days prior to the St. Mihiel offensive. The entire company was stationed at Jouy. The streets of this village are very narrow, and heavy road traffic and steep grades made it difficult to run the steam locomotives through. There was also the possibility of the Boche shelling the streets, thereby tying up this important line. Therefore, a line was con- structed around the town. The work required patience, as it was necessary to work in the rain, with mud ankle deep. The fifth night a German plane flew over and dropped a flare. It was very bright, lasting for several minutes. The men were ordered to get to the ditch and lie down. However, nothing transpired. On the sixth night, a French truck loaded with gasoline rammed into an ammunition train, causing an explosion, the flames lighting the skies for miles around. Many gas shells exploded and the men were obliged to wear gas masks and lie in a muddy ditch for some time. At midnight the mule skinner would appear with his detail, hauling mess to the gang, which they ate while sitting on the mud-splattered ground. On the ninth night the track was completed and ready for operation. At noon, September 11th, the company was ordered to pack and prepare to move. At 1.00 a. m., September 12th, they left Jouy just as the barrage opened signaling the opening of the St. Mihiel offensive. Hiding for five hours on the "Petite Chemin de Fer," between the front line and the artillery, the rain falling in torrents and the men were soaked to the skin, having little sleep, if any, as the roar of the barrage made sleep almost impossible to the most fatigued. It was a miserable experience, to say the least. Early in the morning, as the infantry went over, Com- pany B was unloaded at Ansauville and hiked toward the front over a road which was occasionally shelled by the enemy. They dropped their packs and started to work, without interruption for fifty-six hours with no sleep and little food or water. The track ran across what was "No Man's Land" only a short time before. Trenches had to be filled and the dead dragged aside. The line was connected, ballasted and in operation a few minutes after completion, when an ammunition train passed over toward the new front. The men then realized the value of their efforts and endurance as a decisive part in the general campaign. HELPING SHELL THE HUN By Barthtt Schilling, Company D On the afternoon of September 25th a lieutenant from the headquarters staff of the 149th F. A. came to our commanding officer for assistance. Together they found one of the tractor crews and told them the 149th F. A. had only a hundred rounds of ammunition for each battery. It was impossible to get it to them in the caisson for twelve horses could handle only fifty rounds a trip. The roads were practically impassable from the dump at La March to the gun positions, due to the recent heavy rains, Jerry's evacuation and our advance. The light railway was the only available means of moving the ammunition to the guns, three miles distant. They needed 3,000 rounds for immediate use. A captain came riding up and asked the lieutenant what ho was going to do for ammunition. The lieutenant explained the tractor was going to bring 3,000 rounds up as soon as the camions arrived. The captain was from the 151st F. A. and he surely exploded a bomb in the little party when he asked: "What in the hell are you going to do with 3,000 rounds and a six-hour barrage starting at 11.45 p. m.?" The lieutenant started in surprise and told the crew. "I hadn't heard of this barrage, but it's up to you fellows. We will have to have it, even if the men have to carry the shells. I'll need 15,000 rounds more." The 151st F. A. had to have 22,500 rounds, making a total of 40,500 rounds of 75 m. m. shells to be delivered when the camions arrived at 4 p. m. The two tractors got hold of four Boche cars and two of our own and delivered the goods in record time, made two regiments of artillery happy and doubtless caused more or less discomfort within the enemy lines. (102) Camonf kie By Captain James P, Nash The one word that became universal during the world war that will live forever, its literal translation into English meaning: "To make something seem what it is not." Much camouflage was used by both the allies and the German-. One of the most striking examples of fooling the other Camouflaged Road and Narrow Gauge Railway fellow in the war game came under my observation while we were stationed at Belleville, on the Moselle River, and just after the St. Mihiel offensive. The salient having been reduced and the line strengthened, much to the sur- prise and embarrassment of the Germans, and while they were still trying to recover and protect their new line to prevent the fall of Metz, the American Army had gone to the Argonne to begin an offensive scheduled for Septem- ber 26. 1918. and left only a few troops in the Toul sector to hold the line and camouflage the enemy. As expressed by our brothers in arms, the English, we had his "wind up." He didn't know what to look for next, but had strong suspicions that his next entertainment would be staged by the French 8th Army, which was on the right of the American 1st Army and occupied the territory extending toward the Swiss border from the right bank of the Moselle River. Therefore, to cover the movements of our own army and keep him guessing, the comparative few left had to make noise and disturbance enough to lead him to believe that our side had been strengthened and were shifting for a new attack on the right. Company E, 21st Engi- neers, had played a very important role in the St. Mihiel show just closed and every man had done his turn. All were tired and needed rest, but on the 20th of September Major J. W. Viner, Acting Chief of Staff, came into camp and laid a plan before the company commander for hand- ling a number of tanks by narrow gauge railroad to various points on the front to the right of the Moselle, and asked if we could do the job. Having utmost confidence in the company and the ability of every individual, the captain replied by informing the major that his plans could be carried out without the slightest possibility of a double and without interference with other important work being carried on. During the afternoon of September 20th fifteen French seven and one-half ton tanks were delivered to the Belleville division, each tank having its driver and gunner and a number of mechanics and spare men to take the place of casuals — if there should be any. All were good looking, healthv. happy American young men. The tanks were loaded on narrow gauge American flat cars, each of which just fit. Everything was carefully gone over, machine guns, one pounders, gas masks were tested and everything was ready for the start, which was made just at sundown. Two train-, two steam engines each, and two gas tract What a strange looking sight to see those little miniature trains climbing laboriously up the hillside with their cargo of death dealing machinery painted every color and spotted and splotched up in such a way that one might imagine that some novice landscape artist had made an attempt to put on canvas the ever-changing colors of a French sun- set and then let his colors fall, besmearing the canvas until it could not be recognized. On they went until it was no longer safe to use -team engines, where gas tractors were cut in to go to a road crossing previously agreed upon, there- to unload and go into action far in advance of the artillery positions and in easy range of the German riflemen. That made no difference with these men. They were soldiers and obeying orders, notwithstanding the fact that the curiosity of the Germans had been so aroused that they put up their observation balloons and looked the procession over just before Nature closed their observing eyes with Use of Camouflage in French Ullage that precious hoodwink so important in the game of war — darkness. The tanks being unloaded, the fun began. Each with its muffler wide open, made all the noise possible, until those that could hear and not see could easily believe that every tank in the Allied Armies were there and manoeuvering— (103) going into position. Then, as if by magic, everything was as quiet as a country churchyard, the tanks coming quietly back to the point of loading, each climbing on its car, like so many elephants after a circus performance. The Germans shelled the woods with high explosive and gas without result while we moved the trains back a distance of eight kilometers and changed direction. Moving to the front at right angles and twenty kilometers from the first stand, the tanks unloaded and went into a woods for the day. The following night a performance was put on at the new location. After the show all was loaded and moved back to Belleville before daylight, while Fritzie made the music for the movement with his artillery. The same morning the tanks were transferred to stand- ard gauge cars and went to the Argonne to join that offensive. The show was over as far as we were concerned, and not a scratch, but not for the Boche. He was terribly worried and strengthened his air service to a great extent in that sector, putting in all his time in low flying, search- ing every wood, ravine and place of hiding, but of no use. What he was looking for wasn't there. Then began the beginning of the end in an entirely different sector. While he had most of his aerial forces hunting phantom tanks and was moving reinforcements into an abandoned sector. The company again upheld the name of the 21st Engineers and proved its sterling worth and value to the A. E. F. as will be shown by the following letter: HEADQUARTERS, 302ND CENTER, TANK CORPS. September 25, 1918. From: Major J. W. Viner A. C. of S., Tank Corps. To: C. O. 21st Lt. Ry. Engineers. Subject: Captain J. P. Nash, 21st Engineers. 1. I wish to express an appreciation of the good spirit and efficient work done by Captain J. P. Nash, 21st Lt. Ry. Engrs., and his men of the Belleville Division during the tank movement on the line during Sept. 20th-24th. 2. Our movements were tedious and long, and of uncertain character due to changes in plans and orders. In spite of this Captain Nash and his command were always ready to help us — day or night — and cheerfully to place us wherever we requested to go. 3. Any success we had in our combat marre .vers in that sector was due in no little degree to the help so cheerfully and timely given. 4. It is very gratifying for me to be able to give, in this way, my own thanks for the help given to me and my commands. When we were tired after the St. Mihiel, wet and fatigued, due to continu- ous night and day movements since that fight, we were "Braced Up" by this most excellent spirit and willingness to help of the 21st Engi- (Signed) J. W. Viner, Major (cav.) T. C. Acting Chief of Staff. The spirit of the men was most excellent. The only trouble experienced by the officers was to keep the men on their own jobs — every one wanted to go with the tanks. There wasn't room for them, but they didn't care, they would ride on top. It was pointed out that we were needed for train operation and they saw the matter in its proper light. Some, however, did go away without leave and join the infantry, temporarily go into action a few times, then come home and report for duty. TOURING FRANCE BY SOIXANTE (COMPANY E) The 21st Engineers being relieved in the St. Mihiel sector, the regiment started moving to the Meuse-Argonne front early in October. Part of the regiment was moved on trucks, but Company E traveled on the narrow gauge. Leaving Belleville, we proceeded to Scicheprey, which was the scene of the first real fight between the Americans and the Germans, where the 26th Division held a German attack in April. We camped here for the night, building improvised roofs on the cars out of boards and our shelter halves. The following morning we salvaged a Boche portable soup kitchen. After several derailments, the con- voy reached the foot of Mount Sec, which was behind the German lines for four years and in plain view of our lines. We had heard many interesting stories of this mount, the French long considering it impregnable. The effects of artillery fire were everywhere in evidence and, owing to the deplorable condition of the track, our train was delayed considerably, giving us an opportunity to hunt souvenirs. Guy Baker entered a dugout but came out looking extremely pale, and after much effort succeeded in stammering out that he had seen a dead Boche. During the course of the day we passed through many ruined villages which were recently "liberated." One of our trains became lost and started toward the front line, but fortunately the mistake was discovered before it was too late. At one point it was necessary to ascend a steep grade. The engine ran out of water, which was difficult to find, and night found us still in need. Here we found one of the companies of the Third Battalion, which we knew was in France, but had not encountered before. The supper was served by the light of a few candles. This light perturbed the Third Battalion men, who insisted on "lights out," but as we considered ourselves veterans, we took a chance and kept the lights burning until we finished our repast. It was impossible to stop for the night on the main line, so we moved on a few miles to a branch line and tied up for rest. The Boche evidently decided we were not going to rest and shelled the woods nearby and repeated it again in the morning. The shells landed so close that many of the boys "high tailed" for a dugout. We moved again at daylight, crossing old "No Man's Land" where there had been some hard fighting. The train was derailed several times, giving us a chance to explore the shell torn ground. Here we found skeletons, some still having their now rusty rifles lying beside them. There were immense concrete dugouts torn to pieces by large shells, everywhere a mass of ruins and shell holes. The earth appeared as if churned, rifles, bayonets, helmets, bones, wire, grenades, etc., all mixed together in a mass of debris. We did not stop for sleep that night, and in the early morning crossed the old lines at a point near "Dead Man's Hill," north of Verdun. We finally arrived at Cheppy and pitched our squad tents on the hillside just above the ruins of the village, thankful to be settled once more. (104) A IHMll©we 9 ©ini Party a Compaey A By Hfflirry K, Uoderwood It was in the latter part of October. We were follow- ing the advance of the doughboys who had slowly but surely ploughed their way through the Argonne. We fol- lowed in their wake through Dombasle, Malancourt, on by Montfaucon and were camped on the outskirts of Cierges when the following little incident happened : We were sleeping in a hole dug in the ground near the '"petite" tracks and banked up on the side facing Fritz to ward off flying shrapnel. About midnight the 31st o/ October one of our "Soixante cannon balls" drew in heavily loaded with ammunition. She puffed and snorted a few minutes to switch it into the siding, emitting quite a bit of steam and smoke. Once her firebox was opened and for ». minute a dull glare streamed out into the darkness, which was evidently spied by Jerry, as he began throwing over "Dutch confetti," or 77s. I had been lying there awake for several minutes listening to the whistle and explosion of the shells as they pock-marked the side of the hill where two hundred and fifty men slept or attempted to sleep. Up to this time no one had spoken, thinking the other was still asleep. I lay awake a few minutes longer hearing nothing but the steady breathing of my comrades broken only by the spasmodic explosion of another shell, when my ear was attracted by the soft whirr of a Boche aeroplane. Somewhere away in the distance a dull b-o-o-m-m-ni was heard floating through the still air. Within the next few minutes several more booms. They had ceased to float now and came in quick, sharp crashes, were heard when I felt a nudge in my ribs accompanied by a rather shaky whisper: "Slim, Slim. Hey, Slim ! Are you awake?" Before I could answer there came another nudge and again a rather j erky voice repeated : "Slim, Slim. Hey, Slim — " but he got no further, for I didn't in the least need any urging and I answered immediately in about the same tone of voice. "What is it, Ben?" I answered. "What shall we do? Let's go to a dugout !" he replied, all in one breath. I was pretty strong for going somewhere right now, but I wasn't exactly familiar with the lay of the land and I whispered back : "Do you know where there is one?" "Yes, there's one up the track about half a kilo." "Well, let's go. Wake up Cy and Frei, get some blankets and beat it !" It occurs to me now that Cy and Frei didn't need any more urging than I did and soon we were all four lighting out up the track as fast as the gloom and an ample amount of trailing blankets would allow. After tripping and stumbling several times apiece from our hobnails skidding on the smooth steel ties of sectional rail and stepping on the ends of hastily gathered blankets, we hove up to the entrance of the aforesaid dugout or "Unterstand" as the Germans had it labeled. Ben was in the lead, I was a close second and Cy and Frei were running neck and neck for third place. As Ben stooped to make the low entrance, pushing his big load of blankets ahead of him, his foot struck some- thing that wobbled and flew back into place. Dropping his bundle he struck a flickering match. A pair of hobnails presented themselves. Beyond them the outlines of a man lying prone on his back loomed out of the inky darkness and beyond him more hobnails shaped themselves and more men, some lying, some half squatting and the rest standing up. A grotesque picture they made, their faces showing up strangely white against the thick darkness. The silence was positively uncanny. Not another inch of standing room and not a possible chance to step in out of the danger that, if anything, had increased in its fury on the outside. Ben's only expression as he turned to tell us of the situation was nothing more than a disgusted wail. "Aw, hell, fellows, the damn thing's full." Well, to say the least, Ben's exclamation was very mild in comparison to three others that were uttered simul- taneously after this bit of information had time to sink in. Frei, who was the most vehement in his condemnation of various and divers kinds of luck, suddenly concluded that the wisest thing to do would be to calmly return to the (105) overgrown gopher hole we had so recently quitted to seek more substantia] shelter. "Come on, fellows, let's go back," he quietly said after his recent explosion of wrath. "If they're going to get us, let "em get us there, 'twould be a hell of a note to catch it out here running around like a chicken with his head cut off." The American artillery had in the meantime cut in on the celebration and were replying shot for shot, and the sky was kept lit up all about by the flash of 75s. This put more courage into us as we slowly trudged back to our old hole. We walked along in silence for a few minutes, each man thinking to himself undisturbed, when I finally broke off the spell by a loud exclamation and a big burst of laughter. My companions looked at mc in utter dismay, the thought Hashing through their minds that I had probably gone daffy with excitement, but no such thing happened. I had only remembered that October 31st was Hallowe'en night and the joke was on us. ONE OX THE SAM BROWNS liif Esterberg, Company A One October evening while the first platoon of A Com- pany was stationed at Montfaucon, a number of "gaudy dancers" were reviewing the past and the dirty deal the army was handing them. The results of the meeting was that all should go on the sick call the next morning, thereby getting a day off. Next morning, if you were watching the mess line, you would see some tired looking, sick and halt soldiers, complaining on the coarseness of army food, on the loss of appetite and the scarcity of eggs. When sick call sounded they realized what a job they had before them, for all were big and husky and did not relish the thought of standing before the M. D. and telling Dugouts and Splinter Proofs how sick they were. Slim broke the ice by starting for the pill man. mustering all latent forces, goes in. No news from home, no news of war, could hold these men so spell- bound. Each one felt they were doing wrong, and how glad he would be if he could only break away, but the solemn vow made the night before held them to the mark. How hard it was to wait ! Was Slim ever going to come out? Finally he showed his tired and haggard face, but, oh, what a relief, he was smiling all over. Thev lost no time in gathering about him, to hear his tale. The air was full of questions. What did he say? What did he do? What did you say? Slim threw out his chest and said: "It's easy. Why, a fellow can get away with murder when dealing with those pill peddlers." Slim told his colleagues that he was marked "overworked" and needed a day of rest. After telling his pals what to say, he exclaimed: "Get the rag out and let's get the poker game started." All went well. The boys reported in turn, all came out with the same smile of victory on their faces. Noon came all too soon for the birds who were enjoying a day off. Slowly they took their places in the mess line, still looking sick and tired. When opposite the serving table, the sergeant in charge of the mess asked each one, "Are you on sick call?" The answer, "Yes, sir," came easily. "Well, there's an order 'here for light diet for those who went on sick call this morning." What a blow ! Breakfast was slim because they put on a broken down appetite, but to have a cup of black coffee and a piece of bread handed you for dinner was too much for a bunch of hungry, lying engineers. When the gang had all been served they gathered in the squad tent to see if anything could be done to meet the search}' of food, and to relieve the pangs of hunger. All that could be heard from the outside was cursing and threats. About 1.15 p. m. two of the gang were seen making their way to the yards. Others went to the woods, while the rest remained in the tent. What they were up to no one knew, but the smile on their faces plainly told that the difficulty was met, or soon to be. The two that went to the yards soon came back. One had a "No. 2" and the other a pick. In the open space in front of their tent a hole was started and by the way they handled their tools they meant business. The others came in from the outside world, some with wood, others with pieces of rail, and the last one with a piece of corrugated iron and two lengths of stove pipe. While the hole was being dug the others were making the iron flat with the tools most handy, which includes rocks. Slowly the hole took form, and it wasn't long before a fire was going and the paint on the iron was leaving this world. We outsiders were still wondering what they were up to. Maybe they were going to wash some clothes, but why the smile? At last we got a clue. Slim opened the flap of the tent and asked "Where's the bucket?" Someone said "I don't know." But one knew. He said: "It's behind the tent with dirty clothes in it." Slim exclaimed "To hell with the dirty clothes — I want the bucket." Soon the bucket was free for its new duty. When the paint was well burnt off the iron it Was cleaned with sand and water and then I knew what the game was. Some one said "atten- tion" and out comes Slim with flour all over his clothes, and the bucket full of a mixture no one could ever make again. He asked "Is the iron ready?" "Oui" someone said. Sinn was just about to try a batch when he realized that they had forgotten the grease. They could never get it from the kitchen, so some other must be found. Someone discovered bacon and another a helmet, and no time was lost for the grease was soon coming from its hiding place. The big event was on its way. The griddle was greased and the first batch of batter was put to the test. The first cake was a failure. You would have agreed with me had you seen it, for it was over two feet (106) square and the rest had run over on the ground and into the fire. After adding more pancake flour and stirring it well with the squad stove poker, the chef again tried his luck. Such cakes could never be found at home. Big, small, thick, thin, pale colored and brown and more burned than cooked, but they were good, for butter, milk and syrup was to be had in quantity, and, oh, such coffee. My Road Through Devastated Region only regret was that I couldn't stay and eat my share, for the captain ordered his car for a trip to Vraincourt. This same captain no doubt had his foot in the eats the boys got for dinner. He saw he was licked, so all he could do was look hard and £fo his way. FAMOUS NOVEMBER FIRST ADVENTURE OF COMPANY B By Sergeant Holmes For several days we had been getting rumors of a bii;' offensive to take place soon and knew that when it started we would be called on for our bit. On the afternoon of October 31st we were ordered to quit work and go into camp. We knew that the next day would be a strenuous one. After supper the tools, kitchen and rations were loaded on narrow gauge cars and everything made ready for an early start next day. We were not to break camp, but two squads were left to guard and keep everything ready for our return which we expected would be several days later. The roar of artillery greeted us the next morning when we boarded our train, which was operated by a crew from E Company. As we passed the artillery positions shells evidently meant to silence our big guns began landing near the track and once we were delayed for half an hour while the track was repaired where a "G. I. can" had found a resting place a few minutes before. At about 7.30 o'clock we arrived at Marcq, formed in company front, unslung our packs and procured tools preparatory to going to work. This was accelerated somewhat by Fritz, who evidently discovered our presence about this time and began tossing gentle reminders our way in the form of big shrapnel shells. These filled the air with whining bits of metal that made the place unhealthful. One small piece found lodgment in the ankle of one of the men, Corpora] Walworth, and leav- ing him in care of the "medics"' we hastened on up the track, thankful that duty did not call for a protracted stay in this spot. Before we had gone far word was passed along that the Boche had made a direct hit on the engine which had pulled us up and that the engineer and fireman were both horribly wounded, with very slight chance for recovery. Most of us knew these men and this new-, stimulated our determi- nation to get busy and do our best. We found a beautiful piece of narrow gauge waiting to be repaired. The Ger- mans had simply moved one rail of a standard gauge road over and made an almost perfect narrow gauge, in excellent line and surface. However, as they retreated they had blown up every third or fourth joint and every switch with dynamite. Our work was to repair this damage. We worked ahead toward Grand Pre with Jerry eternally throwing his "big ones" and "'whizz-hangs" at us. Inter- mittingly we repaired track and hugged the bottom of some friendly ditch as each succeeding shell screamed it ^ approach. I would not give the impression that our own artillery was idle. We were surrounded by gun positions and our gunners must have sent over at least ten shells to every one of the Germans. There were many narrow escapes, thanks to quick movements ditchward and to plain luck. Many of us were covered with mud splattered by shells that exploded near us. In fact, one party arose after a shattering explosion to find their guns, which had been stacked within a few feet, had been entirely destroyed by a shell. We worked ahead to where we had orders to stop, and here the mess sergeant and cooks overtook us with dinner, which they had pushed all the way from Marcq in a small flat car. Never had "gold fish" tasted so good. In fact, lots of us ate it with relish for the first time. We continued to work till late in the afternoon anil then trudged back to our packs and began digging in for the night. Of course, Fritz, thoughtful as ever, remem- bered us about supper time and the scream of falling shrapnel was responsible for more than one failing appetite. However, the fear that we would be favored with more of his attentions in the shape of gas shells during the night failed to materialize, and every one enjoyed a perfect night's lest which such a strenuous day always brings. The next morning at 4*. 00 o'clock we were up and busy eating breakfast and soon after we were out completing the work Effect of Shell Fire on French Buildings we had started the day before. The Germans had been driven out during the night and were retreating and dis- turbed us very little this day. Early afternoon found us and the train going back to Cheppy, singing and happy, with a feeling of duty well done and knowing that a hot supper and a good night's rest awaited us. (107) A HOSPITAL EXPERIENCE During the St. Mihiel drive, while riding a salvaged German engine, which ran into some track, damaged by shell fire, I was injured. An ambulance passing the camp was stopped and I was placed in a French collapsible litter and conveyed to a field hospital at Beaumont. The hospital was on the second floor of the only intact building in town, which prior to the drive was part of the third line trenches. The hospital was crowded and I was placed in the hallway with four other patients. Here the French collapsible litter justified its name and collapsed, causing me to lie on the concrete floor of the hallway with the result that I was almost frozen to death. The place was infested with rats and I was obliged, due to my helpless condition, to lie there and watch the rats hurdle my body in an effort to get to the traveling rations of the patients beyond me. There was quite a contrast between the upper and lower floors of the building. The lower floor was used as a Salvation Army hut and the soldiers came in played the piano, sang and enjoyed themselves as much as possible. During my stay here we were visited by the Salvation Army girls who gave us doughnuts and hot chocolate. I have never eaten anything, either before or since, that tasted as good as these doughnuts and choco- late. From the field hospital I was transferred to an evacuation hospital at Toul, where my case was diagnosed as a medical case and I was promptly shipped to Base Hospital No. 82. This was a very large hospital, having eighteen sections with eleven wards to each section. The medical detachment here had only been in France a short time and the patients were given the very best of treatment. I was taken into the receiving ward and later taken to the bath house and given a sort of a Turkish bath. It certainly felt fine to be real clean once more. I ivas then assigned to the ward that handled such cases as mine. The nurses were very inexperienced at handling soldiers, having spent most of their time taking care of refugees and babies. They gave us the same treatment they had been giving the babies, so it is easy to see that we were well taken care of. In this ward were men from every branch of the service in the United States Army. They all told stories of the battles they had been in with would manufacture some. After a short time I was given clothes and assigned to light duty. Here I might mention that each patient was given his day's work to do to determine whether he was physically fit to go back to his outfit as a Class A man or whether he should be marked Romagne-en-Argonne the result that a good many battles were fought in that little ward that never happened on a battlefield. Im- proved in health, I was moved from ward to ward until I became a walking patient. After becoming a walking patient, I would go through the different wards giving the fellows the news. When there wasn't any news to give, I Red Cross Nurses Assisting the Emergency Field Hospital at Sorcy Class B or C and sent to the S. O. S. to do such duties as he could perform. While I was doing light duty I was very curious to go through all the departments and learn the workings of the hospital. I told them I had had experi- ence at first aid so was assigned to take care of sick calls. Later worked in the drug department, medical department, Red Cross supply, morgue and finally as assistant to the personnel officer. To the kitchen force, which was prac- tical^ all French, I passed as a sanitary inspector and since I had only nice things to say about the way they kept their kitchen, I fell in for quite a large share of the little luxuries that the cooks made for themselves. One day, feeling that the patients were not getting enough candy, I took it upon myself to steal a large cake of chocolate from the kitchen to distribute among them as far as it would go. A French girl, who had evidently had considerable hand grenade experience, caught me in the act and made a direct hit with an open can of Eagle brand condensed milk, causing me to take a bath and make a complete change of clothes. In one of the wards was an opera singer of international reputation, and he promised to sing for us providing I would get a piano and some songs. I received the loan of a piano and music from' the officers and at the suggestion of the colonel, rounded up all the talent I could and put on a little vaudeville show. The program was made up of the following acts: The opera singer, Broadway Kelly, a buck and wing dancer, a trap drummer from Philadelphia, who played the traps on a bread pan; a piano bumper from Frisco, an Irish comedian from Wyoming and finally a memory expert. Everybody was highly pleased with the show and I suppose they have put on many more such little shows with talent taken from among the patients. My time expired and I was marked Class A and sent back to my outfit. I went through an equipment camp, where I received a brand new outfit, then to a replacement camp, where I got intense drilling for a week or so, and finally to a distribution camp, where the R. T. 0. gave me trans- portation back to my command. I want to say a word of praise about the Red Cross. On my trips both to and from the hospital I was kept supplied with candy, cookies, cigarettes, chewing gum and many other little luxuries by industrious workers of the American Red Cross organi- zation. (108) A P©ririmi§§ioe By W, A, Stone After an exciting time with the French "Chef de Gare" we finally got our "ordre de transport" fixed up and to- gether with other necessary credentials that go to prove we are not A. W. 0. L. should an over-conscientious M. P. pick us up, we rushed to the depot to catch the 7 o'clock train which true to tradition and French schedules was two hours late. Being well nigh exhausted by all these preliminaries, we returned to our apartments and waited for the "Chemin de Fer." We sat with our overcoats and hats still on and our mussett bags slung over our shoulders ready to "partir tout-de-suite" when our belated train arrived. Every toot from the switch engines in the yard startled us to instant mobility only to subside again to a game of solitaire or a slant at an old magazine. Promptly at nine p. m. the festive train of side door coupes arrived with sweet scents of vin rouge and garlic permeating the atmosphere. We five hard and semi-hard boiled "slim gauge" boys boarded the train and started on what was to be a glorious tour of France. The first lap from Conflans to Nancy, a distance of only about fifty kilometers took only, with the present rapid transit service of the Est Railroad Company, seven hours. The train was cold and dark and dreary, It stopped and we were froze and weary. The town of Nancy we espied and made a raid, To a cafe, to warm our bones on lemonade ( ! ) At that hour the only place open was a tea room which served hot chocolate only. However, this served to thaw us out. We then spent the balance of the morning unto dawn at the Y. M. C. A. cursing the institution like a lark before a tireless stove. At six a. m. we had breakfast at this worthy place and with a full mouth and an empty stomach we again rushed for a train, the 6.30 for Dijon. To say the least we caught it. We would have caught the same train at noon if we had waited that long, but the French patrons seem to get there on time and if you are to be "a la mode" and get a seat, you have to follow suite. We all procured places but not together, so the only conversation for the balance of that day was in pantomime. I was in a compartment with one Lieutenant, two women, two civilians and two soldiers, all French, each having the omnipotent vin rouge and a hunk of bread. The French have a faculty of becoming quickly acquainted and in a few moments all my fellow travelers were in mutual conversation. Being of a reclining disposition, I meekly sat back quietly listening and enjoying them in their native state. The conversation led from one thing to a million others as far as I was concerned, but upon hearing the word Americaine, I opened my ears and caught some remarks that pertained to myself. I did not catch the gist of it but pretended to understand and when they laughed 1 joined them and then they became embarrassed. It re- minded me of an instance that occurred to me. I was try- ing to rent a room in a village where I was billeted, and with all my best French and nerve, I asked the Madame if she had a room to rent and — relaxing after the struggle to get those words out of my system, she answered in good English, "No, I am sorry, but I can not accommodate you." I at once tried to recollect what I said in her pres- ence as we Americans say many things to the French that we would not say if they understood. Another incident on that train. A French "Croix Rouge" worker came through the train for a collection. She looked in our compartment and upon seeing an Ameri- can, asked for a donation. An American to them is "ready money." I gave her a franc but she did not tackle the French Lieutenant, who became very sleepy until she had left. He then looked up and smiled at me. Our route took us through Epinal and Chilandry and then to Dijon, where we arrived in time for a good dinner. Until that dinner I was under the impression that a good French dinner could only be had in an American city, but I am convinced that it is occasionally possible in France. We checked in at the A. P. M. (American Provost Marshal) which is a necessary procedure wherever a sol- dier, officer, nurse, Y. M. C. A. or Red Cross worker or any one in the American Army service, should perchance be. The A. P. M. tills you how long vou can stay and g ^LJmM'* IteL Tx^5%Kn%* -51 u^^^^r^^^^'' ' 'tSB*^ft5M Jl-Jk "^ -rflli^^H Wl - JMviij^K WJmW* . *S%BL t. mm JmmW ! II 1 1 jsnofc j ^moMMk ,JH afrffrr m^g Tin- Casino, Monte Carlo what train you must leave on. Beware of the M. P. if you did not pay your visit to the A. P. M. Of course the "bucks" all' like to put it over on the A. P. M. and often get away with it. The satisfaction of a few hours overstay in a town seems to be worth the chance of a couple of months in the brig. (109) Dijon is a very clean modern French city with crowded hotels. We have learned that you can see the sights of Dijon best by looking for a room. We wandered over the entire town and finally located some rooms in an ancient hotel. Hotel Savage ! And as the name, so was the hotel. Listen, my people, and you shall hear Of i place which is so strange and queer; Where thieves and crooks hang out galore. Who worked within and out the law. Many tales have been told ( )f revolutions fierce and bold. Of how the famous "Guil-lo-teen" Chopped off more heads than steen. In this Hotel Savage was laid The plot that for the French was made A land for honest folks and crook — And in this place, a room we took. It was indeed a picturesque place. A carriage entrance led to the court yard where the landlady, a wicked eagle beaked, round shouldered individual, greeted us witli many bows so characteristic of the French. She showed us to our room, which was away up in the attic. When we en- Bird's-Eye View of the Rock of Monaco and Monte I arlo tered the room it was apparently unoccupied, but after reclining a sort of creeping sensation told us that there were strangers present. After climbing down a ladder at 3 a. m. we quietly stole away into the darkness and hied ourselves to the Gare to catch a train for Lyons. This time the train left as per schedule. That is the disagreeable feature of French, transportation, the train occasionally leaves on time, so it is absolutely essential to be on the dot. We boarded the 1st class section and were requested by the conductor to move to the third class. We decided not to understand him, but slipped him a package of cigarettes, he shrugged his shoulders, raised his arms in utter defeat and left us. Soldiers are supposed to travel third class, but an American cannot see it that way, and usually travels first class and crabs at second class, rides third class under protest. We arrived at Lyons in the morning and talked the A. P. M. (an almost impossible feat) into allowing us to stop over 24 hours. Lyons is a very beautiful city of a million people. It is situated at the junction of the Saone and Rhone rivers which are spanned by very artistic and graceful bridges, one being dedicated to President Wilson ("Pont de Wil- son"). We put up at one of the best hotels and slept in the king's suite, one of the most luxurious chambers I have ever seen, and whee ! Like sleeping on air. Such a contrast after sleeping on boards for a year. War is hell the soldier said, As he lay in his bomb-proof lied, For I have sought the rest, that could not be, For feather beds with canopy We have forsaken for the war, And slumbers sweet we'll have no more Until triumphantly we have returned. And tell the world what we have learned. And upon our couches so sweet and pure, Shall all the bumps upon us cure. We toured the city from one corner to another with no end of interest, we visited many modern shops and res- taurants and felt like prosperous civilians until an M. P. hove into view and told us to button our coats and take our hands out of our pockets. We walked through the older part of Lyons where the poorer people reside, or rather exist, and would suggest it as a good field for a settlement worker. Taking a cog-wheel tramway up a hill we arrived at a very pretty section of the city and here we found a high steel observation tower which rises to a height of 1,500 feet above the city and a magnificent view of the surrounding country can be seen from here. The winding Saone and Rhone rivers disappearing in the dis- tance after flowing through the richest grape country and fruit belt of France and away off to the east about 200 miles, the high snow crest of the Alps are in plain view. We made the acquaintance of two mademoiselles who had been to the states and spoke English well. They guided us around to many points of interest and in the evening we went to a vaudeville show, in French, but very good as far as I know. The next a. m. we caught the train for Marseilles, but as it was a permissionaire train and a bit slow we decided to get off' at the first town where the A. P. M'. was not. Life would be so sweet and grand. And joy would be supreme, If one could travel through the land Where he has never been. Valence being the first place where the M. P.'s were conspicuous by their absence, we detrained and spent a few hours in this modern little town which showed Spanish rennaissance influence, especially its architecture. We boarded a first class express train for Nice but were obliged to stand up for thirtcn hours without food or drink except, a can of sardines and some raw eggs, purchased at a canteen at one of the depots. The semi tropical country we were now traveling through abounded in oranges, lemons, figs, and olives and presented, a decidedly different aspect from the mud of northern France. Our train took us through Avignon, an historic place, having been the seat of the papacy for 70 years during the 1-ith century. We passed through Marseilles in the evening, arriving at Nice at 1.1 P. M., after a ride along the blue Mediterranean. We were assigned to a hotel where we were to spend the eight days as guests of Uncle Sam and we were indeed well taken care of. Nice is an ancient city originally built by the Phoecean- Greeks and has been the scene of many conflicts but since its annexation to France in 1860 it has been the rendezvous of the whole world. Never before in its history did she have the aspect she now wears, and the Queen of the Riviera will probably never again have quite the same appearance. The greatest change being around the Quay de Anglais and the Palace du Jettee which is now occupied by the Y. M. C. A. for the enlisted men on leave. The modern or major part of Nice is a mass of fine hotels. It has wonderful parks with palms and oranges and flowers of every description. From the top of Chateau Rock, (110) which rises out of the water, one can see the snow covered "Alps Marantime." The colorings of the mountains that skirt along the coast are marvelous. The weather is un- surpassed, warm sunny daj r s and cool comfortable nights. The Y. M. C. A. has here made up for much that it failed to do in the advanced areas. It conducts a large can- teen and restaurant, billiard and pool hall, theatre, lecture and motion picture theatre, writing and reading rooms and dancing with real American girls, nurses, Y. M. C. A. and Red Cross workers. The children of Nice have been taught the chewing gum vice and continually pester the Americans for gum and cigarettes. Nice is probably the most cosmopolitan resort in Europe and is an ideal place the year round. The afternoons are devoted to promenading, and along the Esplanade you will find the aristocracy of Europe and their dogs and silk stockings forming an important part of the passing show. And of course at the present time you find soldiers of every Allied nation in their national uniforms. We made an excursion via auto to Monaco, Monte Carlo, Men ton and made our debut into Italy. Monaco is the spotless town of Europe and is the home of his majesty Prince Hoyle. We visited the oeeanographic museum and aquarium which is said to be the most com- plete exhibit of its kind. We made an attempt to enter the Prince's Palace, but were outflanked by his army who stood guard at the portal. He told us to "On ne passe pas," which means keep out. We became peeved at Iris lack of hospitality and I am afraid we slandered his majesty before leaving his kingdom. A magnificent view- of Monte Carlo and its casino can be had from Monaco looking over the pretty little harbor lying between. We then left for Monte Carlo, a classy busy little place with fine hotels and parks and beautiful villas that make it a very desirable place to squander your millions. We explored the Casino and went through the gambling rooms which are very luxurious, having wonderful paint- ings of beautiful women to take your mind off your losses while playing roulette. On the sea side are handsome gar- dens and promenades. Also a fine parapet overhanging the Mediterranean and making a splendid place to commit suicide. Menton, the most south-easterly town of France, which is similar to the other places along the Cote de Azur, as the French call the Riviera, has also it gambling casino for the relief of over-burdened bank accounts. We were then taken to the Italian border where the auto was not permitted to pass, we got off and walked about a half mile into Italy and found that Italian is really the language of the country. After sixteen eventful days we started on our return trip, leaving Nice at midnight on a special train for Amer- ican permissionaires. Before starting we provided ourselves with a huge loaf of French bread built on the doughnut principle with the exception that the dough taken out of the hole is added to the washer of life, it could hardly be called the staff, also we bought a large sausage, some cookies and a petite bottle of cognac. We would have died of cold and starvation if it were not for our forethought based on experience. The night we spent on that train was the coldest in my vast experience. The steam heat was not working and added to this affliction, quite common to French trains, loaned to Americans, the windows were broken, leaving a nice cool breeze into our refrigerator. As soon as we left the Mediterranean to our rear, we found France covered with snow and ice which probably extended to the pole. After 21 hours we arrived at Dijon, tired and hungry. The train was not going to stop there but slowed down a mile outside of the depot awaiting the signal for an open block. We looked out. saw no M. P.'s and one by one we disappeared down a stairs that lead to the street below, and made haste to a restaurant where we fed our famished stomachs. We then hunted the four corners of Dijon for a hotel with an empty room, but upon failing we reluctantly accepted the hospitality of a reclining chair at the Y. M. C. A. Leaving the following morning on another "American Express," which contained box cars with the well known inscription on the door "40 homines, 8 cheaveaux," which means 40 men or 8 horses. The train stopped at every siding and often on the main line for a few hours with apparently no reason but to get us back to our regiment late. About 4 A. M. the train stopped and after a fvw hours immobility we looked out to discover our where- Two Tailors and Regiment Shop abouts and found that we were a mile or so out of Neuf Chateau. We walked to town and procured breakfast at the Red Cross canteen. After waiting till noon and our train ^t ill at the same spot, we asked a major to take us to Toul in his automobile. After looking at our travel orders, he consented, and we were there in an hour. We caught the train of the day before for Nancy. We stopped at the Y. M. C. A. hotel and started on the last lap to Conflans early in the morning, arriving at Conflans at noon in time for a meal of beans and bacon. My what a come down ! These trips around France are wonderful experiences, but the traveling to and fro takes away lots of the en- joyment. You can talk of Sunny France, The land of quaint romance. Where snow and mud and rain Over it, for eenturie.s, has lain. Where wars and revolutions old, Fought by warrior knights so bold. And kings great, wise, and cruel, France has witnessed their tyrannic rule, And how the great Napoleon Made the hordes of Europe run. Until he met his Waterloo, And all his mighty powers blew, And now she's a great Democracy, Like America across the sea, Where God has blessed us one and all. My friends, heed not old Europe's call. Though quaint Europe's art may he choice, See our own America first. (Ill) In the Alp§ By W, I, Garren Every man who has enjoyed a permission has had about the same experiences, differentiated only in numbers of bottles or escapades avec la femme. However, there is a third feature which is enjoyed to a greater or lesser degree according to personal apprecia- tion for the scenic. For those who enjoy the wonders of the seashore, field and mountains ; France is liberally endowed and should furnish no end of pleasure. I will here endeavor to describe a trip into the Alps, which I believe has been the pleasure of few soldiers, not that I feel that I could do justice to this wonderland, only the ravings of a poet or the florid descriptions of authors of great renown could portray the beauties of this region. Boarding a permissionaire train at Lyons in the early morning of a clear, crisp day, our route lead us along the valley of the Rhone River. After a few hours' ride across the plains we reached the foothills and then the mountains. This valley is beautiful, passing little villages and mile after mile of vineyards, every available piece of ground being under cultivation, and here and there an old chateau or ruin standing as a landmark of the romantic past. The coloring on the mountains in the early morning is mar- velous. This type of country continues until Aix les Bains is reached, which is located on Lake Bourget and is a famous bathing place and at present one of the leave areas for the American soldiers. From Aix, the route is along the Fier River and past the famous Gorge du Fier at Lavagnv, until Anneey is reached. Anneey, situated on Lake Anneey, is an old Italian town, very picturesque with a stream through it, and it reminds one of a Venetian canal, the doors of the houses opening directly on the boat landings. A circle of white and purple ragged peaks and an early morning haze, truly made a rare and mysterious setting for the gem-like lake. Its shores are dotted with old castles each with a legend of itself and its ancient and lordly master. It was 4.30 P. M. and rather dark when we boarded the Geneva Swiss express. As this train went into Switzer- land, we changed at La Roche, a small town in a valley. The ride from here to St. Gervais was one continual suc- cession of wonders. Picture a wonderful moonlight night, clear, crisp and ringing. Picture being down in a little valley spotted here and there with small villages, pro- nounced by a church tower and now and then a bell tinkling intermittently on the stillness, a winding stream crossing to one side and then the other. And then to look up and for thousands of feet see nothing but towering pyramids of snow and ice. We stop a while and people come to the train selling Swiss chocolate. The children are curiously amused at American soldiers and coyishly crept along the station platform gazing at us. Smaller valleys are seen in every direction, here are the chalets (Swiss House) we have often seen pictured, with their long pitched roofs and extending eaves perched in odd positions almost tempting the mountains to fall upon them. Large boulders hold the shakes on the roof against the wind and snow. Balconies project in front supported by huge wooden corbels. Light sawed board railings that contrast sharp against the light colored plaster of the walls. This is merely the introduc- tion to our wonderland. In our compartment are two Y. M. C. A. girls and a rather elderly Colonel of the Marines who appears to be chaperoning them. The Colonel goes to sleep and we spend a few very pleasant hours with these American girls. What a pleasure to talk to a girl in English. We spend the evening counting the Alps we pass and picking out wild chalets and rave about the scenery. They are very nice girls and we get along fine. Now we arrive in St. Gervais, the last town on the steam railway. Here we disembark and board a very modern electric railway to make the ascent to the valley of the Chamonix. This proved to be the most beautiful night ride I have ever taken. Starting out from a lovely little valley at St. Gervais we begin immediately to climb a very steep grade, approximately 6 or 7 per cent. If I try to describe this ride I can only under-picture it to you; I can best sav that to me it seems as though a huge book of childhood fairyland opens before me. Here is the Valley in the Moon, weird and clothed in the white snow for fairy palaces and gardens. Nature is evident in all its crystaline adornments. Trees and rocks are covered with icicles, taking the forms of their foliage and jagged surfaces. The moon on the ice and snow makes a study in blue and white. Few dwellings of man are to be seen and such as do appear seem to be the summer homes of some god who is probably now on earth basking in the sun of California or Nice. This is truly the home of Santa Claus for I am sure from what pictures I have seen of the gentleman that he must sit up here all summer making toys and reading letters from children and when old winter draws near he hitches up his reindeers and sleigh and with a long run soars down to earth to distribute his wares. This heaven is never to end for soon we feel the motors under the car begin to strain ; the grade is getting steeper. We look out and a thousand feet below in sheer drop a tiny stream can be seen, just a melting streak in the snow. Up this valley is the great Mont Blanc, rising to the clouds 16,000 feet of ice. At the top a large silver moon resting, awaiting the time to shine on earth. It is of interest here to note that we started out with the idea that we were breaking regulations by going so near the Swiss border, which was prohibited by General Headquarters, but upon arriving at Chamonix much to our surprise we learned that a new American leave area was about to be opened and aside from the officer and several men in charge of the place, together with the two "Y" girls who had come up with us we are the first Ameri- cans on permission to arrive and we are welcomed by the (113) men and officers, instead of having to sneak into the place. We are placed in the Mont Blanc Hotel, the finest in the town, and served in such style as would have made any king rave in envy- Our room is large, with three wonder- ful French single beds, fine modern sanitary washstands, hot and cold water and everything. The room has French windows which open onto a bal- cony and the panoramic view of the Chamonix valley lies before us. At the upper end is the famous "Mere de Glace" or "Sea of Ice." Tin's glacier moves very slightly Sorcy Bridges, Showing Support at Center of French Arch and in it are found wonderful precious stones, opals, amethysts, and other fine glasses, which the natives sell with great expression of mystery and the many talcs they tell of bodies of dead explorers, lost for years to be thrown up by the glacier in a perfect state of preservation. Well here we are on the top of the earth. Our Concierge, in English "chief bell hop and tip gatherer" tells us we can in the morning perhaps yes, to ski, if we like, or skate or bob-sled, mebe? and after looking over a few people with their faces bandaged up we decide that ski-ing and bob sleighing is a rather tender sport for amateurs, but feeling that having gone through the war we can withstand any- thing, we go to bed ready to arise early and try our skill. After the usual French "petite Dejeuner" or excuse for breakfast, our crusade begins, the native kids all gather round, they had probably seen us enter the town the night before and are out early to watch us ski. Fitting on the skis we just look at each other and laugh, asking (in Rus- sian) do youski? and receive the answer whatski? oh, "oui," whiskey. Well, a ski is a long piece of flexible wood that extends about two and one half feet each way on each of your feet so that when you try to walk in the slippery snow it seems like you have altogether a total of twelve feet to control. The first thought and the only safe one when you start out is to slide over sideways and squat like a baby and then climb up again so you can fall down better the next time. Well, we soon learn how to walk and as there is to lir an international bobsled race we proceed to the place of the race, a long toboggan or path in the snow and here we gaze upon the elite of France. Beautiful madamoiselles in lovely colored and white knit sport suits. "Ooo la ! la !" and they frolic around in the snow much to our amuse- ment and often to their distress and discomfort. Quite unlike most French girls, they are not very sociable, so we decide they are of the aristocracy and to ski alone for we can tumble just as good as they. The race is pulled off and the sleds race about 120 miles an hour and we five challenge the winners who are Americans, till then we do not need any practice. All one has to do is to have enough nerve to start and once started only a damn fool would let loose of that sled. They refuse to accept so we decide to have a race of our own in the afternoon. So with tiny bobsleds just like those which are sold in the stores before Christmas, we hike the highest Alp for a coast down. Meet some plebians or middle class girls who speak no English. but are willing to ski with us fluently, and we do. We race and run and tumble. "Ooo la, la," is about the only com- mon phrase we are sure all understand and there is ample excuse for "Ooo, la, las" for a run and a jump on your belly onto the sled and off you go down the hill from left to right until some snow bank interferes and then "Ooo, la. la." We return to our hotel in the evening rather tired but ready to enjoy every minute of our time. Someone sug- gests an idea which is enthusiastically taken up by all. The idea is that we being the only American guests in the town, it is our place to entertain the "Y" girls in the town — fine, all fixed; whist game; hike in the snow on skis; return to hotel; party. The girls we came up on the train witli are to be the fortunate parties so, everything set, we proceed out to round up said girls. Looking for the girls' hotel, we meet a "Y" man and tell our story — "Fine, fine, oui, oui." Question: "Where does Miss - — , the girl we came up on the train with last night, live?" Answer by unsuspecting "Y" man : "Oh, you mean the colonel's wife?" We in chorus: "Bon soir. Monsieur, bon soir."' We all walk about the town buying post cards and if ever there was a pretty sight it is to see this Alpine village with its peaked roofs and little church all mantled in snow, sleighs gliding with their tinkle bells here and there, through the crooked streets. We go back to our hotel and hold a council of war, i. e.. shall we, or shall we not, go to Rome? Common sense and good judgment, together with a knowledge of the fact that our pass reads Nice and once in Italy we might have difficulty in explaining in Italian our credentials, we decide to live up to our pass and go to Nice ; another thing that prompts us not to go A. W. 0. L. is that it would be hardly good manners for the regimental sergeant major, three master engineers and a private to he caught in Rome. The evening passes with the usual raving about Alps, the peace conference always gets an hour's argument, and whether or not to shave, or what trains to catch, as there is only one a day out of Chamonix, we save an hour's debate and go to bed, satisfied that if we do not see another thing or place in France, we have seen the best of the highest mountain in Europe and the most beautiful part of the Alps. (114) C'EST LA GUERRE ( Say la Gare ) By Sergeant Harry E. Steyert If vou should ask the reason why, Back in old U. S. A., That prices are so very high And the reason for delay. They'd answer yon without a sigh And without needless pause, If you must know the reason why, — It's, just because. It's altogether different here, In Sometimes Sunny France; We hate to leave our cam]) for fear They'll rob us of our pants. Xo matter what we see or buy. The prices are unfair, Their answer for an alibi Is "C'est la Guerre." We go into a baker shop, A loaf of punk to buy. The clerk scans us from toes to top, Then prices go sky-high. The khaki boys all shed their francs For little do they care, The Frogs take us for National Banks, Again it's "C'est la Guerre." If we're inclined to pay a call. To village movie shows. Two francs to lean against the wall, And three for middle rows. The words and scenes are Greek to us, And room with stuffy air Would almost drive a saint to CUSS, But— "C'est la Guerre." Xow should we visit a cafe. Or some Hotel de Gink, Strong prices we are forced to pay, For weak, diluted drink. Rum, ale and whiskey are denied, We're turned down everywhere; Refused the juice we highly pride. For, "C'est la Guerre." Our mothers' meals we'll ne'er forget, For food our stomachs ache; Some French fried spuds, egg omelet With a great big juicy steak. An oyster stew, and a cut of pie, Some ice cream rich and rare, 'Tis but a dream, for they reply — "Finish, C'est la Guerre." For cakes and fruits and all as such, They surely rob the Yanks; The prices asked are twice too much. With not a bit of thanks. One price for France, and one for us, But little do they care, For when we ask them why 'tis thus. Encore — "C'est la Guerre.'' Impure why the train is late, The service why so rank; And everything is out of date, Their progress seems a blank. They crowd us in a railroad hack. Canned sardines don't compare; They have the nerve to tell us that Is also, "C'est la Guerre." Xow when we choose to promenade With bright eyed girls of France; And often times we take and parade Them to a village dance. And when we court our dear French Miss, We would not hope nor dare. To have more than one hug and kiss — For, "C'est la Guerre." Six days per week we're always blessed With liberal mud and rain: It puts our patience to a test. And hopes seem all in vain. Wi'ri' over here and can't get back, Xow what could cause all this? There is no war, but now the crack Is, "C'esl la Vrmistice." Xo matter bow we'd kick or groan. When overcharge or sore, They could not speak with honest tone. Anil say, "It is the war." We do not whine, nor kick nor care, Nor do we ask for thanks, We know it was not "C'est la Guerre," Bui "C'est la Yanks." OUR HOGS By John M. Patton, Company E During the spring of 1918, while Company E was stationed at Mcnil-la-Tour, our mess sergeant, with tin- assistance of several other members of the company, man- aged to buy two small O. I), pigs. Quarters were erected for them in a Frenchman's field over the railroad back of the camp. At the time this all looked good to us — little did we expect that before time came to kill them we would have to move on several different parts of the front, nor did we think that two pigs could cause so much trouble. We had for a long time a stable sergeant in the company and had often wondered what the idea was of having a stable sergeant when we had no stables. But here, at last, was a job for him; that of official caretaker of the hogs. The first time most members of the company came in contact with the hogs was one Sunday morning. We were all lined up in company front and "Hairbreadth Harry" broke the news to us that some members of the company had erected a hog pen on the other side of the railroad, and as the ground rent had come due and that the owner was trying to charge us excessive rent ; therefore, we would pick up the hog pen and carry it over into our own back yard. In August we moved to Belleville and the hogs were moved along. They had now become quite big, also quite troublesome. The stable sergeant did not have much suc- cess in enforcing discipline, it was impossible to keep them confined to quarters and every time the sergeant would check up their quarters he would find the pigs A. W. O. L. Then a searching party was detailed to round them up. Here again we were impressed with the fact that the sergeant had not suceeded in enforcing much discipline in his squad: they would do squads right or left as the notion struck them. If you got too close they would do double time: if you got them surrounded they would charge, and when you finally got them halted you could not get them started again: perhaps due to the fact that they belonged to the engineers, they would get out and occasionally dig up a Frenchman's potato patch. In the fall we moved to Cheppy in the Argonne. A pen was built on a "soixante" car and the hogs were loaded in. They had now become quite fat and lazy and caused very little trouble. Finally, in the latter part of November, the day before we moved to Conflans, the pigs were sentenced to be shot at sunrise. A firing squad was picked from the company who, after using several rounds of ammunition, at last got their victims in the vital spot, and the death penalty was paid for the many and various crimes com- mitted. The company butchers embalmed and dressed them the next day. and after lying in state, their bodies (11.5) were borne to Conflans aboard a four-wheel drive truck. They had stood the effects of Boche bombs, shells and gas ; also many a mess of Kirby stew, but had at last fallen by the designing hand of some of the members of the company to which they belonged. At Conflans we had our first taste of their precious flesh in the shape of roast pork. Narrow Gauge Bridge at Void (Meuse) The next day we moved to Longuyon, here the balance of their precious patriotic flesh was disgraced by being mixed with Boche sauerkraut in the shape of pork and sauerkraut. Thus ended the career of our two army hogs. LIAISON WITH THE FRENCH ARTILLERY By Private A. G. Winkler, Company E With "boucoup" gas shells and others dropping around, there is only two things to do — jump into some ditch, which is probably full of water, barb wire or thorns, or run into a dugout, which may be full of rats or cooties. But the latter is not always available on short notice, so you usually fall into anything that looks like a hole. I remember one instance when we were moving some big guns up through the St. Jean Canyon in sight of an observation balloon of "Le Boche." The engineer called my attention by a short sound on his klaxon, which is used on such occasions. Just about the time when "Old Ed," the engineer, was about to express his opinion of the balloon I heard a sound whiz-z-z-z, bang! Well, we had to execute a right-by-file and a left-front-into-line and go into a hole. But that was not all that Fritz sent over. One after another for at least two hours with some gas and more gas. Of course, it got more and more disagreeable in the small dugout, and occasionally we would take a peep out to see if he had made a direct hit. No, he had not, but he caused us to be delayed by shooting out a section of track. By that time I began to look for a better place in case lie took the same notion to stop the huge monster from being put into position, but while an American aviator kept the balloon down, we proceeded to put the first "G. I. cannon" into place. But Fritz kept up his shelling inter- mittently, and between falling into the dugouts and falling into the ditches and making our manoeuvers, we were pretty busy. For three days we had to continue hauling' the huge guns. On the 7th day of September, when all the aviators from Toul and every other place, held conversation, cut capers in the air and went "over the top" to see what Fritz was doing, we decided that while they were going over it would bean opportune timeto placeour last "blunderbuss" into position. We finished placing all the guns in their respective positions, and then proceeded to haul some "G. I. cans" and small arms ammunition. Of course, it was not pleasant riding on a car of high explosive shells with Fritz pounding at an object some place where we were likely to pass. There was nothing to shut off his view but small undergrowth. At times it looked mighty dangerous to move either way. I have seen quite a few men that did not fear the Germans — that is, after they were captured. THE HOMESICK BUCK By Master Engineer Wilkinson, 21st Engineers I'm sick and I'm tired of the army, I'm sick and tired of the grub, I'm sick of the life, the war and the strife. And all of its silly flubdub. I've stuck with the pick and shovel, I'v wallowed around as K. P., I've seen all the life at the end of a rifle, And I'm sick, oh, sick as can be. I've got out on cold wintry morns, When the bugle sang out reveille, I've hunted at night with pale candle light, When the cooties were having a spree. All my blankets are gritty and dirty. My face is all wrinkled and tanned, I've worked and shirked where the easy jobs lurked, And I never could get into the band. r f I've been where the mud was thickest, I've lived in the pup tent and mire, I've been wet, and I've ate all the dirt I have met, I've been freezing without any fire. I've tamped ties till my hands were all blistered, I've tramped on till my feet were on fire, I've carried steel rails and wire by bales, And just now I wish I could retire. I'm sick of parlez-vous lingo, I'm sick of them playing the hog, They can have all the francs to fill their banks, If they'll let me return to ray own sod. For I want to get back to God's country, The Liberty Statue for me, I'll shake every hand I can when I land, And I'll lie as happy as only a soldier can be. I'll sit by the fire and I'll linger With the sweetest girl on the pike, I'll sleep in a bed with lily white spread, I'll only get up when I like. I bear the recall a blowing, Some day it will cease to be fun, And when I get out, I tell you, old scout. If tlnv want me, thev sure must run. MUTT AND JEFF, THE TAILORS By W. A. Stone Two young lads with foreign accent approached a recruiting officer and said : "Us two want to enlist the army." "What's that ?" he barked at the young men, whose hearts were bursting with patriotism. "Me and mine friend, Riska, want to go to war." "Well, what dyah wana join?" asked the recruiting salesman. "What have you got?" asked our friends. "Well, what can you do?" "We is tailors, me and Riska." "By gosh, you are just the men we want for the 21st Engineers." (116) Our fighting tailors, Jerry and Hiska, came to camp to mend our clothes and sew our buttons just like mother once did. To fit them for their jobs they were put through the I. D. R. and then they came to France with the 21st Engineers, where they were further instructed in the usages of a pick and shovel. After numerous trials we landed at Sorcy, where we gritted our teeth and set to work. We were now several months away from mother, our clothes began to show signs of wear hence our friends were called upon to open a tailor shop. With little or no material. and two old tractors which were used for sewing machines, Jerry and Riska opened the clothing maintenance department in April, 1918, in the regimental supply house. The shop was too short in both dimensions and the stove was more suitable for hot cakes than pressing irons, but our heroes "hit the ball" and kept us in the height of fashion. On the walls were the latest fashion plates cut from La Vie Parisiene. The only place where the officers had to get in line with the bucks was at the tailor shop. But in spite of our democratic friends the bucks accused them of partiality to the officers and the officers accused them of not being partial, so Jerry and Riska had their troubles. The tailor shop reminded one of the corner grocery. It was here that all the modern topics were discussed and the war settled. One sunny afternoon a few German planes opened their tail gates and unloaded a few bombs. It took a few days to gather up the equipment as Jerry "high tailed" and did not stop until he reached Commercy, and Riska found his shears at Chaumont. Every bunch that went on leave called to have their clothes pressed and service stripes put on, but when Major Pugh wanted a coat made out of a pair of pants they revolted. They made suits for all the adopted children and when a nurse from Mobile Hospital No. 39 sent herdress down for repairs it promoted curiosity throughout the Toul sector. One man came in to have his shoes sewed and the next to be deloused, but the fighting tailors met and repulsed all these raids. But the war at Sorcy for Jerry and Riska was not so bad. There was lots of beer in town and plenty of jam in the ware- house. Then we moved to the Argonne and our heroes set themselves up in a tin shack and domiciled in a box car with other unwelcome live stock. The Argonne kept us busy and we did not bother with our clothes so our tailors stood guard to kill time if not the Germans. Then came the order from the First Army to wear the "A" insignia and the}' got busy again. They cut out "A's" and sewed them on the sleeves of half the regiment. Then came the armistice and work piled in again. Major Banks sent his orderly with his suit while he laid in bed waiting for it. The war for Jerry and Riska had just begun. We moved to Conflans, where an elaborate shop was established and mirrors and furniture were salvaged and they set to work with a vengeance. Many people at Con- flans spoke German and the tailors were in their glory. They courted the young lady across the street, but Captain Mansfield proved a better Romeo. Many suits were brought in in the usual manner, especi- ally the officers. When one day the serenity of the shop was disturbed by the M. P.'s, who hauled Jerry and Riska to the Provost Marshal, and questioned as to how many salvaged officers' uniforms they had. Poor fellows, they knew nothing of the stolen uniforms which were taken from a box car in the yard by some unscrupulous persons. After being deloused they were released for a few days when they were again given the third degree which resulted in fifteen days in the "hoosgow," where they performed all sorts of pleasant tasks, and were given an orderly, who followed them around with a gun to keep curious people away. And In-bad-the-Tailors are awaiting courtmartial and the First and Second Battalions are leaving, so they are again doing their bit to send us home in good clothes and spirit. In some future day we will see a sign over a tailor shop. "MUTT AND JEFF, THE TAILORS," and we'll go in and talk about the next war and how we won the last. THE SECOND SQUAD AT ANANCY By Corporal Fred L. Baker, Company B On December 3rd, while Company B was stationed at Longuyon, we were told to take rations and tools to clean up the Anancy yards, repair the track and other necessary work there to put the railroad in good condition. Upon our arrival at Anancy we took the day off to salvage lamps, stoves, beds and other things to furnish our shack, so as to make ourselves comfortable and we decided to appoint Gennett as chief cook, which pleased him very much. Logue walked track toward Spincourt while King walked to Longuyon. The remainder of the boys put in their time working around the yards and cleaning up around the station. Each day one of the boys acted as K. P., cut wood and carried water. We were considered a curiosity by the French civilians as very few Americans had been billeted there before our arrival. But after a day or so the civilians came down to visit us, inviting us to their homes and tried in every way possible to make us feel welcome, although we had some trying experiences, as none of us could speak French except to say "oui" and "pas compres." However, we learned a great deal in a few days' time, with the kind assistance of several Mademoiselles. It was very amusing to see us studying and trying to talk with them. I assure you we will never forget the young ladies who were so kind and patient and tried to teach us what they knew. Every time we went visiting the old folks would make coffee for us, which we always appreciated. Narrow Gauge at Sauvoy There was no danger of any of the officers coming up and finding us idle or away from the work, because we had a stand in with the operators who were working there. Every time there was a speeder reported in the block the man on duty would come out and give the alarm, "hot rail." Everything was running nicely until Captain Minor (117) came to make an inspection and found something which did not suit him. He proceeded to give us a lecture. We have not forgotten it. During the holidays six more men were sent to assist in the work and had to take charge of one of the switcli shanties. That made less work for the rest of us, so we Metz proceeded to have a great time during Christmas and New Year's. There was one dark Monday morning for us when a de- tachment of the 219th French Cavalry was billeted at Anancy and another detachment over at Pierrepont. They gave a concert at Anancy and followed it with a dance Sun- da v afternoon at Anancy and at Pierrepont that night. We attended the dance at Anancy and just as soon as we could eat supper we started on the five kilometer hike to Pierre- pont. It was early in the morning when we arrived home. but we had enough pleasure to make up for our tired feel- ings, and every man went to work the next morning feeling very badly, but glad that he had gone. Soon afterward thi 1 French soldiers left for other parts of France. We bid each and every one "Au revoir et bon sante." Then we settled down to our work and tried to forget our holiday pleasures. It seemed very lonesome for a while, but that is the old army game. The best of friends must part. It was amusing to see how we tried to keep each other ignorant of our whereabouts when we went visiting. Some would visit at Beuville, others at Pierrepont; two would go to Han occasionally, while the rest would split up around town. It seemed that all of us were jealous of the other fellow. The darkest day of all was when we received a telephone message telling us to pack up and be ready to return to the company at Spincourt. Of course, we were expecting to have to move, but had thought that we would have more time after being notified. But like all "good soldiers" we were equal to the task and were ready in about thirty minutes with bag and pack. Then came the time to say good-bye to our friends. Where we had figured on spending a few minutes with each one, we only had time to go in and come right away. Then there were some we did not get to see. We have the consolation of knowing that if we ever have a chance to get back up there we will receive a warm welcome and always find the latch string hanging on the outside. ABAINVILLE TO SORCY VIA LIGHT RAILWAY By Sergeant /•'. C. Lowman Lieutenant Charles D. Darragh, commanding officer of Company () of the 21st Engineers, had been appointed superintendent of the A. S. lines. The personnel of this company having been assigned to various duties along the line, it became necessary that they become acquainted with the route. This knowledge was acquired through the valu- able assistance of an escort who accompanied us over the road. Ordinarily the Government does not provide coaches with which we could execute our tours of inspection and otherwise. In the face of this inconvenience our superin- tendent commandeered a captured German coach which served the purpose exactly. The division under our control, approximately twenty- seven kilometers in length, includes in its course several abrupt curves and steep inclines. AS-1 is located at Abainville and terminates at AS-27, near the village of Sorcy. We depart from AS-1 at 8.!37 o'clock and glide around three or four curves, down a long sloping hill, under the standard gauge French railway and across a winding stream of water. Climbing another hill, we speed onto level, rolling country and from this point we can vividly discern our Abainville camp with its many shops and expansive railroad yards. En route we witness rolling hills, beautiful pine groves, velvety green meadows and long, narrow lanes, resembling elongated streams of white ribbon. Approaching AS-2, a little French village with its quaint red colored housetops, presents itself to view. This, as countless other villages, is nestled in the embraces of pro- tecting hills which adds an air of solemn seclusion. We now commence to coast down and around many curves and apply our brakes to stop at AS-!3. The super- intendent alights to conduct a general inspection of station and living quarters. This station, similar to several small way stations of our home country, stands conspicuously alone. A whistling signal and we are on our way, bound for AS-7. The land is fairly level between AS-3 and AS-7, which facilitates traveling. AS-7 is obsolete and impres- sivelv deserted. On we proceed to AS-9, where we halt to make inspection and discover that everything is in splendid condition. AS-11 is our next move, and here we experience tire- some delay caused by the incoming trains laden with salvage and empty shell cases. This proves to be a very active (118) center. We stealthily procure a few of the --hells for souvenir purposes, which we mail home for remembrances of dear France. Here at AS-11 we encounter the Meuse- Seine Canal, the longest and most important canal in France. The water flows with sparkling clearness and with its accompaning mule ridden tow path presents a pleasing spectacle. On the opposite side of us is a road bearing the almost cea-eless traffic of motor vehicles of every description and steady streams of military wagons and marching groups of weary soldiers. Our attention is drawn to several groups of green-garbed German prisoners, who are distributed along the road making repairs, extensions and improve- ments to the much abused highways. They are distinguished by the large letters "P. W." on the back of their coats and but one solitary American guard stands guard over fifty or more of these prisoners. The humane treatment accorded them by us and their contentment while in our custody does not necessitate severe and binding restriction-. The surrounding country becomes more picturesque. The historical French wood carriers cut the brush and hew small trees for kindling. Coal is almost unknown in some sections and the wood is bound together into bundles and carried by the peasant farmers to their homes. The law of conservation has been cheerfully adhered to by the French people and untold hardships and discomforts have been suffered without complaint. Occasionally, we notice a lock in the canal which is operated by the keeper, generally an aged Frenchman and his family. His home is situated within a convenient dis- tance from the lock. AS-15 is an ideal station. The boys have their domi- ciles on the canal bank and two large trees, one on either side, afford shelter from violent wind and rainstorms. At AS-22 we cross the drawbridge across the canal and forsake the automobile road. AS-23 becomes visible almost immediately after pulling out of AS-22. We hesitate at AS-27 to make an inspection, inquire as to living conditions and the quality and quantity of food available. Here everything is found satisfactory and we proceed to Sorcy. Shortly after leaving AS-27, an automobile roadwav crosses a bridge over the canal. The French standard gauge railroad crosses under the road and over the canal Hills around Mets and the A. S. line over all three. We are able to follow the course of the canal for a mile or more, running through an archway formed by the leaning trees, it is indeed a beautiful scene. Our German coach refused to take the switch in the Sorcy yards, which resulted in derailment. With speed, strength ami a few cuss words we managed to restore the car and in about ten minutes were on our journey. This trip added a keen edge to our appetites and after making necessary arrangements at Sorcy we partook of a very appetizing dinner. After doing justice to (he roast beef, tomatoes, browned potatoes and good hot coffee we Looking Dotal the River Toward Deutsches Tor {Mets) decided to give the city of Sorcy the critical once over. The sights impressed us favorably, and on our journey home we noticed another group of Jerry prisoners sorting salvage clothing real industriously. One sight of particular interest was the long, level train of American Red Cross ambulance coaches. The exterior was very characteristic of American ingenuity and could be distinguished from all others by the strength and neat- ness of appearance. The condition of the interior of the cars was far more commendable while order and cleanliness seemed to be their slogan. Passing the canal while returning to Abainville we noticed the out of date methods they employed in transpor- tation. Slow moving, work wearied horses and mules furnish the motive power, followed and urged on by a young girl or an aged Frenchman. Being travel weary, we felt satisfied to take to the coach and in a reclining posture accepted the remaining time for relaxation and rest. Wo arrived at Abainville at :5.:35 p. m. METZ In order to complete the list of locations of the 21st Engineers, the city of Metz, Lorraine, must be given mention. Headquarters detachment of the Fourth Bat- tatiou went to Metz on December 9, 1918, to be used as liaison between the Sous Commission de Reseau at that place and the 21st operating offices at Conflans. Upon entering the city it was found to be in the patriotic dress of the Allies, the streets lined with tempo- rary poles for this purpose. Nearly every window dis- played from one to several flags. Apparently the city was glad to return to French government. In the heart of the city places here and there showed indications of having been the scenes of rioting mobs. Upon inquiry it was found that the French soldiers had taken matters into their own hands the previous night and broken into several German owned stores, taking various articles and throwing the others into the street at the disposal of the public. After the mob was dispersed, French guards were stationed at these places and no one was allowed to linger near the entrances. (119) Several statues of the kaiser and other German nobility had either been pulled over or blown to pieces. In a short while French statues decorated the pedestals. The streets having German names were renamed in many cases after some allied general. The greater percentage of the people used the German language, although the majority can speak French, but were not permitted to use it during the war. Those of Teutonic origin would not be known as French, but to all who were not German sympathizers, called themselves Lorranians. They were very friendly with the Americans and always ready to praise them, while at the same time Destroyed Houses Near Round House (Met:) they denounced the French and English. This was taken by the more skeptical to be nothing but propaganda. One of our drivers who went into Metz on November 18th must have been among the first there, as he said that the people eyed him with curiosity, even approaching, taking hold of him and attempting conversation at the same time. Metz suffered but little in the way of destruction. Many bombs had been dropped in the railroad yards near the roundhouse and some of the nearby residences destroyed. The station house and some of the military buildings showed marks of gunfire, probably from the machine guns of allied planes. According to the stories heard from some of the citizens, the allied planes, especially the American, were very daring. Flying low above the city, they dropped bombs at will and used machine guns. Aerial raids were announced by the sounding of a siren and the people hastened to bombproof cellars where it was necessary to remain some times as long as four hours. The city is typical of the country and laid out along irregular lines. The buildings are constructed, almost without exception, of stone with tile roofs. Those of special interest are the railway station, post office and cathedral. The latter is of purely Gothic architecture throughout, and is one of the largest in France. The railway station and post office building are of heavy Romanesque style, both being of German construction. One of the most interesting structures is the so-called Deutsches Tor over a branch of the Moselle River north of the railway station. This is a fortified bridge, erected in tin- year 1445 A. D. Metz was known to be one of the most strongly fortified cities in the contested territory, and the truth of this statement could not be doubted after making a trip through the forts. More or less distant on every side of the city are hills of no mean height and the forts are located among them. For the most part the fortifications consist of underground passages and compartments walled up with heavy masonry. Where the masonry outcrops numerous loopholes for rifles and machine guns are in evidence. Where buildings are separate from the earth works, they are of heavy masonry with the customary loopholes. Where practical, the groups of fortifications are separated by deep, wide moats walled up as above mentioned. The place lacked the appearance of a real fort in that there was not a gun or piece of artillery to be seen, the Germans having evacuated everything mobile. At various points were located French sentinels who were the only signs of habitation. After a few weeks the new government began to get things organized. The streets and public places which had been neglected were cleaned. All German owned or operated stores were advertised by a sign in the window and soldiers were not permitted to enter them. Arrange- ments were made for the German citizens to dispose of property and prepare for departure to Germany. By February the effects of peace were quite noticeable. Commodities lowered in price, stores put in large stocks and the people in general showed signs of increasing pros- perity. Although many people have left or will leave Metz, there will remain a good city and should grow under the stabilitv of the French Government. THE CHARGE OF THE LIGHT (RAILWAY) BRIGADE Mud to the right of them, Mud to the left of them, Mud in front of them, Nature had blundered. Theirs not to argue why. Theirs to make shovels fly, Picks to be slung on high, Dug the seven hundred. "OUR BOSOM FRIEND" He took a thousand C. C. pills and wondered why he flew Into a stinking old latrine as he was forced to do. He sat upon an orifice for two nights and a day, While nature took her own sweet course, her wayward, wilful way. He realized then the benefit that's likely to accrue To any pill consumer, such as he, or I, or you, From carrying every second, neatly folded, neatly pressed, The old brown toilet paper in his pocket, o'er his breast. —ANON E. MOUS. AN ODE ON THE Y. M. C. A. By Lieut. A. C. Spurr When you're far far from home and it's colder than Nome, And you've worked all day in the rain, And you've worked in the bog till you're soggy and goey And you feel like you're going insane; You come out after mess and you are bound to confess You're bluer than blueberry pie. If you've got any sense, you'll beat it hence And put in your time at the "Y." You can sit there and write or there may be movies tonight, Or somebody playing a rag; You can chat with the mob and cuss out the job And idly roll a fag. There are some ladies coming, the conversation gets hummin', About the concert that's to be; Somebody starts a song and you're sure going strong As you make your sortie. The religion ain't forced till you think you've been horsed Into coming in from the cold. That triangled "SEC" don't fall on your neck and Welcome you back to the fold. He'll stick out his fin and welcome you in with a grin, And ask you what he can do. It ain't your rank or name or your part in the game. He's making his greeting to you. And the girls that come to play are sweet, pretty and gay And make you love 'em, each every one; They are charming, that's true, but what's that to you If they're home folks and full of fun. They're glad to meet the boys and to fill 'em with joys By giving them the best they have to give; So when this war is done and it's time to have our fun, We'll thank those dears, correctly, if we live. (120) s\¥h «£VWy AtMeti©S M =21sit Reiiinnieet 9 Eeiieeers Our programme of athletics was somewhat curtailed by existing inclement weather conditions. A prevailing shortage of athletic equipment, in conjunction with onrush- ing military events, interfered with our intended plans in this capacity. Consequently we were compelled to par- ticipate in those sports requiring the least amount of sporting goods, which invariably proved insufficient. Base- ball proved to be paramount, while basketball, volley ball, football and quoit pitching afforded an all season routine of exercising and amusement. Throughout the regiment were men possessing rare athletic ability. The organiza- tion of this department was officially opened in January, 1919, and was perfected under the supervision of a regi- mental athletic officer. One officer from each company, in co-operation with a few selected non-commissioned officers, advanced the project to a high standard of efficiency. Hampered by unfavorable conditions, it was the policy to confine the sports to contests within the regiment, and to organize athletics best suited to conditions. FOOTBALL When stationed at Camp Grant company football teams were organized. Here the groups of pigskin warriors were pitted against their rivals and much interest was centered in favorite teams and supporters wagered real money to accentuate their confidence as to the result of combat. Our Company A aggregation, after many close and hard-fought contests, won the honors of the regiment, and since have displayed championship form in games of the pigskin variety. BASEBALL Pending our trip from Hoboken to Sorcy athletics were suspended, but resumed with vigorous delight immedi- ately upon our arrival at this village. In the early spring season, almost before the earth shed its winter's burden of frost, baseball was introduced with much gusto. The French populace, particularly the younger folk, took great interest in our national game and after becoming more intimately acquainted with the rudiments of the sport, often times waxed enthusiastic and applauded us for exe- cuting sensational plays. Spirited rivalry prevailed between the different company teams and added zest to every contest. As our interest in this sport predominated, the baseball season was extended, by common consent, into late summer. The pennant deciding games were booked for July 4th. The aspiring teams crossed bats on Sorcy field and every play was applauded by the many supporters. The players spared no energy in their determination to win which resulted in plays, speedy and phenomenal. Con- siderable money changed hands when the result awarded the championship to Company B. BASKETBALL In order to make the basketball schedule short and snappy, and at the same time using no unfair methods, the eleven teams of the regiment were included in three leagues. A hall was constructd at Spincourt and a cage was provided for at the Y. M. C. A. Building in Jarny. The various teams were permitted to practise previous to engagement. The hearty co-operation of the Y. M. C. A. athletic director of this district was a factor in procuring the equipment and in making this sport a success. A keen competition for (121) honors excited much interest. Company A as a result of its remarkable team work, almost incredible speed in passing the ball and their consistent accuracy in tossing baskets, proved to be the best aggregation of our regiment. BOXING The pugs of our regiment were so busily occupied operating trains, working in the shops or attending to their love affairs that they found but little time for train- ing. Therefore, our regiment kept their candle of boxing celebrities under the bushel basket. Not inferring that we did not possess the fighting material. We had men who modestly admitted that they could beat up a battalion of Huns with one hand tied behind their backs and blindfolded. However, we staged a few exhibition fights for a tryout. Participants wielded the mits with no lack of speed or punch and on numerous occasions the haymaker was much in evidence. Although we had no world beaters, we upheld the good reputation of the 21st against boxers of several other organizations. TRACK MEETS Track and field sports were planned because, although out of season, they required little equipment and could be conducted on the country roads, which were about the only passable parts of muddy France. A quarter-mile track and jumping pits were constructed on the large parade grounds of the Caserne de Geslin and all prepara- tions were made for the initial meet. The day selected was bleak and cloudy and with the ground covered with a three-inch fall of snow and sleet, furnished a novel setting tor a field day. However, the boys were undaunted and six companies were fittingly represented for the comprising events. In conclusion, it is well that we bring to light the head- quarters free-for-all fight. Here is where several of the muscle-bound, swivel-chair heroes exhibited their superb quality of courage and fearlessness. On this momentous occasion Sergeant-Major Bard was awarded his unofficial wound chevron as the result of a much abused nose. Serg- eant-Major Donnicker, after surviving until the last, tossed the sponge in in surrender. Many of the contestants limped, moaned and complained from inflicted abuse, while several submitted themselvs for iodine applications. It may be truthfully said that we had in our personnel of brawn and muscle many Mexican athletes, as far as throwing the bull is concerned, but we also took advantage of our spare moments by indulging in those sports which develop muscular strength and endurance, one factor on which the success or failure of a great army depends. Eeteirtaleoieet Entertainment? Well, yes, we absorbed oodles of that commodity which was verified by our facial contortion in smiles, grins, cheers and laughter. To prevent chagrin and embarrassment to the joker, we ofttimes mustered a wrinkled ridden face of artificial smiles to convey our so-called appreciation. The bunk hermits almost nightly would clamp their floating ribs in hysterical laughter, while the dizzy comedians would impose upon us their mildewed conundrums and jokes of ancient birth. Keen wit was at a premium and the majority of witticisms might have originated at the time Noah added the he and she cat to his personnel for the excursion on his handmade barge. Light spirited repartee was rationed to us in over-liberal quantities, and often bore the copyright of Methusalem's grandparents. Struggling in the futile attempt of decipher- ing the complicated methods of French railroading and committing manslaughter upon the French lingo was not as painful as amusing. The bugler's anthem, "Recall," with its magnetizing strains, had a never failing tendency to corral the blue-denimed pick and shovel warriors back to the rendezvous where bull proved to be the most prominent character of the arena. Although the gloom dispelling jokes of the most modern type were unmercifully abused, they added a cheerful atmosphere to the military routine of battling with mud and slim proportioned railroads. Our Independence Day celebration of July 4, 1918, was the most successful presentation of amusement in the history of our regiment. This great national holiday was befittinglv celebrated throughout all France, and the natives in their gracious spirit of brotherhood, generously assisted us in making the day a grand success. Our officers exercised their every effort in this cause and the men throughout the entire regiment devoted all in their power to make this day replete with joy and gladness. A more perfect rendezvous could not have been desired than that selected by the officiating members. A grass-covered field of velvety verdure, as level and spacious as though pre- sented by nature for this particular occasion. Nestled in the embraces of the surrounding hills, the meadows extended to the quaint old village of Sorcy. Looming within distinct vision were the villages of Troussey and Yertuzey, the silent moving water of the winding canal anil the sloping hills dotted here and there with army camps and farm houses. The early morn of this eventful day broke perfectly clear and cloudless and the picturesque countryside shone with dazzling brilliance from the wealth of glorious sunshine. Regardless of whistles, bells or bugles, we arose at an uncommonly early hour and our hearts beat faster with joyful anticipation. Nearing the time for our introducing events, a group of fleecy clouds flavored the atmosphere with a balmy and refreshing air. Many of our boys, who were distributed over a territory of considerable radius, were transported to Sorcy over the narrow gauge railroad and through the thoughtfulness of our colonel ample accommodations were arranged for all those wishing to attend. We were pleasantly surprised to see that the festivities were not confined to Americans only. Hundreds of the village inhabitants, attired in their very best and with cheerful hearts, rejoiced in this opportunity of witnessing a spectacle heretofore unknown in France. r l 'roups of happy children in jubilant spirit danced about, waving American flags. From adjoining villages the more elderly folk eagerly wended their way toward the scene of merriment and displayed a hearty interest in the proceed- ings. To the younger men and women in attendance, the (122) programme was less confusing and they vigorously gained their desired position to watch in minute detail the unfamiliar sports and contests. The regimental band rendered commendable selections and added a patriotic air to the programme. The entire audience and participants were abounding in gayety and after the musicians filled the air with their resonant melody, merry cheers and laughter signified the commencement of this memorable Franco- American festival. The most amusing component of our program, especially to the strangers in attendance, was the tug of war. in the finals Company A matched their physical strength against the brawn of Company B. A white handkerchief was tied on the center of the long, thick rope and the teams took their respective positions. The game proved to be a novelty to our French comrades and they could not realize why the energetic and enterprising American would adopt this crude method of tearing a rope. The contest resulted in a victory for Company A, and each contending member of the winning team was awarded a pocket medal reproduced from a two-franc silver piece. A relay race in which every company was represented by their very best cinder path artists was an event of much importance. The assigned distance of 800 yards was covered with admirable speed, although the contestants suffered the handicap of wearing hobnail shoes. To many of us it seemed quite rediculous to see our stalwart Yanks indulge in the popular pastime, tin potato race. Although almost invariably devoted to the weaker sex, the boys with Yankee determination trans- ferred those potatoes to the sack with incredible speed and skill. Next came' the contest which was most delightful to our French comrades, the cock fight. The object of this sport is easily comprehended and onlookers went frantic with joy. It convinced them of the courage and daring of the American soldier and the outcome was so extremely amusing that it brought tears of joy to their eyes. Then we had a mirth provoking clown. This individual, in his hair-raising balancing act, held his audience spell- bound. His funny capers and daring manoeuvers, his side-splitting humor and ridiculous attire held the French Regimental Orchestra (123) ^IS" //J ' (124) enthusiasts in a tumult of laughter from start to finish. They repeatedly begged for an encore, but our programme, which demanded every minute of the day, compelled us to execute the comprising events orderly and hastily. Baseball, our national pastime, excited the most interest in the Yanks, and the games proved to be closely con- tested. Here various company teams crossed bats for superiority and were heartily encouraged by their many supporters. Although the rudiments of the game were a novelty to the French attendants, they clambered to the side lines and frequently crossed the restricted line to obtain a close view of the fleet footed Sammies. The strangers to the game gaped in rapt bewilderment at the speed, strength and endurance required in this sport and the catcher's regalia seemed to arouse their curiosity. They watched with mingled joy and confusion the shining sphere spinning- through the air and often wondered if what the umpire said was true. They readily understood why the batter ran after hitting the ball, but why did he run when the ball hit him? Although three thousand miles from its home, this game was exhibited in pure American style, considering the absence of peanuts and pop bottles. A large tarpaulin covered with several 0. D. blankets was spread over the hard, rough boards of the boxing ring and we proceeded with the wrestling matches, though we had extremely few men trained in this ai't. The onlookers win satisfactorily entertained by the various manoeuver- ings of the wrestlers. The rug coverings were removed and boxing succeeded the wrestling matches. A majority of the regimental pugs were engaged in these matches, and several were so unevenly matched that amusement took the place of excitement. The appetites of the spectators, as well as those actively engaged, were keenly sharpened. Our various company cooks and faithful kitchen police had prepared for this and sure served us in remarkably good style. Sandwiches of tasty meats and flakey white bread were nutritious and to the Frenchman's cultivated taste for coarse brown war bread tin- was indeed a treat of gratuitous luxury. The doughnuts, a perfect product of gastronomy, were relished in silent appreciation and personal care was exercised to please our peasant guests. A generous issue of refreshing lemonade added pleasing qualities to our repast and every one indulged to their desire. Throughout the entire afternoon the crowd maintained a cheerful spirit and the musical program kept every one Troop Train on the Sorcy-Cornieville Line alive and inspired with joy. The evening approached and the sun was nearing the western horizon. The silhouettes of our grateful friends slowly disappearing in the distance and the beauty of the setting sun casting its parting rays over the well cultivated fields of Sorcy was the glorious end of a perfect day. Our kind consideration for the French people not only cemented our bond of friendship but con- vinced them without the shadow of a doubt of the kind and benevolent American spirit. While athletics and personally inflicted humor con- stituted the greater portion of our entertainment, we feel deeply indebted to the Y. M. C. A. for their efforts in our behalf. The various troupes of merrymakers representing the many overseas divisions did remarkably well in scatter- ing productions of the twentieth century era of jokedom, which were highly appreciated and in merry glee were often applied to the khaki clads, especially our gold barred species. Their stage settings and curtain scenery were much admired by a few of our canvas sharks burdened with a knowledge of art, but to the most of us it presented nothing but a sinful waste of perfectly good paint. With a hurried collection of the regimental theatrical talent we staged an impromptu minstrel show and the black faced comedians sure filled the bill. Their production convinced us that levity and wisdom can link arms without a disastrous effect. All seats, owing to the manager's foresight, were substantially fastened to the floor and the actors made their exit in absolute safety. The boys, sympathetically inspired, pronounced the performance a howling success and with maddening applause, profusely rendered, encouraged the second appearance of these joy provokers. This semi-circular assemblage of fire-tongued wits comprised the most capable product of the regimental foolish factory. Their outburst of minstrel glory and scintillating humor astonished their most skeptical com- rades and added new lustre to the fame of the fighting 21st. From the presentation to the grand finale and from inter- locutor both ways, it was equally as elaborate as it was complete. The participants, recognizing the need of their brothers in arms, devoted every energy to prevent our brains from warping, and for a brief moment, forgetful of miltary dignity, favored us with burlesque comedy generously spiced with side-splitting ditties. Our orchestra, known more readily as the canned noise department, rendered soft and pleasing selections and the audience responded with vociferous applause. The regimental band peddled their product in a more boisterous manner and even discords, to our undetecting ears, was enrapturing melody. On numerous occasions several of our prodigies volun- teered to unbosom themselves of jokes and stories and through their efforts we were often reminded of stories aged, and infirm and weatherbeaten jokes sporting chin (125) whiskers. Forsaking our regular chow Line and visiting a restaurant to partake of dinner, replete and equally as palatable as it was edible, caused us much pleasure and satisfaction, if not entertainment. Our first Christmas Day in France developed into the most memorable yuletide festivities during our military Pupils and Professor, Public School at Jarney life on foreign soil. The signing of the armistice and the cessation of hostilities tended to ease our heartbeats. In Conflans, peaceful and solemn, we conducted our Christmas festival, which heaped upon our memory cherished recol- lections of our former ones at home. Elaborate arrange- ments were made and through the conscientious efforts of Chaplain Little and Master Engineer William I. Garren, in conjunction with the volunteered service of our boys and the Y. M. C. A., this event bore a fruitful harvest. Our principal motive was to entertain the war striken children of this community and to present Christmas gifts to those who had been deprived of the brighter things of life. Oranges, cakes, candy and cookies were procured after much difficulty and our regimental cooks prepared dainties and hot chocolate to feed their hungry stomachs. Our orchestra favored the audience with a pleasing concert which was accompanied by Christmas carols rendered by the children. Small packages were distributed to the older folk, as well as to the children, and their appreciation and thankfulness was expressed in their silent admiration. To us it was the blessedness of giving, and to the needy children 'twas the joy of receiving. The full value of our benevolence may be realized only in retrospect, but their smiles of gratitude will long linger in our memory as a duty well done. It would be unfair to overlook the cinema, or moving picture shows. Up-to-date films flashed on the screen before our very eyes conveyed to us the latest events transpiring in the United States. This was indeed very educating and instinctive, and we were kept in constant touch with our military progress at home. Entertainment proved to be the chief factor in main- taining and strengthening the morale of the troops and during hostilities furnished welcome diversion, relieved the monotony of army life, thereby adding considerably toward our wealth of efficiency. The ludicrous nature of abounding rumors afforded much amusement and the army as a producer of perpetual gossip has long since triumphed over the feminine claimed superiority. Predictions as to the date of our homeward sailing are dealt, ad lib, to listening cars, and though they seldom eventuate, they afford amusement, confused with uncertainty. Bidding au revoir to France and sailing back to the sweet land of liberty, the good old U. S. A., will surmount all these joyful moments and will be, without question, the climax of this great career. By Lester P» Smith, Company B 9 21§t Engineers This epistle dates from October 3, 1918, at which time I was captured, to December 10, 1919, when I was turned over to the American authorities at Morchingen. I was captured with Henry Oliphant, between Beney and Dommartin, on October 3rd at 9 a. m. Private Oli- phant and I. members of the noted shock troops of the 21st Engineers, were sent out to look over a branch of the narrow gauge railway lines in that vicinity for the purpose of determining its condition for service and amount of repairs necessary. This repair work to be done as soon as the infantry made the next advance. We left our company that morning unarmed and pro- ceeded along the highway to Beney and thence to the right till we came to where the narrow gauge crossed the road. We then followed the railway to the right across an open field and then into the woods. We saw but few soldiers after we left the highway, and most of them were at the point where we entered these woods. As we neared the other edge of these woods things looked different to me, but did not impress me as being our front line. At the point where we left these woods the narrow gauge line ran parallel to a standard gauge line and was in such good condition that we thought the Huns had evacuated the Boclic Transport Destroyed by American Shell Fire sector. We proceeded across this open space, which was about four hundred yards, toward another stretch of woods. We stopped several times while crossing this field, which was nearly as level as a billiard table, and looked over a few dead soldiers, including one American officer. This aroused my suspicion of where we might be, but Oliphant (126) assured me that our front line was some distance ahead of us. About three minutes later, when we came to the edge of these woods, we were suddenly halted by four Germans armed with rifles and pistols. They made us understand what we were to do or what they would do with us. They did, however, give us plenty of time to make up our minds, which resulted in our being taken prisoner. We wei-e in a helpless position with no arms and a level field back of us which made escape impossible. They took us about twenty-five or thirty yards to a shanty and dugout where there were more German soldiers, some thirty in number. At this point Oliphant and I decided that it was our last chance for life, and that by making an escape. Oli- phant moved away from me about twenty-five feet and gave me the word that he was leaving on short notice. We started in opposite directions. I had hardly got three steps before I was grabbed and my arms locked behind me. Oliphant got fifteen or twenty yards before they downed him with rifle fire. I did not see him after this, as they would not let me go back to where he was. I was honored with three guards, one ahold of me and one in front of me and one behind me. They took me out of these woods and back to a dugout, where at that time I thought I was to be crucified and as I went down the steps I thought I was taking one last look above ground. However, I came out of there alive and none the worse for the wear except that I was getting very nervous. I could picture the future only as one round of misery. They took me from here to another dugout as if in search for someone to work on me physically. One officer relieved me of my raincoat and gloves and acted as if he would like to have had a piece of my hide for a souvenir. From here I was escorted by only two guards and they proceeded to take me back of the lines, which gave me some relief, for the shell fire was not very agreeable where I was. They took me to a town by the name of Chambley and paraded me around the streets. From here they Inked through fields to some town that I was unable to learn the name of and turned me over to an intelligence officer a von of some sort. This officer took me to a town in the vicinity of Metz, named Homecourt, by auto, where they tried to put me through the third degree. All the true information that they received from me was my name and organization, small and cold. The beds consisted of the floor a- a bed- stead and shavings for a mattress. We had no blankel 3 to put over us, so I guess that it was a good thing that they crowded us in the rooms, for we could keep warm better. There was, however, a stove in the room, and when we did have a fire we had to steal the fuel. Vieiv in German Trenches which they took off my dog tag. From here a guard took me to Joeuf, a distance of about two kilometers, where he put me in a "jug" with six other Americans, after having been given a feed of soup and a small piece of black bread. This "jug" was a dwelling house with a high wire fence around it. The house was very clean, but the rooms were rv*» v*" ".. .*.* .-. , s^^MM i \ ' #- ■' V -~ I M* 1 ^ ^ \ ■ ] V^ j0 H. -, View in German Trenches I was not taken out to work for nearly two weeks, for I made them believe that I was sick. This, however, got to be an old story with them, and so one morning the guard took me down to the doctor. He pronounced me in healthy condition and told the guard to put me to work. Coir e- quently at noon I joined the other boys in their work. The work that they had us doing most of the time was not hard work but was dirty. The hours of work were from 7 a. m. till 4.30 p. m., with an hour for dinner. The guards never beat any of us up, though I and several of the others had some close calls for refusing to do something that they wanted us to do. Our food in this place was very poor and insufficient for the upkeep of our body. We had coffee for breakfast, soup for dinner, and coffee and bread for supper. We. however, did eat more than that, as the French people 1 ■>)- tributed to our needs very often and very liberally. We had to receive these contributions on the sly, as the Ger- mans had given us strict orders not to receive anything from the French. The French civilians in the town were ordered not to give us anything. Several of the civilians were caught and were fined, but they did not do anything with us. We had a very hard time trying to get some soap and a towel. I had been in camp nearly two weeks before I even had a wash. Finally I succeeded in buying some soap from a German. A small piece for five marks, the equivalent of one American dollar. Thank God for the money I had when I was taken, as that and everything else was left on me. A prisoner and his money are soon parted, which was true in my case, and from then on I stole enough stuff and sold it to the Germans to buy a few articles. On the fifth of November I, with several other prisoners, French, English, Italian and American, were moved back- to the French prison camp located at Darmstadt. We traveled third class by way of Metz, Saarbrucken and Mainz. We were given a half a loaf of bread each for rations for the trip, which took two days. I felt as though I was starved before I got there. On our arrival at camp we were greeted by the Red Cross. They gave us a big feed and promised us move in (127) the morning, which sure came true, for in the morning we received a box of food sufficient to feed us for ten days. The box also contained smoking tobacco and soap. This food ration continued throughout my stay, which gave me sufficient food. There were thirty-two Americans there in the camp when I arrived. We were put in a barrack with about one hundred Englishmen and a few Scotchmen. The barrack was not very clean, but it was warm and I had a bunk to sleep in and blankets to put over me. The Englishmen were not very healthy and a go'jd many of them had died from diseases caused by poor food and unhealthy conditions. The Germans would not do as much for the English as they would for the Americans, and then they did not fight for their rights as much as we did. We got along with the English very well and most of the Americans divided their food with them. Another fellow and I took one Welshman in. We furnished the food and he did the cooking for us and the stealing of the wood for the fire to do the cooking over. He was a kid about eighteen years old and had been a prisoner since last March, and had not been taken to a prison camp until September, but held back of the lines. We knew that the Armistice was to be signed on No- vember 11th and we sure were a happy bunch. We had no way of celebrating except by sitting up all night and talking about what we were going to do when we got home. The next morning the Germans informed us that there was a revolution in Darmstadt and that we must be quiet that day. But the next day we could not stand the solitude any longer so a few of us tore some boards off the fence and sneaked to town. The civilians treated us very good but the soldiers gave us the dog eye. They locked a few of the boys up but I managed to get back to camp unmolested. From then on we were permitted to .go to town as long as we behaved ourselves but could not get out of town or get on to the railroad. The authorities notified us that we would have to take our turn in being shipped back, as there was nearly thirty thousand prisoners in the camp. Our turn came on November 30th. They shipped us back with the English and a few of the French. We travelled third class by way of Worms and Saarbrucken to Forback where we camped for two days in a German hospital building. We were supposed to go to Metz and there to be turned over to the American authorities but somehow the French got us off our course. December 2nd we proceeded to a town named Morchingen and were un- loaded again and put in a German hospital building. We laid here five days shut inside a stone wall. It seemed as though were were never going to get into France but finally two Red Cross men with trucks came over from Nancy and took us to Toul. We were placed in the hospital at Toul where I re- ceived a change of clothing. I sure needed that change for I was as lousy as a "pet coon." On Decembr 17th Captain Radford came to Toul and brought me back to the 21st Engineers. In all my stay in German hands I never saw the Ger- mans beat up an American but I did see them beat up French, English and Russians, and it would nearly make a person's blood run cold to stand by and see them do it. We often told our guards that it would not be best for them to ever try beating us up if they wanted to go home when the war was over. Regiment at Labry. (128) Captore By Meirary Preparatory to the St. Mihie] advance, mx of us, form- ing one of the three similar groups, left the headquarters camp at Sorcy early in the evening of September 11th, equipped with two gasoline "speeders." Thus began our active participation in the now famous St. Mihiel advance. Our entry, however, was not exactly auspicious. One of the vehicles developed trouble before we had gone very far. With optimistic faith in the impending disappearance of the trouble, we plugged ahead, pushing almost as much as we rode, and what a trip it was ! The rain was coming down in torrents, the mud anisic deep all along the track. and where the track had been laid alongside of the highway the traffic of men, teams and trucks was so thick that progress was all but impossible. We finally reached our objective — Ansauville. There we received our orders, and proceeded immediately to Flirey. It was our task to run a location line to connect the existing, American operated, 60 cm. railway with the existing, German abandoned, track of the same gauge. After the connection had been made, and part of the work incidental to transforming a temporary line into one more suitable for permanent operation had been accomplished, our real work started. This was to trace the various ex- German lines, report on their condition, as well as any supplies of materials, etc., we discovered, and to collect tin data necessary to make the previously drawn observa- tion maps as accurate as passible. It was in the course of carrying on this work that my experiences had their in- ception. On the morning of October 3rd Justin P. Smith and I left the camp near Essey, where the crew was attached to B Company for rations. We were to report on the ex- isting condition of two lines which crossed the Benev-St. Benoit road northwest of the former town, and were shown on the map as joining about a kilometer north of the road, the single line proceeding from there toward the front. We rode to Pannes in a truck, and from that point we walked. A few days previous to this, I had been on a similar expedition with Eng. Wadsworth. On our return - / iiaiii/ of Gandy Danders doing their Bit in building tin- petite Chemin De Fer that now extends along the entire front in Frame we had followed out a spur which led from the line going forward from Beney to the line that Smith and I were to trace. Thus I had a pretty fair idea of where we were to go, and approximately how far from the front we would be. The former consideration, combined with the fact that the L Olipfoaimt other party starting out was not as familiar with the ter- ritory assigned to them, led to their carrying the only available map. The second consideration led to our going without arms — we were not going to be in danger (we believed not at least). German Trestle across Swamp behind Mont Sei We started to trace the line where it crossed the road, as above mentioned, and came to the junction point without noticing any material damage. At this point we saw a group of doughboys, and from them inquired the distance to the "front." They told me it was about four kilo- meters. As we proceeded, we passed a small group of Yanks going back toward this junction. They were the last of our own men we saw. A short distance beyond this we emerged from the woods through which the line had run, and started across a clearing toward another wood which the line entered about !300 yards beyond. Here we found a number of places where the line had been damaged by artillery fire. As we walked across the clearing we noted that on the further side the ground apparently sloped away. As a generous right of way had been cleared through the woods, it was my idea that from this break we would be able to see far enough ahead to allow for our turning back. As we were about to turn back we undoubtedly received the biggest surprise of our lives. We had no reason to suppose that we were within a kilometer of our most ad- vanced position; so when a voice from the side called "Halt !" we supposed it was one of our own guards. We turned and beheld a group of Germans. They had stepped out from among the trees and were but a few feet awav, with rifles and automatics well trained on us. To even attempt resistance was useless. They had us outnumbered. And now we saw another weapon: a machine gun just be- yond the edge of the brush. Realizing the futility of at- tempting to escape right then, we decided to start back as they ordered us to. I can say "we decided" truthfully, for our conversation with each other brought no other art from them than motions for silence. And right here I might explain that it was due, undoubtedly, to our being unarmed that we owed being alive then. They had surely watched us advance across the clearing, and had we car- ried weapons they would not have allowed us to get clear across. It is with some pride that I can say that in spite of their command to do so we did not pull the movie stunt. We neither raised our hands over our heads, nor called "Kamerad." (129) After a brief halt while they waited for a non-com, we were marched back under a strong guard to a couple of buildings. Here another delay occurred. We were in the midst of a large group — probably twenty-five or thirty men. Our chances for escape were diminishing each minute. So, after a brief conference with Smith, I decided to make the attempt. I was determined not to go to a prison camp, and there seemed but. two alternatives: either get away or die in the attempt. By assuming apparent in- difference, I was successful in edging around until I was between the major portion of the group and the house from which they had come. I don't think they had any idea that I would even dream of escaping. This was the only advantage I had. By making a sudden break I sue- and looked me over. A group of medical men removed my blouse and applied first aid to both wounds. Another group started systematically through my pockets at the same time. The only thing they overlooked was my money, which was in a shirt pocket. After this, they loaded me in an improvised litter (a piece of canvas tied over a pole which two men carried on their shoulders) and carried me back to a dugout dressing station where my wounds. were redressed by an officer, and an anti-tetanus injection gi\en me. While dressing me immediately after I was wounded, several of the men attempted to question me, and appar- ently made some very personal comments on my having attempted to escape. As none of them spoke more than a German Military Funeral (Metz) ceeded in getting the house between them and myself. I had accomplished the first step, and not a shot had been fired. As this was the last I saw of Smith, my account from here will deal entirely with my own experiences. Between the house and the clear space previously men- tioned there was a narrow strip of woods. In our little trip we had paralleled the edge of the woods. Once through this strip I felt that I would be well started. But I didn't get through it. Just as I entered it from one side, two Germans entered it from the clearing. The brush was so thick we had each chosen the only trail near. Seeing me they raised their rifles. Hoping to possibly dodge their fire I immediately ducked to the right. And how for- tunate it was that I did so. They were but thirty-five or forty feet away as they fired, yet neither bullet struck a vital part. One entered my left arm, just on a level with the heart, and the other barely touched me, indicting a mere flesh wound in the side, just above the waist. The latter, however, while doing no serious damage, was sufficient to knock all the wind out of me so that I fell. My active participation in the war was ended. Within a very few minutes a number of them came up couple of words of English, I did not understand them. and said nothing. Here in the dug-out, though, one of the men spoke English fairly well. He explained that they all thought I was either an Englishman or a Canadian. After I had convinced them that I was an American, their interest in me increased. Numerous questions were asked, the one that came from most being, "Why did America come into the war?" After a few hours in the dressing station I was put in an ambulance, horse drawn, and taken to a field hospital. Here my arm was set (the bullet had broken the bone) and an operation performed on my side. The doctors were any- thing but gentle, but their work was thorough. That, night I had my first German meal — a slice of black, soggy bread spread with bully beef and several cups of what they call coffet — I found afterwards it was roasted barley. Breakfast was a duplication of supper, and later in the morning I was put in a motor ambulance and taken to an evacuation hospital in or near Briey. Here the beds were provided with sheets, very coarse, to be sure, but far preferable to the filthy blankets at the field hospital. The food was better too. Instead of the soggy bread we had a more flakey and tasty grade also. (130) Broth and tea were given us. Here, too, I found an Ameri- can who had already been there four days. Although at opposite ends of the ward, we were allowed to call back and forth to each other. It was while here that I was interviewed by an intelligence officer. Contrary to my ex- pectations, there were no "third degree" methods applied. He was very persistent in his inquiries, but by giving him a brief and entirely false story of my activities since land- ing in France, which I had two days to jn'epare for, and by assuming complete ignorance on all other points, I seemed to satisfy him. In answer to my inquiry, he told me he had talked to Smith and that the latter was well. I could learn nothing further from him. On the third day we were put on a hospital train, and taken to Kreuznach. On the train we met five more Americans, and all seven of us were sent to the same hos- pital, two of the others being assigned to the same ward as myself. And now may I digress for a moment? In this account I am relating only what treatment I received personally. Far from believing it typical of the treatment accorded wounded prisoners, I have the opinion that the group at Kreuznach were among the most fortunate of all the pris- oners. This opinion is based on subsequent conversations with men who had been confined in a number of different hospitals and camps. On arrival at Kreuznach things began to appear quite different to us. Prior to this we had been moving from one place to another, and had the prospect of this to buoy us up. Now we had reached the place where we would stay until well enough to be transferred to a camp and put to work. Not a cheerful outlook, I will admit. Here, as before, we received expert surgical care. X-ray pictures were made in numerous cases, and dressings were changed regularly. To be sure, they seemed very short on all supplies and medicines, and were entirely without cotton. For this they used a very light, fluffy paper. And except in extreme cases, all bandages were also of paper. The latter resembled greatly the ordinary white crepe paper we can buy in any stationery store. I had a woolen bandage which I used for the wound in my side, and guarded it as one of my most precious possessions. Four Americans died while I was there, but in no case was it due to lack of can — their wounds were too severe to allow of recovery. And in each case, everything possible was done to relieve their suffering. interest us, and secure for us what reading matter there' was available. And the other was an English prisoner. David Bright. After his wounds had completely healed he was retained at the hospital as orderly for Mrs. Mors. The American, English and Canadian patients were in Loading Point at Vertusey Canal Dock There were two persons in the hospital to whom all the English speaking patients owe a great deal. One was the nurse in charge of us, Mrs. Mathilda Mors. She spoke English very well and was untiring in her efforts to relieve all suffering possible, bring us any news she thought Id German Tractors three wards, on three different floors. Through these two we were able to communicate with each other. The food here was neither palatable nor variable. It consisted of boiled barley, boiled cabbage, boiled potatoes, barley coffee, and black bread. To be sure, we were given all we could eat of the cabbage, potatoes and barley. But we soon found that our physical capacity was satisfied long before our hunger was. Immediately on our arrival at Kreuznach we had filled out cards giving our names, organizations, prison address, and name and address of person to be notified, and mailed them to the International Red Cross at Geneva, Switzer- land. As a result of these, packages of food and clothing were Milt to us regularly. Of these, but two came through. They contained hard tack, real coffee, sugar, tobacco, and cans of salmon, bully beef, corned willy, .pun. tomatoes and corn. Although many of those articles would not have appealed very strongly to us prior to capture, they were a wonderful treat under the circumstances. The other packages intended for us all went astray. We were allowed to write a letter once in two weeks and a postal card each week. I have since learned that all I wrote, with a single exception, were sent through. But they were not received until between two and three months after I wrote them. Through the newspapers, which the nurse brought us, and which some of the boys were able to read, we knew of the negotiations leading up to the signing of the armis- tice, and of the developments resulting in the abdication of the Kaiser. Naturally, our interest in the former news was far greater than in the latter, but the opposite was true of the majority of the Germans around us. When we final! v learned that the armistice had actually been signed our joy was boundless. We had learned the condi- tions, and had in mind particularly the one calling for "immediate release of prisoners." There were two of us to whom this was particularly welcome. Although our wounds were still being dressed, we had sufficiently re- covered to be transferred to a camp, and would have been sent within a few days had the armistice not intervened. Two of the fellows were not so fortunate ; they were trans- ferred a few days before. (131) ficer, and two of us were fortunate enousrh to meet him Technically, the 11th of November ended our experi- the town. With them there was an American medical of ences as prisoners. Those of us who were up and around asked to be allowed to leave the hospital. We were refused. Hut again Mrs. Mors came to our aid, and her intercession resulted in permission being given. We did not leave English, French and American Prisoners in Germany Kreuznach until the 13th of December, but during the balance of our stay there we came and went at will, took walks and car rides through the surrounding country, visited the moving picture theatre frequently, and saw all there was of interest in the town and the country around. From November 24th to 31st inclusive, the German 5th Army was passing through Kreuznach on their return. They formed a continuous procession lasting for eight days and nights. On the 8th of December the first French troops reached on the street. For once it was not only a duty, but a very great pleasure to salute an officer. For the next five days we ate all our meals with the various French units in the town. The men were most generous and shared everything they had with us. From them we received the first American cigarettes we had seen in many weeks. We had exchanged our French money for marks and had been able to buy German cigarettes, but these were made of leaves and about half the size of ours. Yet we paid three and four cents apiece for them. By the 13th we had learned positively that the Ameri- can-, were in C'oblenz. So, tired of waiting for the hospital train which was to come "soon," so the French told us, we persuaded the Germans to give us our treatment records, and those of us who were able took the ordinary train to Coblenz. Our party consisted of ten Americans, including one lieutenant and six English, including a lieutenant. We presented quite an appearance. Several were on crutches, several had arms in slings, and not one had a complete uni- form. We had some of the clothes we had worn when wounded, some we had begged from the members of an American ambulance unit, others we had salvaged from the effects of the Americans and French who had died, and articles of German uniform which we had put on only when we could get nothing else. At Coblenz we reported at once to G. H. Q. They sent the Englishmen on to Cologne, and assigned us to an Ameri- can hospital in town. We were once again with the Ameri- can forces ! We had suffered many hardships, to be sure. But we had come through alive, and words cannot express the feeling of thankfulness that was ours. A PrI§oe©r 9 § Exp©ri©es FRENCH WIT Co. B building grade passes through potato patch, carefully gathers and piles potatoes for the mess. Dreams of "Pomme De Terre Frit." 4:30 Recall from fatigue. Frenchman arrives with cart, gathers up the potatoes. (137) CONFLANS TO LE MANS Sergt. H. E. Steyert The momentous day had arrived. We began our preparations for what we thought was our preliminary step homeward. The morning of our departure developed into a commotion of droning motor trucks, darting back Y. M. C. A. Force at Jarney and Section of Y Bldg. and forth, speedily conveying our baggage to the await- ing cars. Busily transferring the remnants of our equi- page to the train and restoring the original neatness of our domiciles, the camp assumed the semblance of a bee hive. When boarding our sidedoor pullman coaches it was j)urely a proposition of the early bird catching the worm. Our comfort depended to a large extent upon our personal ingenuity. The train consisted of forty cars of French, German, and American manufacture. We departed after ex- periencing the customary delay but were delighted to hear that an American operating crew had been assigned to our train. Consequently we were assured of speed and thrill while at the mercy of the Engineer for our safety. At high noon of March 22nd our train slowly creaked out of the Conrlans yard. Feeling certain of enjoying at least a two days* journey we immediately improved upon the living conditions of our improvised quarters which by grace of good fortune was of American design and con- struction. Unlike previous migrations we were fully aware of our whereabouts and proposed destination. One car was reserved for our cooks and their culinary impedi- ment. This was the master car of the entire train and on which the most concern was centered. Another car was assigned to the band and by their generous efforts we were doublv entertained en route. Having the side door of our freight car wide open, the clear, invigorating air intensified our appetites and our first meal was served at Verdun. Many crosses marked the resting place of those who fought and died here in one of the most terrible and sanguinary battles of the Great War. As the train came to a dead stop, the bugler announced mess with his blaring notes and in a wild scramble we formed that customary line and greedily wedged our way forward. Thoroughout our entire trip our mess lines were formed with unfailing regularity. Here the quality of our rations had undergone an appreciative change and cookies, candy, oranges and cigarettes were handed out in liberal quantities. We were allowed an additional ten minutes after each meal for exercise. Several of the boys devoted this time to stag dancing and singing to the entrancing melody of the band in piecemeal. We instantly obeyed the bugle call demanding our re- turn to the cars and we departed from the devastated city of historical Verdun. The passing scenery held a charm, both picturesque and pleasing. Fields, unculti- vated and made impassable by ceaseless entanglements of rusted barbed wire and zig-zagging trenches and debris were superseded by well cultivated plots separated by neither fence nor hedge. The trees overflowing with bursting buds and blossoms presented a more peaceful and desirable scene. At Lerouville we partook of supper. Here, again, in Indian fashion, we stretched our limbs and inhaled several draughts of sun filtered air besides doing justice to what we soldiers considered an elaborate supper. Our next stop was at Commercy where we hesitated for ten minutes to procure our mail and render a brief concert at the railroad station. Many of the boys were anxious to visit this city for the last time, but this privi- lege was denied them. We proceeded on our way and in eager expectancy we stretched our necks and gaped for a last fond look at Sorcy Camp which for eight months was our old home and favorite haunt. As we approached Sorcy Gare we shifted to the right and barely touching the outskirts we rolled towards Void. The old hill, white and glistening in the glorious sunshine was slowly passing from our view as we sped onward, but the quaint village of dear old Sorcy and the hospitality of its generous- hearted citizens will linger in our memory for many years to come. Before dusk had fallen we were well on our way with a speed unlike the majority of trains of this length. As we approached the village of Gondrecourt, darkness ended our day of sightseeing. We closed the doors and wired our candles securely to the walls. This was very neces- sai - y, as judging from the uncomfortable riding I imag- ined that our car was riding on two or three triangular wheels. Now that absorbing the passing scenery was out Entrance to Labry Barracks of the question, we entertained ourselves by cards and humorous discourse. Our blankets, overcoats and every other article with comfort yielding qualities were spread on the floor of the car to serve us as a substitute for a bed. The fact that we preferred rest to speed did not interfere with the engineer's mania for dare devil travel- (138) ing. That together with our cramped position, and the frequent stops and starts, made sleeping more unde- sirable than is usual. We managed to close our eyes and rest our limbs sufficiently to assure us of a somewhat restful feeling on the following morning, and when the morning had come at last we were all set for another da} - of sightseeing. The scenery was but a continuation of small villages and surrounding fields with meadows and an occasional town large enough to be classed as a city. At Juvisy we had the most pleasant surprise of all. Here we lingered for a half hour, and our stay was enlivened by another pleasing concert rendered by the Regimental Band. It was Sunday and the citizens on their way from church thronged around our train to welcome us. Very few troops had passed through this city, as was mani- fested by the friendly interest and hospitality they ten- dered us. En route from here to Le Mans we passed through the city of Versailles, and only the sparkling of the city lights, penetrating the inky darkness of night, presented an ar- tistic outline of the sleeping city. We awoke the fol- lowing morning to find ourselves stationed in Le Mans' Embarkation Camp. We arrived here at 2:00 A. M. and were instantly greeted by a large group of M. P.s, who for some sinister purpose surrounded our train, and with at least two of them posted at each car we felt ab- solute! v safe from intruders'. THE UNFOUNDED HISTORY OF THE 21ST CHEMENT FAKES (Light Track) By G. D. Ingells, Corp. Orel Oh, railroad man, with coal streaked face, Thy talk and smell denote thy place, Thy language, too, stands out apart, Oh, would it weren't, it stops my start, For I can't print here what you say, And tell it in the railroad way. Why pick flowers and birds and skys and things for subjects of poetry, when 3'ou can use a railroad man? What is more beautiful than a railroad man to write poetry on? Ask me? Where be there anything more spiritual and nicer than a railroad man? It can't, de- cidedly. And just think and tarry a minute, — the 21st Chement Fares regiment has hundreds of just such men. It was at Camp Grant, Rockford, 111., during the mating months of September, October and November that this regiment of rails was made up, but just think since then they have traveled mightily, mainly Irupe, Europe and Syrup. They consisted of an omelette of tallow pots, stingers, snakes, hoggers, gandy-dancers, clock watchers and whistle jumpers. Here after learning the difference between spiking by and squads east, with many pack, gun and blanket, they scun eastward to Tene- flea, state of Mosquito, near Bohoken. After three or four days of Green River nights and listening to sailing de- structions, we left erstwhile after a good hot cold break- (139) fast at three dirty the morning after Ooltide. We took large track train to Hamberger American lines where the former President Grant awaited us. He had changed beaucoup, having become larger in the stern and grey above the water line. He was quiet though and seemed to take us all in. After trying our air we left that after- noon sailing with Sante Fe promptness at exactly 1 :.'}() P. M. with the usual clickity-click of the waves beneath us. Oh, woe be the day when we Twenty-first Chement Fares sailed by the statue of prohibition singing, "We're Five Million Short." Oh, wee, yon soldier has a hungry look, says I, home is slipping quietly away from us, Oh, wee. Fifteen long days did we cast our bread upon the waters but soon after feeding the wily fish, switching empties doubling over, losing coupling pins and side tracking naval officers we reached the clean beautiful, rainy, muddy city of Brest, France, Jan. 10th, 1918. and turning our stern railroad faces to France, we spake as the band played, "Lead Me To The Beer, 01 1, Brother." France, we Twenty-first at last have come. A fighting bunch that never run, Our work all dealt with perils before, So lead us to the scene of war. (Extract from "VANILLA.") But says we chement fares 'tis land anyhow and oh how we craved land, real old juicy dirt, and France sure had it. We now goes to Gievres and Nevers disrespec- tively. At them places of rest and otherwise we were teached the importance of the pick and the usefulnesses of shovels. We soon were a well trained bunch of pickers and shovelers. Woe be a German who might dast come into the clear with us chement fare boys. I hate to think of it — the pick and the shovel. Then we scun to the front where we ran little engines and everything all over the front at San Michel. The doughboys they put bum- pers in the front line trenches so our fellers wouldn't steem into Germany. Them little engines were hellers but in good spirits most of the time, even the stack would spark with the Boche just for fun. One boiler got laid up / iew on the Standard Gauge Operated by the Z\st Engineers for The Army of Occupation with the flue though, and we had to clean them — the flues. If they got real low we would give them an injection to bring 'um to. N'everything. The rail wasn't very heavy, but that's a poor thing to make light of. Never will we forget Saucv-Gare, Nuffies Tang, Ban- gees-Val, Minnic-the-Tourer, Naugess-Saard and Mount Sex and manorious places. Them were the days. Then after chement farcn here we alleys to the Argonne and now even them days are gone, but we've all made up our minds Verdun. Homesick, why you ought to of heard Dombasle the other night, it's orful stuff that Van rooze. We stayed in this vicinity and places and mud till the American Tent Camp Armistice was declared and the Boche had made more back protectors and caught up on sauercraut. That night there was flares, cartridges, chement fares, french- men, mud, corn-willy n'everything all going at once. Never was they such a seen and happinesses before in the chement fare boys. That night us railroad men all wrote home to our feeancays and writ, "Awake, thee time be here, your sweetheart is soon amongst you." From here we took up slack and that spotted us in Conflans and Superbs. Here we took over the large sized track and the man sized engines. It was a change though, the mud being redder here, because we were in a greater Van Booze country. Vin rooze, blink not your ruby eyes, Vin blink, rooze not your pallid cheeks. You both brings forth to us but sighs And are but spendings of the weeks. ( Quotation from "The Dying Camel.") Our quarters were not so worser here but more de- st fictions were put on us and they accused us of an over- supply of clothing. What is it and M. P. to a railroad man. There you are. Now we have scun to Labry across the Jordon to some once German barracks. Here encore we are sifted, drilled and made up for another haul. Let's hope it's home. Never will I leave the cat, armchair, beer and engine again. Let us drop our tail light here for Ameriky, Oh, land of my youth. Lives there a "Rail" with soul so dead, Who never to himself have said, I've did my bit, I wanta go home Then turned to bunk with stifled moan. If such there be, go, mark him well, Go bawl him out and give him hell, High though his title, boundless his wealth. Be he sick in bed or red with health, Despite those titles, powers and pelf, That rail concentered all in self Living should be kicked round and round. And doubly dying should go down In the wet mud from whence he sprung, Unwept, Unhonored, and Unsung. (From the "Man Without A Company.") (140) "THE BATTLE OF BOUCQ" By Sergt. Al Hansen 'Twas down on the Old Toul Sector, Ale and old pal Pete; Now don't g'nd and pretend you're sleepy — Lend an ear, your sleep'll keep. Two months without pay day, Not a franc or clacker in sight; Not a day off for weeks, not a Sunday — Just gandy dance with all your might. You can see that things were stiflin', Every man of us itching for a fight; When the bugler called us to battle, "Pay Day," and he blew it all right. Out of the barracks and camouflaged places, With a whoop, a holler and yell, Came the comp'ny's valiant aces, Their money belts anxious to swell. With beaucoup francs amongst them, With nary a backward look, With the strains of the national anthem. They marched to the battle of Boucq. Oh. the A. E. F. has had many a fight That will go down in history and song. But the battle of Boucq will ne'er be told, Though it wasn't just what you would call wrong. The entry was made with ease and dispatch. Our forces they couldn't withstand; The vin shops opened wide their barred doors, And inside marched the thirsty band. Inside they did see, with hilarious joy, The enemy plainly in sight; Their forces of Champagne, Rum and Wine They charge! "Come on. you boys, sit tight." Did they falter? No, not one father's son, - But they showered the frnacs like hail; The dead ones on the long table grew, The Madam, in fear, turned pale. Oh, yes, 'twas a wonderful fight, sir, All straining to do their bit, But the rooms were warm, the enemy strong, Though everyone made a hit. After hours and hours of much struggling The vin shops were cleaned right. And the battered and breath-scented heroes, Campward did turn, fatigued, but not in flight. The casualties, six in the village, Were held in the guardhouse awhile, They couldn't explain to the Boucq M. P., He would not have ear to their guile. Ah, well I remember four young bucks, 'Twas a beautiful sight you will admit: They went to sleep in the village graveyard — "Lights out," yelled the guards, "you're lit!" And one brave lad came struggling along — Only fifteen hr.d this boy killed; But the glory of battle had stirred his young blood. His noodle, with dreams, was filled. He had shed himself of blouse and his shirt, A sleeveless jersey, red and black, Adorned his pliant, Apollo-like form, As he followed the narrow gauge track. He came along on hands and knees, Barking all the while like a pup; Some of the officers at whom he barked, Must have wondered what's up. When they finally reached the barrack Roll call quickly was made. To find how many warriors In battle had passed away. (141) The skipper was quite horror-struck. Such losses — 'twas a sin; He sent out many, many bucks To bring the wounded in. The searchers found them everywhere, From La Reine 'way to Boucq; In ditches, roadways, on the track, Any place that they might have looked. They gave succor to the wounded. In the shape of wallops and kicks; If they could not get them otherwise. They pelted them with bricks. And finally, to the last man, They got them into camp; The jailbirds, graveyard sleepers clan. And all the other scamps. I'd like to tell of barracks scenes. But that's another story; At any rate, they did not smell Much like a conservatory. 'Twas with great labor that the top Made his bunch get out the next morning; With the exertions of the previous day. They did not hear the bugler's horn. But when they straggled into line. It was a sorry sight to see; Dilapidated, nervous wrecks, A shaking at the knees. And then the Captain spoke with might; Nary a word of praise. Oh, well, Old Sherman never knew how right He was when he said War was Hell. HOW THE 21ST PUT. IT OVER ON THE M. P.'S Pit. Peter La Frankie It was very difficult at times to get into Commercy, the mecca for the "vingt et une Genie," and many schemes were used to foil the M. P.'s. One that worked for a while was to keep out of sight, outside the town, crawl into a camion truck or other covered vehicle. They finally got next to this. One Sunday, having tramped fifteen kilometers from the woods near Boucq, two of us arrived before the gates of the forbidden city, footsore Cognac Klingsmith, Ready to Start for the St. Mihiel Front During the Drive and hungry. We climbed into a French wagon loaded with baled hay. There was little room and we wen tightly squeezed between the bales. We rode triumphantly over the bridge into town and were congratulating ourselves on our good fortune when an M. P., suspecting something from the way the French- man ran the mules up the street, at the point of a gat, he held up the wagon and proceeded to search it. When he saw our feet sticking out of the hind end, he greeted us in a nice friendly tone. "Where in the h — 1 are you guys going?" Politely, we informed him that we had al- ready arrived. But that big M. P. was hardhearted and Grosrouvre Siding and Dump invited us to proceed him out of town at the point of his automatic. Parting with him at the end of the bridge, we in- formed him we would eat dinner in town. Going up the canal, we bribed a Frenchman to ferry us over. Entering the town through the woods, we enjoyed our dinner and walked out past the M. P.'s on our way home. A more daring and original method was used by one of our sergeants. Algerian soldiers dress in O. D. uni- forms and as the sergeant had an exceptionally dark complexion, he received an inspiration. Securing a red Algerian hat, he placed it on his head, putting the Amer- ican overseas cap in his pocket. Nonchalantly he walked over the bridge without molestation from the M. P.'s. Upon reaching the other side, he changed back to his overseas cap. LIEUTENANT COLONEL SAM ROBERTSON One of the best known Officers in the Light Railway organizations was Lieut. Colonel Sam Robertson. He was well known as a worker, but better for his stock of rich yankee humor. The following are a few illustrat- ions : While the 1st and 2nd Battalions of the 21st Engi- neers were moving through Yigneulles on their way from Sorcy to the Argonne front, the Germans made it pretty warm for them. The engines were carefully shrouded with canvas to hide the light. Smoking was forbidden and all train signals were given by means of whistles car- ried by the members of the crew. Tense excitement was prevalent among everyone, for the German trenches were a short distance away. Suddenly everyone was horrified to see coming jauntily along the track a brightly lighted lantern. "Hey, you blanketv blank son of a blank, put out that blank light," yelled Sgt. Hack, of Co. D. "Go to H — 1," was the short and snappy reply. "Maybe you don't know who I am, I'm Sgt. Hack ; put out that glim." "Maybe you don't know who I am. I'm just Colonel Robertson, you go to H — 1." Of course, it was often necessary to have a light to see how the work was progressing, which necessarily had to be done at night so near enemy observation, but it did (142) seem that the Colonel was courting death by carrying his lantern. Finally someone remonstrated with him. "Colonel, aren't you just a little afraid that Fritz will take a shot at that light some night." "Well, if he did he wouldn't hit it. I'm not long enough in one place." River at C mi flans One day he approached a detail working on the track, the Sergeant of which was standing apart with folded arms looking very much superior to those he had in charge. "Who is the man in charge here," he inquired. "I am, Sir," replied the Sergeant. "Well, where in H — 1 is your shovel?" LIEUTENANT COLONEL SLIFER The Colonel's orderly once made this remark. "I can't play a fiddle, but if the Old Colonel asked me to play, I'd make a damn hard try. This was the spirit of every man in the Regiment. The Colonel was one of the biggest men any of us probably ever had the pleasure to work for. He had a faculty of getting everyone about him to work with enthusiasm. The following are a few side-lights into his method of stimulating pep amongst "His Boys." Col.: "Donecker, where in hell's that correspondence?" John Donecker: "Sir. I've got ten men looking for that letter." Col. : "Some day I'm going to have a file of my own, it's going to be that stove. When I put a letter in it. I'll at least know where it is." * * « Colonel to Capt. Farran, during an air raid: "Well, put out your own lights, but let mine alone, I got work to do." * * * Colonel after telling one of his men that he had orders to do a certain thing which sounded ridiculous. "I know- it is not right, but I'm a hell of a guy on orders, until they get things balled up. Then we make our own orders." #- * * Col. to a Master Engineer : "We have three 400 feet warehouses to build." Master Engineer: "But, Colonel, we have no lumber." Col. "Salvage some scrap and build them out of it." Needless to say, the warehouses were built. Col. (befoi e his accident): "My place i- up there at the front. If the boys see their Colonel there, they'll work." * # : & Colonel after some close shelling, to Mike Drum- mond, driving his car, "Pretty hot up here. Mike." "Mike: "Yes, Sorr (Whiz-z-z-boom, a shell comes over) and shure ye're a fool for coming up 'ere, son." * # * A Second Lieutenant of an Infantry outfit just ar- riving at tlie Front, resented the lack of military etiquette shown him and his associates by men of the 21st Engi- neers. "LI. -Col., your men do not salute me." Col.: "W-e-1-1, they don't salute me — how in H — 1 do you expect them to salute you." Col.: "Donnelly, I want an eight kilometer telephone line to Cheppy by four o'clock." Donnelly: "It can't be done, Sir." Col. : "Well, I'll give you till six o'clock then." Donnelly, calling up at 3 :55 : "Your line is in. Sir ; this is Cheppy." Col. : "Well, Donnelly, you almost fell down on the job, didn't you?" Donnelly (with much satisfaction): "Yes, Sir." * * * Col. (Upon questioning an Officer) : "I don't want to know what you think. What do you know?" * # * Col.: "Oh! G-a-y-b Gab-ri-el !" Strutner: "The Major is down in the court yard, Sir." Col. : "One of you, two of you, all of you, go get him !" Major Gabriel (puffing his pipe) upon arrival: "Seems like the Colonel wants to see me." * * % Col. (ringing up the Supply house) : "MacLaren. how many blankets have you got in the warehouse?" MacLaren: "None, Sir." Col. : "I want a thousand blankets by 8 o'clock to- night. Get them." MacLaren (at 8 P. M.) : "Sir, I have the thousand blankets." Lt.-Col. smiled, with an inquiring or rather knowing stare at MacLaren, but said nothing. One must not ask too many questions in the Army. & * * Colonel Slifer to Army Headquarters over the tele- phone: "I don't care if I am stepping on the toes of a Brigadier General, or a Colonel. If the Light Railway don't get gasoline by 6 o'clock tonight, the Light Rail- way stops operating to the front — to the Army, do you get me?" Then he hung up the receiver with a slam. IT'S ALL IN THE HEAD Christian Science may or may not be what it is claimed, but it evidently has good points since it made one fellow believe that a canvas "pup" tent was bullet proof. While at Jouy, a regiment of engineers was ex- perimenting with a new explosive for the purpose of blow- ing up barbed wire. Not being notified of the tests, the explosions took us by surprise. No one knew just what they were. This fellow evidently thought they were shells or bombs and instantly started running down the road, holding his pup tent over his head for protection. (143) SUNNY FRANCE During the spring of 1917 a number of the men of the Motor Detachment made several trips from Sorcy to St. Nazaire and Bordeaux to bring back a number of Garford one and one-half ton and Mack five ton trucks across country. What a change it was to get away from the mud and rain and rush of work at the front and go south to drive back through a quiet and peaceful part of France in sunshine and warm weather. The children would stand by the roadside and hold out flowers to us until we had our trucks decorateil like a circus parade and the old women would hold out baskets of fruit as we went through the villages. Nothing was too good for the "Grand Ameriques" who were going to save their France, and when we stopped for the night in some little village the whole town would turn out to greet us, and early the next morning they would turn out again to wish us "Bon Voyage." Those were the good old days. SAFETY FIRST While at Cheppy a certain member of our Company was personally conducted by an unseen power to a dug- out whenever a German plane came over. One night he desired to change his underwear but was afraid to do so in his tent for fear a plane might come over while he was undressing. Gathering up his clean clothes, he started for the dug-out. Another occupant of the tent asked him why he didn't change clothes in the tent along- side the stove instead of in the cold dug-out. Where- upon he replied: "Fritzie ain't going to catch me with my pants down." THIS DOESN'T HAPPEN OFTEN A bunch of fellows entered a cafe which happened to be owned by an English lady. The spokesman of the party ordered in his very best French "Cinq Bieres." The lady looked at him for a minute and said, much to his astonishment, "How many beers do you want — five?" ing every medical man he could get in touch with, from a Colonel down to a buck jjrivate, none could give him satisfaction. About this time some of his friends decided to work a cure on him. They put one of the sergeants wise and told Felix that he was a fortune teller. The sergeant consulted Felix's service record and found data necessarv to facilitate the telling of his fortune. AMERICAN FRENCH Another fellow tried to ask a French lady for some bread. Instead of saying "Avez-vous du pain," he mixed his French with his American slang and said : "Avez- vous dee punk?" A DARK NIGHT At Flirey some colored troops were camped near us. One day during shell fire one of the negroes was seen breaking world records across the field. One of his friends shouted, "Where is you'all gwine?" The runner replied: "I ain't gwine no place — I'se just taking distance." A FAINT HEART NEVER FILLED A SPADE FLUSH One member of Company "B,'" native of Russia, whom I shall call Felix, was very superstitious, having also great faith in fortune tellers. Prior to going to France he visited a fortune teller who told him he would die on a certain date from heart trouble. After arriving in France, the supposed date approached. Felix began to experience considerable trouble with his heart. Consult- German Dugout in use A meeting was arranged, Felix walked five kilometers to keep the appointment with the sergeant. After the interview he was in the best of spirits and much happier than he had been for a long time. The sergeant had told him his fortune and postponed the date of his death for many vears. Today Felix is one of the most cheerful members of the Company. HE'LL GO HOME AND SAY HE CAPTURED IT. A Lieutenant from a Base Hospital in the S. O. S. visited the front during the St. Mihiel Drive. Accosting a sergeant, he asked numerous questions about activities at the front. Finally he noticed a machine gun lying at the feet of the sergeant. He asked who was the owner. The sergeant told him it was his, that he had carried it ten kilometers intending to send it home as a souvenir. The Lieutenant said he would like to buy it, asking the sergeant if he would take two hundred francs for it. The sergeant said he hated to part with it, after carrying it so far, but if the Lieutenant wanted it enough to pay two hundred francs for it he would let him have it. The Lieutenant promptly handed over the two hundred francs, shouldered his load and walked away. When he was out of sight the sergeant jumped into a trench alone side the road and took his pick from about twenty other machine guns that were lying there. NOT RESPONSIBLE AFTER A VISIT TO COMMERCY A member of Company "B" had been on a visit to Commercy and was about- half way home when some one told him that a man had been pulled out of the river. The Co. "B" man, being an ex-coal miner with a knowl- edge of first aid, figured he might be of some use to re- suscitate the drowning man, promptly ran back, about a kilometer, to the scene. Upon arrival he immediately got on top of the man and started to vigorously work his arms and legs in an effort to promote respiration. He kept it up for about an hour when some one volunteered the information that the man had been in the river for four days. (144) THREE MUSKETEERS Three American soldiers, going through the streets of Feronville noticed an old lady sitting in front of her house crying. They inquired the reasons for her dis- tress. By gestures and producing a card from the French war office, she made them understand that two ffiBBSHHHP^r-?" w^nmBhSb ? -."■>. ...... ; &^#i HBHf, '^Tm ■■ *gsir jail Water Tanks at Leonval for Road Sprinkler and Engines of her sons had been killed and a third captured. They sympathized with her as best they could. She invited them in to play some hymn music on an old organ. None of them knew anything about hymn music, but one mem- ber could chord a little rag time. He played his stock of rag-time music which pleased the old lady more than hymn music would have done. She recovered all her good spirits and insisted that they have supper with her. THE SCHOOL OF EXPERIENCE Two of our fellows returned to the Company, at Dombasle, from the S. O. S., having been absent during all of our thrilling experiences along the front. A Fritz bomber came over one evening and opened his tail gates on the camp. They went carelessly on their way each with a lantern in quest of some illusive- object, convinced that the explosions were from the air craft batteries. Their education was brief and thorough. The next bombing expedition saw them in full and riotous retreat. AT THIS RATE THE PRICE OF DOUGHNUTS SHOULD RISE During a heavy bombardment a member of the com- pany sought refuge in a concrete sewer pipe. Another member came along and offered him a hundred francs for his hole. The offer was promptly rejected. A MISUNDERSTANDING When "B" Company moved from Marcq to Longuyon, they understood that they were to join the "Army of Occupation" and live a life of pleasure such as they read of in the "Stars and Stripes." Upon their arrival at Longuyon a terrible shock awaited them, an issue of brand new shovels. Instead of the life of ease they spent their time cleaning up some of the wealth that the French had left. Maxim: A Frenchman's wealth is judged bv the size of his manure pile. ALL MEN ARE EQUAL IN AN AIR RAID One afternoon thirty or forty Hun planes came over the camp. Lieut. Dun and Sgts. Sherman and Devine made a hasty exit from the Yard Office. Sherman found a large shell hole and vainly tried to assume the propor- tions of a snail. Devine and Lieut. Dun came running to the same hole. Van raised objection to his visitors, "If they see so many of us they will surely try for us. Now you fellows stay here and I will look for another shell hole." Van got nicely settled in his new location when in came Lieut. Dun and Devine. Without explanations Van ran for another one, only to be followed again. In dis- gust he got out of the hole and wished all sorts of bad luck on his visitors when out they came. The planes were al- most directly overhead by now. Lieut. Dunn saw a pile of sectional rails over a small hole. He made a dive into it and to his sorrow found that "Doughboys" aren't at all responsible. HARD TO GRASP You will find it hard to sleep on a bombproof bunk because you sleep hard. PERPETUAL MOTION German bombing planes had been coming over Sorev Camp quite regularly at night. On such occasions the tunnel under the railroad and canal was the popular rendezvous. It was about half a kilometer from camp. One morning a negro stevedore, as he draggea himself about his work, was heard to remark. "Bovs, it shure am what dat man Sherman done said it was. Work like hell all day, and run like hell all night." HARD TO KEEP TRACK OF One of the lads in the operating department is stil] trying to locate the town of Decauville. WELL TRAINED A group of colored troops had put in a hard morn- ing on the track. The captain in charge asked Sambo if he was ready to go in for lunch. "Yes, sub, Yas, sub,' I always keep muhself prepared." SOME BANQUET Several officers were boasting of various escapades and champagne dinners they had had while in France. As no one contradicted them, they probably exaggerated con- siderably. Lieut. Signer, who had been a silent auditor finally lost patience and said to the others. "Before you guys were dry behind the ear I attended a banquet where we had at least ten corks in the air all the time." This broke up the assemblage. A ROOKIE LIEUTENANT A lieut, new to the army, was drilling the men one day, and having the men lined up in Company Front, gave the Command Squads Right ! not a man moved. He repeated in a louder tone, Squads Right, still they did not move. A captain standing near remarked "Give them the Com- mand of Execution." The lieut. promptly commanded. "Squads Right. Command of Execution." This was too much for the men and they gave him the ha ha. (145) THEM MULES MUST BE EED A number of mules were unloaded at Sorev and no ar- rangements had been made to feed them. When Colonel Slil'er heard of this, lie ordered one of his men to arrange with the Q.M.C. Officer for feed. The Q.M.C. Officer re- fused to furnish the hay upon the first request. This was duly reported to the colonel who grabbed the phone, whereupon the following conversation took place: Col: "Why won't you furnish hay for those mules?'" Q.M.C. Officer: "We have no orders to feed them as they are not divisional mules." Col : 'I don't give a D — - whether they are divisional mules or Regimental mules (Loud) they are army mules and them mules are going to eat!! and if not, I am going to find out why ! ! ! Understand?" Bang goes the receiver. The mules were fed. 21ST MULES By Max Foster, Co. B Mules were used in the grading work at Sorcy yard after which they were attached to B Company for ra- tions and duty. Here they hauled water and rations when moving camp. At Flirey when the roads were so congested that it took many hours to move a mile, haul- ing water was a tedious job. The mules were usually ob- liged to sleep in mud and often missed their feed. But after the armistice, like the men, their conditions im- proved. They were well fed and had a good stable. They often went A.W.O.L. and were used by any outfit that found them. Their only identification tag was a num- ber on the hoof. The mule possesses many soldier-like qualities, he is always ready for his feed and is a good kicker. Most mules can kick a cigarette out of your mouth. They are extremely disliked by the army blacksmiths who shoe C3 *?m»> ffltt, *Cy,.-;*£ •,v A -r ' W *t^ Arriving in Frame HE BELIEVED IN GERMAN SIGNS The sergeant major, upon being asked what hotel he stopped at while visiting Metz, replied "Hotel Eingang," producing a photograph of the establishment. Upon close inspection it was discovered that "Eingang," which means entrance in German, was on a small sign over the doorway. But in large plain letters Hotel National was painted across the front of the building. Si.v Months Later IT WAS CONFUSING One thick night at Mandres, brother Bosclie was en- tertaining the boys with a gas and shrapnel serenade. Bob Lee was seen without his gas mask and when ques- tioned whether he did not smell gas said that he detected a slight odor of melons but had attributed that to a de- tachment of colored labor troops which had just passed by. s«8 'lui *xJ? WHIM Departing for the U. S. A. them as it is sometimes a dangerous operation. The mule plays an important part in the army, and is subject to many dangerous tasks. He carries a gas mask while near the front, and has an operation performed on the nose that takes away his bray. Mules are used generally in teams of four, or to carry packs. A mule team is supposed to haul 3,000 lbs. on any road. They are rationed by the army like men, that is to say, their substance consists of a fixed number of pounds of oats per day and is drawn from the Q.M.C, once a week. However, it is often necessary to forage around the coun- try so that they may be properly fed. The private has a certain amount of sympathy for him, a feeling of kinship as it were. On the battlefield, especially in the Argonne, many of them were lying dead side by side with the soldiers and one could not but have an overwhelming sorrow for their comrades in service, who had given their lives for their country. (146) VERDUXDO INFERNO By William Enscorc. Hard by the Tunnel de Tavannes, Where grave on grave is piled. Where France has huddled to her breast Her genius like a child. There dwelt five gentle soldiers And a desperado wild. Sing a song of dynamite. Sing it good and hard; Five little soldier men Scorched and singed and scarred. Just a little carelessness Let the stove lid fall Right on top the dynamite — Bower did it all. A quarter to nine, Approximate time. Sergeant Gear had departed and gone down the line. Bower arises, shaves his beard, combs his head. While the four other inmates slept gently in bed. The stove does not act right; fire almost out. So Bower, the reckless, the stupid, the lout Attempts to induce it to burn up again By feeding a few dynamite chips, and then Quaintly sets fire to a whole pile of them. Damn! What a sight! What a fright! Bower seeks safety in speediest flight. Hark! How the flames roar Up from the dynamite chips on the floor! See them flicker, Fetzner. be quicker. Else you'll be sicker Than ever before. Allah be praised! He wakes from his doze. Luckily clad in his olive drab clothes. Cuss words neurotic, Weird and exotic Stream from his lips in a torrent chaotic. Nerves all a-twitter In a blue funk. Removing three slats from an overhead bunk With his head, The brave Ed Quits his bed, And then, like an arrow unerringly sped. Through the smoke and the fire-girdled doorway lias fled. One man is safe and an audible sigh Is heaved by the crowd that is hovering nigh. Three men inside, so the crowd holds its breath While these other poor devils do battle with death. Hell! Who can tell How they came tumbling, Stumbling, Grumbling, Out of the shack pell-mell. What is that crash, man? The bulk of the corpulent Ashman, Who rolls from his bunk to the pebbly floor. Rises and dashes barefoot through the door. See him shiver, Quiver, Like a man walking a rope o'er a river. Hear him bleat As his feet, Loaded with two hundred ten pounds of meat. Are gashed by the rocks that profusely abound On the ground All around. Whose corners and edges his poor feet have found. Blind and unseeing and all unaware Of table, steel, bench, buckets, boxes and chair, The bold sergeant major comes out of his lair With gestures dramatic And footsteps erratic, Receiving en route a nice singe for his hair. Hi> garb is conspicuous. Highly ridiculous; He's clad in a shirt and remarkable drawers; The latter are baggy, Roomy and saggy. The kind worn by soldiers who go to the wars. Like Oscar, he's barefoot and suffers a bruise On the heel, and he hollers, "For Christ's sakr. som< ^hoes.' But his woes are forgotten, for all realize That wee Willie Enscore is on the inside. Suspense! Immense! ! Intense!!! Will he come hence? Yes, for he wakes with a start of surprise And views the inferno with terrified eyes. The heat is terrific. It scorches and sears Blisters pop out on his nose and his ears. His moustache is shriveled, his visage is scarred. His wild, youthful beauty is hopelessly marred. He makes a wild dash through the doorway to where His comrades await him in more temperate air. The flames soon subside and peace reigns once more Where all was confusion ten minutes before. They bandage the victims and rub vaseline On thirty square inches of Bill's blistered bean. The poor lad weeps bitterly — cannot be cheered. The fire has singed all his immature beard. But Bower, Bad Bower — In hell may he fidget — Escaped with a burn on his thumb and his digit. Say, That was a day. L'envoi He lit a fire with dynamite. It acted mighty fine; He burns up all the new washed clothes Ahanging on the line. He spoiled poor Oscar's mackinaw, And made him skin his heel; Captured German Guns, Sorcy Go He blistered Enscore's baby face And caused his skin to peel. He singed the hair of Robery Myers And scared him out of bed, He woke Ed Fetzner from his nap And made him skin his head. This Bower is a wicked cuss, This Bower is a brute; He lit a fire with dynamite, It burned — beyond dispute. WHAT WE CALLED OUR RAILROAD Soixante, Narrow Gauge, Slim Gauge, Narrow- Minded Railroad, Little Railroad, Light Railroad, 60 Centemeter, Dinky, Chermin de Fer Petit, S. M. & B. (Sorcv, Metz & Berlin). (1*7) A SPY HUNT IN THE LA REINE FOREST Company "A." It was a pitch dark night in March, 1918. Some men of the 23rd Engineers had reported seeing lights flashing in the woods and the cry of "spy" was soon circulating in the camp at Gerard Sas. A detail volunteered to in- Loading Hay and Oats for the Front vestigate. After some time of anxious waiting a volley of rifle fire was heard in the woods but none of the detail returned; another detail set out to get the first and after another period of waiting both details finally returned to- gether — empty handed. It was then learned that the lights seen were signals to allied planes coming across the lines and the light that had been fired upon was a star shell sent up at the front and but dimly seen through the Leaves by the "spy detail." SOUVENIRS The Kaiser is the guy that started all the fuss, But when time came to stop it they put it up to us. Yanks all answered to the call without doubts or fears; They tore the Kaiser's playhouse down and stole his souvenirs. He then went to Holland and took up his abode There, loathed and spurned by all mankind, like a vile poison toad. And by chance you ask him the cause of his downfall, He'll shake his head and answer, "Yanks and souvenirs did it all." For the Frenchman fights for the honor, The Englishman fights for great fame. The Yankees fight for souvenirs. But the results are just the same. And now that the war is over, and the future looms so bright, To get our treasures home may start another fight. But visions of marching up the main pike amid the lusty cheers Spurs us on to return to you with all our souvenirs. THE MOON SHINES BRIGHT AND STILL THE NIGHT WAS DARK One clear night when the moon cast its luminous mel- low rays over the entire Argonne front, Jerry was giving us merry hell. Shells and bombs had been bursting from time to time in the open field a short distance from Taylor Junction. A negro came running up the tracks. I called to him and asked if anyone was hurt. "No, Boss, they nobudy hurt, they ain't gonna be nobody hurt, 'cause they ain't nobudy hurt, they ain't gonna be nobody hurt. When asked if they were hitting close, he replied : "cause they ain't nobudy theah." SHILLING, COMPANY D. A PERMISSION G. D. Ingells, Corp. Ord. I say "A" permission, for fortunate is the soldier who receives more than one; and anyway, the first is the red letter leave. A plain buck civilian could never realize what a leave means to a plain buck private, especially when he has wrestled with oeans and near coffee at the front for months. Granted, there is plenty of excitement, but it's like love, you can't live on it all the time, mon derby. Oh, for just a touch of domestic life and a real derby in sight and a piece of blue serge on the horizon. That is what one wishes and looks forward to on a per- mission, and also to forget for once all that is military. Five weeks before going on said leave it is necessary to go through a short course in training. Your knife and spoon are taken away from you entirely so that you may become once more proficient in the use of the fork. Bal- ancing peas and beans on a knife becomes a lost art, meat is eaten in small morsels, not in large relays, and soup once more is said to be noiseless. You are taught that hotel na2)kins are not handkerchiefs, finger bowls are not to drink from, and not to steal your neighbor's pie. Never line up for meals at a hotel and leave all dishes and silver- ware on the table, as it might embarrass the hostess, These are the essential rules. Then I really left for the area on one of those third- class French trains. Yes, I did — not. I put on my bib and tucker and hied myself hence to a genuine first-class coach where I concealed myself with O. D. splendour until the train got on the move, then I was "jake." It seems as though the M.P.'s and A.P.M.'s are crazy to take the joy out of life. It is just- one battle royal all the way to your destination. You sign here, sign there, stand frozen in lines till you get so d mad that you long for the front again so you can fight. Then when they hustle you to a cold, cheerless, third-class coach again you keep going right on through the other side and board a second-class coach, where you ride in civilized comfort to Monte Carlo or Menton. Real sunshine, blue sky, mountains and pretty women all around you. Women, think of it ! Real honest to you, black-eyed men-loving women. I'll never say another word against woman, I — Then they took me to a marble-topped hotel with palm trees around it. This was too much, I could hardly stand it. Next through a sort of mist, I saw a garcon fading from my chamber and there, there beside me, resting in quietude, was the nicest, sofest, whitest, cleanest, most welcome feather bed I've seen since I kissed the girl with the soft-boiled eyes at home. Oh. woe is me, I just dove at it and said: "You old son-of-a- gun, you're sure going to see service this week." Then I started to feel the dignity of the occasion and riz up and made my toilette, get that "made my toilette." I'll be saying darn next. After watching the rest, I managed to get through the first meal with my fork, and left all the silverware on the table, but I think the matron suspicioned me. I slicked up for my evening promenade. "James, the gloves and cane please. Auvoir, garcon," and I was off. Now just imagine me, a buck private, two hours later, as it were, on the boulevard. Three shots of "Muscato" neath my webbed belt, shoes shined, four months pay (and all I could borrow), a new moon on the horizon of the Medi- terranean, the Alps above me, and the prettiest, gol darn- dest, petite little French Mademoiselle along side of me (148) you ever peeped at. (Play "Home, Sweet Hour** here.) that's no joke. Then on the seventh evening, you walk We were in one of those carriages that they haul ]>resi- weakly and faintly over to the A. P.M., check out, nestle dents of nations around in, you know, with the patent yourself coldly in a permissioner train. You can't escape leather fenders. I don't know how you feel but something them tills time, they've got you tight. You just pass out seemed to tell me that I was happy. I don't believe I had f Monte Carlo, nobody makes any fuss over you and life ever seen so many cafes or passed so many and all this J s g l oomv . You're made because you can't stay and at the time I had her, gol darn her, right alongside of me, look- ing so adventuresome. Then we "throws our anchor" and I paid the driver the customary exorbitant American price. I didn't know whether to hit the driver or kiss tin girl. Which would you do? I did. same time you kinda want to get back and see the boys in the mud. Then you get back to camp, broke, glad to see the fel- lows. Maybe we're going home. Everything looks strange to you for a while, then mess call sounds and you Then we went to Freddy's place and while she drank come ^^ to ea rth again, a plain buck private. No more hot chocolate, I maneuvered with light wines and their accessories until we went home, where I kissed her on the doorstep with welcome on the mat. That was my first evening and just add six more to that dream with diminishing francs each night and that will constitute the average permission. Of course, I saw the usual sights in the vicinity, such as the Casino, Prin- cess's Palace, etc. One day some of us hired asses driven by Italian girls and took a trip up the mountains. We tame back on our asses about five o'clock after a most scenic trip. I don't believe I ever enjoyed food as much as I did there. I never passed either restaurant or cafe. It was considered nearly the same as breaking a general order to do so. On the first day you tip everyone a franc, on the seventh (and there was light) it's two sous limit, and salade on lettuce leaves, no oysters on the half shell, cows don't give milk here, your meat can is nothing but alumin- um. Well, what's it to you? I can stand the gaff if the rest can. How do ya get that way, go to the end of the line. POOR CAMOUFLAGE An engineer passed an officer and failed to salute. Officer: "Don't you salute Officers?" Engineer: "Yes, sir." Officer: "Do it." Engineer: Suppressing a smile, salutes. Officer: "Are you trying to show your contempt for -•• Engineer: "No, sir, I am trying to conceal it." (149) ELEMENTARY ARITHMETIC Q. If 100 soldats can build 1 kilometer of voie do soixante in 10 hours, how long would it take 1,000 soldats? A. One hour (provided half of them are not killed colliding with one anther). Q. If a detail of 20 men can erect an Adrian bar- Operator's Shack, Broussey racks in 13 hours, what would result if 67 men were em- ployed at the same task. A. Seven would be killed by the frame falling on them because 19 men would cause it to collapse. Eleven of these nineteen men would break 1 leg each, the remaining 8 would die from various wounds. Of the -11 remaining, 32 would execute parade rest in double time and the other 9 would complete the building in 99 hours, 30 minutes. Q. What can you get for 1 can of corned beef? A. Quite a lot generally. (See G.O. -15). Q. If you went to the warehouse for 12 monkey wrenches and 8 claw hammers, what would you get? A. 1 stillson, 1 foot-ad/, 3 sets chain blocks, 2 claw- bars, 9 lining bars, 1 track level, 2 Sears-Roebuck hatchets, 3-8 lb. sledges (without handles), 1 axe handle for same, 1 bicycle pump, 2 condiment cans, 1 French gas mask, 5 shovels, 2 picks, 1 gate valve, Hell, and a keg of spikes. Q. Suppose the Regimental Supply Sergeant were to go to the Supply Office at 7:30 A.M.? A. Oh, H — — 1 Agnes, what's the use of supposing anything like that? 0. Who won the war? A. Nix ! nix ! We want to go home. CYLINDER-BORE PANTS, A SABLE IX FLANG .1/. E. Wadsworth In view of the fact that we are to be returned to the States in the near future ( you mav tire' when ready, Gridlev) it devolves upon us to endeavor to present a respectable appearance. To more nobly fit us for that happy occasion, our uncle with customary taste and foresight has decided to issue us breach-loading pantaloons of large calibre and witli 31 1 L , inch barrels. Model of 1861. Now, of course, if a man's sitting boom is high enough off the ground, the muzzles will fall above his shoetops, and he will be able to twist on a pair of Burlap spirals leaving only a slight balloon effect above the knees, his lower limb (meaning leg) having the appearance of not having been broken in more than nine places. But! On the other hand, if his inseam in civil life was 23 • L . inches, he finds himself confronted by the necessity of either double-reefing the garment above the well-known spirals or hewing off the superfluous parts at the bottom, thus the better fitting them for the wearers use, with a sharp instrument, as an axe. We think (honest we do, but not often) that quite probably the architect of this infamous item of wearing apparel was awarded the D.S.M. and 10,000 dollars or mi, as a Bonus. We are too much of a gentleman to suggest what he should have got and just where he should have got it. Moral: You're in the army vet! THE COMPANY BUGLER By Bugler William Sutton, Co. M Just a few words on my ability as a bugler, from my personal observation. From remarks that I hear, my bugling must not be very good. After blowing one of the numerous calls, someone sticks his head out of the window and yells, "Hang it up and let the wind blow through it." Another asks if that was the sick call. I tell him "No," and inform him as to its meaning. He then says : "I thought it was the sick call — anyway, it makes me sick." The lieutenant sitting comfortably in his room, hearing me endeavoring to blow "first call," says to his orderly: "What in hell was that?" There are two reasons for such a condition. One is, I frankly admit, I am not a good bugler. The other, there is not a man in the company that knows one call from the other, with the exception of mess and pay call, so what is the use of having a good bugler anyway? Sometimes it is necessary for the top sergeant to climb three flights of stairs to wake me in the morning, but I don't mind a little thing like that. There is always some good in everything, so I will This Machine is Certain Death fur the Trench Petite To-Tos, also Found on American Soldiers mention some of the advantages of being a bugler. I am not burdened with a rifle which takes considerable care and spare time to keep it in condition. I escape all drilling and all details. To sum it all up: "It has to be did." The job was wished on me, so I am either fortunate or unfortunate as the case mav be. (150) WHY THE "SHOCKERS" STOOD REVEILLE After headquarters had enjoyed a comparative life of ease and luxury for several months the Colonel appeared on the scene and read the riot act. Among other reforms, headquarters, to which the shock troops were attached, was obliged to stand reveille and physical torture. Upon hearing the new edict, the "shockers" decided, while under the spell of vin blink, that unless personally invited they would not obey the new orders. Morning presently came, the bugle sounded and die "top" gave the command "breathing exercise in four omits, eyeballs left, eyeballs right, one, two, three, four." The small group of conscientious soldiers were dismissed and the shockers were still in their virtuous couches. En- couraged by their procedure, they continued ignoring the orders for a week. Sleep until you rot or get hungry was their motto. But, alas ! the whole personnel of headquar- ters got into the same habit and one cold snowy morn found the "Top Cutter" the only attendant until Capt. Radford appeared on the scene. The Cajjlain was usually late, so he did not register a kick, but when no one was there to see him come late lie got hard boiled. With blood in his eyes he started on a crusade, making a dash to the domicile of the shockers, he entered the room which looked like a boar's nest as the hard-boiled shockers had a "cele- bration" the night before. Olie, the blonde motorcycle wizard who lost his wheel base, was the only one up, and with nothing on but his underwear, socks and a cigarette, he presented a poor "January Morn" as he hugged the fire. Like a true soldier he shouted "attention!" as the Cap- tain and top cutter entered the room, which was answered only by loud and melodious snoring. "Where's your physical exercise, get up !" Olie now had his breeches at half mast as he tried to hastily dress and conceal his amusement "What's vour name?" "Wasr- oner Esterburg, Sir," he replied. By this time there was a stir under the blankets, for uneasy lies the head that bears the wrath of the commanding officer. With a vehe- ment demand to "Get up !" he dashed to each bed pulling the blankets off. Seeing the master engineer chevrons on the undershirt of Forbes, the Captain waxed eloquent. "You a master engineer," said he, "should be a shining example for these privates." The shockers were now industriously dressing when Viezv of Broussey, Longmorc and Mont Sec in tin- Distance the Captain espied a form in the farthermost couch. In a rage he rushed toward it and lifting the covers found a foot and from the smell was convinced that it belonged to a human. The Captain almost became violent, hut he con- tained himself behind his glasses. The culprit under the blankets proved to he Justin P. Smith of Germany, where he was attached to various prison camps. After facing the German prison keeper, he was not perturbed by the outburst of our Captain. Leaving the "top cutter" to take their names, the Captain retired from the room. The next morning found our Cornieville Yard From West End heroes doing a breathing exercise in a-a-ah — one, two, three, four. THE FRANC BOYS IN PARIS Once there were two boys and they'd been in the army a heluva long while and had beaucoup d'argent and wanted to go on leave and they did and they took the night train for Nancy and rode the baggage car with the rest of the smells, I mean swells, and got into Nancy just in time to get a drink, a girl and a walk in the open air which muchly refreshed them and they went to bed and got up by themselves in the morning, that is they needed no help and then they swilled, I mean swelled around the town and had a dinner at a restaurant and every time they saw a white shirt they gave it twenty francs and then they bought a sea-going bus and went to see and what they saw is history and has no place in fiction and the next morning they took a train to Paris and went through the accounts and found they had gone through a thou- sand francs and Beaucoupe he says to Combien, not a bad start for a trip to Paris and Nancy is only a small town. And they hit Paris, but the town withstood the attack and tluy captured a taxi and lie hunted through his dic- tionary to find out where they wanted to go and they got there at last and went in and climbed up seven flights of stairs and were just able to get the bell rung and they went inside and kissed the girls and then went back down stairs to get their breath as Beaucoup had seen a place where they could get it back to normal and there they met Johnny Walker and took him home to sup or soup with them and Johnny started a crap game and Combien he shot craps and says come 7 ah a natural and all the rest of the approved dialect and he won and the boys had money for another day and they went home and Combien wanted to climb Eiffel Tower but the guards said it was too dark and anyway defendu and they went to a hole in the wall to sleep and pair for their taxi which was tres reasonable, only 200 francs. And the next morning they got 'em a taxi and it was Christmas, so they filled it with 200 francs worth of flowers and 500 francs worth of Piv-G and they went forth to carry the tidings of the season to the ladies. The flowers (151) were for the ladies and the other essential for themselves as a Xraas present so to speak and a precaution against getting out of breath again. And they had dinner and the dinner was good and after dinner Beaucoup got sleepy and talked in his drowsy way to a fair little LOP that is to say in strictly spencerian Ammunition Dump Beyond Boucq English, life of the party, and she proved it. And they took the taxi that had been standing without, that is with- out being paid, and they went hunting, hunting for a dance and finding none they just hunted and they found food and drink at various places and when they went back to their hole in the wall they found two frogs in their beds and they could not tell them to getthehellout in their own language, that is in the language of the frog, so they went walking and got downtown and found a place where they knew that forgotten art of brewing an absinthe annisette and they inhaled deeply and broadly and went out to breakfast on benedictine and chartruese, as they were on a strictly liquid diet. And they gave a dinner that day that cost 600 francs and took their taxi and spent another hundred or so in sight seeing and took dinner at a famous cafe where to induce the orchestra to play American music so the Americans could dance, they slipped them at odd moments something of the name of species and the orchestra was theirs and they left 500 francs there as a memento. And the days came and the francs went and the leave came to an end and the francs likewise and they went back to work and to reflect that the francs don't last long when you use P&G and Poddo Flips as a wash water or do set- tlement work with benedictine. "COOTIES" I HAVE KNOWN C. S. Elliott Early last spring Sergeant Hack and myself were sent up to Broussey to open up a block office. We had been there several days when we both began to be troubled with crawling sensations. We "read our shirts" several time but without results. Finally one day when Tack had scratched himself raw in several places, he made the re- mark that he had found some cooties. I took his remark very seriously and began another search, when he com- menced to laugh and said he had been joking. Then turn- ing around to a doughboy out of the 103rd Infantry, who was on guard outside, Hack asked him what a cootie looked like. The doughboy was much surprised. "Why didn't you ever see one?" he remarked, "I've got a million of them. Let me see if I can't find one for you." He then turned back his sleeve and carefully examined the in- side of his undershirt sleeve, and sure enough he located a nice full grown specimen. Hack examined him very carefully and then remarked, "I am going to look in the same place, maybe I can find one," and he turned back his sleeve as the doughboy had done and much to his surprise found one of his own very much alive and kicking. Hack was a clean sort of fellow and he took it very hard at first, particularly after a number of cootie brothers and sisters had been found. We never could decide on the parents, although we were rather suspicious of several of the larger members of the family. As I remember it, we did not examine into their nationality, as at the time the theory had not yet been evolved that they were German spies smuggled across the line to secure information and to harass the enemy. As a matter of self defence however, we took no prisoners, causing them great casualties and discomfort and finally totally exterminated them. It was a hard fight though. A FOOL'S PARADISE C. S. Elliott There was a lot of us that were scared the morning when the shells started breaking in the woods near "D" Co.'s barracks at Neuf Etang. I had just about decided that my time had come, and that Fritz had a shell with my name on it. I made up my mind to give him a run for his money though, so I started out and never did stop until I got to the cherry orchard upon the hill half way to Boucq. I saw a friend from El Paso later that day and he was shaking his head mournfully and saying: "I have been living in a fool's paradise (Cornieville) ; my peace of mind is forever destroyed. Oh, no, the Germans can't shell Cornieville, like hell they can't." Thereupon he turned around and started working madly upon the new dugout which he had commenced that da}' shortly after daylight. SICK CALL To the wearer of khaki, sick call hath many charms, esjDecially when it is raining and outside work is to be done. Few, indeed, are the men who have not, at one time or an- other, gone on the festive sick call. Registering your name with the "Top Cutter," who puts it in the sick book, Near Boucq you are conducted to the infirmary by this popular com- pany here. The medic may have been a bank cashier or a section hand in civilian life, consequently his knowledge of medi- cine is limited. He asks a number of stock questions pre- scribed by the Medico's Manual, "How did you sleep? (152) Do you cough much? Do you eat well? Do your bowels move?" and others in the same strain. After going through the third degree, he will order you to roll your eyes, put out your tongue, say "ah." Also several stunts that would do credit to an acrobat. Upon completion of this examination, he will give you some large white, some small white and some O.D. pills. You take the large ones every hour, the O.D.'s after each meal, and if you wake up during the night a small white one. He will diagnose vour case as "shoveletitus," send you out in the mud and rain to exercise a shovel. No matter what ails you, be it concussion of the brain or a cut finger, you get the same ration of pills. If, however, you break your leg, you may get a (lose (if castor oil. It is indeed a forlorn bunch of soldiers that marches or limps to the infirmary. Long faces, bent backs, game legs, bandaged jaws, are everywhere in evidence. But, how different coming back! The lucky few who have been marked "quarters" marches with firm strides, a lamb-like look spread over their homely self-conscious faces which only a few minutes before presented a pic- ture of physical distress. The chap who was marked "light duty" is busy devising a limp or cough that will persuade the "top" that sawing wood or sweeping would prove fatal. The poor bum actors who are marked "duty" have lost their now unnecessary limp. They are resigned to their fate and console themselves with the fact that half the morning has gone by and they have a legiti- mate excuse for being late for detail. coming. Regardless of two or three inches of water in the ditch along the side of the road, I flopped into it. The shell landed about two hundred yards behind me, and I could hear distinctly the shrapnel singing overhead after it had broken. The fact that the shell lit behind me gave me the idea that I was going the right direction, when THE SHELLING OF BOUCQ Amos D. Jones, one of the many veteran engineers who though old enough to have sons in the army, are still voung enough to get into the game themselves, tells of a narrow escape he had the day the Germans dropped a few "G.I. Cans" into Boucq, killing 17 French soldiers, in- juring several Americans and causing the civilian popula- tion to gather their cows, goats, donkeys, and other do- mestic animals and worldly possessions together and flee for a more peaceful climate. Amos was in Boucq that Sunday sightseeing when he was suddenly interrupted by View of Barracks Occupied by 2\st Engineers, Gievres the sounds of bursting shells in his immediate vicinity. It seems to be instinctive for a person to make for home in case of emergency, so Amos immediately made a mad dash for his detachment at Neuf Etang. "I was just at the bottom of the hill below the town," he afterward explained, "when, whiz-z-z — I heard a shell View of Sorcy Gare whiz-z-z, I heard another one coming. As before, I dove into the ditch, mud and all. This one, however, broke about two hundred yards in front of me. While I was undecided whether to go forward or back, whiz-z-z, still another one was coming over. I didn't have very far to jump this time as I was hugging that ditch pretty close, and I had no sooner flopped on my face when bang ! She landed less than one hundred feet off the side of the road. Well, boys, I had my steel helmet on, and I'll swear that the force of the concusion of that shell simply blew that heavy steel helmet completely off my head as I lay still in that "ditch." At this point one of the wits of the company spoke up : "Now, Amos, you can't make us believe that it was the CONCUSSION that blew your hat off. You was just so blamed scared that your hair simply PUSHED that heavy steel lid off your blamed head." "There's where your wrong again, my lad," said Amos triumphantly, and by way of proof, he pulled off the steel bonnet in question and showed a head AS BALD AS A BILLIARD BALL. RELATIVE TO "SUBS" By C. S. Elliott I used to have a youngster in my squad, a good natured, happy go lucky sort of fellow, and not very energetic, who I shall call Jones, though it is not his right name. On the way across on the President Grant, I used to have a great deal of trouble getting him started moving when we had our abandon ship drills. He would lay on his bunk until the aisle was cleared before getting up, claiming it was too much trouble to move out with the crowd. One day after we had ship drill, suddenly there came a second alarm with bells ringing and whistle blowing. "Boys, this sounds like the real thing this time," I said, "let's go," and before I had the words out of my mouth, young Jones was out of his bunk, out in the aisle and up the ladder like a shot out of a gun, and I was a close second, too, with a very peculiar feeling around the pit of my stomach. This goes to show what incentive will do. (153) ADDRESSED TO HEM PERSONALLY B. C. S. Elliott June 1(5, 1918 was a very exciting day in the old Sec tor "Northwest of Toul." There had been rumors for a week or two of an impending German attack and the men up around Xauginsard and Raulecourt had been a bit nervous too. The barrage opened about 3 A.M. and it was a right nice little barrage. "Bad-eye Dick" and "Desperate Ambrose" of "D" Company were at that time at Broussey as block operators and lived in an elephant iron hut opposite the Wye. "Bad-eye" says that he and "Desperate Ambrose" were out in front of the hut listen- in;;' to tile shells come over when they heard one which sounded unusually close. They made a run for the hut. followed by an M.P. and a "Frog." Every one made it but the Frog, who was just entering the door when the shell struck in the middle of the road and exploded. The force of the explosion threw the frog into the hut onto his face knocking the breath out of him but did not injure him in any way. A few minutes later another shell struck a building across the street, passed through a couple of partitions, hit the floor in a room at the far end of the building, bounced up in the air and landed in a "Frogs" bed without exploding. The "Frog" who slept there, according to "Bad-Eye" was outside watching the fireworks, ami shortly afterwards remembered that he had left his gas mask on the bed. He went back to the room and found a 5-in. shell on the bed with the nose stuck just inside the flap of the gas mask. He began to get scared then an 1 he beat it for the dugout for the rest of the night. ROOKIES' NIGHTS OX THE FRONT One time during the Spring of 1918, we were still learning to operate the Soixante, a Company E and a French train crew were up near Bernecourt. It was after dark and as usual a few shells were "coming in" now and then. Suddenly everything became quiet. As a general rule the French are very talkative. But this time they were so quiet that the American crew walked up to the engine to see what was wrong — and every one of the Frenchmen were sitting very still with their gas masks on. The xVmerican tin hats commenced Hying and on with gas masks in double quick time, accelerated, no doubt, by a few "H. E." and gas shells which were then commencing to come over. After all, she was a "Bon" Sector in those days. THE ENEMY WAS EVER ON THE LOOKOUT Bartlett Schilling, Co. D One night three trains were taking rations at Mont- faucon. There was a tractor on each end of the trains and the leading tractor in the first train had left the rails. The engine on the rear end and the weight of the cars turned the derailed engine completely around to clear the track. The following trains came up, the men got their lanterns and went to assist in the difficulty. A Hun bal- loon scented something unusual and promptly got a couple of guns to working. Before the first shell bursted there wasn't a lantern to be found there. But the damage had been done and a dozen shells were sent over before Frit/ felt appeased for the carelessness of the affront. LARSON (151.) YE OLDE FAY DAY By G. I). Ingells, Corp. Ord. What ho, said the sergeant as twice the bugler blasted recall across the silverish meadows of Sorcy, and seizing my leathern jerkin in my horny hand, I sped nimbly to- ward the barrack in a goodish fashion. E'en then 'twere 4:30 and as pay-call had thrice blown that afternoon two hundred well rounded, odd francs nestled as neatly in my pocket as a covey of quail in the new mown hay. 'Twas considered great strategy in these days to be first in the line of hungry men, so grasping my armoured mess kit, I perked with my hairy chest exposed to the warm Sep- tember zephyrs, to the cook who with vigor of unwonted- ness and seeming indifference, threw a scantling of beans and a piece of beef into my platter. I hastened half a stones throw to a lately cut stubble, where I dined as only a soldier of the twenty-first could. "Twas soon finished. I doused my mess kit in the clear spring water since heated by the setting sun and even now as its last ray cast orang- ish spots on the Medics tent, I came forth dressed in brightish O. U. a perfect master of myself, my hair burnt by the sun into the colour of tow, the pay day gleam in my eves, and a longing for a cafe in my manly bosom. As it were, the cream- of night was fastly approach- ing. A silver v fog rose from the moor as I passed the Three Bridges and as I turned my set face to the village of Sorcv-St. Martin, a new moon peeped over a pointed church spire most lazily. My hurried pace soon brought the village to my feet and as the domestic smell came to my seasoned nostrils a typical French bat brushed swiftly across mv face and I sped up the narrow street with the spirit of adventure in my blood as the cafe hove in sight. Even then hardened warriors had beat me to it and were slinging the malted brew into waiting stomachs. I grinned good fellowship as I entered and seated my- self as to the advantage of service. A buzz of general talk went up from the throng amidst the regular cadence. After casting a hungry and thirsty eye at the oodling barmaid, I soon had beer and cognac a plenty and I then knew the night was started. My comrades were all war- riors good but carried neither bill, sword nor dagger. They seemed by no means ill at ease and ordered frequently with timely wit. I soon waxed merry myself and cut sprightly with the rest, throwing bottles and glasses to my right and left, cracking skulls as though they were scented paper, the trench look in my eyes, the pink of vin rooze in my cheeks, my knuckles white with the excite- ment and my stomach distend, and most pregnant with seething beer. The spirits were in me. My francs flow- ing unceasingly into the calloused hands of the bar maid, the electric light seemingly a cluster of cleansed diamonds. With such vigorous pastime time was as nothing and as midnight waned I myself had spent like the beasts of the field. Forsooth my friends, darkness found me on a wandering course toward camp. The new moon had a hungry look, the road had the lines of a snake, the Three Bridges were as ten, and the barracks danced like heat waves on the light railway track. The words of a dutious guard brought my wavering senses to almost numbness by words of, "Be think ye too, that ye have no longer to deal with the armee? Duke of Light Railway, pass on now, but look ye to it that your neck does not abide beneath the yoke." A half hour found nie unconscious neath the bean scented blankets and another pay night was since history. But, oh ye follow- ing morn. The green fields had no charm for me, the white and red poppies were unnoticed, the lark singing- above the corn sang not for me, my mouth was as the feathers of a goslin, my head the mill of the forest and the babble of the French children mocked and flouted me. Assembly blown found me again a part of the twenty-first and I hastened by the old black oak to mv rusty shovel. Passing my comrades I saw them not and knew them but as names. OUR INTRODUCTION TO BOX CAR RIDING IN FRANCE Gear, 3rd lint. Hdqt. Tile first experience of every organization of the A. E. F. in riding the French box cars was probably very similar to ours. I'll recount the initial trip of the Head- quarters Detachment of the 3rd Battalion via "Chevaux 8 — Homines 40". One niglrt in September, we climbed into one of the familiar type of French cars at Le Havre for a journey to Le Mans. Only thirty-six were assigned to this particular car. How four men more could have found room is a probli m that was unsolved. The night was dark and owing to the limited space all lights were put out. One can easily imagine the confusion. There was no straw, in fact, nothing at all except a lingering scent of the former occupants — horses. Each man had his pack, and a number of band men "fell in" with their in- struments. The conversation that ensued for the first hour or two sounded as follows : "Get off my feet, you big stiff. Where in hell do you think you're going? This is not a promenade." "Aw, shut up! How do you expect a guy to see here?" "Where're you, Johnson? I'm walking over someone to get to you." "Get that drum out of the way; no wonder there's no room." "Some bird is trying to push his feet through my face." "Can't you get over a little, Fetz, so I can have six inches of space to sit on?" "Don't see how I can, Bower, I'm jammed up tight against Murphy now." "Hey, for God's sake, get that pack off my head." "Damn the Kaiser!" "If you don't get that horn out of my face and keep it out, I'll decorate your skinny neck with it; and that drum too." "Well, where in the devil am I going to put them?" "Hang 'em up." "Where?" "Darnifino, any place to get them out of the way." "Who's that crawling around? Ashman, eh! No wonder there's no room with that fat stiff in her". He ought to have a car for himself !" — and more on the same line. But at last everyone found a place where he could either sit or stand without comfort, and after the train started on its way, a tew dozed off, and quiet reigned. When daylight came we managed to crawl out of our position witli aches and pains, by stepping on some of tin other-, but as we became accustomed to the limited space, the danger of bloodshed decreased, and when Le Mans was reached a happy family atmosphere prevailed. (155) Headqiuisirteirs C©oipaey 9 1st aedl2ed Battailioes April 1, 1919. Headquarters Detachment, a personnel of so-called non- producers, possess capabilities of a widely extended char- acter. The filed service records have no distinct bearing on the individual accomplishments and professional abil- ities of these men, aside from wielding a pen and pencil and manipulating a typewriter. Constant and intimate association with the members of this detachment will un- failingly impress upon one their rare tact and talent. Among countless other vocations and otherwise we claim to have enrolled, vaudeville stars, mountain guides, car- toonists, typesetters, carnival barkers, jewelers, jail wardens, ribbon salesmen, minstrel comedians, piano tuners, musicians and cattle fanciers. This khaki clad assemblage after diplomatic sorting and assignment, con- stitutes our Headquarters Company, which invariably produced tlie required result. The Regimental Office force was composed mostly of members from our company and we offered for their selection, draftsmen, electricians, tele- phone operators, mechanical and construction engineers, telegraphers, and, last but not least, the ever-ready order- lies. During the time in which our other companies were dilligently whipping themselves into vigorous physical con- dition by way of drilling, calisthentics and adhering sol- dierly to the strict rules of discipline, we were busily en- gaged by night and day, arranging the office work prior to our departure for Sunny France. Consequently, con- siderable difficulty and embarrassment was experienced by our awkward squads when ordered to roll packs and swing into military formation. However, we made favorable progress after undergoing a brief period of training and immediately before bidding au revoir to Miss Liberty, we, as an entire regiment presented a presentable military appearance. On that memorable twenty-sixth day of December, 1917, we boarded the good ship President Grant and a few hours thereafter we sailed out of the New York Harbor into the vast Atlantic Ocean which was then causing our Uncle Samuel much concern and uneasiness. Crossing this wide expanse of submarine infested water, furnished a fourteen day period of unceasing amusement as well as an over-abundance of thrill and excitement. Corralled in all available sections of this ship we were as comfortable as a pair of wet feet. Considerable trouble was exper- ienced in the mess room where the continuous rocking of the boat had a tendency to either hash our meals or transfer them to the floor. Our acquired discipline af- forded little assistance in persuading our daily eats to fol- low their natural course stomachward, even after the act of mastication was thoroughly complied with. As faith- fully as we tried to Hooverize on foodstuffs, many of us did the jack-knife over the railing, and in a spirit of un- weai'ied generosity issued our daily rations to the fishes. By so doing we received six meals per diem, three up and three down. The restrictions enroute, imposed for our personal safety, at times proved to be very severe. They limited our time on smoking, promenading, and many other diver- sions while the use of flashlights was absolutely forbidden. We were also obliged to string a death preventor around our manly chest and neck although it proved very cumber- some and uncomfortable and emitted an odor far removed from geraniums. According to instructions, upon the sounding of the signal, we would, in orderly haste proceed to our assigned post, and should extreme danger neces- sitate us to abandon ship the previous mentioned life pre- servers with their body sustaining properties would in- crease our possibilities of rescue. This signal was re- sponded to on frequent occasions, only to discover a float- ing raft or a large school of sea monsters. Although we came in contact with violent storms and this danger aug- mented by the deep sea mysteries, we never were placed in imminent peril of surrendering our cargo as a repast for the hungry sharks. Accompanying us we had the 30th Engineers with their gas and flame, also hard boiled offi- cers and guards. While they were on guard duty it was purely a game of, Chase the Squirrel. The game opened thusly : The first guard would pop the question, "are you one of the 21st roughnecks?" A reply in the affirmative would start our troubles abrewing. "You can't stand there.'' Assured of that we would start over the hatch and be halted by another sentinel and with a similar phrase, "you can't stand there." Going from hatch to main deck our progress was interrupted by the authorative shouts from another guard, "you can't go there." Chang- ing our intended course only to be caught between the hatch and the cabin by an unseen guard who bellows, "AVhat are you doing there?" This leaves but one resort, the hurricane deck. Seeking this as a refuge we are halted by an oversized guard who in rasping tones compels us to repair to our bunks by his repeated commands, "you can't go there." The entire outlay of over-obedient guards were masters of one sentence, "you can't stand there." We cannot truthfully testify as to the quality of their flames, but the gas they peddled carried dreadful qualities. Here the major in command of the 30th Engi- neers, through the humorous impulses of our officers fell a victim to the very popular sport, the Badger Fight. How was the gallant and unsuspecting major to know that there was no genuine badger under that box when he had the word of our trustworthy Captain Mansfield that the game was on the square. How r ever, as the smoke is clear- ing away and the sun of peace is gloriously shining over devastated France, it is with exceeding pleasure that we call attention to the meritorous activities and praise- worthy accomplishments of the 30th Engineers at the front, w r ho are known as America's first gas and flame regiment. We had with us also, a stevedore regiment of smoked Irishmen, or to be more explicit, Gentlemen of Color. They furnished us with amusement and often times separated the boys from their money by indulging in that great cube throwing sport, craps. Their maneu- vers, impelled by submarine fear was extremely ludicrous. The first real sub scare occurred while the boys were oc- cupied with their noon meal. The band was playing and we, in jovial spirits, were feeding our sea-air appetites (157) when, BLUEY, went the signal whistle and the entira ship resounded with the ringing bells. Band concert was over, and for the majority, so was dinner. After our gunners took a few pot shots at an object which resembled a sub- marine, things resumed their normal state. Our dailv programme en route left an indelible impression on the minds of all and taught us the possibility of sleeping, bathing, holding informal receptions and doing light housekeeping on an upper berth. A canned sardine had dancing space compared with our congested condition. The most pleasing sight of our entire journey, presented itself about 8:00 A. M. A dark line appeared in the hazy distance seeming to link with a vast dome-shaped ob- ject, and we concluded that this must be land. Our cher- ished hopes had been realized and from now on the world looked brighter. The bright welcoming sun shone on the hills of Western France and the city of Brest. We marched ashore on the thirteenth of January, 1918. Parading through the streets of this seaport town, with the reg- imental band at our head amid greeting cheers from the citizens, we felt as though our most perilous engagement in the world strife was ended. This, indeed, was the old world which was new to us. After fourteen days of misery at sea, it seemed as if we had dropped on a new planet. Seeing people of strange customs, hearing an unfamiliar language and reading unfamiliar signs, and imbibing un- accustomed refreshments proved to be a novelty to all of us. We departed from Brest on the same day for parts unknown as at this time all of our questions in regard to our destination was answered by, "somewhere in France," which was hopelessly indefinite. Signs of information, be- ing strangely different caused much inconvenience in at- tempting to determine our course and future location. Our curiosity was satisfied when we steamed into Nevers, a large supply depot and typical French city. We lingered here for but a short time. Being granted permission to visit the city relieved the monotony of army routine and at this camp we battled with the new language and adopted many of the French manners and customs. Rubber boots were the most popular and necessary articles of clothing as Old Sol sure showered us with rain which resulted in mud. Upon completing several barrack buildings and clothing the boys sufficiently to withstand the inclement weather we bid farewell to dear old Nevers and headed for another camp, then unknown to us. The quaint old vil- lage of Sorcy proved to be our next stopping place, where we established a camp and remained for eight long months. With no change of weather, we landed in a hole of rain- water and mud, also an abundance of vin of various taste 3 and colors. We proceeded to establish the Headquarters Company for the Light Railway System of the Toul Sec- tor, or better known to us as the St. Mihiel Front. Now we began to realize that we were at war. Here, we were issued gas masks and tin derbies, and the gas muzzles as a nuisance took the place of the life preserver. Entertain- ments were tendered us in a stately manner, Fritz from above with us down below. For our initial two months at this camp the weather was so detestable that it seemed that we were all discouraged from the Colonel on down. At this time Master Engineer Miller presented us with the company mascot in the form of a semi-domesticated coon. Without a dissenting vote we dubbed him PETE and he afforded us much amusement with his versatile capers. He was always in mischief and had a keen appe- tite for rubber boots, campaign hats, wool sox and shav- ing brushes. Many characters of note were included in our personnel, who about this time commenced coming prominently to the limelight. Our Top Sergeant Wallace, serious minded and con- scientious, was a father to us all. His aspiration in life was to cause happiness and instill contentment in the hearts of his comrades. By his methods he, without ques- tion, succeeded. His lectures and chastisements were ac- cepted by every member, not in a spirit of levity, but in the manner for which they were intended. We never failed to appreciate the paternal interest that the top kicker took in his fold. Posed majestically on his soap box rostrum he rectified us in flowery and impressive remarks He often reminded us that he was no advocate of prohibi- tion but that he feared for our too intimate acquaintance with the newly presented French Wet Goods. A majority of the boys have a military sobriquet attached to their person and Sergeant Wallace was no exception. To the boys with whom he was most intimately acquainted he was known as, "Two Times the Long Way Wallace." We are delighted to tell of his promotion to a lieutenantcy and now that common nickname is superseded by a snappy salute from all. I wish to make mention of another prominent character, who is no other than the ex-vaude- ville comedian, Alibi Harry Middleton. Sergeant Murphy succeeded Wallace as Top Cutter and was commonlv known as Outside Murphy. Much to our regret, he reigned for a brief period only, entering the officers train- ing school and later was awarded the Sam Brown Belt. In the role of Infantry Lieutenant he was wounded after four weeks activity on the front and removed to a base hospital. During our stay at Sorcy, the regimental band was reorganized and through their efforts the boys maintained a cheerful disposition and whiled away many leisure moments attending the semi-weekly band concerts. In addition to producing melody our musicians also served as ideal kitchen policemen and obliging orderlies. The headquarters boys exercised extreme pains in learning to salute our Sam Brown Belters in the AVest Point Method as introduced by our Colonel E. D. Peek but we ex- perienced considerable difficulty in perfecting our salute as suggested by Lt. Col. H. J. Slifer. This was more or less of an Engineer's highball but executed with the free arm only. Our popular comrade Caukins, introduced the wearing of pink pajamas as essential to sanitation. In a good natured spirit, he enjoyed the constant joshing to which this subjected him rather than becoming indignant. We decided that pajamas were superfluous baggage and insofar as boudoir apparel was concerned we decided to remain out of style and took to bed in our usual manner, although our steel splintered underclothes took on an (). D. hue from nightly contact with our seldomly cleaned blankets. Our O. D. blankets served many purposes, viz. bed springs, pillows, mattresses, covers and bed sheets. An up-to-date bathhouse, constructed and made complete in every detail by our Stonewall MaGinn, made it possible to keep our exteriors in a fairly sanitary condition, while the Chaplain, or sky pilot, did his utmost to cleanse us morally by his Sabbatli morning eloquence on various texts. We were compelled to register our names after taking the weekly bath so that willing or otherwise our soap and towel were put into action at least four times per month. I hesitate through fear to vouch for the suc- cessful results of our Dear Chaplain's efforts. Our Mess Sergeant was always distinguished by his beef steak ap- petite and his unfailing ability to fill in his belt space. The supplv sergeant was known by his immaculate attire and (158) reserve supply of government issued clothing-. Sergeants Steyert and MacLaren are accused of changing uniforms weekly and the troublesome laundry question was nothing in their young lives. The mess sergeant who regulates our stomach capacity is even less popular than the gallant bugler. Even against the most vigorous protests, the bugler substitutes as an animated alarm clock, and is un- doubtedly the cock of the walk. He is the most prominent disturber of peace and pleasure. When he toots his horn, we rise and shine, dress in reckless haste, and when lie so decides we partake of our cup of Java and whatever food solids the grease burning cooks deem advisable to impose upon our empty stomachs. He is also the factory whistle insofar as our days of toil are concerned. His music releases us from the daily bondage and the same discord- ant strains rushes us to a serpentine line all set to indulge in our evening chow. He also chases us to our quarters by night and regulates our bed time, whether we feel so inclined or not. Not only did we become personally acquainted with many citizens of surrounding villages but after countless sessions of a sociable nature, extracting corks and making many bottles feel lonesomely empty, our repeated shouts for replacements perfected us in the use of at least one word of our much limited French Vocab- ulary, Encore. Shooting corks at Sorcy were reminiscent of machine gun fire at Mont Sec, and our nightly attacks on Vin Blanc in the Yin Rouge Sector were executed with staggering blows in which many fell but few were wounded. When we received orders to prepare for our removal to Dombasle, a farewell visit was paid to our good French friends. Here with a sentimental sob and a kiss of bon jour we donned our earthly possessions in the form of a pack and departed. Most of the boys were ordered to Vraincourt where Fritz made it uncomfortably warm for us during the closing days of hostilities. No matter whether in storm or calm we managed to pay the boys regularly and distribute the much yearned for mail from home. Here ruin and desolation detracted considerably from our armistice celebration and we all rejoiced in- wardly the coming of peace. Now as before, the inter- mittent rainfall prevented this section from being bone- dry and weather conditions were enough to disgust the most patient. Again it became necessary to be herded and corralled into our sidedoor Pullmans when we moved forward to Conflans, a railroad center of much importance. Here our post bellum activities brought us much credit and we were profusely complimented on our good work. It is well to note that at this juncture of our career the well clothed supply sergeants met witli first opposition in the way of highly polished uniforms. Competition existed but for a brief time and died an untimely death. Candy, cigarettes and various other commodities were distributed promis- cuously and without questions. While stationed at Con- flans we fully realized the truth contained in the old adage, "Uneasy lies the head that wears a crown." Non- Coms were obliterated overnight while others were made and remade in rapid fire order. Having been relieved of all duties while at Conflans we moved to Labrv where we had access to a large and spac ious drill ground. The finishing polish of military training was applied, and still we plugged away on the regimental office work and var- ious other duties necessary to place us in a position to ac- cept sailing orders for our return to God's land, the Grand Old U. S. A. We stand all set and hoping for the best while our battle cry is no longer, "When do we eat," but, "We want to go home." H. E. STEYERT, Sergt. Hdq. Det., April 1, 1919. (159) Off/c&esCo.A I PAR.T/AiLyCompjt. 3*2PLATf :' ■ '(faA.-4&AAr\ History of Company A Camp Duequesne — was the scene of our first railroad construction in France. The day following our arrival in January, 1918, we started construction of a standard gauge railhead from the Duequesne yard through a thick forest in the direction of the proposed aviation fields near Romorantin. Several weeks later the 11th Engineers ar- rived from the British front and took up quarters in a warehouse next door. We were much impressed by the stories these veterans told us. When we left for the Ad- vance on February 15th some of us thought that we had our last good night's sleep in France, since we knew, from the experience of the 11th that the German aviators would bomb us night and day. Incidentally we had acquired quite a number of German souvenirs from them, part of which were afterwards, to our discomfort, dis- covered to be English and French. Our first camp at the front was at Gerard Sas which was one of the camps used by the troops in support. The 16th Machine Gun Bat- talion was camped there when we arrived. They also had souvenirs for sale, but we were then wiser and poorer. Here we had a taste, or rather a liberal dose, of the dis- comforts of life. The country was a sea of mud, and the highways almost impassable. Even the barracks were ankle deep in mud and alive with cooties. Here too was demonstrated the possibilities of food conservation by the two messes a day system. Stew was the favorite "me"" at this time. The first few nights we didn't get much sleep on account of the heavy firing and numerous gas alarms. Before long we began to consider ourselves old timers and when a Company of the 23rd moved into our camp from the S. 0. S. we took diabolical delight in dis- coursing on the horrors of the "front." Still it looked very serious to us one night shortly afterwards. Capt. McGregor had received notice that a strong German at- tack was expected. Just after dark an alarm was spread and we received orders to stand by with fixed bayonets. The attack never materialized, but we received little sleep that night. During this time we were working on light railway extension in the Nauginsard wood and on the yard at Leonval. Our camp was six miles from the latter point and we walked to work there every day through heavy mud. There was a good deal of excitement during this time by reason of the frequent barrages, aeroplane battles and rumors of spies. One day just as the men lined up for mess the bugle sounded a call that many of us had never heard, and in- vestigation disclosed the officers' quarters in flames. It had just become dark and the flames and smoke shot high into the air, doubtless being visible all over the country. We were commanded to scatter, as it was feared the con- flagration would draw gun fire from the Germans. Lieutenant O'Brien was in the building at the time and, in escaping, was badly burned. On March 25th we moved from Gerard Sas to the new camp at La Reine. The great Champagne drive occurred on Easter Sun- day, which was afterwards known throughout the sector as the "Battle of Boucq." On April 5th the Germans, no doubt having learned that the 26th, then a new division, had just taken over the lines, heavily shelled the sector with H.E. and gas. A detachment of Company A men, working on the grade near Raulecourt, was caught in shell fire directed at a battery that was located nearby. Owing to the fact, no doubt, that one of the members of the party was carrying a horseshoe, no one was injured, although all were cov- ered with mud from head to foot. During the spring and on into summer we continued to send out detachments on new construction near Noviant Vignet, Dongermain, Bac- carat and other points, each with varying experiences. On September first the company assembled to prepare for the big drives. The first platoon was sent to the Manon- ville engineer dump, the two other platoons remaining in camp to await the commencement of the attack. Work started on both the Bois Chanot and Flirey extension at daylight the morning of the drive, and they were con- nected up with German steel three days later. A great deal of work had to be done on the German line to put it in condition to handle our power and equipment. On October 8th the first platoon finished up the job and turned the track over to the 22nd Engineers and left the following day for Sorcv, proceeding from there to Malan- court in the Argonne. When approaching their destina- tion they were stopped by military police and learned that the town was full of gas, so the balance of the trip was made with gas masks at the alert. The second and third platoons, moving out of the Bois Chanot during the St. Mihiel drive, established a new camp at Xivray, formerly in the American front line, retaining headquarters there until October 7th, when the move to the Argonne was made. This move was made by truck, and on account of the drivers not being acquainted with the countrv they became lost and did not regain their bearings until arriv- ing at the town of Cheppy. Malancourt was reached the night of October 8th, where they were rejoined by the first platoon. For the next few days the company worked together, putting the track into condition to handle traffic to the end of the track. On the 17th the first platoon moved to Mont-Faucon, which had been taken a few days previous and which was yet very close to the front line. After working there some days they proceeded to Cierges with the balance of the company. It had originallv been planned to move to Romagne, about six kilometers beyond Cierges, but at the time of starting it was found that the Germans still held the town. At 9 :00 P. M. on October 31st a barrage started east of us on the Meuse River, and a number of shells dropped on the hillside on which we were dug in. At about three o'clock the following morn- ing a barrage started directly ahead of us. At four o'clock we arose, rolled a light pack and, after eating a hot breakfast in the dark, we started for Romagne. As we were entering this town the line of advance was just going over the hill at a little town called Bauthieville, about two kilometers ahead. The buildings in Romagne seemed to be hopping around like corn in a hopper, the (161) walls falling in on all sides of us and clouds of dust arising everywhere. Many ambulances were rushing to the rear full of killed or wounded; many prisoners passed us on the road carrying their dead and wounded. The artil- lery fire was intense. The third platoon proceeded along the line to the left of Romagne towards St. Georges. Dead men and horses covered the ground on all sides. A de- tachment of the 16th Engineers were brought up to give us assistance. They had no sooner relieved us at that place when a large shell exploded among them, killing four privates and the lieutenant in command. The first and second platoons continued to move forward on the road leading to Montigny and Dun sur Meuse. The artillery fire was the heaviest we had experienced. Every man escaped death by a hairs-breadth a hundred times this day, but providence still protected us. The infantry were advancing very fast and we found it impossible to keep up with them. During the following week we succeeded in getting the road into condition for operation to within, a short distance of Montigny. The armistice came on the 11th, but still our work continued, and with the 56th Pio- neer Infantry we completed the road to Montigny, that part of the road leading to Dun being abandoned. From that time on our work consisted of maintaining the line and keeping it in condition for the operating dej)artment r who were then hauling ammunition in large quantities. On November 25th the company packed up and departed from Romagne for Audun le Romain to work on the standard gauge. Here the various platoons separated, the first going to Pierpont, the third to Briey, the second remaining at Audun. After our work on the Soixante we found the standard gauge very uneventful and monotonous. In February, 1919, we were relieved by the 3rd and 4th Battalions and thus brought to a conclusion our railroad work in France. (162) Hlstoiry of Company IB 1st Eegle©©ir§ (Coestreetloe) Light Railway In organizing at Camp Grant, September, 1917, the regimental officers, realizing that the success of the whole enterprise rested upon the ability of the construction companies, the best of the surplus man-power was assigned to Companies A and B. The company rapidly forged ahead and under capable guidance bade fair to develop into an outfit of more than average military ability. The regiment left Camp Grant December 16th, arriving at Camp Merritt, N. J., Decem- ber 19th. Sailing out of Hoboken December 26th we made an un- eventful crossing and arrived at Brest, France, Januarv 10, 1918. Debarking Januarv 13th, we were immediately trans- ported to Camp Duquesne, Gievres, where we, as a com- pany, undertook some of the construction of the vast yard planned for that center of activity. From January 1-ith until February 26th the construction of a standard gauge railway occupied our entire stay at this camp. February 28th, 1918, found B company detraining at Sorcy Gare, read}' to start upon the first work under its own regimental orders. Having completed its unloading at the station, orders were received to proceed to Cornie- ville, where "billeting"' accommodations were awaiting us. They proved to be French billets, whose ground floor occupants were chickens, cows, horses and pigs and whose owners lived upon the same floor, in the same building. The whole journey having been made under miserable weather conditions, that still continued up to our arrival into the town, anything looked inviting to us. Our bil- lets having been assigned the company, with its usual briskness, started rapidly to make itself comfortable. The company, for one entire week, while waiting orders to start upon our construction work, was kept busy cleaning up the town. Tuesday morning, March 5th, orders were given us to proceed with the construction of eight kilometers of narrow gauge track between Cornieville and Sorcy, con- necting the network of light railways in the area back of the trenches to the standard gauge railhead at Sorcy and also a spur to the canal at Vertuzey. All of the obstacles usually met with in such work, clearing, filling, cutting and ditching in all degrees were overcome, and being under- taken systematically the work progressed rapidly. At this time a spur was also undertaken and completed from Camj) B, where the first platoon was in camp, to Mobile Hospital 39. Having to make the connection of all the tracks at Sorcy three platoons were ordered to move there on Mon- day, June 17th. Cornieville was heavily bombarded on Sunday, June 16th, and that portion of the company that was ordered to move the following day left this day instead. The road and yard was turned over to the Trans- portation Department on Saturday, June 22nd. This work had been done under very unpleasant circumstances, for rain was an almost daily factor throughout the entire undertaking. Having completed our first piece of work to the com- filete satisfaction of those in command, we, after a brief period of maintaining the road that we had built were ordered to undertake the construction of a short stretch of track between Broussey and Raulecourt. Under- taken well within the enemy's vision and range of fire, the work, in connection with Company A of the 21st, was done entirely at night and was completed within the space of a week. The alarm for the presence of enemy gas was sounded three times during the woi-k upon three sepa- rate nights. From July 5th until August 10th what remained of the comj>any, for details were scattered broadcast over the network of light railways for maintenance, was en- gaged in changing the road from Cornieville to Sorcy from French to American twenty-five pound steel, which was more able to withstand the traffic than the Decauville or French rail. Scattered from Cornieville all along the French light railway system to well within the neighborhood of Toul the details, sent out to maintain, acquitted themselves very satisfactorily. Particularly are they to be mentioned when it is taken into consideration that it was necessary to reside and work in a territory long dominated by the German artillery, and where the enemy was doubtless aware of the preparations being made for an offensive. Those elements of the command left at Sorcy were ordered on August 10th to Euville to begin the construc- tion of a cut-off, where a spirited competition between the third and fourth platoons resulted in great progress in the construction. The command after two weeks was ordered returned to Sorcy, where the entire company was again brought together from all points. Under orders calling for great speed a cut-off was started and rapidly completed, linking the road from Sorcy to a spur entering Pagny. The right of way was quickly constructed and the laying of the rails was upon a fair way to completion when orders were received remov- ing the outfit from Sorcy to Jouy, to build a loop from one side of the town to the other around the place, as it had been found that American steam locomotives had not enough clearance between the rails and the buildings, and, too, it was thought that the blocking of the road would be prevented in case of enemy bombardment. This work, undertaken entirely at night and amid almost continuous rain, was completed within ten days. Amid a downpour of rain the company was ordered to break camjj upon the afternoon of September 11th; en- training in pitch darkness, the order to proceed was given as the first guns were booming in the commencement of the St. Mihiel drive. Wet to the skin, we thoroughlv appre- ciated the ride around the arc under the muzzles of guns from Jouy to Flirey, where we arrived the morning of the drive and immediately started construction of several kilometers of roadbed, forming a junction between our own and the captured narrow gauge. The linking up of the two systems — of the American from a point near Flirey and the German at a point about (163) four kilometers north — called for rapid work, as the ad- vance of the combatant troops had been so speedy as to make the delivery of supplies a source of anxiety, particu- larly drinking water, rations and ammunition. The work progressed satisfactorily day and night, subjected to minor bombardment by day and visited by hordes of enemy planes at night, working over a ground that after four years of shelling was pitted in innumerable trenches. Cutting and removing barb wire and building bulwarks to keep the track up, it was completed in as short a time as could be expected. Having left a party for the road's maintenance at Flirey, the camp was changed to Essey, where the order was received to put the track from that point to Montsec in operation and to build a spur from the main line into the town for the Quartermaster's Department. Again subjected to bombardment both b} r day and night the work was undertaken and carried to a successful finish. Having been in this town for four years a large muni- tion dump had been established here, and not having suc- ceeded in its destruction before they were forced to hurriedly depart, the enemy vainly tried his best in accom- plishing its destruction by bombardment from a long dis- tance. During his daylight attempts the men were called upon to do what was required in putting the road, which ran through the center of the clump, in safe working order. Several times, with shells falling in close proximity, de- tachments replaced derailed steamers. Frequently under observation from the enemy's balloons detachments at work were considered of such importance as to draw the Germans' shell fire. Working from this point the former German narrow gauge was put into successful operation over its various branches, from Flirey to Thiacourt, in- cluding a "switchback" from Riley's Junction, where the connection was made with the captured enemy road to the line out of Essey to Montsec. At this point two of our surveyors, Privates J. P. Smith and Oilphant, were cap- tured tracing German narrow-gauge lines. Friday, October 11th the company left Essey on a narrow-gauge train for Sorcy and the following morning, Saturday, October 12th, left on trucks for Cheppy and. arriving there, we proceeded to construct, repair and maintain narrow-gauge trackage, captured from the Ger- mans, toward Montfaucon, Charpentry and Aubreville. Our camp here was pitched in close proximity to the cross roads that were a target for German bombing planes and also at the base of a steep hill which afforded shelter from shell fire. The men went about their assignment with their usual good spirit and with the idea of doing their regular good work and effecting its rapid completion. Detachments were sent in the direction of Montfaucon to construct trackage and Charpentry to repair and install a track in a munition dump. These parties successfully completed their work, while the remainder of the company repaired the road in the direction of Aubreville, built a spur into the munition dump between Cheppy and Varennes ami put the main line between the latter two points into operation. Considering the line between Aubreville and Cheppy as al- most impossible, a survey had been made to overcome the difficulty. For this work a detachment was supplied from our company to supervise the work of a pioneer infantry company intrusted with its construction and attached to our command. Less than three weeks had been needed m the completion of all that had been assigned to us in this region. Two A. M. of November 1st saw us embarked upon our work in the last phase of the Argonne offensive. Leav- ing Cheppy we passed over the line that we had repaired up to Charpentry, from which point we successively passed Apremont, Chatel-Cheherry, Cornay, Flevillle and Marcq St. Jurian, all of which territory was being heavily bom- barded by the retiring enemy. Debarking at Marcq, we met with a sad misfortune. The yard at Marcq, under observation by the Germans, was being bombarded on our arrival and Corporal Walworth was disabled by flying shrapnel, and a direct hit made upon our engine caused injuries to the engineer (Richie) and fireman (Griffin) which later resulted in Richie's death. Urgent orders for the prompt repair of the line from this place as far as it was possible to carry it, resulted in the dispatch of small detachments with instructions to repair the road as fast as they blew it out. Working under a constant rain of shells, which fre- quently caused the working parties to take to cover mo- mentarily to escape bursting shells, the road was repaired up and into Grand Pre, which had taken the detachments beyond the American machine gun line, where they were driven from the track by the German machine guns. One working party was compelled to dive into a ditch as a German shell made a direct hit on their gun stack, and completed the repair with nobody injured. Steady fighting of the various units could be seen throughout the entire day. Having completed our work, and after a night of terrific bombardment, the order was given the following noon to return to the Cheppy branch for the same kind of work. Three days later, on November 6th, this company moved again to Marcq to maintain track between Cheppy and Briquenay. While at this place we received the news that the armistice had been signed. On Monday, November 25th, the command left Marcq by light railway and proceeded to Varennes and from this point two days later by trucks through Verdun to Lon- guvon, arriving there November 27th, where we were used as a transportation unit to maintain standard gauge track between Longuyon and Gondrecourt. On December 12th the company moved its headquar- ters to Spincourt and from there sent out detachments to various towns between Longuyon and Fignellmont until the road was taken over by the French on Febru- ary 15, 1919. (165) History off Coeipaey C Company C was organized on September 19, 1917, when a number of recruits were assigned to Barracks 308 under the temporary command of Lieutenant Smith. A few da} r s later Captain Bunker, afterwards transferred to 311th Engineers, was assigned to that position and was relieved however a few days later by Captain Evans. On October 2nd the company moved to Barracks 315, and it was there that Captain Sheedy, our present commander, took charge. At that time the weather was so inclement that the company did little drilling and, instead, a great deal of the day was taken up with lectures on the duties and responsibilities of the soldier. Company C was at that time strictly a mechanical unit and those men whose abilities did not come up to the mechanical requirements were transferred to other companies, including a number who went to the 35th Engineers, a shop regiment being organized at the same time. The company was by that time well organized and camp life settled down to the regular routine of drills, hikes, lectures, etc. Saturdays and Sundays were largely devoted to recreation and sports. A football team was organized by "Duke" Reynolds, which was a great source of enjoyment. It was about this time that the "Wild Flower" Club was in full bloom — I'm a little desert flower Growing wilder every hour; I'm as wild as I can be, No one ever pities me. On December 11th preparations for immediate de- parture overseas were commenced and at 2 :30 P. M., De- cemberlGth, the company boarded train for some unknown destination. That proved to be Camp Merritt, N. J., which was reached about 10:00 A. M., December 19th. It was here that Duke Reynolds, the football leader, had the misfortune to suffer an accident which confined him to the hospital. In stepping from the train at Dumont and en- deavoring to cross a track he did not notice an approach- ing train which struck him, causing severe injuries. He never again joined the company but it is understood that he fully recovered from his injuries. Christmas dinner was the last real meal enjoyed on American soil, having boarded ship the following morn- ing for overseas. Arriving at Brest on January 10th, 1918, the company disembarked at 8:00 A. M. the 13th and boarded a train for "Somewhere in France." Our first sight of Gercnan prisoners was at Tours. They were, of course, objects of great curiosity to us. At Gievres we had our first experience with floorless and heatless bar- racks. Many members of the company also received their first intimate acquaintance with pick and shovels here, all on a ration of corned beef and hard tack. About the middle of February the organization of the company was transformed from an all mechanical to seventy-five per cent, operating unit. Twenty-five per cent, of our mechanical personnel were retained, the balance be- ing transferred to D, E and F companies, receiving in ex- change a like percentage of operating men. This qualified each company as a complete railway unit in itself with its proper quota of maintenance, transportation and mechanical men. Late in March steel helmets and gas masks were issued and we received our first gas mask drill. We left Gievres for the front on March 30th, leaving be- hind us many broken hearts among the mademoiselles of the village. Sorcy sur Meuse proved to be our destina- tion which was reached the afternoon of April 1st. Here we received an introduction to the petite chemin de fer, which we were to know so well and which had already been started by Company D. Quite an extensive cut had to be driven through hard rock to connect up the line and a part of Company C was assigned to do this work. Other detachments were engaged in grading and laying steel. This work was finished late in April. The machine shop was also equipped and afterwards operated by the mechanics of this company. We were also engaged in the work of assembling American-made narrow gauge cars, our daily average being about eight cars. During this time we managed to find time to organize a baseball team but not until June 4th did we manage to carry off the honors when we defeated Company B after an exciting game. The month of August was very busy. During the latter part of the month many transportation men were taken from the company for train service. After the commence- ment of the St. Mihiel drive the mechanical men were kept busy overhauling captured German equipment which was promptly put into service. One of the German gas tract- ors was installed in the shop to perform stationary service. It was on the night of September 16th that Sergeant Reilly lost his life. He and Sergeant Shaughnessy were re- turning from a nearby village when an airplane was heard approaching. At the time it was thought to be an allied plane, but as it drew nearer the pilot shut off the motor, volplaning down low over camp, and dropped a bomb, stunning Sergeant Shaughnessy and killing Sergeant Reilly outright. The departed comrade, who was well liked, was laid to rest the following day in the Military Cemetery at Vertuzey, Meuse. On the evening of October 4th, men of Company C captured a German observation balloon. It had broken loose from its moorings behind the German lines and came floating over the hill above Sorcy barely skimming the tree tops. It was soon observed that a long cable was dragging on the ground and the men quickly grabbed the rope hauling the balloon to the ground. The French immediately appeared on the scene and proceeded to take charge of our trophy, but Captain Sheedy politely in- formed them that he was perfectly capable of handling the prisoner. October 5th was another sad day for the company, Private Edward F. Rank was killed in a colli- sion near Buxieres, his train owing to darkness collided with a string of cars on the main line. The following day his remains were buried beside Sergeant Reilly at Vertuzey. On October 8th we were informed that we were to move to the Verdun sector and we started loading our heavy mechanical equipment, material and tools on to standard gauge cars and the next day detachments left for Dom- (166) &£at. Co. a Co C unui »**^ ,^i»v<^ J^K. z^r A/^ss, basle en Argonne. The first detachment on the ground immediately began making preparations for the entire company. Squad tents were put up and in a short time a tent village dotted the side of a nearby hill. Daily de- tachments left Sorcy bj' trucks and on October 14th the last detachment left the village which had been our home for some months. Dombasle was another important rail- head. There were several routes out of this village and all were rendering valuable service. Now that we had be- come located, the company was assigned to various de- tails. The shops formerly operated entirely by the French were now taken over by our mechanics. Traffic was increasing daily upon the light railway and Captain Sheedy was meeting the issue by furnishing men from his ranks as all of the other companies were taxed to the uttermost for manpower. Shortly after this we moved to barracks less than a mile away on high land on the opposite side of the valley. The move was affected with but little delay to the work, which was of first considera- tion, for the Americans were now in the midst of a most deadly task. The roar of heavy artillery never ceased. Life was now growing exciting and everyone was doing his bit. Rest with the transportation man was getting to be at a premium. To come in after thirty or forty hours of service and to be called out again within a few hours was a common occurrence. Likewise, the mechanical de- partment, which was caring for the needs of the 'petite' locomotives, were kept busy, and the skilled men who manned the various machines and performed the many services that require knowledge and experience, were work- ing day and night at the duties that were now so import- ant. Master Engineer Link acted in the role of Master Mechanic, assisted by Sergeants Shaughnessy, Wiley and David as shop foremen, and their efforts together with (167) those of the rank and file kept the motive power in such condition that the wheels of transportation never faltered mechanically in the most trying hours. November 1st the Americans started another big drive in the Argonne. At about 4 :30 A. M. a barrage was begun that fairly shook the earth. The steady roar of the heavy field artillery was interspersed with the belch of naval giants which were being moved about on the standard gauge and were dropping their enormous missiles of de- struction upon important railway junctions far behind the German lines. Every man was into the game now from the Captain down to the private. Every transporta- tion man available was called into service. Even Bugler Creekmore had to go out and leave the company without reveille or taps. A whistle served for reveille and no one overslept. Everyone had to place his shoulder to the wheel as we were operating a railway that was rendering a most valuable service in the most perilous hours the Americans had yet experienced. Special mention can not be made of all ; all have under- gone a vast amount of experience and peril and every one is entitled to share in the accomplishment. On many occasions our trainmen hauling ammunition for the artillery had been bombed and undergone machine gun fire from the Boche planes attracted by the sparks from the stacks and the flare of light from fireboxes as the firemen toiled with their scoops. Probably none however had a closer call than Engineer A. B. Brower and fireman Daniel Kearney when a Boche airplane dropped an aerial bomb, six feet long and thirteen inches in diameter right through the tank of the 787, a French standard gauge engine at Vardennos on the night of November 2nd. Fortunately the bomb did not explode, which undoubtedly saved their lives. Probably none of us realized how great had been the strain until after the signing of the armistice and the giant guns hushed; silenced, we hope, forever. The next few days after the armistice were devoted to moving am- munition for the advancing army of occupation, and cleaning up the line. The details which had heen detached soon began to arrive at Dombasle and soon the company was all assembled again. Now that the exciting days of warfare were over, w r e were able to visit many of the ruins at the old front, one of the most interesting sights being at Montfaucon, where in 1916, from the steps of the now ruined church, the Kaiser had addressed his troops en- couraging them to the supreme effort. On November 25th we started moving to Longuyon traveling by truck through Verdun, Etain and the most devastated portion of Eastern France. At Longuyon we took charge of the shops, light plant and the round- house, as well as furnishing a number of men for train and engine service. On December 4th we lost our first man in standard gauge service. Private Holcomb in endeavoring to get off at the forward end of a moving United States engine, fell off, and the entire engine passed over him, killing him instantly. About December 12th, the company started to move to Audun le Romain. En route to this place we were un- fortunate enough to lose another member of the company. Grover Case slipped and fell from one of the cars while the train was in motion and received injuries from which he died in a short time. A sergeant, in charge of a firing squad, escorted the remains to the military cemetery at Vertuzey and laid them to rest with the usual military honors beside Sergeant Reilly and Private Rank. On Christmas we were served with a very good dinner and given a few presents in the way of dainties and smok- ing material. Such remembrances were appreciated by a soldier in a foreign land and were joyously received. The next event was New Year's eve, when stealthily a barrel of vin rouge rolled itself into our quarters. It was captured and when 1918 departed and 1919 arrived there was a merry group in Company C. How different from a year ago, when in the midst of the Atlantic we were watch- ing and wondering what the future had in store. On February 13th we loaded bag and baggage into United States box cars and departed for headquarters where the 1st and 2nd Battalions were being mobilized, in what was but a short time ago a German army post and hospital. (168) History ©if Company D Camp Grant in September, 1918. We will long re- member our arrival at the cold, unheated barracks, fol- lowed by the rush for uniforms in our anxiety to get started overseas. When we enlisted we were led to believe that only a few days were to be spent in the States, then we would sail for France. But alas ! morning after morn- ing, the weeks lengthening into months, reveille awoke us, not to the bloody battlefields of Europe, but to dreary days of drilling and hiking. By the latter part of Nov- ember we were beginning to present a very creditable mili- tary appearance, and — rumors were flying thick and fast. Every few days a new date was set for our de- parture. Each new rumor had its adherents and opponents and a good deal of money changed hands back and forth on the strength of their convictions. Finally the day came, and wild enthusiasm reigned. Truly we felt it was a dark day for the Kaiser. After traveling all night and until noon the next day we stopped at Detroit and took a hike through the streets of the city, where the snow in places was a foot deep. The next stop was at St. Thomas, Ontario, and we were given a royal welcome by the Canadians. Everyone seemed glad to see us, especially the young ladies, who flocked in numbers to see the Yankee soldiers. By a popular vote of the company, St. Thomas was declared the capital of the world. Disappointment was keen when we stopped at Camp Merritt. We became reconciled when we found that our stay would only be for a few days. Christmas dinner was served at Merritt and many of the boys spent the day loading barracks bags on our transport at the pier. Early the morning of the 26th, we started for the boat and arrived in time for dinner. Below deck we were chased, to stay until the ship was out at sea. About dark off Sand}^ Hook we all swarmed upon deck to take a farewell look at the good old U. S. A. The first few days passed quietly. Most of our time was spent in looking up new places where one was not al- lowed to go, and in learning that you were not allowed to smoke on deck after dark. Guards were posted at every imaginable place on the ship. New Year's day found us in the middle of the Atlantic. The band struck up "We're going over" and our spirits were of the highest. On the morning of January 7th, 1st Lieut. Harry E. Gabriel, now captain of our company, while on lookout dutv suf- fered a broken leg. This was caused by a large wave breaking over the bow and throwing him against the for- ward tackle on the deck. Landing by lighter at Brest on the 13th, the company boarded train for some supposed rest camp in the interior. The place turned out to be Camp Duquesne, which during the ensuing two months, afforded everything but rest. Probably we would have fared better had we arrived a few months later, but at that time labor was at a premium and there was a great deal of work to be done. All the boys worked hard and there was considerable sickness. On January 23rd, Private Frank Cochrane contracted meningitis here and died after a few hours illness. His death came as a shock to the men as he had always been a cheerful and popular member of the company. On March 12th, we again en- trained and started on our long anticipated journey to the front. After two nights and three days of travel we arrived at Sorcy, and lined up on the station platform where we witnessed our first air battle. A German plane had crossed the American lines and was being greeted by the American "Archies" with a shrapnel barrage. Great was our excitement and rejoicing to think that at last we were in intimate contact with the Hun. Upon our arrival at Sorcy new conditions confronted us. Lights were strictly "verboten" as the German planes were in the habit of coming over to search for and bomb the various camps in the back areas. It soon became appar- ent that much work with pick and shovel must be done be- fore undertaking our proper task of railroad operation. The first shovelful of dirt was thrown early on March 15th. All during the spring and summer of 1918 we worked hard. Most of the work, owing to lack of suitable grading and excavating equipment, was done entirely by pick and shovel. Company B working out of Cornieville connected up with us near the village of Vortuzey and this was the day when we finally came into our own. Shortly afterwards we started hauling crushed rock from the two crushers near Sorcy to various points near the front where it was used in road building. On May 31st, Company D took over the lines from Cornieville to Naug- insard and to Broussey, which, including the Sorcy line, were now known as the Sorcy division. On the night of June 16th, the enemy made a serious attempt to force us to abandon operations in the Nauginsard wood. After "lights out" our stations at Fond d'Esse, Neuf Etang, Cornieville and especially in the neighborhood of Naugin- sard were heavily shelled. At Nauginsard our train crews took refuge in the operator's elephant hut. Shells ranging in size from 77s to 210s, gas and high explosives, were bursting less than a hundred yards away and the men lay for four hours in the hut with their masks on ex- pecting any moment that a 210 would put an end to them. When the bombardment ceased about daylight it was found that the track had been blown out in a number of places and big trees cut down by shells had fallen across it. As the summer wore into autumn the work of hauling supplies and ammunition in preparation for the offensive became more exacting. A number of crews were assigned to the construction department, building new artillery spurs, and relaying the Bois Chanot line and extending to the edge of the woods back of Rambacourt. Hundreds of sections of track, hundreds of tons of ballast were stored under camouflage along the various spurs near the rail- head in anticipation of the extension across no man's land to a conection with German steel. Three tractor work trains started hauling rail from the piles stored in the Bois Chanot, during the night of September 11th and by two A. M. of the 12th steel was being laid on the extension, connection with German steel being made on September 18th. On September 27th Private John P. Vanderdose was instantly killed by the (169) i'ffiflf - Co. P. Kl TC HEN. S accidental explosion of a one pound shell. John was a faithful and cheerful worker and his death was a grevious loss. He was buried with all military honors at Vertuzey on September 28th. On October 1st an accident occurred near Woinville in which two members of the regiment sustained injuries and one lost his life. One of our steamers was conveying a string of empties towards Woinville about ten P. M. It was a very dark night and no lights were displayed owing to enemy planes and shell fire. Brakeman Rank, Conductor Hanna and Cook Frank Byrnes were riding on the head car, doing what little was possible under those condition to avoid accident when their train collided with a string of empties which the French had out on the main line. The head car upon which the crew was riding immediately turned over. Brakeman Rank of C Company was pinned under the car and crushed to death, Conductor Hanna also fell under the car and was badly bruised. Cook Frank Byrnes was thrown clear of the first car but the second struck him breaking his arm. On the afternoon of October 7th all tractor crews were ordered to Montfaucon and on the following day two tractors and four crews left Xivray for the new front. On October 10th the balance of the personnel of the com- pany were loaded into three trains and started on the long trip from Sorcy to Esnes. After an exciting trip they arrived at Esnes close to the foot of Montfaucon on October 12th. Here they immediately took up the work of operating trains from Esnes to Montfaucon. Most of the track was German, abandoned during our offensive. After a few repairs we started hauling ammunition to the dump at Montfaucon. The enemy made many attempts to destroy the dump. On the night of October 22nd a Boche plane dropped a bomb within fifty yards of the track and a few feet from the edge of the dump ; earth and rocks were showered on a train crew which had just arrived and a doughboy was struck on the head by a piece of flying shrapnel while in the act of leaping from the train to take cover. As November first approached bombing and shelling became frequent and air fights were witnessed daily. On the night of October 31st the Boche played rather a rough Hallo'een stunt on the boys. He commenced dropping six-inch shells amongst their tents and compelled a hasty retreat to dugouts. On this night Engineer Geo. Bulla had hauled a train up to Romagne under shell fire until the fire became so hot that the crew was forced to abandon the train and take cover. Before he could get his mask on Bulla received a bad dose of gas and spent many weeks in the hospital, being blind for seven days. On November 1st the American army resumed its of- fensive out of Romagne and a few days later the company moved up to this point and commenced hauling shells from Montfaucon through Romagne to Landres St. George where a new dump had been established. This work con- tinued until the glad news was received that war had ended. The night of the armistice the boys put on a regular old time Fourth of July celebration, German star shells, red lights, green lights and barrels of powder being contributed to that end. The following month was spent in hauling ammunition from the scattered dumps along the front to Montigny under conditions that were any- thing but cheerful. Rain fell most of the time and cars and engines were continually' leaving the track which was very soft. We were operating in a country that shortly before had been the scene of the last great battle. Bodies lay beside the track and in the fields still unburied. Dur- ing this period we hauled some 15,000 tons of six-inch and 75 mm. shells to Montigny and some 2,500 cars of salvaged equipment from the surrounding battlefields of Cheppy. On December 22nd the company left Romagne for Con- flans and arriving there commenced operating standard gauge supply trains from there to Audun le Romain and Longuyon. After some two months of standard gauge operation we received the word that our engineers had pulled the last throttle and our trainmen given the last "high ball" in the land of the French, and now we are drilling daily and expect soon to see the good old U. S. A. (171) ' Co. £r History ©f Coeipaey E December 16, 1917 Company E entrained at Camp Grant on the first lap of their long journey which was finally to take them by easy stages to the Zone of Ad- vance. The journey across the States and over the sea was made with the balance of the Regiment, but after dis- embarking at Brest, we did not see them again, with the single exception of the Headquarters Detachment, for about two months. Upon landing from the ship we marched up town to a Casual Camp for dinner, being greeted by the French soldiers and civilians with loud cheers. We also saw our first German prisoners, they standing with eyes and mouths wide open in amazement. After dinner, we marched to the railroad station and boarded our 8-40 Pullmans and after traveling two days and nights landed in the city of Nevers. Our train was switched over to a building which looked like an American freight depot, and after a breakfast of cold beans and hardtack, we hiked through the town, where we were again cheered by the French, and out into the country to a small town called Challeuy. Here we found a few barracks into which we proceeded to move with sinking hearts for the mud was knee deep both inside and outside, and with tree boughs and straw for betiding. Truly we were pioneers in those days. Many a one of us who had sat in a comfortable office as dispatcher or clerk, or who had pulled a throttle on some giant locomotive in the States were now being initiated to work with pick, shovel or wheelbarrow, and the eats were bad even though the corn willie was camouflaged. After some six weeks we again packed up and moved towards the front, some going to Sorcy and the balance to Menil la Tour. Here we could hear the roar of the guns and see the star shells at night as they lighted up "No Man's Land." Finally, at Menil, we got started on light railway operation. The first few days, the French were amused at our efforts to operate their dinky engines, but as we grew more familiar with them, they ceased laughing, as they noticed us increase engine tonnage rat- ing more and more. We went to work with a will hauling big shells, small arms ammunition, rations and forage, and in fact everything that could ride a car. Many a doughboy was saved a long hike on a hot summer's day when his turn came for a bath back in re- serve. We always had our cars spotted up at the front long before the German observation balloons were up in the morning. Out first casualty was at "Dead Man's Curve" near Beaumont, when Engineer Broderick was struck by flying shrapnel and severely wounded, while handling an ammunition train. The battle of Seichesprev in April found us still haul- ing supjslies and ammunition, fortunately with no further casualties, although many times our crews had to leave their engines and seek shelter. Late in the summer the 21st took over all narrow gauge lines between the Moselle and the Meuse and we moved to Belleville, a railhead on the Moselle. For weeks before the St. Mihiel drive we had our share of hard work, at it day and night getting up big guns to new battery positions and hauling ammunition and food. There was no 16-hour law here and a day might mean 30 or 40 continuous hours on duty, and taking a chance on getting a bite to eat now and then. One hour and thirty minutes before the first gun of the drive was fired we had placed the last gun of a great number of heavy long range railway guns. That was figuring pretty close, but luckily we didn't have any engines turn over that time or get any trucks off the track. When the barrage started at 1 A. M., September 12th, we knew what it had cost us to start them going and we felt that we had done well. During the drive we were called upon to transport tanks from one front to another which also was accomplished in record time. Early in October we were ordered to pack up and move over to the Argonne Forest where smaller railroad regiments were unable to handle the work. Our entire equipment including all rolling stock, men and supplies were handled with our own power and crews. Not being familiar with that part of our newly acquired territory we tied up for the night near the earlier battlefield of Seieheprey. Proceeding on our journey the next morning at daybreak we passed Montsec on our right. Many of the boys taking advantage of this opportunity visited the many dugouts and underground passageways back of the old German lines. We had salvaged a German Held kitchen at Seieheprey and our cooks prepared a hot meal for us that noon. On account of the scarcity of water, we stopped at dark on the top of a great hill on the edge of a forest. This line was parallel with the front, and the Germans were attracted by the exhaust of our engines owing to bad rail. About the time we had made ourselves comfort- able for the night we were given a reception on a large scale, consisting of high explosives and gas shells. Our train clews were ordered to move around the hill where we were out of range. At dawn we proceeded on our journey passing over the sites of many battlefields. Our trip was without further incident until within sight of our new camp when operator Hendry was thrown from a water car which jumped the track, pinning him between the car and the embankment, severing his leg above the ankle. We arrived at Cheppy in the midst of the drive. We had heard many barrages before but none seemed to com- pare with this. The guns were going 2-i hours of the day and the earth was in a continuous tremble, while at night the sky was full of flashes as far as one could see. On account of the constant rainfall the roadbed was soft in many places and in many instances causing the engines to tip over. The Germans were offering very stubborn resistance and many divisions were required to maintain the offensive. Thousands of tons of rations and ammunition were required for the men in the front lines, and our men per- formed almost superhuman feats that they might not lack the supplies so badly needed. Construction always followed the line of advance (173) which, with the continual lengthening of the line of com- munication, required greater and greater efforts to place the supplies into the front line. During the last drive in the Argonne before the armis- tice was signed, one of our crews was sent up to Apre- mont with B Company to connect up the German light railway with our own. The steam engine was in plain sight of the German bat- teries and as usual they opened fire. One of the shells landed in the gangway of the engine and blew off Engineer Ritchie's legs and otherwise injuring him so badly that he died soon afterwards. Fireman Griffin was very badly injured. The boys of the company bought a marble monument to mark his resting place at Sorcy where some old French lady has adopted it as a memorial to her own son who was killed and lies somewhere in the mud of Flanders. With almost astonishing suddenness came the signing of the armistice. Our men were tired. The demand placed upon them was indicated by the strained look in their faces, but they were happy in the knowledge they had done their work well. Over the light railway, via Cheppy and Aubreville, came the first train of refugees, a sight to be long re- membered. These victims of an awful war had been in the hands of the Germans since 1914. They showed all the evidence of malnutrition and abuse. For a time after the armistice we were engaged in "policing up" the battle fields, hauling away all scrap, old clothing, ammunition, etc. When we left Cheppy hopes were high of an immediate return home, but they were blasted when we moved to Longuyon and later to Audun le Romain where we were in standard gauge work for sev- eral months. History ©f Comnipaoy F On October 1st a detachment of recruits arrived at Camp Grant from Fort Wayne, followed a few days later by a detachment from Salt Lake, forming the nucleus around which Company F was built. Captain Bowles was our first commander, assisted by Lieutenants O'Brien, Lewis, Gabriel, Dunn and Sparr. In December, Captain Banks came as Commander, bringing with him Lieutenants Waterbury and Plimpton from Com- pany A, and Lieutenant Helwig from Company C. Our first casualty was Sergeant M. E. O'Neal who died of pneumonia while on ship in midocean. He was buried at sea with military honors. In our journey overseas we accompanied the balance of the regiment as far as Le Mans, France. From there the train took us via Orleans to Dijon. Remaining here all night in a German jirison camp, left the next morning, jaassing through Chaumont to Villers le Sec. There we unloaded and marched three kilometres through the mud to Jon Chery (Haute Marne). The 15th Engineers were stationed there and after giving us a breakfast of oatmeal and milk, started us to work around the camp. The following day the Company was assigned to railroad construction. The 15th was in charge of the work, which consisted of grading for yards and warehouses. About the first of March rumors be- came rife that we were soon to go to the front. Gas masks and steel helmets were issued. Then one night at retreat Captain Banks made a speech concluding with the words, "We are going to Baccarat, B-A-C- C-A-R-A-T." Finally, on April 11th, we broke camp, packed up, policed and paraded into Chaumont, to the envy and disgust of the 15th. We took our places in "40 Honmies, 8 Chevaux" wagons and proceeded via Langres, Champigneulles and Nancy to Luneville. Lieutenant Plimpton, who had pre- ceded us, met us at the Gare, and a hike was made through the devastated section of the town, up over the hills to peaceful Badmenil, where billets had been provided. We stayed there for a week and received our first bayonet drill. That looked rather serious and we half believed that it was "over the top for us." We moved from Bad- menil to the glass factory at Baccarat, and were attached for duty to the 117th Engineers. Here our work con- sisted of the construction of Soixante railroad towards the front. Although the work was often interrupted by air battles and planes falling in flames, we succeeded in con- structing some railroad. Our military apjuearance, as we marehed through the city was the subject of much com- ment. The jaunty straw hats, the nifty blue uniforms and the general nonchalant and distinguished air of the men marked them as being of a different order. Soon we be- came a part of the provisional battalion of Light Rail- ways and Roads under the command of Major Sheets. While it cannot be charged that the change in manage- ment was responsible, nevertheless, it was at this time that we experienced our first real air raid. The billet was struck by a bomb but as the occupants were in the "Abri," no casualties resulted. As the raids became more regular, permanent quarters were taken up in the "Abri" by many. Rapid progress was being made on the construction of the B. V. D. (Baccarat, Vagueville and Death), as it was popularly called. The operation of ration trains was started between Baccarat and Azerailles. One very popular song at the time was as follows : "Working on the B. V. D., we've been working on the B. V. D., You can bend our rail with a tenpenny nail, Run all our engines on ginger ale. When you're working on the B. V. D. between death and eternity, Half our engines are in the shop, The other one runs with a skip and a hop, But we'll run the old railroad whether or not. Oh! Johnnie, Oh! Johnnie, Oh!" Late in the Spring, Major Sheets left us and Lieut. - Col. Slifer came over from Sorcy. Captain Banks and Lieut. Feehan went to Company D and Captain Nash came over as Company Commander. Then came the day when we had to leave Baccarat. Many were the sad partings. (174) Good judgment was used by our new skipper in not paying us before leaving Baccarat, and we departed in our "side door Pullmans" without much aboard besides our issue equipment. Arriving at Sorcy, we admired the barren hillsides, looked with disdain at the barracks and started the now famous saying, "Now, when we were at Baccarat, etc." Started working on roads and warehouses. Bombing during the day time showed to good effect the front line training we had received at Baccarat, and cigarettes were rolled and lighted with nonchalant abandon, while machine guns sputtered, bombs bursted and the "Archies" roared. About the first of August we moved to Menil la Tour, re- lieving Company E. Railroading on the Soixante then began in earnest. Derailments and engine failures were of daily occurrence and sleep was at a premium. Prepara- tions for the drive continued, ammunition and supplies steadily moved towards the front. Soon after arriving at Menil la Tour, we lost Captain Jimmie Nash, relieved by Captain Mansfield, from Company E. Then came the drive. Company F pulled the first train across "no man's land," Lieutenants Plimpton and Feehan with a detachment going to Thiaucourt. The Germans made that place too hot for them and they moved back to Navajo. On September 26th, while repairing track near Thiau- court, Lieut. Plimpton was killed by enemy shellfire. A capable leader, a real man, a friend, and his going left us sad, though proud of having known such a man. Work still continued, our advancing armies had to be fed. The movement of "flying circuses" or mobile bat- teries caused us much trouble, derailments were frequent. We were relieved by the 12th Engineers and early in Octo- ber followed the First Army into the Argonne. Arriving at Varennes, we took possession of an aban- doned picket line and salvage dump, pitching pup tents, went into camp. Moved a few days later to River depot. Dugout parties were very popular here, owing to the shells and bombs. Newspapers were distributed to us once in a while via aeroplane and we soon learned to watch for our newsboy. Lieuts. Feehan and Clune took a de- tachment up to Champ Mahout to coordinate with the 317th Engineers on the Les Islettes line, hauling rations first to Apremont and then to Chatel Cheherry for the ■12nd and 77th Divisions, old friends of ours, among them our Y. M. C. A. girl from Baccarat. Ration dumps later were established at Grand Pre, Senuc-Termes — and finally to Briquany and Buzanzy. Soon after the armistice we moved back to Dombasle and went into camp, two days later moving by trucks to Conflans. Here was given us an initiation into normal gauge operation. This work was completed in some two months and then we moved to Labry barracks for a few weeks of drill while waiting for sailing orders, back to the land of automatic couplers. (176) History of Headquarters Detadhnmeinit 3rd Battolioe 9 2 1st Ee^aeeers ACT I— SCENE I The "Powers that be" in Military circles decided to organize another battalion of the 21st Engineers and as- sembled the men at Fort Benjamin Harrison, Indiana. After a few days of hurry and hard work they finally got the entire outfit doing "squads right" and "wrong," mostly the latter. A little of this drilling goes a long way to the average , K fe | ■r '~ v 1 • - Rust 1 ^ ^w- rr. __ 1 Ml m * (Mb HBP* T ^ ted at first with scruples, since this was the initiation to what proved the standard practice when better accommodations were impracticable. The company became established in their new quarters, fatigue clothes were issued, and the men assigned to duty quarrying and crushing rock at a point near the town immediately across the canal. The rock so obtained was used as ballast for the narrow gauge roadbed along the main line leading from Abainville to Sorcy and also on other lines. The rock was blasted from a small butte at a convenient place Company L, Second Platoon in close proximity to the railroad. A small detachment of ordinance men were in charge of an ammunition salvage dump near by and from them were obtained German "potato mashers," grenades and powder, all of which were used for blasting. While these were dangerous, other supplies were not available and they accomplished the desired results. On October 18th the company was detached from the remainder of the battalion and directed to proceed to Menil-la-Tour, France. There they were attached to the 12th Engineers, who were operating the U. S. Light Rail- ways out of that point. A few days later Lieut. J. Z. Stansberry, commanding Company L, was appointed Superintendent of the South- ern Division. He immediately manned the road with the personnel of the company, most of whom had railroad ex- perience. Each man was examined by the commanding officer as to his qualifications and placed on the work for which he was best fitted and the division was operated with success. During the company's stay at Menil-la-Tour a de- tachment was used in building a line of communication through old "No Man's Land." This was a very difficult task, owing to the numerous shell holes and barbed wire entanglements. Numerous trenches added their part toward making the work more difficult and considerably lowered the average amount of track laid per day. The Armistice was received with great expectations and construction ceased. All were looking forward to going home when orders were received to move via narrow gauge railway to Conflans on December 7th. On that day the company left Menil-la-Tour in three sections, the trains being operated by crews from the company. The narrow gauge terminated near the town Droitaumont, about four kilometers south of Conflans. The company left the train there late in the afternoon and spent the night in an old frame building which had formerly been a German "Kantine." Early the next day they marched to Conflans, where Regimental Headquarters of the 21st Engineers was located. There they entrained on the standard gauge and proceeded to Pierrepont, France, located about eleven kilometers from the Belgian boun- dary and about the same distance from that of the Duchy of Luxemburg. Portable barracks erected by the Germans afforded comfortable and convenient quarters. The company set- tled down to maintenance work on the standard gauge, then operated by the 21st Engineers as a regiment. A part of each day was spent on the drill field by those not on maintenance work. January 20th the com- pany rejoined the regiment, which was then mobilizing at Conflans. On February first the 24th Grand Division of Stand- ard Railways was reorganized, Lieut. Stansberry being appointed Superintendent of Terminals at Conflans. The men of Company L were again assigned to railroad duties and demonstrated their ability to handle standard equip- ment equally as well as troops organized for that work. The 24th Grand Division was turned over to the French on February 20th, thus relieving the officers and men of Company L from railway duty. Drilling was taken up at once by the company and vigorously adhered to, as it was one of the pre-requisites to returning home. This company has repeatedly been complimented by inspecting officers for its general appearance of personnel, camp uniformity and neatness. Seventy-five per cent, of the men of the company had more or less railroad experi- ence before entering military life. They not only demon- strated their ability in that line, but were always ready to meet any conditions however diversified they might be. The individuals worked together harmoniously co-operat- ing to act as a unit. Lieut. J. Z. Stansberry, later promoted to Captain, was alone in command of the company from August 27th until October 10th, when Lieut. Charles L. Turley re- Company L, Third Platoon ported for duty and was assigned to Company L as second in command. At the date of writing the sole duty of the company is to do its required number of hours on the drill ground each day and wait for the time thought of and spoken of every day, when orders come to start making preparations for the trip homeward. (192) History of Commpaey MI Company M was organized in August, 1918, at Fort Benjamin Harrison, under the command of Capt. Candee, Lieut. Baker succeeding him as commanding officer on August 28th, and on the 30th the company hoarded train for the Coast. After staying at Camp Merritt one week, at 2 P. M. September ()th they marched to Alpine Landing on the Hudson, where they boarded a ferryboat and landed at Hoboken. Here they transferred to the transport Manchuria, and sailed for France two days later. Reaching Brest, September 21st, they marched about three miles to a "Rest Cam})," where they were quartered in shelter tents. The erection of temporary barracks was ■commenced near Pontanzan Barracks, which work con- tinued until September 29th, when the company was en- trained for Abainville (Meuse). Gondrecourt was reached the morning of October 2nd; detraining, they marched to Abainville, and at noon boarded the Light Railway, arriving at Mauvage about the middle of the afternoon. Billets were provided by the ".Major de Cantonment." Ten days later the company was detached from the battalion and returned to Abain- ville, where they commenced the excavating and grading for the railroad yards. On October 19, 1918, Company M left Abainville for Sorcv, moving in two special trains over the Light Rail- wav. En route the company stopped at Mauvage and (193) picked up the Medical Detachment, arriving at Sorely at 3:35 P. M. the same date. The men were quartered in "rjup tents" for several days until the barracks occupied by the 12th Engineers were vacated. On the following day they were classified according to vocation, and began work at their various trades in the shops and on the narrow gauge railway. The shops were not taken over at once by Company M, but gradually the entire railway and shop work was assumed by them, and they also supplied eight or nine complete crews which were used in the operation of the railway. About one-Jialf the company was scattered along the various lines of light railway in that sector, detachments being stationed at Bar le Due, Commercy, Mont Sec, Toul, Nancy, Verdun, La Reine, Boucq, Neuf Etang, Neuf Etang Junction. Leonville, Cornieville, Trondes, Nauginsard and Xivray. The detachment stationed at Commercy, consisting of fifty-two men, assisted in the operation of the standard gauge railway from Commercy to Woinville ; ten of the men in this detachment were transferred to Woinville, from which point they worked, but Commercy remained the headquarters of the detachment. On the 25th of October the men were moved into the barracks vacated by the 12th Engineers. On October 28th Company K and Headquarters Company arrived at Sorcy, and along witli them came Captain Chase B. Cotton, who assumed command of the company. The period from October 15th until the signing of the Armistice on November 11th was a very busy one owing to the fact that ammunition and soldiers were being rushed over the lines to the front. Work slowed up considerably after the Armistice, though rations were still moved up. Many of the ammu- nition dumps were emptied and the ammunition trans- ferred to standard gauge cars and the hauling of salvage represented a large part of the work. On December 5th the battalion received orders to proceed to Conflans on Saturday, December 7th, via the Light Railway. The company left Sorcy at 7 A. M. on that date in two sec- tions, and on the trip to Droitaumont, the end of the Light Railway, passed over the section held by the Germans for several years, arriving there at 6 P. M. and camping there for the night. The following day the organization marched to Conflans, a distance of about four kilometers, at which place Companies L and M entrained on the broad gauge French railway, Company M going to Audun-le Roman, Company L to Pierpont. At Audun-le-Roman the company was billeted in the few houses left intact. It had been one of the first cities of France to suffer the devastation wrought by the war. The entire place sav? the railroad station and other buildings which the Ger- mans deemed would be of service to themselves, having been razed to the ground, or else rendered totally unfit foi occupancy. Quite a large railroad yard was located at this place, but Company M did but little operating, being engaged during the ten days it remained there in police w r ork along the right-of-way and around the billets. Cap- tain Cotton remained at Conflans as Master Mechanic of the Conflans Division. On December 18th the company returned to Conflans. There they located in barracks at Labry in an old French army post. The quarters were very comfortable and with very little work the company soon established a home. An army bakery, located in the camp, supplied us with fresh bread and it was relished by all. Drill or detail became the established daily routine, and at this time we arc awaiting the next move, which we hope will be in the direc- tion of home. (194) History of Company N Company N of the 21st Engineers was organized July 5, 1918, Camp A. A. Humphreys, Va., being designated for mobilization. On July 12th, Capt. John A. Cannon was assigned as commanding officer, relieving Capt. T. D. Sterling. First Lieuts. Bruckman and McClure were assigned July 15th, Second Lieut. Soderstrom, July 11th, followed July 18th by Second Lieuts. Smith and Ander- son, completing the personnel of the company's commis- sioned officers. The first enlisted men to be assigned to the organiza- tion arrived at camp July 9th and were quartered in tents along the historic Potomac. Then started the process of making a smooth running military machine from the will- ing, but untrained, rookies, and in a surprisingly short time most of the obstacles were overcome, and the com- pany executed squads right and other various movements of infantry drill perfectly, not, however, without double time and extra fatigue dutv being handed out to delin- (195) quents. Fifty rifles were issued to as many men and in- structions given in the manual of arms. The rifle platoon soon attained a proficiency unexcelled by any company in camp. What promised at first to be a stay of two of three weeks lengthened into one of nearly eight weeks. The heat was intense, the temperature being well over 100 degrees practically all the time. Six to eight hours of drill a day, together with hikes and swimming, soon put the company in perfect condition. Piece by piece, overseas equipment was handed out by the men in charge, and with each issue a new edition of dope spread over the camp like wildfire. Dame Humor had Company N going to Italy when light underwear was issued, and to Russia when overcoats were handed out. No one will forget the coming of little Bevo, the dog wonder, who speedily became the mascot of the company and the pet of every one. August 28th orders came, the company marched to the station and entrained for Hoboken. At first the destina- tion was thought to be Camp Merritt, but going aboard was a welcome surprise. The Great Northern, a former Pacific Coast liner, with about 4,500 men aboard, includ- ing Company N, left port August 31st convoyed by de- stroyers and accompanied by the transports Leviathan and Northern Pacific. The voyage was filled with new experiences for almost all the men. Boat drills and mess calls kept everyone moving. Seasickness was much in evidence, and some of the men achieved the record of being sick during the entire trip. Late in the afternoon of September 7th land was sighted, but alas, Company N had yet before it a hard task before setting foot on the soil of France. Details to unload the boats were made up and sent below in four hour shifts. On the following day the company landed at Brest and marched out to a rest camp, where midnight details were the prevailing forms of rest. Crowded in an old Louis XIV stone barracks with a con- crete floor for a bed, Company N stock fell considerably below par. Rain with its inevitable companion mud was always in evidence. After a stay at Pontanezen barracks of ten days the company left September 18th for the scene of the present location, the Engineers' Camp at Abainville ( Meuse). The journey of five days and four nights was anything but comfortable. Sleeping in box cars with head ami feet mixed, and living on "Corned Willie" and beans, did not serve to strengthen bonds of friendship, or to lay the foundation of a society for purifying the English lan- guage. It was far from being a pink tea affair. Thanks to the Red Cross and Corned Willie life was maintained, and late in the afternoon of September 22nd Company X left the train at Gondrecourt and marched to Abainville. Barracks in an incomplete condition were occupied at once. The following day the company was assigned to the shops and various divisions of railroad work. At that time the war was in full progress and there was plenty of work, ten hours per day being the schedule. The Central Shops of the Light Railways were located at Abainville and the men were put to work assembling cars, locomo- tives and tractors. September 2(5th Company N suffered its first casualty, First Lieut. McClure (lying in the hospital at Neuf- chateau. His death was sincerely deplored by the com- pany, as he was very popular. The only enlisted man to die was Private Chillemi, who died late in January as a re- sult of injuries sustained from falling into a pit of boiling water. During the Argonne drive and up to the signing of the Armistice, work in the shops and on engines kept everyone going to the limit. Shortly after November 11th, the working day was reduced from ten to eight hours. Later Saturday afternoon was made a half holiday. During the long winter evenings entertainments were often furnished by the Y. M. C. A. and Salvation Army, and two basket ball leagues were formed. During the winter months work in the shops decreased and several men were released for other work, such as headquarters orderlies, canteen clerks, military police, and ration details. "Going home" furnished data for the even- ing conversations around the stoves in the various bar- racks, interspersed with reminiscences, original wit and tales of adventure. Company N was one of the most orderly and best appearing in camp and a credit to the regiment, camp and country, and when the company dis- bands it will be with a sense of completed duty and achievement of something really worth while. (196) mmmm j CO 0' 3rd PLAT CC "0 4-th PLAT wmmmm History of Compaey O Company O might be aptly termed the rear guard of the 21st Engineers. Organizing began at Fort Benjamin Harrison, September 25, 1918, under the supervision of First Lieut. Charles D. Darragh, commander, and Second Lieut. George E. Mellow, supply officer. It was no small undertaking that these officers faced, considering the fact that headquarters consisted of a bare orderly room, and it was necessary to borrow a typewriter and stationery to make the first roster and report. One of the first things accomplished was to appoint the non-commissioned officers. New men who had been wearing stripes and acting as non-coms, in the provision- als came in for consideration and a staff was finally ap- pointed. Then began the work of providing the company with new O. D.'s and other overseas equipment. Trying to fit out 250 men when they could at best fit about one- half that number was a trying ordeal, and it is no reflec- tion on the supply officer when the statement is made (197) that the only things that fitted most of the men were their pack carriers and cartridge belts. But, after much trad- ing among themselves, they presented a creditable appear- ance. Drilling came next, and after some strenuous days on the field they could hold a company front that was envied by the other overseas organizations then in training at Fort Harrison. We "ill all probably remember the gas training. Com- pany O had the reputation of being the first organization to go through the gas chamber without anyone being overcome. Tear gas was the most trying. The last pla- toon to go through was composed chiefly of non-coms., so they were given an extra portion, and as they emerged from the chamber coughing, sneezing and tearful, the re- mainder of the company appreciated more fully the old adage about the party who laughs last. Then the flu struck Fort Benjamin Harrison and the victims in Com- pany O went to the hospital in a steady stream. First sailing orders were cancelled and the stay at the fort pro- longed an additional two weeks. Only one member of the company succumbed, Private Adolphus J. Hopkins, dying October 16, 1918. His remains were sent to his mother, Mrs. Alary Hopkins, at Danielson, Connecticut. After three weeks of this epidemic the situation improved and on October 20th the packs were rolled and the company en- trained, bidding a fond farewell to Fort Harrison. Just before leaving two officers were assigned to the company. The trip to Camp Upton was greatly enjoyed by all the men, and the coffee, candy and cigarettes distributed by the Red Cross at the stations en route was ample recompense for the discomforts of that long ride in day coaches. The ferry trip from Weehawken to Long Island City proved interesting to those who had never seen New York City. The stay at Camp Upton was short. There the equip- ping of the men was completed, the passenger list made out and the advance guard sent out. Long before reveille the company marched out of camp and entrained for port ; arriving at pier 97, we marched on board the S. S. Maunganin and sailed from New York Harbor at 1 P. M. October 27, 1918. The trip across the Atlantic was uneventful, the weather being remarkably pleasant and no submarines were sighted. For a day or two, as the convoy approached the Irish coast, we experienced some heavy seas. Those who were not seasick were either fortunate or experi- enced. The long voyage ended on the morning of Novem- ber 8th as the convoy, surrounded by a fleet of destroyers, steamed into the harbor at Liverpool. November 9th the company debarked, and after marching about three miles to Walden Station entrained for Winchester. It was an interesting trip, affording splendid views of the country. The ever-present Red Cross gave coffee and cakes to the men at several stations en route; arriving at Winchester, the company hiked to an American Rest Camp at Winnal Down, where three weeks were spent at various occupa- tions and diversions. The organization was stationed here when the armistice was signed and the last chance to get into the big fight was gone. The afternoon of November 14th a ceremony of deco- ration with the distinguished service medal took place on Morn Hill, after which all troops present passed in re- view before the commanding general of Base Section No. 3. December 2nd the company entrained for Southamp- ton, where the steamer St. George was boarded for Le Havre. Company O landed on French soil the following morning about 8 A. M. and marched out to a rest camp, where three days were spent in tents with mud all over the camp and sea gull eggs, cheese and light bread for mess handed out by benevolent Tommies. On the morning of December 7th the company boarded a string of box cars for Gondrecourt (Meuse). It was a pleasant trip but most of the men had all of that pleasure they desired and were glad to unload and march to the engineers' camp at Abainville. In a few days the men were billeted in barns, and it was quite a relief when the com- pany moved into more comfortable quarters. Here the company remained until the month of March was almost gone, when orders were received to proceed from Abain- ville (Meuse) to Montoir (Loire Inf.). On March 26th the company entrained at Abainville and departed on a jour- ney that was to take them clear across France and happily toward the port of St. Nazaire. It was the first time in the history of the company that it had ever moved in any direction except away from the United States. The men were loaded in United States box cars, and with the excep- tion of a few minor incidents, the trip was uneventful. On the morning of March 30th we unloaded in a drizzling rain and marched two miles to camp Montoir. As soon as the men had been given the necessary amount of time to get straightened out and rest up from the trip they were placed at work in the Engineer's Dept., and our officers and non-commissioned officers supervised the work. We received an addition to the commission personnel in the person of Second Lieut. R. P. Cordiner, who was attached for duty on our arrival. Company O has no apology to offer for its work in the A. E. F., being either fortunate or unfortunate enough to arrive late for the Big Show and will consider itself in- cluded when the regimental commander shall say in speak- ing of the achievements of the 21st Engineers, as was said of the American fleet at the Battle of Santiago, "There was glory enough for all." (198) History of M©di©al DetaelhunnLeinitg 2 1st Eegle©eir§ The Medical Detachment (1st and 2nd Battalions) was assigned to the regiment on the twelfth of September, 1917, after having undergone two months of rigid training at Fort Harrison, Indiana, where it was a part of Provis- ional Instruction Company H, M. O. T. C. Major J. B. Hastings, M. R. C, of Alton, Illinois, was assigned to the detachment as commanding officer and regimental surgeon on the eleventh of September, 1917, and with him Lieut. C. H. Bartling, M. R. C, as assistant surgeon. The enlisted personnel of the detach- ment consisted of one sergeant, two corporals, and twelve privates. After its arrival at Camp Grant, Illinois, and its assignment to the Twenty-first Engineers, Lieut. J. R. Ross, D. R. C, of Chicago, Illinois, was attached to the detachment, and later Doctor Clyde Unseitig, of Chicago, was assigned to the detachment as his assistant. The lat- ter part of November Lieut. Bartling having obtained a transfer to Base Hospital when operating in Camp Grant, was succeeded by Lieut. C. L. Gifford, M. R. C, of Troy. New York, and from that time no further changes were made in the personnel of the detachment. While in training camp, the mornings were taken up by drill, the afternoons were devoted to other branches of training, such as lectures, litter drills, and training in field work and first aid. The lectures and studies treated were such subjects a- Anatomy, Physiology, Materia Medica, Hygiene and First Aid, much time being spent on practical demonstrations of the latter. The training in field work being of the greatest im- portance in this line of service, naturally was given the most attention, both by the instructors and by the stu- dents. It consisted of practice in Field Aid as rendered Medics, 2\st Engineers on the battlefield, the scene of the training being a series of trenches of which this camp at that time was the proud possessor. Each day a different detail was put on duty for dis- pensary work and general assistance in holding sick call, under the instruction of officers of the camp who held these sick calls. This training gave the recruit a working idea of such delicate remedies as the "OD" pills, and of the universal panacea, Tincture of Iodine. Upon the arrival of the detachment in Camp Grant and their subsequent assignment to the regiment, an infirm- ary was immediately established, and a new course of training was developed under Major Hastings' guidance, through which the members of the detachment soon be- came efficient in the practice of minor surgery, and the treatment of the less serious diseases then prevalent. Work was also immediately started on the examina- tion, inoculation and vaccination of recruits, and for over two months the much dreaded but harmless needle con- tinued its work of immunization, the result being the utter absence of typhoid fever or smallpox in our regiment. When our orders finally came through, and the regi- ment entrained for the East, a detachment of the Medical Detachment accompanied each section of the train, pre- pared to give such first aid and treatment as any emer- gency might require, and upon the arrival of the regiment at Camp Merritt, New Jersey, the infirmary was again established and final physical examinations and transfers made of such men who were not physically fit for embark- ation. The establishment of a regimental infirmary being im- practical aboard a transport, all our supplies were stowed below and sick call held in the different compartments. "Abandon ship" drills permitting, it was held at ten o'clock each morning. Lieut. Gifford presided over the sick call for Compartment C, which was composed of the three decks in the prow of the boat. All supplies were drawn from the ship's stores, and at the set time he" would go below accompanied by an as- sistant, who usually carried a bottle of "salts" under one arm, and a bag of pill bottles under the other, station him- self at the foot of the hatch just below the mess hall, and rocking up and down as on a gigantic "see-saw," the line would form and the pills dispensed. The Sick Bay, as the ship's hospital is called, occu- pied the entire Deck A, and was large enough to accom- modate fifty patients. It was here that all hospital patients were cared for during the voyage. There is little to be said of the activities of the Medical Detachment during the Period in the S. O. S., outside of the fact that it was in the S. O. S. that someone handed us a "Flivver" ambulance, which has proven itself char- acteristic in every respect to its species. Upon the arrival of the regiment on the St. Mihiel sector, the Medical Infirmary was established at Sorcy Gare. For the service of such organizations along our railway lines that could not be reached by an ambulance, our regiment equipped several cars to serve as a hos- pital train, and ran it whenever necessary between the front and the Evacuation Hospital at Sorcy Gare. The Dental Infirmary being more compact and portable, was moved from one company to another instead of having a permanent location. (199) During the latter part of July and the first two weeks of August, 1918, the influenza epidemic raged in our Regiment. It was necessary during this period to evacuate quite a few of the boys to the hospitals around Toul, but the majority of those sick confined their illness to a slight "three da}' fever," and soon recovered. We had no deaths in our regiment during the epidemic. With every detachment sent out on service from our regiment there was assigned a detachment of Medical Corpsmen, who with combat equipment, accompanied the details and remained with them on whatever job was be- ing accomplished. It was the duty of these men in case of emergency to give first aid and effect removal of patients to the rear. It was during the St. Mihiel and Argonne drive where working parties were often under shell fire that their services proved most valuable. HISTORY OF MEDICAL DETACHMENT, 3RD BATTALION The enlisted personnel of the Medical Detachment, 3rd Battalion, was assigned from the Post Hospital at Fort Benjamin Harrison, Ind. On August 22nd, 1918, they boarded a special train and conveyed their cargo of C. C. pills to Camp Merritt. Remaining there long enough to receive overseas equipment they followed the 3rd Battalion on board the English Transport Belgic, and sailed the next day for the big fuss. Among the various organizations on the transport was a base hospital unit. This made the Medics' task comparatively easy, as all sick men reported to the tem- porary hospital established by the base unit. Landing at Liverpool, England, they spent the night at Knotty Ash Rest Camp, returning to the station next day for their trip to Southampton. This city being a seaport the next move was on the water, speeding across the English Channel on the S. S. Yale. They arrived at the port of Le Havre, France. After several stops followed by rest camps, the stretcher bearers arrived at Abainville, taking abode in one of the barracks. They established an infirmary as camouflage for a C. C. machine gun and the troops weir bombarded with pills. Four of their number were sent on October 4th to Hat ton Chattel for special duty with H Company. An officer and one man were sent to Hatton Chattel on Octo- ber 12th, to assist with the special duties incidental to the company, and later they returned to Mauvages near Abainville. November 9th, the Medics proceeded with Company I, and Battalion Headquarters up the Sioxante to a small camp designated as Eix. This little station was the scene of their rejoicing two days later when the armistice was signed. Moving again by truck to a point near Verdun they participated in establishing a camp on a neighbor- ing hillside about a mile from the West Portal of the Tunnel de Travannes. It was here that the men of the detachment found an occasion to call forth all their medical skill for first aid to the wounded. About a dozen men from Company H, while sitting around a fire in a shell hole one frosty morning, were injured by the ex- plosion of a buried "Dud" under the fire. Some were quite seriously injured and one died later. When Com- pany H moved on November 15th, to the village of Abre- court near Conflans, two of the detachment accompanied them to administer medical attention and dispense pills. Two days later, the detachment with Conrpany I, moved to the West Portal of the Tunnel de Travannes and es- tablished camp on a hillside near there. Playing in usual army luck, they were ordered to move on Thanksgiving day and were on the train when the bugle blew noon mess. At 6:30 P. M. that day they arrived at Conflans, Meurthe-et-Moselle, France, and went into billets. After living in comfort for several months they were ordered to Labry where the regiment was mobilizing. There the Detachment was left without a head, the Com- manding Officer having received his discharge from the Army, returned to the States, and one lieutenant and one sergeant leaving for Paris to attend the University, and so without an officer, they travelled to the Embarkation Center at Le Mans, where a captain of the Medical Corps was assigned to take charge of the Detachment. HISTORY OF MEDICAL DETACHMENT OF THE FOURTH BATTALION OF THE TWENTY- FIRST ENGINEERS It was the second week of August during those sultry days while Fort Benjamin Harrison was organizing troops and whipping them into shape at full strength, when one Sunday afternoon an emergency call came to organize a Medical detachment for the Fourth Battalion of the Twenty-first Engineers. The detachment was organized under the direction of Lieutenant Frank H. Deane and Lieutenant George B. Hunt, and established our place of business at the extreme western end of Fort Harrison. Our small wooden structure soon became one of the few places of interest, as it was here we were given the nomenclature of "Pill Pushers." Hard drilling was one form of recreation which we received in addition to the lectures on hygiene, sanitation and first aid to the injured. As a detachment with the Fourth Battalion, we shared their joys and sorrows alike. On the eighth of September we left Hoboken and after thirteen days at high sea which were filled with thrills and excitement, we Medics, 21st Engineers landed at Brest, a place of tender remembrance. In an- other week we were on our way experiencing the wonders of a new railway system; our journey coming to an end one cold night when side-tracked at a place from which, through the darkness, many flaring reflections of the sky- line and a constant booming proved us to be somewhere (200) near the battle-front. We were stationed along the famous "Slim gauge" railway which operated from Abain- ville to the front line. On October 12th, the detachment was split, one part remaining as the Medical Corps while the rest organized into a detachment with Lieutenant Hunt as Sanitary Officer. Owing to the fact that all of the French Doctors were serving at the front, we were constantly called upon by the civilian population for help, which was gladly rendered. To the Yanks the narrow streets of these French towns seemed to be back-side around, being the alley in- stead, where all waste from the barn and kitchen alike were evacuated. So the Sanitary Detachment always found plenty of employment supervising the clearing of roads and yards to insure the health of our men who were unaccustomed to such places. After the signing of the armistice the Regiment was mobilized at Labrv. Our duties here did not last long as one evening with packs slung the Medics, silhouetted on the Labrv hill against a cloudy skv. disappeared to the order of "Squads West." History of the Baed Lieutenant Speirr Born: December 2, 1917. Place of Birth: Room on your left, upstairs Head- quarters Company, Camp Grant, Rockford, 111. Father: Lieutenant-Colonel Hiram J. Slifer. Mother: Not known, probably Chaplain Morgan. That in substance is the most reliable and important data on the band, made possible through the kindness of Mr. Wm. C. Gregg. The band was clothed by the Gov- ernment, who likewise very kindly paid the salary of the musicians. It is entirely a voluntary organization, though repeated efforts have been made to have it au- thorized. Its first public appearance with all twelve of its char- ter members took place December 7th, when witli frozen fingers and lips green and chilled, they put over a "Get Away" for the Motor Detachment leaving for overseas service. During the course of the following week the various companies enjoyed the efforts of the infant prodigy enough to shake out some coin and buy some stuff for the boys to play with and read and then due perhaps to the excitement of "going over," the Regiment gave a dance. The band and an impromptu orchestra jazzed the blues away while the hob-nails clicked and the elite of Rockford tripped the light fantastic long after taps and taphouse hours. On the trip over, they appeared between abandon ship drills and mess, consequently they did not have much time for practice; but they showed a willing spirit and an unconcern about the sad sea that was at once an inspira- tion and a pleasure. They even put over a very capable concert in the Officers' salon for the ship and army officers. Landing at Brest they toiled up the winding and winding (pronounced wind-ing) hills with full packs and blew themselves, much to the delight of the Brestonians, though at the expense of their own personal comfort. The Band went to Gievres and with much difficulty found places to practice in such places as quarters, or on tie piles, or out back of latrines. They were called upon for all sorts of execution varying from concerts to dances and funerals. They once played at a funeral with but nine pieces in the band and on another occasion with all twelve members present played "Nearer My God To Thee" for thirty minutes, while they widened the earthly berth of a poor American who was the subject of the funeral. The suspense between Heaven and Hell was almost kill- ing to the band. But not all their appearances were at funerals or in back of latrines, as the surrounding coun- try furnished good concert places in its many cafes and the cafes furnished the material for good concert^. By this time the band had grown to 28 pieces. Not that more musicians had been found but the band-leader, Sergeant LaCronne and others got busy and made some, and while the finishing touches were being put on the embryo musicians, Headquarters moved to Sorcy. Arriving at Sorcy the war broke out and the band broke in on lines of endeavor that not even the alluring posters of "Join the Army and Learn a Trade" had ap- prised them of. They were put on detached service from music and assigned to various details to play their part in winning the war. Ole Hanson was placed in charge of the rear, that is to say he was sanitary "Chef de Serv- ice," a strictly honorable position and not a mode of punishment. Dutch Otto did K. P. So did Frank Schropp. Barney Sicklick helped make garden. Morton was an orderly ; Hausaur was a dog-robber. Oh. they did everything from K. P. up to Sergeant Majors. They may not have leaned against a barrage or built them, but they at least maintained the bulwark of civilization, the mess halls and the latrines, and when their daily work was done they dug up their horns and played just for fun. Four nights a week they practiced, they say. And played concerts for you and me each Sunday. That's rotten j)oetry, but no matter how rotten the poetry it could not express or explain the trials and tribulations that the band went through to maintain itself as an or- ganization, and live up to the hopes of its father and benefactor. Colonel Slifer, who always maintained a hearty interest in the band and gave it his steady sup- port. While at Sorcy they played concerts in Void, Commercy, and Vaucouleurs, appearing at all public and festive occasions such as the Fourth of July, and July 14th. They played for a dance with an impromptu or- chestra of nine pieces whose music consisted of two pieces of piano and mandolin music and got away with it. They played at a citation exercise for the French at Void on fifteen minutes' notice. Really we have not the space to chronicle the miracles of music that they put over. If (201) we were to catalogue the various activities of the band it would look more like an officer's qualification card than a history, and this must look like a history. They or- chestrated the music for that famous 21st Engineers Minstrel. They played any place, anywhere, any time, any how, any way. But music did not come to them as though they lived just off Broadway and if they repeated on their programs, or showed a tendency at odd moments to stray from the music as it was written, charge that up to a desire to please and give variety. It was while the Regimental Headquarters were at Sorcy that difficulty was experienced in getting the officers uj> in time for breakfast. Some fertile brain conceived the original idea of a fife and drum corps, and the band as the custodian of the musical destiny of the Regiment were selected to perpetrate the fife and drum corps. Per- petrate is a well chosen word; it is suggestive of so much in the line of criminology, and certainly that fife and drum corps was criminal. The band objected to the fife and drum corps, the officers objected to the fife and drum corps, the enlisted men objected to the fife and drum corps, but it served its purpose. After listening to that fife and drum corps for two minutes, no true soldier could lay inactive, and by the time they awakened and were moved to vengeance, the fife and drum corps had made its escape. But in the meanwhile the entire camp had been awakened. It was a grand and glorious feeling for the band when the fife and drum corps was dissolved. And then, after the St. Mihiel drive, when the Reg- iment moved to join the 1st Army in the Argonne, Head- quarters went to Vraincourt, where, also, music was a minor activity of the band, though they did conspire with the band of the 11th Engineers to pass away some of the evenings in bursts of music. LaCronne was at this time top cutter of Headquarters Detachment and extra motor- cycle driver. Tubby Marsh was a so-called Company Clerk. Bergquist was sent to Souilly as a key pounder. Leatherman was in charge of telephones. Roseberry was dog-robber for Colonel Slifer, Schropp got the D. S. C. (Drivers Street Cleaners), Cummings and Breckenridge got hogger's jobs during the Argonne drive. Wood rode courier. Each and every man in the band had some out side activity that kept him busy at all hours and it was only through a splendid "esprit de corps" that the band was held together at all. On the night the armistice was signed it was deemed fit and proper that the occasion should be celebrated and the band forthwith lent its aid to the occasion. Some officious 2nd Louie took upon himself to interrupt the festivities, but came upon Colonel Slifer in his activities and received a dressing down such as only the best friend the band ever had could give. It. well repaid the band for all its efforts to hear the "Old Man" give his well-deserved dressing down. And then the Regiment moved to Conflans. The mem- bers of the band were still on their various duties as clerks, orderlies, couriers, K. P.'s, etc., but an order of Colonel Slifer's brought them together once more and a house with a commodious hay loft attached was set aside as band quarters. Lieutenant Spurr, of Company F, was detailed by a Regimental order to the position of acting band leader, despite the fact that he could not read a note. Through the kind cooperation of the Battalion Commanders of the 3rd and 4th Battalions, the best musical talent of their respective organizations was offered to the band and in a short space of time it had grown to a total of forty-two pieces. Concerts were given each week "en farce la gare" at Conflans and two private cars were placed at the disposal of the band to carry them to Audun and Spincourt that they might play for the com- Reyimcntal Band panies located at these points. The orchestra, under the leadership of Barny Sicklick, got its tune up and then began playing for officers and enlisted men's dances and assisting in the vaudevillian efforts of the Regiment. The same difficulty which had been encountered at Sorcy in awakening the officers also was again at Con- flans. The war had broken out again and the 21st Engi- neers having gone back into the Army formations such as reveille and retreat began to appear on the daily time card. The idea occurred that probably the band in its full strength might be able to awaken the officers and men and so each morning they paraded around the quarters. It is some question as to whether their efforts were ap- preciated or if it was so understood that it was darn cold and dark in the morning, but before a full realization could take place, the practice was stopped, much to the delight of the band and the rest of the Regiment, as well. The war continuing and our entrance into the Army becoming more and more serious, the Regiment moved to the Casern at Labry, where the band was quartered in a palatial barrack just outside the stockade from which it made its daily pilgrimage to the drills, formations, etc., known as Guard Mount, Battalion Parade and Retreat. Short concerts were interspersed at appropriate moments, and the Band gradually asserted itself as the backbone of the Regiment though still unauthorized. Just what the future of the Band will be no one, not even G. H. Q., seems to know. But as a Regiment it is believed that we should give great credit to the voluntary efforts of the men who by their self sacrifice and intense interest have made the band not only a possibility, but a success ; and the credit must be placed at the feet of the men themselves and in particular to the musical ability and leadership of Sergeant LaCronne, Tubby March, and Roseberry. Each man in the band has given his best and to each of them we owe our thanks. To Captain George E. Miville for his interest and support many thanks are due. But it is due to the memory of Lieutenant Colonel Slifer that the band, as an organization, looks with bowed heads and fervid thanks for the many helps, kind- ness and hearty support that he gave it. They have lost their best friend and father. (202) TJi© SIhoek Troops (ENGINEERING AND SURVEY DETACHMENT) By Jolum C, Coyle The surveyors, or "shock troops" as they later be- came known throughout the Regiment, occupied a very important place in the work of the "21st. Organized be- tween February 28th and March 11th, 1918, to proceed with the surveys for the construction of the Sorcv-Corn- ieville line, they grew into a sort of permanent corps of varying numbers. Orphaned, like the Regiment they were part of, disowned by every company, the bane of every supply sergeant in the outfit, never was a more hard boiled independent gang of "seeveyors" brought together; as capable of taking care of themselves no matter where, as they were of giving a high standard of engineering service. The construction companies were called on for surveyors and the following "original shockers" reported at Sorcy : From Headquarters Company, Master Engi- neers Charley Henning and John L. Gressitt and Private Gustafson; from A Company, Privates Charlton, Gilbert, Corporals Glavin, Wm. H. Cooper, K. S. Cooper, Price, Lewis, Huddle, Duchac and Forbes; from B Company, Privates Oliphant, Coyle, Speck, Leisher and Livingstone. These were formed into several field parties and com- menced work under the direction of Captains Brown and Pumphrey, and Engineers Henning and Gressitt. After about a two weeks' stay in Headquarters barracks, the "shockers" made their first move towards independence by removing themselves into squad tents which they had erected near the officers quarters along the canal. Here, when the arduous labors of the day were done they could spend the evenings in restful "bunk fatigue," listening maybe to the native sons explaining "why is a native Min.'" or to the boy-wonder of the Cumberland Valley "soixante," when he would give his stirring dramatic por- mm ik-* - " * Hi ._«_ _«_. . ,_«. . J,'.Z P* «»ufyy»«wr : «f"%«*'«ii _ & JB H Shock Troops of 2lst Surveyors, March 10 all, or by "eyebrow" reminding us that he remembered when he used to wear a "tuxedo." February 3rd marked the end of their valuable serv- ices as shockers no longer are absolute essentials, they were demobilized, some returning to their companies, a few being retained at Headquarters for occasional and various duties. (204) #orted that our engines could be readily heard and lo- cated operating in the vicinity of such places as Naugin- sard, Edgewood, etc., and it would seem that the operation of steam engines close to the lines might have caused severe losses on a more active front. On the Argonne-Meuse front the conditions were much harder on the power. The length of haul became so great and was increasing so rapidly that it became most difficult to furnish even running repairs. Engine water had to be taken mostly from shell holes and the lack of facilities for washing boilers, etc., brought the power down to a far poorer standard of general conditions than ever before. The rapid advance of the lines required operations over hastily repaired German track, and engines, both gas and steam, were operating over 20 miles from the nearest shop. During the last month of the war the regiment em- ployed three or four British 40 h.p. Simplex gasoline loco- motives, which proved very serviceable, and compared favorably with the American gas engines. They proved to be simple in construction and operation, extremely powerful for their weight, and excellently suited for oper- ation over rough track. At various times a number of French steam and gas engines were loaned to the regiment. The steam engines were of four types, as follows : The model 1888, doubled end 4-4 type, total wheel base 12 feet 16 inches, weight 15% tons. The Kerr-Stuart 0-6-0 type, total wheel base 4 feet 7 inches, weight 14 tons. The Decauville 0-6-0 type, total wheel base 4 feet 7 inches, weight 11 tons. Baldwin 0-6-0 type, total wheel base 5 feet 8 inches, weight 15% tons. The gasoline engines were the Schneider 0-6-0 type, water cooled, 4 speed, total wheel base 4 feet 8 inches, weight 11 tons. These engines, while they had their defects, proved conclusively that it would be possible to construct both steam and gasoline locomotives better suited to the requirements of the light railways than those we had, since trains could be handled over much poorer track with greater safety and speed. Lieut. Chandler states the five main faults of our present type 2-6-2 steam locomotives, as follows : "1. The high center of gravity, which caused fre- quent upsets to the danger of the crew and inconvenience of the service. 2. The failure to negotiate curves easily, which was a great inconvenience to the operating department owing to the fact that they could not send them over certain lines where sharp curves and heavy business are present. (20!)) 3. The entire weight not being employed for adhesion, only 68.19% of the weight of the locomotives was avail- able for traction purposes. 4. They are very conspicuous at night because of the sparks shooting high in the air and the light from the fire door and ash pan. In connection with the sparks, there have been several cases where camouflage on cars and guns, as well as fields and woods near ammunition dumps have been set on fire by sparks from the locomo- tives. 5. The great difficulty in making the engines steam with a low grade of coal. There are several minor changes which could be made such as in the wedge bolts, grates, position of adjustment screw of brake rigging, the possibility of rocker grates, hole cut in rear of coal box opposite fire door to facilitate boring the flues now made difficult by front end arrange- ments, etc., which might be taken into consideration. The best engine from the mechanical point of view would be a double truck geared locomotive. 1. Because the possibility of a very low center of gravity. 2. Could negotiate curves easily; for example, the performance of the French Pechot locomotives on curves. 3. The weight being entirely on drivers, so causing the entire weight to be utilized for adhesions and tests have shown that a geared locomotive can pull 75 or 100 per cent, more than a side rod locomotive of the same weight on drivers. 4. As there would be but little jerking motion through the stack a Radley and Hunter smoke stack would practically prevent sparks leaving the stack if coal or wood was used as a fuel. 5. A large heating surface and grate area as com- pared with the tractive effort would give good steaming qualities with bad coal. 6. Such a locomotive, owing to the fact that there is no nosing motion, would be extremely easy on poorly ballasted or light track. 7. The design of such an engine would be great] v facilitated if crude oil or gasoline could be used as a fuel, as more steam can be produced in proportion to the size and weight of the driver." ROLLING STOCK American light railway freight cars include: Box cars, inside height, 5 feet 8 inches ; gondolas, sides 2 feet high, inside and flats. These cars all have a capacity of 22,000 pounds, inside length of 19 feet 10 inches; inside width 5 feet 5 inches, and weight 10,900 lbs., 9,000 lbs., and 8,000 lbs. respectively. Tank cars are 2,000 gallon capacity, weight 12,200 lbs., with same length and width as other equipment. The box cars proved somewhat unre- liable for general use. They were top heavy, too rigid, and had a great tendency to turn over when derailed. The same may be said of tank cars when filled with water. The gondolas proved to be good, serviceable cars, as also were the flats. Several points about the American cars tan be legitimately critised. In the gondola class the side door fastenings could have been improved upon greatly. The draw bars, which were of a British pattern, though much longer, had too much play, and this was the greatest contributory force towards breaking them while coupling the train, as too frequently it happened that the trainmen did not see to it that they matched properly before signaling to the engineer. Another fault was that the draw bar head was not quite strong enough, having a tendency to break, causing trains to part, especially on severe grades. The wheels were good, yet had the flange been less tapered and a little deeper, derailments might have occurred less frequently. The cars had good brakes, but could have been improved had they been equipped with simple and standard brake handles. As a whole, the American rolling stock may be classed as very good, but possessing too much dead weight. The British had three general types of cars, the gon- dola, flat and tanks, although they had a few improved bo:x cars. The cars were of an average length of 18 feet and were referred to as "D" and "E" types. They were of the double wooden truck variety, with drop sides, and have a capacity of ten tons. Owing to the narrowness of the wheel tread, cars frequently left the rail, especially on sharp curves. Another fruitful cause of derailment was their rigidity, which was not lessened by the fact that the coupler was attached to the truck instead of from the car body. There was always considerable delay in repairing bad order cars on the road, unless the classified number was given, as the parts of the different types were not inter- changeable ; this emphasized the need of standardized equipment, which was observed in the construction of American equipment. The French used a model 1888 steel "Artillery" or well flat car built especially for ammunition hauling, length 21 feet 10 inches, width 5 feet 5%. inches, weight 7,671 pounds. The gondola was Decauville, manufactured Narrow Gauge Bridge Near I 'oid length 18 feet 11 inches, width 4 feet 7 inches, weight 8,378 pounds. The French cars were well constructed and possessed good brakes. They also had draw bars attached to the trucks. They had mostly been in hard service and were not in first-class condition, many having sharp flanges, which frequently caused derailments. (210) HOW COMPANY O WENT A. W. 0. L. The company was on the way to Abainville (Meuse) from Le Havre, and the train, which consisted of the usual cattle-car passenger coaches, pulled into Chaumont about dark on December 8, 1918. On inquiries, the Chef de Gare and various R. T. O.'s gave out the news that the train would leave there at 5 A. M. the following morning. It was ordered by the C. O. that the men must remain m or near the cars, and guards were posted around the train to enforce the order. Arrangements were made with the French Red Cross to use their kitchen for making coffee. We had the cooks and the coffee, and hence it was not long until the men were all being served with some real coffee — a beverage they had not had in three days — hence it was more than welcome. After the coffee was gone the guards had a hard job handling the nun and keeping them from breaking through the lines. The four officers ( let us call them Lieuts. A, B, C and D), for various reasons, went downtown. They entered the officers' "Y," where Lieut. I) settled for the evening in front of the big fireplace. Lieuts. A and B said they were going to a movie show. Lieut. C stayed at the "Y" for a while, then complained of a headache, and returned to the train. In the meantime the company was slipping through the guards, as companies sometimes will do, prowling around the yards and station, and making various little excursions. The movie show not proving very entertain- ing, Lieuts. A and B also returned to the train, just in time to find a "Frog" yardmaster running up and down the yards ti'ying to load the men into the train. They had decided to hook it behind a freight that was going in the required direction, and not wait until morning. It was certainly a sight to behold — that poor bewildered Frenchman dancing up and down, trying to get the train loaded, but the men refused to do it on his order, probably because they did not understand him. The officers (Lieuts. A, B and C) soon straightened things out and put the men aboard. The train was made up with Company at- tached to the rear end, and it pulled out at 9 :55 P. M. Ten minutes later Lieut. D. walked out in the yards and found himself companyless. Inquiring at the R. T. O. he received the reply that the train was scheduled to leave at 5 A. M. the next morning, and that the French Chef de Gare could locate the train in the yards. About this time three enlisted men made their appearance and asked rather sheepishly if the train was still in town. Then the Chef de Gare broke the awful news — that the train had just departed, and the four agreed they were S. O. L. and that the company had gone A. W. O. L. However, they were directed to get on a French passenger train going in the same direction, get off at St. Dizier, and wait for the rest of them. At St. Dizier the lieutenant waited all night in the R. T. O.'s office, but no troop train came in. The three soldiers went to a rest camp near the station for the night. The next morning the puzzle was solved — to get to the final destination the organization would turn out at Join- ville, and not at St. Dizier, and then go over to Gond re- court. The last detachment was redirected and started for Joinville, where they should have stopped off the night before, with instructions to go to Gondrecourt from there. Arriving at Joinville, a train was just leaving the sta- tion, which the R. T. O. informed us was the last train for Gondrecourt until 5 :50 P. M. It was then 8 A. M. Once more we were S. 0. L. — forced to spend a whole day in a little French village, with small chance of getting anything palatable to eat, and. of course, we had nothing Lo eat with us. We got by though, and as all things have an ending, the day finally wore away, and the strays finally got the 5 :50 and reached Gondrecourt after a tiresome, hungry trip, walked the 3 kilometers to Abainville, and recovered their lost company, but they had learned their lesson: not to trust French trains out of sight, or to get careless and let tlie company go A. W. (). I.. G. E. M. COMPANY A LEAVES THE ARGONNE During November Company A was stationed at Ro- niagne. On the 2.5th orders came to move. It was a typical moving day, rainy and muddy. We struck our tents, loaded packs, stoves, tents and miscellaneous com- pany supplies, including a German piano, on fourteen nar- row gauge cars pulled by two steamers. The rails were wet and tlie coal slack, consequently, at all the heavy grades we had the pleasure of pushing our train. We left Romagne at 3:05 P.M. and with much difficulty com- pleted the eight kilometers to Montfaucon by .5:40 P.M. In one of our gondolas we had room to stretch a tar- paulin, and with a little dry wood started a tire. By changing seats every few minutes in order to lie nearer the fire a dozen or more of the boys managed to keep dry. This caused much argument from the car behind as the smoke from the stove proved disagreeable, but an addi- tional length of stove pipe finally soothed their feelings. At Montfaucon we waited on a sidetrack for two hours while a new crew was being called. It was pitch dark and still raining. On investigating a bright light from a box car we discovered what proved to be a Y. M. C. A. on wheels. A mad rush was made for cigarettes and candy. About the time the boys were lined up in good numbers, one of our engines started shifting the car from track to track, notwithstanding the darkness. The fleet footed ones finally managed to purchase a few sup- lilies, and enjoyed a cigar and a package of cookies for supper. Leaving Montfaucon, we arrived at a switchback in the woods and spent an hour there during a heavy down- pour. After finally getting the block, we made Cheppy without further mishap at about 11 P.M. Here the orders were — everyone get packs and guns and line up along the train. Naturally these packs were on the bot- tom of every car, covered up with bunks, stoves, squad tents, kitchen supplies and other light articles. However, tlie formation was finally carried out in true military style. One sergeant and the first three squads were ordered back on the cars in order to guard our train. The com- pany was marched to a barracks and made themselves comfortable on the dirt floor. The train was pulled out and placed on a sidetrack at Cheppy Junction. Here we stayed Monday night, Tuesday and Tuesday night, sleep- ing on the cars or sitting up around a fire. Tuesday morning it was necessary to eat. The guards in their search of the kitchen car found a real treat — oatmeal, and proceeded to prepare breakfast. This was very successful and many mess kits of oatmeal were devoured. However, one poor private was out of luck, (211) a handful of salt had been placed on a bench near the sugar, this private, in his mad rush to get seconds, used the salt in place of sugar. After eating a small portion of the oatmeal a strong argument was started between him and the cook. However, another can was salvaged and there proved to be plenty for all. On Wednesday morning the cars were unloaded and the supplies transferred to trucks. After everything was set and we were ready to proceed, the order came for the third squad to remain and guard the balance of our be- longings which we did not have room to load. This caused much grumbling from the third squad as their packs and guns had been loaded underneath those of the biggest portion of the first platoon. However, all succeeded in finding their packs and the trucks departed. A tent was put up in haste in the rain and we had another home. Two of the boys took bicycles and went to Varennes on a purchasing expedition. They returned with cookies, cigarettes and chocolate from the Y. M. C. A. After much verbal and hand action, we talked a French pigeon outfit out of two canteens of vin rouge at five francs a canteen. After visiting three of the neighboring camps, another one of the fellows succeeded in procuring grease in order to fry potatoes. Supper was prepared and "French fried" were made until ten in the evening. Some good home-made fudge was then manufactured, and this eve- ning was a great success, despite the disagreeable weather. The next morning brought Thanksgiving Day. Our dinner was in preparation, when the trucks arrived to move us. Again we loaded up and were soon started for Audun-le-Roman. We reached Verdun at about one and stopped for ten minutes along the road in order to eat our Thanksgiving Dinner, which consisted of small cans of beans and a few cans of tomatoes. After this bountiful repast we started once more and by dark we arrived at Spincourt where we inquired the way. Here our Thanks- giving supper consisted of more cold beans, the supply of tomatoes had been exhausted. By this time it was very dark and raining heavily— our trucks had no lights so we proceeded slowly. After about two hours travel we arrived at the village of Prentin. As no one seemed able to properly direct us, we decided to spend the night there in a German aviation camp, and fixed our beds on the floor frightened the rats into the corners and had a midnight lunch, which consisted of more beans. The next morning we arose at an early hour, someone inquired as to what we would have for breakfast. This caused much laughter as beans were our sole stock in trade, and none of us believed in the "beanless days." After the hearty breakfast, packs were rolled and we were soon on our way once more and we arrived at Audun without further mishap. We set about fixing up our new quarters, but, our troubles were not over. Some oatmeal which belonged to our officers was missing and the third squad was suspected. The sergeant in charge was called on the carpet and after a conversation with the captain brought the joyous news that the third squad would re- port for duty on the grade at once. After much grumb- ling the hours passed and recall finally sounded. Then we had the pleasure of fixing our quarters after hours. The journey was now complete and Company A estab- lished in its new home as befitted members of the 21st Engineers. A LUCKY CHANCE Bartlett Schilling, Co. D We had our first glimpse of the Boche Light Railway on September Kith. Two of our tractors were sent north of Montsec to salvage whatever L.R. equipment Fritz hadn't time to move when they retreated. They were en- tirely unfamiliar with the territory they were entering. It was quite dark when they came to what later proved to be a round house and prison camp at St. Benoit. They struck camp for the night and started the work of con- centrating the scattered equipment next morning. They had no idea where the front was but kept going thinking they would see indication of it before they had gone too far" Coming to a large open field they saw in the distance two Boche box cars on a siding. Without hesitation they were coupled and started back with them. One of these seemed to be particularly pro-German and jumped the track five times before getting back to the wood. An infantry Major stopped them and told them "Stay out of the open, I suppose you did not know that you were only a quarter of a mile from the front?" At that point one was under observation for at least three miles before meeting a depression of any kind. How- ever, they did not draw a solitary shot. An example of the good fortune we have had in our entire experience on the front. THE MOVE TO THE ARGOXXE At four o'clock the morning of October 8th Company D got aboard the six L.R. Trains and we started for the indefinite somewhere. The various detachments were called in, and desjiite the heavy rainfall it was like a re- union, for the company had not been together since the latter part of March. The track through what had been "No Man's Land" was very soft yet and the travel was slow. At Huedicourt a halt was made to wait for night be- fore continuing the journey. The engines had tents cov- ering over the cab and coal tank to cover the reflection of light from the firebox. We were compelled to walk from this point for about five miles. The engines slipjaed badly in making the ascent to Vigneulles, the sparks giving the Germans a wonderful opportunity for target practice. Quarrying Ballast \\-,ir Sorcy As we detrained at a point north of Heudieourt a shell was heard whistling close. Instinctively many of us dropped face down in the mud. I knew that perhaps half the company had never before heard a shell scream and glanced around to see what had been done by those mem- bers. There wasn't a form visible. It was satisfying to know that all had the presence of mind to drop. That proved to be the first of a series of mud baths. We were (212) near a cross road and evidently it wasn't included in the German plans that there should be any traffic along those roads. There was an attempt made to get the men into platoon formation. Every time we would get to the middle of the road another shell would announce its arrival and the scramble for the ditches on the roadside began very promptly. During one of our submerging exercises one of the boys cut himself on a piece of barbed wire or glass, thought he was wounded and sent out an S.O.S. for first aid. Another was shoved through the camouflage of tin- fence covering the road side. It was decided to get the men out of there while there were- men to go. Little at- tention was paid to the formation. The shells came over at frequent intervals and we were kept busy mopping up more mud. Just after passing through Yigneulles, the bunch were stumbling their way along, talking as usual. Some one heard a shell and veiled "Down quick." Everyone jumped to a ditch on either side of the road. One of the fellows had braced himself on the sides of the ditch to keep out of a puddle of water, when some one jumped on his head as the shell exploded about a hundred feet across the road. We had a monotonous trip with many stumbles and bruises. We finally arrived at an old frame building where we were picked up by tractors operated by men who said they were 21st Engineers, and taken to their camp to await the arrival of our own trains. Seven of our fellows took the wrong road south of Yigneulles, turned to the right instead of the left. The farther they went the more action there seemed to be, and when rifles and machine guns could be heard popping, decided they had followed that road far enough. They were lost, and followed any old road that seemed to be tak- ing them away from the rat-tat-tat of the machine guns and the screaming shells. At St. Mihiel they found a kind- hearted member of the Motor Transport Corps who was going to Verdun. He dropped them at Rampont as the first of our trains arrived. Of our six trains, four of the engines ran out of water and had to be killed. The two which were able to make connection with the water car passed the others and picked up a car of water from the 15th Engineers at Yieville to fill and re-survive the four dead engines. At five o'clock the evening of the 9th of October, we all were in motion once more from Yieville. Early in the afternoon on the day following we ar- rived at Rampont. The first train was run through to Dombasle where a camp was made for the night and coal collected for the engines. We detrained here and the morning of the 12th we loaded on trucks for Esnes. We made camp here tor the night. A few crews were hauling rock and rations from Esnes to a point about four kilometers north. The limit of the track had been reached at that time. October 13th, four of our crews were detached and established camp .it Adams and worked from the ration dumps of the 3rd, .'52nd, and 84th Divisions to Esnes. A few days later, the French were relieved from Dombasle to Esnes and our Company Headquarters were established at the railhead there. As the Light Railway was connected with that of the Germans more crews came to help in the work of supply- ing the increasing number of divisions on the line near Montfaucon. We were very busy. The German track had not been sufficiently repaired to permit steam en- gines to pass over it. The tractors could handle only one car of canned goods and two of lighter rations. At one time we were supplying as many as four divisions from Dombasle to Montfaucon, a distance of thirty-one kilo- meters. Shilling. Co. D. UNDER SHELL FIRE AT DEAD MAN'S CURVE It was on the night of March 18th, 1918. Two Amer- ican crews had been sent to Beaumont guided by French pilots, with a train of three cars each, loaded with am- munition. Just as the first train arrived at "Deadman's Curve" a Boche 77 struck a supply cart killing the two soldiers riding in it and scattered the wreckage over the track. The train crews went on up and cleaned up the debris and then ran the trains up and spotted their cars at the Beaumont dump. Just as they commenced the work of unloading, the Boche sent in three high explosives and two gas shells, seriously wounding Engineer Broderick, who was assisted to the Beaumont dressing station by members of his crew. Before the work of unloading could be completed the dump was subjected to a bombardment of gas and shrapnel. The unloading was completed under shell fire and the mem- bers of crews were all at their posts when the trains left the dump. The bombardment continued until some time after the trains had left. The French pilots were awarded the Croix de Guerre by their authorities. (213) Citations Received fey the 2 1st Eegieeers HEADQUARTERS 21 ST REGIMENT ENGINEERS (LIGHT RAILWAY) AMERICAN EX- PEDITIONARY FORCES May 27, 1918. BULLETIN No. 27. 1. The following letter from the Commanding Gen- eral, 26th Division, is hereby quoted for the benefit of all concerned : HEADQUARTERS, TWENTY-SIXTH DIVISION, AMERICAN EXPEDITIONARY FORCES 26 May, 1918. FROM : Commanding General. TO: Colonel E. D. Peek, Engineer Light Rail- ways and Roads, 1st Army. SUBJECT: Care of Railways and Roads. 1. The other day, coming from the advance trenches in my heavy limousine, I went over the Mandres-Boucq Road. I was astonished and pleasetl with what had been accomplished from the first day I had arrived here in turning that mire into a practical road. It promises by carrying on in a short while to be as good a macadam road as there is in the area. 2. I have noticed throughout the area your men on the railroad and on the roads working as individuals and as parties, and I have yet to see a loafer at his various tasks. If it is digging out a gutter, laying a rail, ballast- ing, levelling up, on a railway or a sprinkler, the men are carrying on and working hard. The rule that is inspiring the men seems to be that which we pride ourselves in the 26th Division: Look out for the man in the mud. 3. You have planned well in the development and ex- tension of your light Railroads and the work has been well done. It gives me pleasure to thus express my ap- preciation, and I request that you advise the various elements of your command of my pleasure and congratula- tions on the work accomplished. (Signed) C. R. EDWARDS, Major General. 2. The Engineer of Light Railways and Roads takes great pleasure in being able to quote such a letter and de- sires to add his own appreciation to the faithful applica- tion of the personnel under, his Command on whatever work they may have been assigned; he takes advantage of the opportunity to add also a word of caution to the effect that these tasks are gigantic in their magnitude and are as yet just begun; he trusts that the same spirit and devotion to duty which has brought forth such favorable comment will be maintained unaltered and will be aug- mented in the future by even greater effort being exerted if such should be needed. By order of Colonel Peek : EARL W. EVANS, Captain, Engineers, R. C, Executive Officer. HEADQUARTERS 21 ST REGIMENT ENGINEERS (LIGHT RAILWAY), AMERICAN EX- PEDITIONARY FORCES France, August 16, 1918. BULLETIN No. 40. 1. The following letter from the Commanding Gen- eral, 82nd Division, to the Chief Engineer, A. E. F., is quoted for the information of all concerned: 1. The Commanding General wishes to call your at- tention to the excellent service rendered by the Decau- ville of 60 cm. railroad in the sector occupied by the 82nd Division North of Toul for over six weeks. The Division occupied approximately a 1 0-mile front and for a limited number of troops to hold such a sector Engineer facilities greatly increased the possibility of the troops. 2. The Railroad troops, under command of Colonel E. D. Peek, rendered excellent service and would, it is be- lieved, have rendered considerable more had the Division stayed in the sector and more fully developed the use of the Decauville. It is a great saving on trucks and gas- oline ; also a great saving on the men who were saved phys- ical exertion moving about, and were able to apply exer- tion in other more important work. It also made it pos- sible for the men to move quickly during reliefs, where to camp men in unusual stations or move them about in day- light would attract enemy fire and suspicion. 3. Some 20,000 troops were moved in a recent re- lief much to the benefit of the troops. I believe Colonel (214) Peek and his Engineers deserve my congratulations on their excellent operation with their Railroad. I recom- mend extension of the service wherever the American troojis are located." 2. It is with the utmost pleasure and satisfaction that the Regimental Commander learns, that through the efforts of the members of this Command the Light Rail- way of this sector has been able to render a service so highly appreciated by those whom we have served. 3. He desires to express to each and every officer and man of the Regiment his high appreciation of the un- tiring effort and spirit of loyalty, which alone have made possible the development of a service which is now so highly commended. L It is hoped that this same spirit may continue; in fact that the above letter may act as a stimulus to all to put forth renewed efforts ; that the scope of Light Rail- way of this sector has been able to render a service so facilities may be used to their utmost capacity at all times for the greatest benefit of all concerned. 5. This Bulletin will be read to each Company and Detachment at its first Assembly after receipt of same. By order of Colonel Peek: P. S. LEWIS, 1st Lieut. Engineers, R. C. Acting Adjutant. POST OF COMMAND 2ND BATTALION 103RD FIELD ARTILLERY June 26. 1918. From: C. O. 2nd B'n 103rd F. A. TO: C. O. 21st Engineers. SUBJECT: Appreciation of assistance. 1. We take great pleasure in expressing to vou our very deep appreciation of the assistance you have rendered us in many ways during the last three months. You have been always anxious to further our work, and your co- operation has greatly increased our ability and usefulness. 2. I wish particularly to thank Dispatcher George H. Sullivan, at Nauginsard, who at all times has made every effort to be of service. 3. Your assistance has both increased our mobility and made our stay very pleasant. I trust that we shall be able to work together elsewhere in the future. (Signed) J. ALDEN TWACHTMNA, Major, 103rd F. A. A TRUE COPY: Robert A. Radford, Captain, Engineers, U. S. A., Adjutant. HEADQUARTERS 21 ST REGIMENT ENGINEERS, AMERICAN EXPEDITIONARY FORCES OFFICE ASSISTANT ENGINEER, LIGHT RAILWAY BULLETIN No. 5. November 3, 1918. 1. The following memorandum of commendation and appreciation is published for the information of the mem- bers of this command : OFFICE OF CHIEF ENGINEER FIRST ARMY SECTION OF RAILWAYS 2 November, 1918. MEMORANDUM TO LIEUT. COL. SLIFER: "The Chief Engineer expresses his appreciation of the work done by the 60 cm. forces under your jurisdiction and desire me to extend to you his appreciation of the services rendered. Keep it up ! May I reiterate the re- marks made by the Colonel." E. I). PEEK, Colonel, Engineers, U. S. A., Engineer of Army Railways. 2. Naturally it is the excellent work of the men in the regiment which actuates these expressions and I desire to extend my personal thanks and appreciation to each individual man of the command for the part he played. 3. Keep on going. HIRAM J. SLIFER, Lieut. Colonel, Engineers, U. S. A., Assistant Engineer, Light Railways. HEADQUARTERS 21ST REGIMENT ENGINEERS (LIGHT RAILWAY), AMERICAN EX- PEDITIONARY' FORCES November 4, 1918. MEMORANDUM NO. 118. 1. It is with a great deal of pleasure and satisfaction that the commanding officer announces that the regiment has received from the French League of Homes and Gar- dens, which is a national organization, its highest honor, the Diploma of the Gold Medal, for the 6th region. The following acknowledgment has been sent to the President of the League : October 28, 1918. President of the French League of Homes and Gardens. Dear Sir: It is with much pleasure and gratification that I have received and hereby accept for the 21st Engi- neers (L. R.) the "Diploma" de Medaille d'Or" of the French League of Homes and Gardens, which has been so courteously tendered the regiment. The diploma in itself and the spirit which has pronrpted its presentation are highly appreciated, not only as a recognition of our efforts, but as a concrete expression of the interest and (215) approval of the French Community and Society you rep- resent. It is such marks of courtesy and distinction as these, fostering and encouraging cordial relations between our respective peoples, that add the strength to our unity of mind and purpose which will eventually bring success. May I thank you on behalf of myself and the regiment for the honor you have thus conferred upon us and the expression of good will signified in the presentation of this diploma, and at the same time permit me to express my appreciation of the kindly spirit and helpful co-oper- ation displayed by your people during our service in the 6th Region of Sorcy. Very sincerely yours, HIRAM J. SLIFER, Lieut. Colonel, Engineers, U. S. A. 2. Great credit is due each man of the regiment for the enviable record which has been established for this command in the old area, of which this award is splendid evidence. The good impression created among the French people of this district cannot be over-estimated, not only from the viewpoint of the high estimation in which this regiment is held, but in a general way as an added dis- tinction for the American forces in France. 3. My congratulations to the men of the regiment. -k This memorandum will be posted on all company bulletin boards and will be read to the men at the first opportunity. By order of Lieut. Colonel Slifer: JAMES W. ANDERSON, JR.. 2nd Lieut. Engineers, U. S. A., Acting Adjutant. HEADQUARTERS 21 ST REGIMENT ENGINEERS (TRANS. CORPS), AMERICAN EXPEDI- TIONARY FORCES November 27, 1918. MEMORANDUM NO. 125. 1. The attention of all members of this command is invited to the following letter of commendation from Colonel George R. Spalding, Chief Engineer, First Army : Headquarters First Army, Office of Chief Engineer. November 23, '18. From : The Chief Engineer, First Army, To: The Commanding Officer, 21st Engineers. Subject : Service rendered during offensives. 1. The Chief Engineer desires to express his highest apjn'eciation to you and to your regiment for the services rendered by you to the 1st Army in connection with the St. Mihiel Offensive, starting September 12th, and the offensive between the Meuse and the Argonne, starting September 26th, and the continuation of that offensive on November 1st. 2. The success of these offensives and the supply of the Army is largely due to the excellent work performed by your regiment and its attached troops. 3. A copy of this letter has been sent to the Chief of Staff, First Army. 4. It is desired that the terms of this letter be pub- lished to all the officers and enlisted men of your com- mand at the earliest opportunity. GEORGE R. SPALDING, Colonel, Engineers, U. S. A. 2. The Regimental Commander desires to take this occasion again to commend the men of the regiment on the splendid spirit and the fortitude with which they per- formed the arduous work which has been encountered dur- ing service with the American E. F., and particularly during the offensives cited above. The excellent work of the 21st Engineers, which has called forth favorable comment on more than one occasion, is proof positive of the fine calibre of men of which this regiment is com- posed, and each man of the regiment may well feel proud of the part he has played in giving this enviable record which has been achieved by the consistent, persistent, co- operative work of the various units of the regiment. 3. The effort put forth has been well worth it, not so much for the record itself as for the part which the regi- ment has played in the reduction of the enemy to his pres- ent condition of enforced inactivity. However, the past, with its soixante trials and tribulations, lies behind us ; there is standard gauge work ahead, for the standard gauge which comprises the 21st Engineers. There is still a duty to perform to the comrades who are in the enemy's country occupying enemy territory which has been wrested from his avaricious grasp at dear cost. There- fore let there be no relaxation of effort on our part nor of willingness to do for the period of service yet before us. By order of Lt. Col. Slifer: JAMES W. ANDERSON, JR.. 2nd Lieut. Engineers, U. S. A. Acting Adjutant. HEADQUARTERS 21 ST REGIMENT TRANSPOR- TATION CORPS, AMERICAN EXPE- DITIONARY FORCES December 11, 1918. MEMORANDUM NO. 128. 1. The following letter from Colonel E. D. Peek, Engineers, U. S. A., is quoted for the information of all concerned : Headquarters, 21st Regiment Engineers (L. R.), Ameri- can Expeditionary Forces, France. November 19, 1918. Officers and men of the 21st Engineers: "The commanding officer, 21st Engineers, having been transferred from the regiment and appointed Chief Engi- neer, 1st Army, takes this opportunity to express to the officers and men of the 21st Engineers his deepest appre- ciation of the loyal support and faithful service rendered (216) by them during the formation of the regiment in the United States, and in all of the times of stress through which the regiment has passed since arriving in France nearly a year ago. "It is with deepest personal regret that I realize that the ties which bound me so closely to the regiment must now be broken, but at such times orders from higher au- thority must be cheerfully accepted as coming from sources in a position to administer for the best interesl of the service at large. "However my interest in the welfare and success of the regiment will continue, and I trust that we may be engaged in work of a similar nature and in the same part of the country, so that I may be able to keep in touch with th*" affairs of the regiment. "I will continue to look with pride upon the 21st Engi- neers as my old regiment, for it has without question made an enviable name for itself both in the St. Mihiel and Argonne-Meuse offensives. "The success that the regiment has achieved and the name it has made for itself are due to the untiring effort and fine spirit shown by each individual officer and man of the organization and their co-operation as a whole, and I wish to thank each one of you for your loyal support, not only to myself and the regiment, but to the service in general." E. D. PEEK, Colonel, Engineers, U. S. A., Engineer of Army Railways. 2. This memorandum will be read to each company and detachment at the first formation after receipt of same. By order of Lieut. Col. Slifer: JAMES W. ANDERSON, JR., 2nd Lieut., Engineers, U. S. A., Acting Adjutant. OFFICE OF CHIEF ORDNANCE OFFICER A. E. F., AMMUNITION FIELD HEADQUARTERS, SOUILLY No. 2T2. Lt. Col. H. J. Slifer, C. 0., 21st Eno-r., December IT, 1918. L. R., Conflans. I would not feel satisfied if I left unmentioned the ser- vice rendered by Company D, your regiment. It is grati- fying to find that, regardless of the numerous difficulties under which they were compelled to operate, this company succeeded in placing approximately 15,000 tons of ammu- nition into Montigny since November 11th. In addition to this, I have noticed considerable amount of other freight handled over this same line. Let me congratulate you upon the fine spirit of this organization. I have always found them most willing to co-operate in every possible way, and their work has been most thorough and efficient. H. H. STOUT, Lt. Col. Ord. U S. A., Field Amm. Officer, A. E. F. AMERICAN EXPEDITIONARY FORCES OFFICE OF THE CHIEF ENGINEER May 19, 1919. From : Chief Engineer, A. E. F. To: Commanding Officer, 21st Engineers. Subject: Letter of commendation. 1. Now that the activities of our armv in France are drawing to a close and units are rapidly returning to the United States, it is my desire to place upon record and to make known to your command, my appreciation of their earnest efforts and notable accomplishments with the Expeditionary Forces in France. 2. The work of the 21st Engineers, which has been carried on for the most part in the zone of the armies both under the Chief Engineer, 1st Army, and the Direc- tor of Light Railways and Roads, was an important fac- tor in the success of the American armies, particularly in the St. Mihiel and Meuse-Argonne operations. The im- portance and absolute necessity of efficient light railway construction and operation in the successful accomplish- ment of an operation cannot be overestimated. The 21st Engineers has met all requirements in a highly satisfac- tory and commendable manner. The work of the regi- inent and the results accomplished should be a matter of personal pride to every member of your command. 3. I request that you publish this letter to your command, thus carrying to the officers and men a final word of commendation for their many sacrifices and loyal devotion to our cause. W. C. LANGFITT, Major General. U S. A. (217) Mastoirleal Staff TWENTY-FIRST ENGINEERS Editors W. F. Gilbert Wm. J. Gar ken Associate Editors Chester S. Eliott David A. Leisher Walter A. Stone Bert H. Larson Photographer of All Plates Joseph Lebenstein 5.35 Sacramento St., San Francisco, Cal. Contributors Joseph K. Murphy Harry E. Steyert L. M. Rendy Henry G. Stewart (218) Roster of tlh© 2 1st R©giim©et Eegie©©ir§ (L, R„) Officers, 21st Engineers Alvey, John M., 1st Lt., 41S W. Ormsby Ave.. Louisvillle, Ky. Anderson, James W ., Jr., 2nd Lt., Nez Perce, Idaho. Anderson, Carl A . 2nd l.t., 1214 Main St., Menominee, Wis. Ayres, Ouincy C, 2nd Lt., 1024 N. 3rd Ave., Columbus, Miss. Banks, Uavid P., Major, 135 S. Main St., Henderson, Ky. Baker, Samuel P., 1st Lt., New Haven, Conn. Blakemore, Page B., 1st Lt., 711 Jefferson St., Paducah, Ky. Ereckenridge, Wm. L., 1st Lt., c /o C, B. & O. R. R., Chicago, 111. Briscoe, Wm. N., 1st Lt., Prince Frederick, Md. Brown, Earl I., Colonel, c /o Adj. Gen. War Dept., Washington, D. C Brown, Earl W., 2nd Lt., 1231 Central Ave., Bridgeport, Conn Brown, John E., Captain, 1601 Elm St., Pine Bluff. Ark. Brown, Paul V., Captain, 1124 Erie St., Racine, Wis. Bruckman, Wm., 1st Lt., 1540 Pullan Ave., Cincinnati, Ohio. Butler, Charles T., 1st Lt., 630 Washington St., Columbus, Ind. Butt, George P., 2nd Lt., El Paso, Texas. Chandler, A. D., 1st Lt., Guyencourt, Del. Chenworth, Chas. J., Major, 1002 Pennsylvania Ave., S. E., Washington I) C Clune. Michael F., 1st Lt., 286 Madison Ave., Albany, N. Y. Cotton, Chas. B., Captain, Eagle Grove, Iowa Cut ran, Ambrose E., 2nd Lt., 63 Germania St., Galeton, Pa Darragh. Charles D., 1st Lt., 7510 Malvern Ave., Adrian, Mich Daykm. Robert \\\, 2nd Lt., 3025 Walton Ave., Cleveland Ohio Deane, Frank H., 1st Lt., 3305 Richmond Ave., Matoon, III De Charms. Richard, Jr., 1st Lt., Bryn Athvn, Pa. Dun, Henry W., Jr., 1st Lt., 174 Chestnut St., Albany, N. V Em ley, William R., 1st Lt., 300 New York Ave., Fort Worth, Texas Failing, W. W., 1st Lt., 421 W. 3d St., Peru, Ind. Feehan, Joseph H., 1st Lt., 3501 Carondelett St., New Orleans, La Gifford, C. L., 1st Lt., Valley Falls, N. Y. Gabriel, Harry E.. Captain, Parsons, Kans. Gabriel, H. R., Major, 2628 W. 6th St., Cincinnati, Ohio Greeley, Chas. M., 1st Lt., 335 N. Main St., Butler, Pa. Gressitt. John L., 2nd Lt., 2410 Linden Ave.. Baltimore Md Gosslee, Paul S„ 1st Lt., 6117-A Michigan Ave., St. Louis, Mo Grogan, Roy L., 2nd Lt., 2218 Washington Ave., Fort Worth, Texas Haiman, Julius A., 1st Lt., 2003 Murphy Ave., Nashville, Tenn Hastings, J. B., Major, 320 Easton St., Alton, 111 Haynes, J. W„ 2nd Lt., 605 Washington St., Los Angeles, Cal. Helwig, Arthur A., Captain, 1317 Girard Ave., N., Minneapolis, Minn Heebner, Chas. S., 1st Lt., 315 South 41st St., Philadelphia, Pa Henning, Chas. S., 2nd Lt., 1S01 E. Nevada St., El Paso, Texas Herron Robert, Captain, 78 W. 4th St., Chillicothe, Ohio. Hill, Chas. S.. Captain, Dalmetto. Fla. Hoyt, H. L., Jr., Captain, Great Neck, L. I.. N. \*. Hufford, Ray L.. 1st Lt., Farmington, Iowa. Hunt. George B., 1st Lt., 202 N. 7th St., Richmond, Ind. Johnston, Willie A., 2nd Lt., c /o Supt. Car Dept., Frisco R. R.. Springfield Mo Langley, C. S., Captain. Lake Andes, S. Dak. Larson, E. R.. 1st Lt., 121 Winchester St., Keene, N. H Lawton, Richard W., Major, c /o S. B. Clarke, 56 Wales St New York N Y Lee, Frank G., 1st Lt., Pittsburgh, Pa. Little, F. K.. Chaplain, Rhinebeck, N. Y. Machimas, A. W., 1st Lt.. 1236 Spring Garden St., Philadelphia. Pa Mansfield. Hoctor, Captain. 2031 N. Marston, riiil.oUli.liia Pa Martin. H. C. 2nd Lt., 1318 11th St., Altoona. Pa. Maylock, Edward A., 2nd Lt.. Nanticoke, Pa Messier, Eugene L., Captain, 5423 Forbes St., Pittsburgh, Pa Mellow, George D.. 2nd Lt., 6638 Vermont Ave.. St. Louis Mo Minor, Arthur J.. Captain, Kingston, R T Miville, George E., Captain, Box 99. E. F. D. 2. Hobson. Texas. Murray. Robt. H.. Lt. Col., 10352 Longswood Drive, Chicago. Ill J.ash, James P., Captain, c /o E. P. & S. W. Rv. Co., El Paso Texas Nourse, Harry J., 2nd Lt., 620 E. Main St., Lancaster. I Mm, 111. C. Pumphrey M. E.. Captain, 802 E. Market St., Bloomington Radford, Robt. A., Captain, 1524 21 st St., Washington' D Rafferty. Harry, 2nd Lt. Harvev, N. Dak Rill, John C, Captain. Palapsco, Md. Ross, J. H., 1st Lt., 316 N. Austin Ave., Oak Park III Scott, Wm. R., Captain. Hubbard, Texas. Signer. Chas I., 1st Lt.. 1702 Yew St., Olvmpia, Wash Soderstrom. E. D., 2nd Lt,, SIS East Side Blvd.. Muskogee, Okla. Smith, Turner C. 2nd Lt., Globe. Ariz Spurr, Arthur C, 1st Lt., Mouiulsville. W Ya Stansberrv. J Z 1st Lt.. 98S E. 15th St., N., Portland, Ore. Sh^i^'lvr' At' ^jor, 2713 Emerson Ave., S., Minneapolis. Minn. >heedy, M. M Captain, Robinhood Apts., Broad Ripple, Indianapolis Ind Tiernan. Leo P., 2nd Lt.. 2213 Eighth Ave., Altoona. ™- Pa. ch. Tripp, Geo W 2nd Lt.. 774 College Ave.. Adri: Turley Chas. L., 2nd Lt., Portsmouth. Ohio \ ahe. Hector A.. 1st Lt., Decatur II] Veale, John H. Captain, R. F. D. No. 1. Edgmoor, Del. Wallace, R^C 2nd Lt., 327 S. 8th St.. E.. Salt Laek City W alstrom, B. E.. 2nd Lt., Fargo, N. Dak Waterbury. L. C, 1st Lt., 1617 Beverly Road, Brooklv,, Utah. Y. U'l,-*.,! /-.IT >. . ^ ' ut,ul . v ivoao, orooK vn, 1\. \\h taker Otto C. 1st Lt. 2047 Romeo St., Los Angeles. Cal. Weaver, Chas. J., 1st Lt., Ravena, N. Y Woods. Chas. E.. Captain, 199 E. Division St.. Fond du Lac. Wis it. -uinii iii.ii Headquarters Detainment Abeyta. Adolph. Pvt., Los Vegas, N. M. Bard, Oscar L.. Reg. Sgt. Maj., Muskegon, Mich Bartenburger, G. J., Pvt. 1st CI., 96 India. Brooklyn N Y Boyer. Mitchell M.. Pvt. 1st CI., Conley, Pa Cunningham. Levi K.. Pvt. 1st CI., New Port Wash Donecker. John C. Ree. Sgt. Maj.. 5946 Webster, Philadelphia, Fagan. Halleck J„ M. E. Sr. Gr.. Glasgow. Mom Garren, Wm. I., M. E. Jr. Gr.. 1014 Masonic Ave., San Francisco Pa Cal, Garland, Samuel A., Pvt., 1st CI., Carlisle Pa Hanson, Alexander, M., Sgt.. Hotel Fairmont,' El Paso, Texas Johnson, Francis S., Pvt., 17 E. Park Ave., Merchantville NT Kemmtz Fred G„ Ck.. 909 3rd St., Milwaukee Wis ' " Koch, John M Pvt. 1st CI., 479 13th Ave., Milwaukee, Wis \ ^° n ^ Fra 7 k r- W ^ Sgt - Bugl - Barren Center, Mich. Laird, Edward C Corp., 807 State St., Camden, N. T. Miller, Everette O., M. E. Sr Gr ^0'SS v\>ki,r pw wr , , Mu^ ar 7-h Ja r S r N '; Re #' SUP ^" 32 'Harwon"' I; e", If/rfc' Ohio Mullen John E., Color Sgt., 428 Ashland Ave.. St. Paul, Minn Middleton Harry C, Sgt., 131 E. 35th St., Los Angeles Cal Miller John J., Ck„ 504 Bay St., Superior, Wis. ' McCabe, Thomas A., Pvt., Chicago III Price Chalmers G. M. E. Jr. Gr., 18 Keystone Ave, Santa Cruz Cal Pagel, Herman J Color Sgt., Broadway Hotel. Port and Ore Thayer, Roene L., Pvt., Carson City, Mich rranc,SCO ' Lal - Wadsworth, Ehsha L M E Sr fir 17H u^^ia «r t Wing, George W., M E. Sr Gr 321 E Ss h st n I* A , ng o, eS ' CaL Wright, John B.. Reg. Sup Sgt 1709 26th 4? tV, Cleveland Oh,,,. Wielev Fdward I P,., t e - • "'- 26th St., Tuscaloosa, Ala. Voting, Earl A., Color' Sgt., R. f V ActoMnf"' ^ Ordnance Detachment Glaves. Henry A Pvt. l st CI., 209M Texas St., El Paso Texas Glaves, TJaniel V. Pvt., 2220 Myrtle Ave., El Paso Tex£; StT e S ; H rC ' a ?" ?° rP - 81 Lak ' C St - Muskegon.' M?ch Stejert, Harry E., Sgt., 218 Eugene St., Catasauqua, Pa. Medi.al Detaohme.... 1st ;„„! 2nd natta s Abrogast. Arthur H.. Sgt.. 217 N. 4th St., Allentown Pa Merin. Amos J Pvt., 1st CI. Me 'in A^e! ' n a „" „ n „ e ''c„r.r S,,Urg ' **' Phillips Roger J„ Pvt. 1st CI., R. F. D No 1 Munrv P, vT'i M he T, hil i: 5 ' Pvt - Ut C1-. 209 Claremont Ave, Jersey City N T ShanIev W Fd Abra 4 ha T m 'r Pvt V c '" Samuel Birnbaum, Du Pont Pa ' aaa^E'fe is^-c,: s^? ts^&szti- --• *■ - Headquarters Detachment, 1st Battalion Balding. Floyd J., Pvt., Monroeville. Ohio Bentz, Chester R.. Pvt., Kenesaw. \ I., Beran Jerry Pvt., 3551 W. 26th St., Chicago, III. Englehart, Edwin T.. Corp., Ebenbsgurg Pa Hacha. Stanley M., Jvt 5400 Clark Ave'.. Fremont, Ohio. R JS T • S ,all J c ", c | °- M - E - Jr - Gr - Pyrmont, Ind. Huddle, David M., Sgt.. Wvtheville. Va Jones, Carlisle Pvt. 1st CI., 1503 Division St., Scranton, Pa Jones, James C, Pvt., 659 26th St., Ogden, Utah Kearne. Arthur I B„. Sgt. Maj.. 211 9th Ave.,'San Francisco Cal Lange. Fred, M. E. Jr. Gr., Spooner. Wis ancisco, Leisher David A., Pvt. 1st CI.. 341 W. Queen St., Chambersburg Pa LfrT'Mbm 3 I' M F' T E ' J r- G , r ,-4 I , 4 r F / rreSt . A " • Pacific Grove'. Cal. Link. Albert . ., M. E. Jr. Gr., 11,3 Madison St.. Milwaukee, Wis Maginn. Hugh. M. E. Sr. Gr.. 130, McGowan Ave., Houston Texas Manning, Thos A., Pvt., 65 Millbridge St.. Pittsburg? Pa Mersereau, Rodgers Bn. Supt. Sgt.. 721 Newark Ave.. Elizabeth N T OConnell Walter, Wagoner, 320 Webster Ave., Tersey City NT :.:nton., Louis, Wagoner, 224 W. 27th St.. New 'York City ' N ' Y folKk^^ • Wheeler, Edwin H.. Cook, Billings, Mont. Company A Allie, Edmund W., Corp., Wetmore, Mich Anderson C. H., Corp., 4524 Cottage Grove Ave., Chicago, III Actitf. Ethan E., Wagoner. Route No. 1, Washburn Tenn Arnold Donald N., Wagoner. 647 Broadwav Ave., Marine City Mich Aiello, Louis, Pvt. 1st CI.. 475 Woodlawn Ave., Aurora III Alexander, J. A.. Pvt. 1st CI., Ashpemo, Mich Appenzellar H. C. Pvt. 1st CI., 76 No. Main St., Chambersburg, Pa Aikin, Lee C, Pvt.. 352 Elk St., Buffalo. N Y AIsop, W. S., Mech., Fredericksburg, Va Asplund. Edward B., Pvt., 1200 Washington St., Gary Ind Brown, S. A., Sgt. lst CI., 2S17 Blair Ave.. St. Lnns M„ Barnes, George, Corp., 11 Pine St., Brooklvn N Y Bergagnini, G. B„ Corp.. Main St.. Crvsta'l Falls. Mich. 2 a J ey rl F ,- E t PvL lst n • S641 S n ruce St., Philedelphia, Pa Ball, Rollyn J., Pvt. lst CI.. Olvmpia. Wash Beatty, James F„ Pvt. 1st CI., 9328 Harwood Ave. Cleveland Ohio (219) Blomquist, C. H., Corp., R. F. D. No. 2, Iron River, Mich. Budnick, H. A., Pvt. 1st CI., _T . . j » i . . i . M>1. Burch, P. I., Pvt. 1st CI., Atkins, Mich. Baker, John H., Pvt., R. F. D. No. 4, Box 12, Merrill, Mich. Balz, E. H., Pvt., Attica, Kans. Balzerak, \V., Pvt., 957 Maple St., Milwaukee, Wis. Barber, R. D., Pvt., Beeville, Pa. Barton, J. W., Floriffe, Pa. Batcliis, Z. G., Pvt., 302 No. W Hand Ave.. Michigan City, Ind. Bai.er, Fred, Pvt.. 654 Broadway, Milwaukee, Wis. Bingham, V. T., Pvt., St. James, Minn. Borst. W. P.. Pvt.. 2505 North St., Flint, Mich. Breckinridge, R. B., I'm.. 69 Nord House St., San Francisco, Cal. Brown. W. H.. Pvt., Wintonbale, I' Buimeister, Eddie. Pvt., Box 2S9, East Milwaukee. Wis. Crane, L. V., Sgt., c /o Elk's Club, Douglas, Ariz. Carroll, Ben M., Sgt., c/o Jas. Carroll, Eldorado, Ark. Case, H. J., Sgt., 765 Market St., San Francisco, Cal. Caron, 1. F., Pvt. 1st CI., 30 Manchausen Ave., Bristol, Conn. Challis, C. L.. Pvt. 1st CI., 908 East Second St., Flint, Mich. Cahill, S. F., Pvt., 35 Harper St., San Francisco, Cal. Carr, E. A., Pvt. 1st CI., c/o E. D. Hopkins, Hillward, Wash. Carroll, D. A., Pvt. 1st CI., Humboldt Ct., Areata, Cal. Charlton, Donald, Pvt. 1st CI., 112 Spring St., Reading, Pa. Collinge, N. J., Pvt. 1st CI.. °7 Central Park West, New York City, N. Y. Cooper, K. S-, Pvt. 1st CI., Fountain City, Tenn. Cooper, Wm. H., Pvt. 1st CI., Culbertson, Mont. Courtin, Emil, Pvt. 1st CI., Route No. 1, West Illery, Danville, 111. i i I. -ton, Rav P., Pvt. 1st CI., Cache Junction, Utah. Culver, Harrv O., Pvt., Elko, Nev. Caprio, Mike, Pvt., 926 West Tavlor St., Chicago, III. Chapman, C. H., Pvt., Oaklev, Mich. Chrena. Paul M., Pvt.. 248 Bruckner Ave., Detroit, Mich. Collier, Paul R., Pvt., Walden, N. Y. Cornelius, Kenneth B., Pvt., Route No. 1, Breckenridge, Mich. Cortrecht. Ernest, Pvt.. 1321 Monroe St., Alexandria. La. Croxton, H. W., Pvt., 144 Slate St., South, Spokane, Wash. Dodds, Harry E., Sgt., 147 East Main St., Iona, Mich. Dailey, T. E., Pvt. 1st CI., Portage, Mont. Davis', Wm. L., Pvt., Pittsvillle, Md. Dessureau, Geaudias, Pvt. 1st CI., 417 W. Hugett St., Iron Mountain, Mich. D'Acunto, Pasquale, Pvt., Ill Shrewsbury Ave., Worcester, Mass. Daddabbo, Nunzio, Pvt., 439 Artillery Ave., Detroit, Mich. Dawdy, Weslev E., Pvt., Stanton, Mich. DeZemo, M. A.. Pvt., R. F. D. 2, Walden, N. Y. Dieleman, Daniel W., Pvt., R. F. D. 3, Plainsfield, Wis. Dodd, Robert, Pvt., 51 Marietta St., Detroit, Mich. Drummond, C. W., Pvt., Marcus, Wash. Ellis, Harry E., Wagr., Box 243, Forest Grove, Ore. Esterberg, A. E., Wagr., 615 X. 7th St., Boise, Ida. Empfield. Edgar J., Pvt., 536 Murtland Ave., Pittsburgh, Pa. Epperson, I.eo, Corp., San Mateo, Cal. Fox, I. S., Cook, Mt. Morris. Pa. Foster, G. S., Pvt. 1st CI., 2011 Indian Rock Path, Berkelev, Cal. Frank, Paul, Pvt. 1st CI., Las Vegas, N. M. Fusco, Frank, Pvt. 1st CI., 388 Rawena St., Detroit, Mich. Ferraro, Toe, Pvt., Box 254, Palactla, Mich. Flick, William, Pvt., 255 3rd St., Conemaugh, Pa. Fitz, James T., Pvt., 2515 Carey Ave., Cheyenne, Wyo. Fregang, L. R., Pvt. 1st CI., Edgewater, Colo. Gustafson, Lester, Pvt. 1st CI., Chesterton, Ind. Glavin, Edward, Sgt., Smithport, Pa. Gibney, E. H., Pvt., 516 N. Pine St., Pratt, Kansas. Gariglietti, Charles, Pvt., Box 74, Bessemer, Mich. Goller, Harold P.. Pvt., 22 Wallace St., Freeport, N. Y. Gosenheimer, John J., Pvt., Route No. 4, Box 151, No. Milwaukee, Wis. Goulah, Simon, Pvt., c/o Frank Goulah, Tweed, Ontario, Canada. Gunther. George, Jr., Pvt., 203 E. 151st St., Bronx, N. V. Garrison, C. W., Pvt., Delaware, N. J. Healev, R. C, Sgt., Morris. Okla. Huddle, D. N., Sgt., Ivanhoe, Va. Haber, Elmer, Corp., Romeo, Mich. Hurd, H. G., Pvt., Glenwood, Iowa. Hall, G. W\, Pvt. 1st Cl„ 400 W. Pierce St., Mangium, Oklo. Hammond, R. E., Pvt. 1st CI., 29 Marron St., Hillsdale, Mich. Henderson, Wm. O., Pvt. 1st CI., 109 Cherry St., Saginaw, Mich. Hewes, W. E., Pvt. 1st CI., 900 Highland Ave., Chester, Pa. Highfill, O. E., Pvt. 1st CI.. Pawhuska. Okla. Hoskin, Frank A., Pvt. 1st CI., Lowell, Ohio. Hammer, Peter A., Pvt. 1st CI., 8 Elmwav St., Dradock, Pa. Harsh, Fisk, Wagr., Silver City, N. M. Hartwell. R. L., Pvt., 3010 Harrison St., San Francisco, Cal. Hassinger, P. W., Pvt., 708 E. Oak St., Waseca, Minn. Hurlbut, Frank S., Pvt., Park City, Utah. Isham, George L., Pvt., Pewamo, Mich. Jarrad, Louis S., Pvt. 1st CI., 303 Paschal St.. Houston. Texas. Jensen, Christ, Pvt., 4126 30th Ave., S., Minneapolis, Minn. Johnson. H. A., Pvt., 820 Plymouth St., Sinux City. Iowa. Kirkbride, Paul, Sgt. 1st CI., 1424 Patterson Ave.. Roanoke, Va. Karpinski, E. K., Sgt., 1091 Russell St., Detroit, Mich. Kampschrader, E. J., Pvt. 1st CI.. 616 Maple St., Effingham, 111, Knudson, Wm. A., Pvt. 1st CI., 700 Martha Ave., Menomenee, Mich. Karagianias. John, Pvt., 426 Wells St., Milwaukee. Wis. Kelley, L. S., Pvt., 112 S. Smith St.. Greenville. Mich. Kinsey, J. P., Pvt., 1510 Franklin Rd., Roanoke, Va. Kronberg, Wm. P., Pvt., Dorr, Mich. Lewis, A. G., Sgt. 1st CI., Hardin. Mont. LaFaro. Steven, Pvt. 1st CI., 167 Tackson St., Muskegon, Mich. Lafferty, A. J., Pvt. 1st CI., R. F. D. No. 4, Clarksville, Ark. LeBoeuf, B. J.. Pvt. 1st CI., 252 Hecla Ave., Detroit, Mich. Lindh, Frank, Pvt. 1st CI., 423 6th Ave., N., Jamestown, N. D. Ltndquist, Hjalmer, Pvt. 1st CI.. 601 Norway St., Iron Mountain, Mich. Lane, Robert L., Pvt., Glades, Dela. Larson, Bert H., Pvt., 412 X. K. St., Aberdeen, Wash. Loriano, W. F., Pvt., Marin County, Sausalito. Cal. Loughran, S. L., Pvt.. 117 W. Spring St., Colfax. Iowa. Lunsford, C. A., Pvt., Butler, Tenn. Mum, L. B., Sgt. 1st CI., 50,, Aldine Ave., Chicago, III Miller, E. W., Sgt., Ponca, Neb. MacDougal, D. K., Sgt., c/o Elks' Club, Pocatello. Idaho. Mazzali, Wm., Corp.. P. ( >. Box 71, East Berlin. Conn. McQuitty, William E., Corp., 3426 21st St., San Francisco, Cal. Manfrom. G., Pvt. 1st CI., 16 Marquette Ave.. Crystal Falls Mich McKay, A. E., Corp., 320 Grant St., Eureka, Cal. March, H. B.. Bugler 1st CI., 1017 Moffit St.. Muskegon, Mich. Mastrogiacomo. M., Pvt. 1st CI., Barnesboro, Pa. Migrants, Clifford, Pvt. 1st CI., 1014 Porter St., Lansing, Mich. Mi Dermott, J. J., Pvt., S004 Superior Ave., Cleveland, Ohio. McFarland, Harry, Pvt., Toulomme County, Stent, Cal. Maertens. Camiel, Pvt., 415 W. 10th Si., Mishawaka, Ind. March, C. M., Pvt., 1017 Moffit St., Muskegon Hgts., Mich. Mathers, Edw. R., Pvt., 805 Main St., Cincinnait, Ohio. Mentch, Fred, Pvt. 1st CI., Absorkee, Mont. Miller, James, Pvt., Box 195, Pottersville, Mich. Miller, Henry, Pvt., R. F. D. No. 4, No. Milwaukee, Wis. Mocerv, Frank, Pvt., 2264 E. Jefferson Ave., Detroit, Mich. Morgan, D. E., Pvt., 623 E. 8th St., Portland, Ore. Noonan, J. H., 1st Sgt., Nogales, Ariz. Nelson. M. L, Sgt., 2512 S. Blaine St., Wellington, Kans. Nelson, E. L, Pvt. 1st CI., Route 2, Box 119, Galina, Kans. Nagi, Frank, Pvt., Gage St., Dollrv, Mich. Nelson. D. L., Pvt., 4609 Live Oak St., Dallas, Texas. Nuska, Walter, Pvt., 242 22nd St., Detroit, Mich. Xuzzarello, John, Pvt., 155 Congress Ave., Kenasha, Wis. O'l onnor, E. \\ '., Pvt. 1st CI., Mapleton Depot, Pa. Prescott, E. P., Corp., Mesquite, N. M. Peterson. J. A.. Pvt. 1st CI.. 101 Plume St., Butte, Mont. Peterson, R. B., Pvt. 1st CI., 114 Leavenworth St., Can Francisco, Cal. Pheasant, Ellis A., Pvt. 1st CI., Gassville, Pa. Popovich. Illia, Pvt. 1st CI., 530 61st Ave., Milwaukee, Wis. Possi. Mike J., Pvt. 1st CI., Box 400, Norway, Mich. Parrish, Cyrus J., Pvt. 1st CI., St. James, Mo. Pippitt, L. R., Pvt., 20 Marv St., Bordentown, N. J. Powell. Bert A.. Pvt.. 1525 31st Ave., Seattle, Wash. Price, C. E., Pvt., Tyrone, Pa. Prichett, G. P.. Pvt., 1104 Lincoln Ave., Las Vegas, N. M. Richards, E. W., Sgt., 103 Glenwood Ave., Jackson, Mich. Reed, W. W., Corp., 2720 E. Marshall St., Richmond, Va. Rosebury, Clyde B., Corp. Reade, jay I.. Corp., Clymer, Pa. Rotko, Victor, i ook, 212 Superior St., Detroit, Mich. Rowland, Leu., Cook, 15S Wendell Ave., Detroit, Mich. Reardon, L. J., Pvt. 1st CI., 9233 Edmund Ave., Cleveland, Ohio. Rembonski, E., Pvt. 1st CI., 921 Lockmont St., Alpina, Mich. Radke, Oscar, Pvt., 4018 Burleigh St., Milwaukee, Wis. Rawson, G. C, Pvt., 329 E. 9th St., Tuscon, Ariz. Ressler, M. M., Pvt., Mascot, Pa. Roach, J. E., Pvt., 604 Bergen St., Brooklyn, X. Y. Ruth, W. E., Pvt., Dayton, Tenn. Satterlee, Glen M., Sgt., Yolo Countv, Clarksburg, Cal. Stewart, J. O., Sgt., Tyrone, X. M. Sommers, Edw. W., Corp., 7533 Oglesby Ave., Chicago, 111. Sambrone, Andrew, Sgt., 149 Depot St., Plymouth, Mich. Swoboda, John, Corp., Route 3, Box 101, Austin, Texas. Spahr, Frank, Cook, Route 4, Osborne, Ohio. Scharmota, Fred, Mech., Barron, Wis. Simpson, Frederick W., Pvt. 1st CI., Grays Landing, Pa. Spaulding, F. P., Pvt. 1st CI., Bristol, Va. Stenger, J., Pvt. 1st CI., 104 E. Main St., Sommerville, N. J. Swam, Tohn O., Pvt. 1st CI., Box 133, Pocatello, Ida. Schmidt. F. W., Pvt., 2225 N. Kedvals Ave., Chicago, 111. Shear, A. B.. Pvt., 107 North St., Catskill, N. V. Sondgeroth, P. S., Pvt., 2530 Winthrop Ave., Chicago, 111. Sperrv, S. J., Corp., Middlebury, Yt. Stanley, C. H., Pvt., Wirtz, Ya. Starr, J. G., Pvt., Coleman, Mich. Starr, R. F., Pvt., 10 Ellivine St.. Bethlehem, Pa. Statsick, A. E., Pvt., Woodbury, Mich. Stafanski, Andrew, Pvt., 715 Greenbush St.. Milwaukee, Wis. Stuart, Peter E., Pvt., 527 Main St., East Orange, N. J. Stumpf, T. F., Pvt., 225 4th Ave., c/o H. A. Navlor, New York- Citv, N. Y. Summersgill, J. J., Pvt., 112 N. Orchard St., Kendallsville, Ind. Swanson, A., Pvt., Bessemer, Mich. Szimanski, Peter, Pvt., 1311 Mond Ave., Racine, Wis. Thompson, C. E., Sgt., 190 Farrand Park, Detroit, Mich. Tavlor, E. L., Sgt., 803 E. Erminia Ave., Spokane, Wash. Tonas, Christ, Pvt. 1st CI., 14 Liberty St., Battle Creek, Mich. Tyner, H. D., Pvt. 1st CI., 407 Merrick Ave., Detroit, Mich. Tereshko, F., Pvt., 3606 Clifton Ave., Milwaukee, Wis. Thompson, Ollie M., Pvt., 202 1st St., E., Blask River Falls, Wis. Tholen, L. D., Pvt. Box 511, Virginia, Minn. Toomey, J. J., Pvt., 2435 Southern Blvd., Bronx, N. Y. Trout. P. J., Pvt., 173 Palmer Ave., Detroit, Mich. Trueblood, R. L., Pvt., 333 Beniteau Ave., Detroit, Mich. Underwood, H. L., Corp., Montvale, Va. Walker. A. D., Corp., 1300 Grand Ave., Portland, Ore. Warner. E. J., Pvt. 1st CI.. 625 Tavlor St., San Francisco, Cal. Wells, T. A.. Corp., 1145 N. Commerce St., Stockton, Cal. Wiley, G. M.. Pvt. 1st CI., 33 Arch St., Springfield, Mass. Wir.gate, A. R., Jr., Pvt. 1st CI., 2641 Garfield St., Washington, D. C. Waldbillig, J. P., Pvt., Ill West A. St., Iron Mountain, Mich. Wieczerniak, Tohn, Pvt., 332 Superior St., Detroit, Mich. Wilhelm, J.. Pvt., 827 W. Willow St., Walla Walla, Wash. Willits, E. W., Cook, 315 S. State St., Ann Arbor, Mich. Wilson, Dave. Pvt.. Huntdale, N. C. Worlev, W. H., Wagr., 95 Dotv St.. Hammond, Ind. Worrell, A. D., Pvt., 320 Glyadon Ave., Richmond, Ky. Wruck, Charles, Pvt., Denham, Ind. Yadon, George H., Pvt., 251 Lancaster St., Detroit, Mich. Young, Mark C. Pvt.. No. McGregor, Iowa. Youngs, Peter, Pvt., 121 North St., Chelsea, Mich. Company B Aberlie, Herman H., Cook, Crystal Falls, Mich. Albin, Ira C, Pvt. 1st CI., Euclid, Pa. Anderson, Thomas J., Pvt., 807 Willow Ave., Hoboken, N. J. Applegate, Reuben, Pvt., 1st CI., Toms River, N. J. Arnold, Raymond, Pvt., 487 University Ave., St. Paul, Minn. Badeaux, Charles C, Pvt., 1463 Broad St., New Orleans, La. Baker, Frederick L., Corp.. 53 John St., Asheville, N. C. Baker, Tames E., Pvt. 1st CI., 415 Corunna Ave., Owasso, Mich. Barlow," Prall D., Pvt., Latnbertville. N. J. Baschin, Samuel, Pvt., 56 Xapolemi St., Detroit, Mich. Bechtel, Augustine L., Pvt., Coaldale, Pa. Belaud. Leon A., Bugl., 15 Delaware St., Worcester, Mass. Bellizzi, Yincenzo, Pvt., 156 Beechwood Ave., Xew Rochelle, X. Y. Berman. Earl S-, Pvt., Pierre, S. D. Berlucci, Battisto, Pvt. 1st CI., 555 Longwood Ave., Glencoe, III. Best, George H., Pvt., 711 Livernois Ave., Detroit, Mich. Bizek. Paul, Pvt. 1st CI., Bridgeport. Conn. Blackstock, Chas. T., Pvt. 1st CI., 310 Stanton Ave . Midvale, Pa. Blake, James H., Pvt., Fair Oaks, Ind. Boraski, Alex, Pvt., Hurley, Wis. (220) Bon-hall, Leo E., Pvt.. 2532 S. 26th St., Minneapolis, Minn. Bracken, Walter E„ Pvt., 753 Excelsior Ave., Pittsburgh, Pa. Bradley, Charles H., Pvt. 1st CI., Lilly, Pa. Bridges, Doss, Corp., Hugo, Okla. Broadwater, Brvon, Pvt. 1st CI., 333 Elmer St., Vineland, N. J. Brookhart, Ray F., Corp., S51 N. Hartford Ave, Pocatello, Ida. Brvant, Ernest E., Pvt., Sunnyside, Wash. Buckner, William F., Pvt., 81" Sandusky Ave., Kansas City, Kan. Burnett, James E., Corp., 1714 T St., Sacramento, Cal. Carey, William J., Pvt., 7232 Nuyan Ave., Chicago, 111. Carpenter, Harold M., Pvt., 314 7th St., Calumet, Mich. Cary, Lester L., Pvt. Box 153-A, 13th St., Clawson, Mich. Casello, Charles, Pvt., Hammunton, N. J. Caufield, William V., Sgt., 347 McDonough St., Brooklyn, N. Y. Chakey, Toseph, Jr., Bugl., Linoleumville, Staten Island, N. Y. Chlopek, Frank, Corp., 1072 Fry St., Chicago, 111. Chorpening, Clair, Pvt. 1st CI., 803 Wilson St., South Haven, Mich. Christiansen, Chas., Sup. Sgt., R. F. D. No. 3, Hobart, Ind. Clark, William H., Pvt., 15 Washington St., Jersey City, N. J. Clinton, Everett N., Sgt., Watkins, Minn. Cochran, Robert B., Pvt., Blazer, Ohio. Compton, Curtis E., Corp., 742 N. Belmont Ave., Indianapolis, Ind. Conelly, Thomas B., Wagr., 6268 13th Ave., Seattle, Wash. Conley, James R., Pvt. 1st. CI., Walkers Mill, Rennerdale, Pa. Conrad, Thomas B., Corp., Lilly, Pa. Coover, Walter H., Pvt. 1st CI.. 1155 Peach St., Erie, Pa. Corson, Wade, Pvt. 1st CI . Westover, Pa. Corwin, Edgar, Pvt. 1st CI., Clio, Mich. Couvreur, Louis, Pvt., 786 Lycast Ave., Detroit, Mich. Coyle, John P., Corp., 310 Davis Ave., Harrison, N. J. Cross, Clarence, Pvt., Route No. 2, Bluntsville, Tenn. Crone, Harry B., Pvt., 225 S. Green St., York, Pa. Darling, Theodore E., Pvt., Iona, Mich. Delso, Victor, Pvt., Elmira, Pa. Dixon, Henry, Wagr., Wilton, Cal. Donn, John H., Pvt., 263 Roosevelt Ave., Detroit, Mich. Dougherty, Robert A., Pvt. 1st CI., 154 Viaduct Ave., Downington, Pa. Drummond, Michael, Pvt., 4426 Cottage Grove Ave., Chicago, 111. Edlind, Emil A., Pvt., 2149 Adams Ave., Ogden, Utah. Eicher, John T., Pvt. 1st. CI., R. F. D. No. 1, Elizabeth, Pa. Elliott, Chester S., Sgt. 1st CI., 515 W. Missouri St., El Paso, Texas. Ellis, George B., Pvt. 1st CI.. 867 Queen St., Pottstown, Pa. Emig, Albert S., Corp., 246 Locust St., Hanover, Pa. Foutanesi, Erminio, Pvt. 1st CI., 1209 Meadow Ave., Charleroy, Pa. Foreman, John R., Pvt., Homewood, Miss. Foster, Max H., Pvt. 1st. CI., Buchanan, Mich. Fowler, Albert C, Pvt., West Brownsville, Pa. Frey, Fretz, Pvt. 1st CI., c /o Hall of Justice, San Francisco, Cal. Frick, Edward A., Pvt. 1st CI., 135 Chestnut St., Sedalia, Mo. Fridskgo, James J., Pvt., W. 3rd St., Missoula, Mont. Fuchs, Joseph, Pvt., Lodi Ave., Little Ferry, N. J. Geni-.ett, John H., Pvt., Mercerville, N. J. Gerth. Peter L., Cook, 192 Lomay Ave., Detroit, Mich. Gibbs, Lee D., Sgt., River Rouge, Mich. Gilbert, Louis J., Pvt., 775 Leath St., Flint, Mich. Glaal., Eugene A., Pvt., 20 Chestnut St., Crafton, Pa. Gladden, Claude R., Pvt. 1st CI.. Birdsnest, Ya. Godwin, Richard L., Cook, 461 N. 10th St. W., Salt Lake City, Utah. Goldberg, Morris, Pvt., 7 First St., Clifton, N. J. Granger, George W., Pvt.. R. F. 1). Xo. 3, Plainville, Mich. Gretn, Harry, Pvt., 158 Theodore St., Detroit, Mich. Griswold, Lloyd, Pvt. 1st CI.. Harvard, Mich. Gunn, Raymond, Corp., Algona. Iowa. Hagen, Stanley M., Sgt.. Harrison, Mich. Hamilton, John A., Pvt., 3708 3rd Ave., New York, X. Y. Hamilton, James D., Pvt. 1st CI., 505 Paul Bldg., Houston, Texas. Hamley, Charles W., Sgt. 1st CI., Gen'l Del'y, Seattle, Wash. Harrington, Thomas F., Corp., 169 Iron St., Johnstown, Pa. Harrison, Norman, Corp., 226 Point View St.. Pittsburgh. Pa. Hait, William L., Pvt. 1st CI., Andulisia, Ala. Heller, Yictor D., Cook, Twin Bridges, Mom Henderson, Thomas, Pvt. 1st CI., 751 X. 38th St., Philadelphia. Pa. Hill, Arvid J., Corp., 705 Fairbanks St., Iron Mountain, Mich. Hobert, Clarence P., Sgt., 1402 Hancock St.. Sandusky, Ohio. Hodgson, George W., Pvt. 1st CI.. 165 Blackstone St., Fall River, Mass, Hogan, Oden, Pvt. 1st CI., 107 W. Pine St., Ironwood, Mich. Holnes, Tohn W., Sgt., Lafavette, Ala. Hutchins, Ormal B., Pvt.. X. Wabash Ave . Wabash, Ind. Isakson, Axel P., Wagr., Kamawha. lov Jambois, Leopold V., Pvt., Donaldsonville, La. Johansen, Torolf, Mech., 1212 5th St.. X., Minneapolis, Minn. Jones, Herbert L., Corp., Baker, Ore. Kaivin, Joseph, Pvt., 95 Bright St.. Jersey City, X. J. Kearney, Peter J., Pvt.. 450 West End Ave.. New York, N. Y. Kemmler, Christopher, Corp., 543 Park Ave., Patterson. X. T. Kennedy, Mark B.. Corp., I860 Fuller St., Greenville, Texas. Kennedy, Michael £.. Corp.. P. O. Box 216, Escanaba, Mich. Kessler. Charles H., Pvt. 1st CI., 526 Willow St., Bordentown, X. J. King. Norman, Pvt., Bennett. Co] Kirk, Raymond, Pvt.. 2759 X. Lawrence St.. Philadelphia. Pa. Konka, Frank, Pvt., 722 Garfield Ave., Dotroit. Mich. Koslowski, Thomas, Pvt., R. F. D. No. 1. Junction City, Wis. La Franke, Peter. Pvt. 1st CI., Elizabeth, Pa. Lajcie, Edward P., Pvt. 1st CI., Humboldt, Mont. Lant, Bruce, Sgt., Red Oak. Iowa. Leaf. Robert. Pvt., 46 Jackson St., Muskegon, Mich. Lee, Julius, Pvt. 1st CI., 557 E. 2nd St., S.ilt Lake- City, Utah. Lipsett. Herbert E., Pvt., 395 E. Temple St.. Wash. Court House, Ohio. Liston, Charles R., Pvt.. Imagene, I Livingston, Wm., Pvt.. 229 Marion St., Patterson, X. J. Logue, Norman, Pvt., 609 West Penn. St.. Butler, Pa. Lugtig, Evert, Pvt. 1st CI.. 514 River St.. Hoboken, N. T. Madden, James J.. Pvt.. 836 Buron St.. St. Paul, Minn. Malier, John O., Pvt. 1st CI., P. O. Box 209. Kaukauna. Wis. Mazeika, Ralph, Pvt., 3219 Auburn Ave., Chicago, 111. \1 i rs, Harry D„ Pvt. 1st CI.. 216 X. Tenth St., Harrisburg, Pa Messick, Melton E.. Pvt.. Seaford, Dela. Miller, George R., Pvt., Leota. Midi. Mitchell, James R., Pvt., Church St., Leslie, Mich. Morris, Clifford, Pvt.. Vanderbilt, Mich. Morris, Ralph O, Pvt. 1st. CI., R. F. I). Xo. 11, Box 153. Mitchell, Ind Mover, Daniel B.. Pvt. 1st CI., 245 W. Main St., Palmvra. Pa. Murphy. John J., Pvt. 1st CI., 553 Henderson St., Jersey Citv, N. J. Mulhem, James C, Sgt. 1st CI., 1910 Brighton Road, Pittsburgh, Pa. McCullough, Ira J., Sgt., 1st CI.. R, F. D. Xo. 1, Box 78. Tucson, Ariz McLaren, Hugh A., Pvt. 1st. CI., R. F. D. No. 6, Midland Mich McManus, John, Pvt. 1st CI., 919 Merrick Ave., Detroit, Mich Nafziger, Clarence H., Sgt., Miles, Texas. Nelson, Nels I.. Pvt. 1st CI., National Mine, Mich. Neubert, Herman G., Pvt. 1st CI., Neubert, Tenn. Newmarker, John., 1st Sgt., 242 Pine St., Reno, Nev Nicolson, Andrew W., Pvt. 1st CI., 62 Monticello Ave, Jersey t uv, X. J. Norton, Francis C, Pvt. 1st CI., 203 Grandview Ave., Pittsburgh, Pa. Nystrom, Alfred, Pvt., 322 Baeser Ave., Ashland, Mich. Ochab, Anthony, Pvt., 427 Theodore St., Detroit, Mich. Ostermier, William A., Pvt., 1163 Chamber St., Trenton, N. J. Palmer, Clinton A., Pvt., 389 6th St., Minneapolis, Minn. Panchillo, Dominick, Pvt., Box 73, Forest Grove, Vineland, N. J. Perkins, Harry L., Mech., Musselshell, Mont. Phail, Andrew, Corp.. 1048'.. Hancock West, Detroit. Mali. Pickell, Claude E., Pvt. 1st CI., 71 Cedar St., Muskegon, Mich. Platte, Arnold J., Pvt., Westphalia, Mich. Pr.ihm. Hans T., Pvt.. Buskirke, N. Y. Kay, Kinsev, Pvt. 1st CI., Pikesville, Ky. Ream, Daniel R., Pvt. 1st CI.. 711 Grant St., Johnstown, Pa. Reimus, George L., Pvt. 1st. CI., 508 S. 10th St.. Saginaw, Mich. Reinberg, Leo. Pvt., 136 Murray St., Elizabeth, X. J. Roads, William R„ Pvt., R. F. D. No. 1, Comins, Mich. Rich, John. Corp., 51 Lothrop St., Detroit, Mich. Richter, Albert E., Pvt.. Freehurg. Mo, Rossiter, Michael, Pvt., 62 Harlam Ave., Pittsburgh, Pa. Runic, Renwick, J.. Pvt., 112 X. 1st St., Duquesne, Pa. Rynd, Joseph J., Cook. 250 Broad St., Lake Charles, La. Sathowski, Louis A., Mess Sgt.. 1143 3rd St.. Catasaqua. Pa. Seymour, Robert F., Pvt., 1st. CI., Oueen Anne. Md Sc'hneidman, Gottfried, Pvt.. R F. D. No 2. Saline. Mich. Sheein, Willian A., Sgt., Terrv. Mont Sheridan. William J.. Pvt 1st CI.. 415 Highland Ave., Chester, Pa. Shoultz, Fred, Pvt., North Branch, Mich. Storie, Walter W.. Pvt., Big Fork. Mont. Speck, Albert E., Pvt. 1st CI., 1700';. 2nd Ave., Great Falls. Mont . Spence, Preston J. M.. Pvt., 436 Roosevelt Ave., Fresno, Cal. Spitzer, Amos Z.. Pvt., R. F. D. No. 1. Broadway, Va. Spurlin, Fred R„ Pvt., R. F. D. No. 1. Box 18, Flat Rock, Ind Stevenson, Arthur, Pvt., 420 N. 6th St.. Saginaw. Mich. Smith, Justin P.. Pvt. 1st CI.. R. F. D. Xo. 3. Elmira, X. Y. Strutner, Severin A., Sgt . West Liberty. III. Studte, Henry S.. Pvt., 911 Vandever Ave.. Wilmington, Del. Swedler, Fred C. Pvt, 1st CI.. 5056 \V. 31st St.. Cicero, III. Sw-cnson, Lawrence R.. Pvt., 251 4th St., X. W., Mason City, Iowa. Swift, Elmer A., Pvt.. R. F. D, 1. Elon College, N. C. Tessin, Fred, Pvt., 926 Broadway, Shebovgan, Wis. Thomas, Harry T„ Pvt., Shelbwillle, Tenn. Thompson, Claudius A., Sat.. Alexandria, Minn Tull, Henry C, Pvt. 1st CI., Eastville Station, Va. Vandermarliere. Julius, Corp.. 351 Fisher Ave., Detroit, Mich. Van Frank. Clifford I , Pvt.. 2595 Eastern Ave., Cincinnati. Ohio. Veerman, Edmond, Pvt. 1st CI., 412 Notre Dame Ave., Cross Point. Mich. Volpini, Frederick, Pvt., 458 Vernon Ave., Long Island City, X, Y. Walstrom, Eric, Pvt. 1st CI.. 700 5th Ave., Iron Mountain, Mich. Wallers, James P., Pvt. 1st CI.. Ellensburg, Wash. Ward, Ezra II.. Jr.. Pvt. 1st C!., Port Sherman, Muskegon, Mich. Warner. Harry W., Pvt., 85 Palmer St.. Muskegon, Mich. Webb. William B.. Pvt., 2345 X. 15th St., Philadelphia, Pa. Wheeler, Arthur H.. Pvt. 1st CI.. Standish, Mich. Wichert, William, Pvt., 68 38th St., Milwaukee, Wis Williams, Charles, Pvt., 510 Sherman St., Johnstown, Pa. Williams, Ed., Pvt.. Thornburg, Ark. Wilson, Arthur R., Wagoner, Albion, Mont. Winslow, William R., Pvt. 1st CI., 153 West Cass St.. Alban, Mich. Wilson, Edwin D.. Pvt.. R. F. D. No. 5. Athens. Ala. Wirstrom, Harry C. Pvt.. 1367 E. 66th St.. Cleveland. Ohio. Witkowski, Felix, Pvt., 35 X'orth St., West Lind, Mass Woods. Owen. Pvt. 1st C!., 52 Sheffield St., Jersey City, N. J. Woods, Philtn A Wagoner, 187 E. Division St., Fond du Lac, Wis. Yerrick. Arthur R., Pvt,. R. F. D. X'o. 1, St. Johns, Mich. Yeske. Willi on F . Pvt. 1st CI.. R. F. D. X,,, 1. West Olive, Mich. Yocom, Karl T . Pvt.. R. F. D. No. 1, Goodman. Mo. Campniiy C Anderson. Hugh W.. Corn., 513 Williams St . kn ixville, Tenn. Achler, Henry, Pvt. 1st CI.. Bvron Center, Mich. Allison. Lester B.. Corp.. Fowler, Colo. A'oat, Geoige, Pvt., Bovce. La. Baker, Lee S.. Pvt . 208 X 2nd St.. Delmar, TV1 Beall. Robert X . Set., 500 Midland St.. Bay City, Mich. Brown, Alvie IV. Corn., Beaver City, Neb. Bannister, Carl M . Cook, 136 Harnord St.. Binehamton. Tenn. Burklund, Edwin E . Pvt 1st CI., 170 27th St.. Ogden Utah. Boyd. Charles. Pvt. 1st CI.. 9 Grand Ave.. Harrison, X J Blank, Tubus. Pvt. 1st CI.. Iron Ridge. Wis Budd, John H., Pvt., 15 South Ave. Battle Creek. Mich Baton, Charles, Pvt., ; 7 Liberty St.. Trenton, X*. J. Bishop, Albert H., Pvt., Marion, Miss. Bergquist. Otto L., Pvt., 215 Clarendon Ave.. Auburn, R. T, Barrett. Rov. Pvt.. 2022 Spring Garden St.. Philadelphia. Pa P.urk, Tanas M , Pvt , 507 X". 7th St.. LaCrosse, Wis. Bean, Arthur L.. Pvt., 612 Ludgate St., Chippewa Falls, wis Bowers, Harrv C, Pvt.. Balboa. Canal Zone. I: ' s, Clou,- R .. Pvt.. 5 E. 36th St., Wilmington. Del. Bolst.-.d, Tohn V.. Pvt.. Viroqua, Wis, Bright, Charles G., Pvt., Crawfordsville, Ind. Courth ', R 5gl . 69 F, 15th St . Tuscon, Ariz. . Paul N . Corp.. 5 Pimm Ave., Auburn, X". Y. Connelly. Laurence. Wagoner. 2041 Princeton Ave., St. Paul, Minn Crawford. Joseph. Wagoner. 704 W. Allegheny Ave.. Philadelphia, Pa Cordrav, Toseph. Pet. 1st CI . 2415 Market St.. Wilmington. Del. Cramer, John V., Pvt. 1st CI.. 407 9th St.. Altoona. Pa. Cox. Charles A.. Pvt. 1st CI.. Seaburg Hotel. Raton. X, M. Creekmore. Harold D., Bugler, c 'o A., T. & S. F. Rv.. Amarillo, Texas. Cunningham. Bernard E.. Pvt. 1st CI., 652 Et 87. h PL, Raton, N. M. Carnahan, Edward L.. Pvt.. Bonaparte. Iowa. Crawford, William F., Pvt.. 219 S Franklin St., Mobile. La. Colton, Leo C. Pvt.. 508 N. 3rd St., East Newark, X. J. Colbert, John J., Pvt.. 629 Park Ave., St. Paul, Minn. Coffman, Charles W.. Pvt., Shelby, Mont. Courbot. Alexander L.. Pvt.. 4003 17th Ave., Seattle, Wash. Clark, Ward A.. Pvt.. 613 River St., Owasso, Mich. Clark, Charles C, Pvt., 3456 W. Polk St., Chicago, 111. Clarity, Wilfred E., Pvt., Douglas, Wyo. Conrow, Arthur G., Pvt., 2416 Trenwith Terrace, Atlantic City, N. J. Conroy, Bartholomew, Pvt., 126 Virginia Ave., Washington, Pittsburg. Pa. Coyle, Edward J., Pvt.. 1228 Airdrie St., Philadelphia. Pa. (221) Davis, Earl l ; ., Wagoner, Gunn City, Mo. Dickey, Norton, Cook, 137 -Myrtle St., Detroit, Mich. Diakoff, Alexander, Pvt. 1st CI., 23 Hart St., Detroit, Micll Downing, Fred T., Pvt. 1st CI., S34 E. Pine St., Portland, i I i Dier, Edward S., Pvt. 1st CI., 1005 E. Hattie St., Burlington, Iowa. Dowell, Harry F., Pvt. 1st CI., Fort Worth, Texas. Ditt, Allwies, Pvt., 384 30th St., Detroit, Mich. Daley, John J., Pvt., 2287 LaFayette Ave., Detroit. Mich. Dempster, Walter, Pvt., 9 Boroview Ave., Carnegie, Pa. Emerson, Tames G., Wagoner, Rex, Ark. Evans, Walter G., Cook, Richland, N. J. Edwards, L. E., Pvt. 1st CI., Essex St., San Antonio, Texas. Edwards. Howard A., Pvt. 1st CI., Beaver Meadows, Pa. Eppler, Clayton J., Pvt., Petoskey, Mich. Evans, Harold B., Pvt. 1st CI., 58 N. 3rd St., Stroudsburg, Pa. Ewald, Walter W., Pvt., 1019 Porter St., Saginaw, Mich. Emmerd, Louis M., Pvt., 608 W. Market St., Logansport, Ind. Fournet, Valsin A., Pvt. 1st CI., St. Martinville, La. Flood, William A., Pvt. 1st CI., Emmetsburg, Iowa. Frey, Joseph V., Pvt., Pine St., Thorold, Ontario, Canada. Flanagan, Andrew V., Pvt., Route 4, Box 17, Saugerties, N. Y. Fetty, Ralph C, Pvt., Paradise, Mont. Gates. Toseph E., Corp., R. F. D. No. 1, Altoona, Pa. Gingrich, S. 7., Corp., 4544 N. 13th St., Philadelphia. Pa. Grant, Samuel J., Pvt. 1st CI., 504 4th St., Green Bav, Wis. Griffin, James, Pvt. 1st CI., 249 9th Ave., New York City, X Y. Geckler, John, Pvt. 1st CI., 3703 Park Hill Ave., Milwaukee, Wis. Gustafson, Edwin, Pvt., St. Ignace, Mich. Glassey, Albert L., Pvt., 549 N. 5th St., Raton, N. M. Grebin, Henry D., Pvt., 72 Logan Ave., N., Minneapolis, Minn. Getz, John V., Pvt., 1208 Cameron Ave., Plainfield, N. J. Gaugler, Henry, Pvt., 216 Lincoln Ave., Williamsport, Pa. Gaines, William, Pvt., 724 Chester St., West Oakland, Cal. Goodsir, William H., Pvt., 321 Eighth St., Jersey City, N. T. Guinan, Joseph, Pvt., 1319 S. Guenther St., Philadelphia, Pa. Hust, Jack R., Sgt. 1st CI., 66 Henrv St., Detroit, Mich. Hickman, Jay E., Corp., 1407 17th St., Rock Island, 111. Harris. Walter B., Corp., 532 W. Sheridan St., Petosky, Mich. Horn, Herman H., Cook, Auberrv, Cal. Helm, Earl B., Pvt. 1st CI., 204 S. 2nd St., Albuquerque, N. M. Hoagland, John J., Pvt. 1st CI., 239 Baldwin St., New Brunswick, X. T. Heth, Fred, Pvt., 1284 National Ave., Milwaukee, Wis. Harner, Playford P., Pvt., 10 N. 3rd St., Duquesne, Pa. Hancock, Roy W., Pvt., Twin Bridges, Mont. Holt, Robert F., Pvt., c /o R. G. Freight Office, Alexandria, La. Hanby, Charles C, Pvt., 443 Swatara St., Steelton, Pa. Hughes, Frank J., Pvt., 830 Park Ave., Hoboken, N. J. Harvey, Walter, Pvt., Box 333, Houghton, Mich. Halloway, Elisha W., Corp., 415 Randolph St., Cape Charles, Wm. Hebert, Henry C, Pvt., 1057 Wabash Ave., Detroit, Mich. Hansen, Ole, Pvt., Donnellv, Minn. Irby, Arthur B.. Sgt., Raton, N. M Johnson, Jay. Pvt., 1637 Lavford St.. St. Paul. Minn. Kelton, Earl C, 1st Sgt., 408 W. Midland St., Bav City, Mich. Ktnsey, Fred V., Mess Sgt., Houston, Texas. Kellner, John M., Sgt., 114 W. Madison St., So. Bend, Ind. Kleinheim, Sanford, Sgt., S. E. Market St., Wichita, Kans. Klar, Roy A.. Corp., Huron, S. Dak. Kepncr, Frank R., Corp., 226 W. Southev Ave., Altoona, Pa. Kojak, Alexander Bugler, 434 W. 40th St., New York City, X, Y. Kilch, John L., Pvt. 1st CI., 603 Superior St., New Castle, Pa. Kibbee, Bert G., Pvt. 1st CI., Winnemucca, Nev. Killelea, Austin F., Pvt. 1st Cl„ 2369 Annunciation St., New Orleans, La. Kanaley, Robert, Pvt. 1st CI., 335 E. 19th St., Brooklvn, N. Y. Kramer, Frank- J., Pvt., 780 Willis Ave., Detroit, Mich. King, William R., Pvt., 79 Atwater St., St. Paul, Minn. Knowles, George E., Pvt., 208 Michigan Ave., Bogalusa. La. Kearney, Daniel A., Pvt., 1953 Hunt Ave., Van Nest, N Y. Lebenstein, Joseph, Corp., 535 Sacramento St., San Francisco, Ca.l Law-ton, Joseph, Pvt. 1st CI., 87 33rd St., Milwaukee, Wis. Larkin, Alfred, Pvt. 1st CI., Perth Amboy, N. J. Loper, Joshua G., Pvt. 1st CI., R. F. D. No. 4, Merchantsburg, Pa. Livingston, Robert E., Pvt., Apt. J. Kuster Annex, Salt Lake City, Utah. Llovd, Edgar C, Pvt., Box 17, Carpenter, Miss. Lawson, Brvan, Pvt., Brownsville, Texas. Lotier, Victor A., Pvt., 419 S. 6th St., Camden, N. T. Logan, Peter, Cook, Box 189, Wakefield, Mich. Larson, Ben, Pvt., c /o Leonard Larson, McGill, Nev. Leight, Clifton E., Pvt., 1808 Pine St., Wilmington, Del. Miller, John L., Sgt. 1st CI., 812 W. Dewald St., Ft. Wavne, Ind. Medlam, William O., Sgt., Ill E. Superior St., Ft. Wayne, Ind. McGovern, Hugh V. R., Corp., 47 High St., Jersey City, N. J. McAlpine, John B., Wagoner, 50 Jeannette Ave., Windsor, Ontario, Canada McFadden, Wallace L., Pvt. 1st CI., 68S Lansing Ave., Detroit, Mich. Montell, Paul C, Pvt. 1st CI., Front St., Wormleysburg, Pa. Molk, Charles L., Pvt. 1st CI., 858 Livernois St., Detroit, Mich. Millikin. Kenneth P., Pvt., 516 N. Main St., Pocatello, Idaho. Magee, Perry C, Pvt., 813 Willis Ave., Champaign, III. Murray, Wilfred H., Pvt., 428 Maple St., Sault Ste. Marie, Mich. McMorrnw, Frank, Pvt. 1st CI., 1363 3rd Ave., New York, N. Y. Moore, William V., Pvt., 3544 Armitage Ave., Chicago, 111. Merrill, Ernest E., Pvt., 626 N. Warren St., Saginaw, Mich. Miller, Norval D., Pvt., 429 So. 4th St., Raton. N. M. McQuade, J. T., Pvt., 9 Waterford St., Union Citv, Pa. Miller, Earl G., Pvt., Sunnyside, Utah. Mews, William C, Pvt., Huron, S. Dak. Miller, A. C, Corp., 732 Willow Ave., Hoboken, N. J. McCormick, W. J., Pvt. 1st CI., 2516 New Haven Ave., Ft. Wavne, Ind. Miles, William F., Salt Lake City, Utah. Xixnn, George J., Sgt., Texarkana Ice Co., Texarkana, Texas. Nelson, Leo 0„ Corp., 165 Grove St., Blue Island, 111. Nodier, John E., Pvt., 702 So. Claiborne St., New Orleans, La. Nagle, George F., Pvt., 479 17th St., Detroit, Mich. Nostrand, Wallace, Pvt., Put-In-Bav, Ohio. O'Bannon, Herbert, Pvt. 1st CI., 1003 N. Olive St., San Antonio, Texas. Ohman, Bror A., Pvt. 1st CI., Pavola, Mich. Patterson. Arthur H., Sgt., 2723 Boone Ave., Spokane, Wash. Perkins, Isom E., Corp., 304 So. 19th St., Herron, 111. Perkins, Lewis H., Mech., Princeton, W. Va. Poyser. Albert M., Pvt. 1st CI., 1229 E. Cedar St., South Bend, Ind . Phillips, Fred G., Pvt., Stillwater, N. J. Paul. George H., Pvt. 1st CI., 1726 Cedar St.. Milwaukee, Wis. Phillips. Bert, Pvt. 1st CI., 934 R St., c /o S. P. R. R., Fresno, Cal. Pitts, Eli A., Pvt., 1454 Cadillac Ave., Detroit, Mich. Pannone, Antonio, Pvt. 1st CI., c /o A., T. & S. F. Ry., Raton, N. M. Pickford, Walter R., Pvt., 220 Dickson St., Michigan Citv, Ind. Pollari, John, Pvt., Box 24. Demmon, Mich. Porter, Fh yd I.. Pvt., 131 Cowan Si , Knoxvillle, Tenn. Quigley, Herman R.. Pvt., 135 Second St., Bordentown, X. I. Ritts, Ellis V., Sup. Sgt., 2628 Oak Ave., Altoona, Pa. Rhynard, Samuel E., Corp., 1029 East Willis Ave., Detroit, Mich. Ryan, Emmet J., Corp., 930 Dunlap Ave., Menominee, Mich. Riepen, Carl W., Pvt. 1st CI., 605 Sperry St., Bushuell, 111. Russell, William, Pvt. 1st CI., 90 6th St., Detroit, Mich. Robinson, Clvde R., Pvt. 1st CI., Williamsport, Ind. Russell, David H., Pvt. 1st CI., 412 St. Paul St., Baltimore, Md. Rivette, Joseph, Pvt., Chisholm St., Alpena, Mich. Raymond, William, Pvt., 376 Grove St., Milwaukee, Wis. Ross. Nelson C, Pvt., A. P. O. 2, Avoca, Mich. Rutland, William P., Pvt., Tralake, Miss. Raether, August J., Pvt., 203 Schroeder Ave., Detroit, Mich. Sendgikoski, Edmund S., Pvt. 1st CI., Box 84, Keansburg, X. J. Shauehnessy, William J., Sgt. 1st CI., Kennewick, Wash. Simklns, John, Sgt., 430 Depot St., Ashevillle, X. C. Schoriherr, Harry, Sgt., 596 St. Anns Ave., Bronx, New Y'ork, N. Y. Schramm, Charles, Pvt. 1st CI., 42 Alice St., Hammond, Ind. Summerson, Charles B., Corp., 3614 1st Ave., Spokane, Wash. Schneider, Jacob, Mechanic, 1336 Park Ave., Rockford. 111. Skewis, Percy V., Pvt., c /o N. P. R. R. or Painter Hotel, Koatcnai, Idaho. Steinhauer, August, Pvt., 690 Price PI., Hammond, Ind. Shaffer, Edward J., Pvt., 14H Railway Ave., Cortlandt, X. Y. Schafer, Frank, Pvt., 200 Ashmeek St., Laurium, Mich. Stone, William F„ Pvt., 115 Marshall St., Battle Creek, Mich. Seaton, Richard, Pvt., 1819 12th Ave., Seattle, Wash. Schili, Clayton J., Pvt., 24 Yale St., Battle Creek, Mich. Snay, Ferdinand L, Pvt., Box 56, Mancelano, Mich. Schiller, Victor, Pvt., 3423 N. 11th St., St. Louis, Mo. Smith, Thomas J., Pvt., 356 Delaware Ave., Detroit, Mich. Sheeler, Amos H., Pvt. 1st CI., 1012 Poplar St., Wilmington, Del. Sicklick, Bernard, Pvt., 1639 Mt. Hope Ave., New Y'ork, X. Y. Skelly, James J., Pvt., 908 W. 2nd St., Wilmington, Del. Swets, John S., Pvt., Gary, Ind. Speck, David B., Pvt., Constantine, Mich. Sindecuse, Earl A., Pvt., 801 N. Ionia St., Albion, Mich. Smida, John, Pvt., 1743 Mohawk Ave., Chicago, 111. Sanders, Howard E., Pvt., 1534 N. 9th St., Reading, Pa. Tyler, George, Pvt. 1st CI., 213 5th St., Detroit, Mich. Thompson, Ivy A., Pvt., 169 Minerva St., Jackson, Miss. Trevey, Walter C, Corp., Payette, Idaho. Van Hees, Frank, Pvt. 1st CI., 611 Opelousas Ave., Algiers, La. Vercoe, Carl S., Pvt., 136 E. 8th Ave., Conshohocken, Pa. Wilev, Frank C, Sgt., 502 S. Magnolia St., Palestine, Texas. Warner, Frank B.. Sgt. 1st CI., 1826 21st St., Bakersfield, Cal. Ward, Leo B., Pvt. 1st CI., 668 Union Ave., Portland, Ore. White, George E., Pvt. 1st CI., 435 S. Roosevelt St., Green Bav, Wis. Weare. Walt K., Pvt. 1st CI., 2749 Polk St., Minneapolis, Minn. Wharton. George, Pvt. 1st CI., 199 E. Main St.. Somerville, X. T. Walsh, William, Pvt. 1st CI., 24 Gooham St., Waltham, Mass. Woodin, Stanley S., Pvt. 1st CI., Sunnyside, Wash. Wagner, William A., Pvt. 1st CI., 419 MacMillian St., Marquette, Mich. Weber. Fred W., Pvt., 1314 Hale St., Escanaba, Mich. Young, Roy O., Pvt., 15 So. Maryland Ave., Port Washington, N. Y. Ziegler, Royal H., Pvt., 2512 E. Dean Ave., Des Moines, Iowa. Bauer, Henry, Pvt.. R. 16, Caledonia, Wis. Livingston, fohn W., Pvt., 173 Sth St., Detroit, Mich. Russell, John B., Pvt., Milton, N. Dak. -ml ito 1 1 :« i i.,n Headquarters Bare, Earl H., Sgt., Box 132, Marysville, Pa. Brown, Warren L., M. E. Jr. Gr., 1238 Elliot St., Alexandria, La. Cummins, Farrin C, Pvt., Flint, Mich. Davidson, Signor W., Pvt., Sewath, Mo. Forbes, Earl G., M. E. Jr. Gr., 320 Forest Drive, Ceeur DAlene, Idaho. Frazin, Frank L., Pvt., 1000 W. 63rd St., Chicago, 111. Gerken, Ewald F., Pvt., New- Vienna, Iowa. Gosline, Joseph V., Bn. Sup. Sgt., 3839 Aspen St., Philadelphia, Pa. Grogan, John F., M. E. Jr. Gr., 300 Dayton Ave., St. Paul, Minn. Habiger, Clarence E., Sgt., East Las Vegas, N. M. Haglund, Charles R., Bn. Sgt. Maj., 2367 Territorial Road, St. Paul. Minn. Henderson, W. M., M. E. Sr. Gr., 606 South Jefferson St., Iola, Kans. Irwin, Leaton, Wagoner, 8th and Main St., Ouincy, 111. Jobes, Sidney I., Pvt. 1st CI., Roscoe, Pa. Johnson, Charles L., Corp., 396 Parkview Ave., Detroit, Mich. Johnson, Norman L., Wagoner, 1616 Hinman Ave., Evanston, 111. Leatherman, Leslie A., Sgt., Orleans, Ind. Nelson, Arthur, Cook, 1263 Edgerton St., St. Paul, Minn. Otto, Theodore, Pvt. 1st CI., Egg Harbor City, X. J. Rogers, Paschal, Pvt.. 126 Wharton St., San Antonio, Texas. Sullivan, Geo. H., M. E. Sr. Gr. 311 Minnesota Ave.. Grand Froks, X. Dak. Thornton, Floyd E., M. E. Jr. Gr., 1025 Myrtle St., El Paso, Texas. Company D Aiken, Samuel J., Pvt., 144 S. 17th St., Pittsburg, Pa. Adams, John B., Pvt., Gen. Del., Decatur, Miss. Allen, James P., Pvt., Mabank, Texas. Andeison, Joseph, Sgt., 738 Oak St., Napa, Cal. Augustus, Roy, Wagoner, 1524 Myrtle St., Oakland, Cal. Bahnmiller, John, Pvt., 4319 Pasedena Ave., Los Angeles, Cal. Bany, William F., Pvt. 1st CI., Keene, N. H. Basterash, Edmund, Corp., Chisholm, Minn. Bastian, Ray H., Pvt., Kaukauna, Wis. Bates, Howard tj., Corp., 349 Hummel St., Harrisburg, Pa. Beals, Orvillle, Sgt., 6739 Harrisburg Road, Houston, Texas. Beers, Walter, Bugler 1st CI., Marvsvillle, Pa. Beleal, Ira J., Pvt., 205 5th St., Kelly Citv, X. Dak. Bernard, Chester L., Pvt.. 1600 Sth Ave., Altoona, Pa. Boggis, Arthur, Corp., Mt. Carmel, III. Boland, John E., Pvt., 418 Lucas Ave., c /o Acme Hotel, St. Louis, Mo. Bos. Simon, Pvt., R. R. No. 2, Central Lake, Mich. Bourdill, Edward J., Cook, Auburn, Wash. Bovlc. Samuel L, Pvt., 24 Washington St., Trenton, N. J. Brown, Stewart C, Pvt., 415 Bellview St., Altoona, Pa. Bulla, George H., Pvt., 4432 Van Buren St., Chicago, 111. Burke, Arthur G., Pvt. 1st CI., 164 Bother St., Ottawa, Canada. Burke, Timothy, Pvt., 576 Brothwick St., Portland. Ore. Bruce, Frank D., Pvt. 1st CI.. 48 Convent Ave., New York, N. Y. Buchanan, Roy W., Pvt. 1st CI., Brandon, Miss. Bvrne. Charles S„ Pvt., St. John, N. Dak. Cain, Robert E., Pvt. 1st CI., 4520 Ditman St., Philadeplhia, Pa. Carey, Thomas A., Pvt., 9132 Greenwood Ave., Chicago, 111. Carlson, Carl A., Pvt., 507 Washington Ave.. Ludington, Mich. Carr, Daniel G., Pvt. 1st CI., 2711 Taylor, Minneapolis, Minn. Casey, Mark, Sgt. 1st CI., Glenwood, Minn. (22l Gate, Sam, Pvt. 1st CI., Petros, Term. Cole, Charles G., Corp., Allensville, Ky. Coleman, Arthur I., Pvt., 201 Perm St., Pittsfield, Mass. Cox, Don B., Wagoner, c /o Mrs. A. Varner, Cause, Texas. Crawford, Harrv, Corp., 1216 E. Lewis St., Pasco, Wash. Cronk, Earl T., Pvt. 1st CI., Pembroke, Va. TJailev, Harry J., Sgt. 1st CI., 39 Front St., Franklin, Pa. Dav, Roy H., Pvt., 819 Young St., Neosho, Mo. Delong, Nate J., Pvt., 2 North Culver St., Chippewa Falls, Wis. Devine, Peter A., Pvt., 727-A Brisbane Bldg., Buffalo, N. Y. Dolata, Michael, Pvt., 50 Lee St., Milwaukee, Wis. Dougherty, George F., Sgt. 1st CI., 387 Davis St., Blue Island, 111. Dowd, Peter, Pvt., c /o C. F. Holzwarth, Abilene. Kan. Earl, William H., Pvt., 58 Hylands Lane, Mobile, Ala. Easley, Delno F., Pvt., 639-5 Westlake Ave., Los Angeles, Cal. Ellis, Henry L., Pvt., 118 3rd St., Bridgeport, Pa. Elward, Rennie, Pvt. 1st CI., c /o Mrs. P. M. Cooney, Foley, Ala. Engler, Chester, Pvt., Bangor, Pa. Ferguson, Joseph G., Pvt., 1318 Claymore St., Wilmington, Del. Foster, Orson D., Pvt. 1st CI., 3 Pawpaw St., Dayton, Ohio. Fredrickson, Oscar W., Pvt., Champion, Mich. Garrison, William W., Pvt., R. F. D. 1, Elmer, N. J. Garrett, Thomas C, Pvt., R. F. D. 1, El Campo, Texas. Gathright, Thomas C, Pvt. 1st CI., Elizabeth, La. George, Steve, Pvt. 1st CI.. Hankinson, N. Dak. Gillingham, Paul O., Pvt., 58 Willis Ave., Youngstown, < Ihio. Goclbev, William C, Pvt., 1320 Boulevard, Houston. T.-xas. Gray, Paul, Pvt. 1st CI., 435 Robinson St., Braddock. Pa. Gray, Newman D., Sgt. 1st CI., 1222 Washington St., Wilmington, Del. Green, Edwin A., Pvt. 1st CI., Dilworth, Minn. Grim, Oliver F., Cook, 914 So. Kent St., Winchester. Ya. Greeton, Wallace J., Pvt., Harlowton, Mont. Grevsen, George, Pvt. 1st CI., Englishtown, N. J. Guinn, Harry C., Pvt., Rising Fawn, Ga. Gunnell, Eugene, Pvt., Vienna, Va. Hamilton, Orren E., Pvt. 1st CI., Broad Top, Pa Hammerlv, John, Pvt., 896 Gaultier St., St. Paul, Minn. Hammonds. Albert T., Pvt., R. F. D. 31, Box 39, El Paso, Texas. Hamrick, lames M., Pvt. 1st CI., Box 95, Frost, Texas. Hanna, Ray E., Pvt. 1st CI., 516 5th Ave., N., Jamestown, N. Dak. Harkins, James B., Corp., Elk Creek, Neb. Harper, William T., Pvt., c /o Wm. Hannon, 6th and Hickorv St., St. Louis, Mo Hart, Alfred E., Pvt. 1st CI., 349 E. Greanium St., St. Paul, Minn. Hartigan, Martin T., Corp., 2305 N. 44th St., Seattle, Wash. Havey, Rawland S., Pvt., 315 Ash St., Baraboo, Wis. Hawley, George M-, Bugler, 326 N. Chestnut Ave., Green Bay, Wis. Hearty, John W., Corp., 522 4th St., South, Great Falls, Mont. Hendrick, Will, Corp., 2214 Franklin Ave., Houston, Texas. Hil.bard, Charles S., Pvt., 4354 Bergerlv Ave., Chicago, III. Hill, Clement G., Pvt. 1st CI., 615 S. 5th St., St. Clair, Mich. Hodge, Fred, Pvt., SOS Augusta Ave., Sault Ste. Marie, Mich. Hoes, Lyle H., Pvt., 765 Garfield Ave., Dubuque, Iowa. Holzwarth, Charles F., Sup. Sgt., Abilene, Kans. Hoppe, Gust F., Pvt., 747 Will St., Chicago, Ills. Hoover, Raymond E., Pvt. 1st CI., Enola, Pa. Horn, Harry J., Pvt. 1st CI., Detroit, Mich. Howard, William M., Pvt., Dixon, Cal. James, Allanson D., Cook, c /o S. W -James. Murietta, Cal. Jemison, Jack M., Jr., Pvt. 1st CI., 1416 3rd Ave. No., Columbus, Miss. Jennett, Douglas, Mess Sgt., 211 So. High St., Albuquerque, N. Mex. Jensen, Harry W., Pvt., 302 River St., South, Austin, Minn. Johnson, Axel, Pvt., 423 E. Jessamine St., St. Paul, Minn. Johnson, Laverne G., Pvt., 1319 Van Buren St., South Bend. Ind Johnson, Thomas E., Pvt., Concordia, Kans. Johnson, Sanford C, Pvt. 1st CI., 466 Tubec Ave., W. Toronto, Canada. Johnston, Clifford H., Pvt., 502 Jarvella St., No. Side, Pittsburgh, Pa. Jones, Jerret W., Pvt., Bainvillle, Mont. Jones, Amos D., Mechanic, 324 Perez St., San Antonio, Texas. Jones. John, Pvt. 1st CI., 535 Lester Terrace, Camden, N. J. Jewell, James C, Pvt., Speers, Pa. Jorgensen, William H., Pvt., 526 30th Ave., Milwaukee, W r is. Judd, Clifford B., Pvt., 1362 Searle St., St. Paul, Minn. Kaplinski, Frank. Pvt., 1010 Mitchell St., Jackson, Mich. Kelly, Edward J., Pvt., Weverhaeuser, Wis. Kelly, James J., Jr., Pvt. 1st CI., 1155 Tree St., Philadelphia, Pa. Keppel. William C, Pvt., 538 Virginia Ave., St. Paul, Minn. Kimble, Wilford E., Pvt. 1st CI.. Benbrook, Texas. Kilty, William P., Corp., 1112 So. 4th St., Stillwater, Minn. King. Alexander H., Jr., Pvt. 1st CI., 5920 Wellesly Ave., Pittsburgh, Pa. Kiser, Julius, Pvt., Tower, Mich. Klingensmith, Chas. G., Corp., 1624 Macadam St., Portland, Ore. Knowles, Edwin V., Pvt., R. R. 3, Kent, Wash. Kouns, Samuel D., Pvt. 1st CI., 501 Church St., Mobile, Ala. Kuykendall, Chas. X.. Pvt., 8th St. and 4th Ave., Columbus, Miss. Lacey, Edward M., Sgt., 843 Delaware Ave., North Anderson, Ind. Lamb, Lewis L., Pvt., Costello, Pa. Langston, Theodore A., Pvt., 544 So. 2nd St., Raton, N. M. Learn, Irvin L., Pvt., Belvidere, N. J. Loftus, James M., Pvt., c /o W. F. Jordan, Osage, Iowa. Lund, Theodore, Pvt. 1st CI., Spooner, Wis. Malunney, David J., Pvt. 1st CI., 633 E. 90th St., Chicago, 111. Martin, Joseph C, Pvt., 309 West Market St., Warren, Ohio. Mayo, Frank H., Jr., Pvt., Harahan, La. Menzies. Charles, Pvt., 414 W. 23rd St., Baltimore, Md. Metzger, Carl G., Pvt., 1045 Dakota Ave., Huron, S. Dak. Meyers, Charles J., Pvt., 410 St. Paul Ave., Tersev City, N. T. Miller, James C, Sgt., Wilmer, Ala. Milner, Myles J., Pvt. 1st CI., 455 Collins St., St. Paul, Minn. Mooney, Thomas F., Pvt., Spring Valley, Minn. Morgan, Bertram G., Corp.. 180 Washington Ave., Altoona, Pa. Morgan. Henry, Sgt., N. McAlester, Okla. Moore, Jasper A.. Pvt. 1st CI., Hallettsville, Texas. Morton, Robert D., Pvt., Muskegon Heights, Mich. Mory, Albert J., Pvt. 1st CI., c /o L. Mory, E. Franklin Ave., Ridgewood, N. T. Moylan, Frank D., Corp., 234 9th St., Jersey City, N. J. Mullen, John E., Sgt., 595 Ashland Ave., St. Paul, Minn. Muncy, Russell J., Pvt., Los Angeles, Cal. Munlin. Michael C, Pvt. 1st CI., 2303 Maurv St., Houston, Texas Murphy, John M., Pvt. 1st CI., 835 Railroad Ave., E. Las Vegas, N. M. Musser, Philip B., Sgt., c /o P. H. Musser, Millheim, Pa. Murray, Clarence A., Corp., Randolph, Minn. McCrady, Leland M., Pvt., Forest Grove, Wash. McElroy, Floyd I., Pvt., Paradise, Mont. McEwen, Samuel A., Corp., Erwin, Tenn. McFarlane, John H.. Pvt., 2219 Fillmore St., N. E., Minneapolis, Minn. McGill, Thomas J., Pvt., 3740 Lancast Ave., Philadelphia, Pa. McLeod, Peter A., Pvt., Leaf, Miss. McLoiul. Tohn B., Pvt., Kingsville, Texas. Nelson, Carl H., Pvt., 1209 E. 21st St., Minneapolis, Minn. Nelson, Martin, Pvt., 301 Maple St., Crookston. Minn. Noble, Roy O., Pvt. 1st CI., Gen. Del., Ely, Nev. Novak, Steve, Mechanic, Gen. Del., Perth Ambov, N. I. Nowlin, Thomas M., Pvt. 1st CI., 604 Turner St., Waco, Texas. O'Donnel, Joseph, Sgt., c /o Lawyers Hotel, Passaic, N. I. Padden, William M., Pvt. 1st CI., East Ely, Nev. Patterson, Roy E., Pvt., 4S6 Turney St., Sausalito, Cal. Peacock, John S., Pvt. 1st CI., 4313 Ardmore Ave., Cleveland, i ' Petersen, Thomas G., Pvt., 524 South Bernard St., Spokane, Wash. Pfeifer, Emil, Pvt., 16 Germania Ave., Jersey City, N. J. Phelan, Joseph F., Jr., Wagoner, 105 Thompson Ave., Adrmore, Pa. Pickard, Arthur G., Pvt., R. F. D. No. 1, Lake City, Mich. Pinckney, Richard H., Sgt., 1902 State St., Houston, Texas. Polcvn, Charles, Pvt., 1317 Buffum St., Milwaukee, Wis. Pratt, Ernest I., Wagoner, 2 6th St., N. W., Milnot, N. Dak. Price, Walter R., Pvt., Pierre, S. Dak. Querns, Tohn W., Pvt. 1st CI., US 3rd St.. Bridgeport. Pa. Ouine, John W., Pvt., 65 Cornell St., Portland, Ore. Rahn, Percy E., Pvt., Huron, S. Dak. Raymond, John E., Pvt., Wyman, Mich. Renner, Robert R., Pvt., Paradise, Mont. Riley, Frank E., Pvt. 1st CI., Quanah, Texas. Roark, Tohn E., Pvt., Billings, Mont. Robichaud, Tohn, Pvt. 1st CI., 252 Coffin Ave.. New Bedford. .Mass. Robinson, William J., Corp., 7214 Upland St., Pittsburgh, Pa. Robinson, LeRoy R., Pvt., 702 Garfield St., Akron, Ohio. Rose, Alfred K., Pvt., Westvillle, N. J. Royer, Joseph R., Pvt., 203 E. 5th Ave., Altoona, Pa. Royston, Howard L., Pvt., 210 First St., Richmond, Cal. Rumberger. Ray H., Corp., 825 S. Park Ave., Erie, Pa. Salvesen, Trvgve C, Pvt. 1st CI., Drake, N. Dak. Sandey, Rudolph E., Pvt. 1st CI., R. 4. Box 58. Isanti. Mi. Sather, Edwin K., Pvt. 1st CI., 2455 Cedar Ave., Minneapolis, Minn. Sauers, Jesse, Pvt., 711 N. Harrison St., Ludington, Mich. Schrader, Edward M., Pvt., 1902 Fillome St., N. E.. Minneapolis, Minn. Schilling, Bartlett A., Pvt. 1st CI., Needles, Cal. Scout, Willis P., Pvt. 1st CI., Smyrna, Del. Sherlock, Charles S., Pvt. 1st CL, 36 Jefferson Ave.. Muskegon, Mich. Sherman, Van T., 1st Sgt., 509 Vine St., Chillicothe, Mo. Shulenberger, C. A., Pvt. 1st CI., 1625 Clark Ave., Wellsville. Ohio. Sims, Earl C, Pvt. 1st CI., Clarington, Ohio. Simpson. Charles B., Pvt., 127 22nd St., Detroit, Mich. Smith, Charles H., Pvt. 1st CI., Mosston, La. Smith, Edward T., Pvt., 1037 W. Lafavette Bl., Detroit, Mich. Smith, Henry C, Pvt., 37 Alice St., Beacon City, N. Y. Smith, James I., Pvt., 1507 Gorman St., Cincinnati, Ohio. Snyder, Lowry L., Wagoner, 506 E. Main St., Peru. Ind. Spragg, Stephen W, Cook, 119 St. Stephens Ave., Mobile, Ala. Solt, Arthur T., Pvt.. 213 Broad St., Perth Amboy, N. J. Spurgeon, Ray O., Pvt. 1st CI., Kingsville, Texas. Stever, Edgar F., Pvt., Walnutport, Pa. Stewart, Henry G., Pvt., Bothell, Wash. Stewart, Josen'h A., Pvt., 216 Pine St., Elizabethport, N. J. Stokesberry, Roy E., Pvt., 3459 Penna. Ave., St. Louis, Mo. Sublette. Hubert C, Pvt., 114 W. De Soto St., Pensacola, Fla. Surls, Harry C, Pvt. 1st CI., Sebring, Ohio. Sweeney, Charles H., Sgt., 302 N. Henry St., Bay City, Mich. Tanner, Hedrick G., Pvt., c /o Bowles Co., 1st and Jackson Sts., Seattle, Wash. Tatman, William E., Pvt. 1st CI., 9th and Spruce Sts., Chicol, Cal. Thomas, Harry H., Pvt. 1st CI., 1924 1st Ave., Perry, Iowa. Thompson, James W., Pvt. 1st CI., Collinston, La. Thompson. Robert W., Pvt., 3 Granite St., Pittsburgh, Pa. Thomsen, Stuart T., Pvt., c /o Sou. Pac. Rv., San Francisco, Cal. Toft, Martin P., Corp., SOS 7th Ave., Oakland, Cal. Travis, James C, Pvt., Mingus, Texas. Trindle, William L., Pvt., 752 Ringgold St., Philadelphia, Pa. Trusty, Thomas F., Pvt.. Randlett, Okla. Ullery, Leo W., Pvt., 1022 W. 31st St., Indianapolis, Ind. Van Dyke, James, Pvt. 1st CI., Swanton, Ohio. Watson, Linton W., Pvt. 1st CI., Kingsville, Texas. Wehmeier, Albert H., Pvt., 2424 Beulah St., Pittsburgh, Pa. Westwood, Ernest, Pvt., Elrama, Pa. Westover, Frank B., Pvt., 1809 12th St., Superior, Wis. White, Frank, Pvt., Jamestown, N. Dak. Williams, Bernard. Pvt., 236 E. 53rd St., New York, N. Y Wilson, William H., Cook, 274 Summit Ave., West Hoboken, N. J. Wood, Roscoe B.. Pvt.. R. F. D. No. 3, Manchester, Tenn. Woodworth, Welburn Y., Corp., 513 Emmet St., Beaumont, Texas. Young, William, Pvt., East Elv, Nev. Smith, Roy J., Pvt. Company E Abbott, John E., Pvt.. c/o J. J. Abbott, R. R. 1, Moberlv, Mo. Akerman, David C, Pvt. 1st CI., Raton, N. M. Alexander, Llovd A., Corp., 1509 W. Center St., Warsaw. Ind. Allen, Richard H., Sgt. 1st CL, Raton, N. M. Allen, William A., Corp., Holdenvillle, Okla. Anderson, Frank A., Pvt., 1110 Wells Ave., Escanaba, Mich. Anderson, William M.. Pvt. 1st CI., Gen. Del., Minot, X. Dak. Appelman, Walton F., Pvt. 1st CL, Cornwallis, Ore. Armstrong, Darak B., Pvt., 1127 N. Eleanor St., Knoxville, Tenn. Austin, Luther V., Pvt., 802 Main St., East Las Vegas, N. M. Baker, George, Pvt., Delmar, Del. Baker, Guy O., Pvt., Dorothy, W. Va. Ball, tohn, Corp., Gen. Del., El Paso, Texas. Barr, Tohn. Pvt., 2337 W. Atlantic St., Philadelphia, Pa. Beck, Thomas H., Pvt. 1st CL, Gabool, Mo. Beeler, Eugene H., Corp., R. F. D. No. 4, Jefferson, Texas. Bell, Marvin, Sgt., Gen. Del., El Paso, Texas. Beitel, Matthew T-, Pvt., Indiana Ave., Avonmore. Pa. Bennett, Arthur V., Pvt. 1st CL, 5801 Aberdeen St., Chicago, 111. Bergquist, Carl J., Pvt., 202 St. Paul St., Jamestown, N. Dak. Bergquist. Jov M., Pvt., 1506 3rd Ave. South, Minneapolis, Minn. Bishop, Charles E., Pvt., 300 Clark St., Saginaw, Mich. Bizet, Gaston, Pvt. 1st CL, 307 W. 39th St., New York City, N. Y. Blair, Henry M., Pvt., 40 Bartlette St., Asheville, N. C. Brann. Harry C, Pvt., Quenmo, Kans. Bryant, Robert R., Sgt. 1st CL, c/o Elks Club, El Paso, Texas. Burch, Rutus, Pvt., Athens, Ga. Burkhart, Raymond W., Pvt. 1st CL, c/o Y. M. C. A., Cumberland, Md. Burns, Tohn O., Pvt. 1st CL, Belleville, Texas. Burris, Rav H., Pvt. 1st CL, Kellv Lake, Minn. Calligan, Harold T., Pvt., 395 Sixth Ave., Milwaukee. Wis. Carroll, Walter P'., Pvt., 151 W. 9th Ave., Columbus, Ohio. Casey, Nicholas J., Pvt., 123 Brunswick Ave., Lambertvillle, N. J. (223) Chaille, Roy, Pvt., 570 N. Tremont Ave., Indianapolis, Ind. Chambers, Joseph B., Pvt., 1425 Shoop St., Harrisburg, Pa. Chapel, Norman B., Pvt., 211 Fulton St., Petoskey, Mich. Chipman, Alvie M., Pvt. 1st CI., 3600 Julius St., Dallas, Texas. Clark, Earl O., Pvt. 1st CI., Glendive, Mont. Clark.Robert A., Pvt., 27 Cherry St., Detroit, Mich. Clark, Sheridan, Pvt., 3207 North American St., Philadelphia, Pa. Combs, William T., Pvt. 1st CI., 1905 Adams Ave., La Grande, Ore. < losson,* Thomas S., Pvt., Tyrone, Pa. Connaty, Martin, Corp., 905 North 2nd St., Vincennes, Ind. Cooper, Howard F., Pvt., 427 Hotel St., Pottsville, Pa. Corev, Ormie C, Pvt., New Castle, Wyo. Cramer, John B., Pvt. 1st CI., 23654 First St., Jersey Citv, N. J. Crawford, Win. E., Pvt. 1st CI., 4426 N. Kenneth Ave., Chicago, III. Crossland, Fred, Pvt., 305 Montgomery St., Pullman, Wash. Cruse. Edward, Pvt., Gen. Del., Reno, Nev. Cullen, Robert W., Pvt. c /o B. & O. R. R. Co., St. George, Staten Island, N. Y. Cunningham, Sam G., Pvt., 1002 North Broad St., Knoxville, Tenn. Davidson, Emmett A., Pvt., 331 Crew St., Atlanta, Ga. Dent, Edward C, Pvt., 409 E. Buttles Ave., Midland, Mich Doan. Frank M., Pvt., 608 22nd St., Oakland, Cal. Donovan. John W., Pvt., 618 S. Fannie St., Escanaba, Mich. Drew, Paul, Corp., Jamestown, N. Dak. Duvall. Alfred \\ '., Pvt. 1st CI., 115 E. Main St., Jackson, Mich. Dwelle, Charles V., Pvt., 944 N. West St., Indianapolis, Ind. Eaton, William R., Pvt., Mulvane, Kans. Eckley, Kenneth F., Pvt., 3852 E. Pacific Ave., Spokane, Wash. Estci brook. Edward M., Sgt., c/o Elks Club, El Paso, Texas. Fagcthey. Eugene J., Pvt., 751 Lyon St., San Francisco, Cal. Farbaugh. Raymond A., Pvt. 1st CI., Carrolltown, Pa. Feely. John W., Sgt. 1st CI., c/o Dr. G. W. Bover, Drexel, Mo Ferstel, August H., Pvt. 1st CI., 511 N. Warner St., Bay City, Mich Fleissner, George F., Pvt., 662 30th St., Milwaukee, Wis. Fleming, David M., Corp., 242 Western Ave., Blue Island, 111. Ford, Edward J.. Pvt., 723 Vandever Ave., Wilmington, Del. Foreman, Howard H., Pvt. 1st CI., Glendive, Mont. Fortune, John P., Sgt., Old Fort, N. C. Foster, Rolla E., Pvt. 1st CI., Raton, N. M. Foster, James, Pvt., Raton, N. M. Foster. Fred L.. Pvt. 1st CI., 126 Hill St., Ann Arbor, Mich. Fox, Thomas P., Pvt., 380 Baker St., Detroit, Mich. French, Gilbert S., Cook, 147 Estudillo Ave., San Leandro, Cal. Garrison. Clarence C, Pvt., 38 Victoria PI., Asheville, N. C. Glendinning, Thomas T., Corp., 75 Westminster St., Providence, R. I. Gorman, Charles B., Pvt., 210 N. Normal Ave., Mount Pleasant, Mich. Graham. John, Pvt., S24 Locust St., Butler, Pa. Griuslade. Llo>d F., Wagoner, 1025 4th St., East Las Vegas, N. M. Gunther. Wm. F.. Pvt. 1st CI., 607 N. Ridgevvav Ave., Chicago, 111. Gunther, Austin J., Pvt., 607 N. Ridgeway Ave., Chicago, 111. Haney, Clyde O., Pvt.. R. R. No. 2, Chesaning, Mich. Haney, James A.. Pvt.. R. R. No. 2, Chesaning, Mich. Hairis. Albert i\\, Pvt. 1st CI., c/o Elks Club, El Paso, Texas. Harris. Howard R., Pvt.. 117 Oklahoma St., Knoxville, Tenn. Harrison, Arthur T.. Pvt. 1st CI., 328 Grand Ave., East Las Vegas, N M. Haves. Wm. S., Pvt., 1S26 Selma St., Selma, Ala. Hertz. James H., Pvt. 1st CI., 2819 Arctic Ave., Atlantic Citv, N. J. Hoffman, Charles E., Pvt., 6423 S. Halsted St., Chicago, 111. Holcomb, William J., Pvt., 2125 N. 14th St., Fort Smith, Ark. Horton, James B., Pvt., 1st CI., Box 4, Conway, Ark. Hoskins, James A., Pvt. 1st CI., 22S 21st St., McComb Citv, Miss. Higgins, Harry R., Corp., 711 Cedar Lake Road, Minneapolis, Minn. Hughes. Wallace B., Pvt. 1st CI., 430 Depot St., Asheville, N. C. Hull. Nathan A.. Pvt., R. R. No. 10, Columbia, Tenn. Hutchings, Melvin C, Pvt., 740 N. 3rd St., Raton, N. M. Hyde, Lee C, Cook, Raton, N. M. Jack, Durias B., Pvt., Puente, Cal. Jensen, Otto M., Pvt. 1st CI., Hartland, Wis. Jones, Roy D.. Pvt., Broad St., East Brady, Pa. Joyce, Harry J., Pvt., 1632 Ohio St., Chicago, 111. Joyce, John J., Pvt.. 3726 Wallace St., Philadelphia, Pa Joynt, George H., Pvt. 1st CI., R. D. No. 1. Box 123, Mingo Junction, Ohio Jussula, John J.. Pvt.. Box 163, Palmer, Mich. Kaiser, Herbert A., Pvt., 3542 Bryant Ave. N., Minneapolis, Minn. Kanarr, Harry C, Pvt., Irvona, Pa. Kenney, Dyas M., Pvt.. 412 N. 5th St., Raton, N. M. Keeney, Clinton M., Pvt., Winslow, Ariz. Ketrow, Lowell C. Wagoner, Paulding, Ohio. Keys, Claude D.. Pvt., 302 W. 20th St., Covington, Kv. Kimball. Frederick- W., Pvt. 1st CI., 4259 W. 8th St.', Cincinnati, Ohio. C, Corp., R. R. No. 2, Pomona, Kans. Kirby, John C, Sgt.. 1227 Shawmut PI.. St. Louis, Mo. Kobessen, Albert, Pvt. 1st CI., 1239 Lakeside Ave., Akron, Ohio. Koehler, Leland G., Pvt., McKean Ave., Donora, Pa. Kohlmeier, Leonard J., Sgt., Whitefish, Mont. Kubina, Wm. V., Pvt., 92S Meadow Ave., Charleroi, Pa. Lambert, Fred J., Pvt.. 1070 Iowa St., Dubuque, Iowa Laughlin, William F.. Pvt., Adair, Iowa. Law, Fred E„ Pvt., 3510 Harrison St., Chicago, 111. is, Jack G., Pvt., 2201 Pine St., Fort Worth, Texas. Ledbetter, Lee. Pvt.. Biltmore, N. C. I Due, Eugene H., 407 E. Franklin St., El Paso, Texas. Limmer, Henry P., Corp., 6610 Bav Parkwav, Brooklvn, N. Y. Long, George W., Pvt. 1st CI.. Rutherfordton, N. C. Ludwig, Frank J.. Pvt., 247 Union St., Blue Island, 111. Loughery, Edward W.. Pvt., Tyrone, Pa. •ry. Francis X., Pvt., Tyrone, Pa. ■ . Adolph H., Corp., 2027 S. Tekoa St.. Spokane, Wash. Lunsford, John, Pvt., 531 W. Wilson St., Cleburne, Texas. McAleer, Leo A.. Pvt., 227 N. Tack-son St., Wilmington, Del. Mel tbe, Philip P., Sgt., Raton, N. M. M I in. Grady, Cook, Summervillle, Texas. W I in, Fan ris F.. Pvt. 1st CI., Whitney, Ala. . Patrii k, Corp., 286 Olive St., Blue Island, III. Mel lintock, George A., Mech., 802 Jefferson St., Wilmington, Del. McNabb, Charles J., Pvt., Forest Lake, Mich. McQuarrle, Archie, Cook. 1018 13th St., Superior, Wis. Mainhart, John E.. Pvt. 1st CI., 64S Main St., Johnstown, Pa. Manteufel, Arthur J., Corp., Channing, Mich. Marlm. Floyd C, Pvt., Park Falls, Wis. Mead, Bert M., Wagoner, c/o M. Meade, Bucklin, Kans Mehaffey, Joe H., Pvt. 1st CI., Wavnesville. N. C. Miller, Chester J., Pvt. 1st CI., 404 Ruth Ave., Santa Barbara, Cal Miller, Harry E., Corp., Raton, N. M. Mills, John F., Corp., Rice Lake, Wis. Mollenhauer, Carl H., Pvt., R. F. D. c/o Clarence Meyer, Palmyra, Mo Milhken. Merwin H., Pvt. 1st CI., Kingsvillle, Texas. 5, James \\ ".. Pvt. 1st CI., 685 Columbia St., St. Paul, Minn. Mulhern, William E., Corp., 1301 4th Ave., East Altoona, Pa. Mullen, Charles E., Pvt. 1st CI., Elmore, Minn. Mullis, Frank J., Pvt. 1st CI., Gen. Del. Glasgow, Mont. Murphy, Wm. P., Pvt. 1st CI., 409 A Street South, Moorhead, Minn. Murray, Raymond J., Pvt., 1104 E. Missouri St., El Paso, Texas. Myers, John N., Corp., Glendive, Mont. Nally, Otto C, Pvt., 1211 Clara Ave., St. Louis, Mo. Nelson, Walter C, Pvt., 5622 Elizabeth St., Chicago, 111. Nichols, Fred A., Pvt., Kentwood, La. Niehans, Alfred A., Pvt., Penrose, Colo. Noey, Thomas E., Pvt., 1009 Neel St., West Homestead, Pa. O'Brien, James E., Pvt., 635 Washington St., N. E., Minneapolis, Minn. O'Brien, Philip J., Pvt., 4718 N. 20th St.. St. Louis, Mo. O'Connell, William J., Pvt., 1109 Escanaba Ave., Escanaba, Mich. O'Connor, George W., Pvt. 1st CI., 268 West 93rd St., New York, N. Y. Painter, John J., Pvt., 1st CI., 1361 San Bruno Ave., San Francisco, Cal. Patterson, Ermon A., Pvt. 1st CI., 604 21st St., N. W., Washington, D. C. Parks, Mortimer E., Pvt., 315 Military Ave., Detroit, Mich. Patton, James R., Pvt. 1st CI., Sunberrv, Pa. Paules, Ervin E., Pvt. 1st CI., R. F. D. No. 2, York, Pa. Pearson, Charles M., Pvt., 518 3rd Ave., S. W., Great Falls, Mont. Pernau, John W., Pvt., Johnstown, Pa. Piggott, John P., Corp., 107 Lincoln St., Negaunee, Mich. Polliard, Gale B., Pvt., New Bethlehem, Clarion Co., Pa. Quigley, Arthur E., Cook, 6119 Wabash Ave., Chicago, 111. Raughley, James W\, Pvt., 19 Perry St., Trenton, N. J. Rhodes, George E., Corp., Raton, N. M. Roberts, John C, Pvt., 268 Rector St., Perth Amboy, N. J. Rogers, Ralph P., Bugler, 3604 Stevens Ave., Minneapolis, Minn. Ruff, Norman O, Bugler, 1516, E. 61st St., Minneapolis, Minn. Rush, Leo D., Pvt. 1st CI., 312 S. 4th St., Raton, N. M. Ryan, Thomas H., Pvt., 605 Hollv St., St. Paul, Minn. Scanlon, Matthew P., Sgt., 422 S. 6th St., Raton, N. M. Sedzik, Michael, Pvt., 2325 N. Tefferson Ave., Detroit, Mich. Sharp, Roy C, Pvt., R. F. D. No. 1, Altoona, Pa. Shaw, Harrv E.. Sgt., 291 Vermont St., Blue Island, 111. Shortley, John W., Sgt. 1st CI., Raton, N. M. Stickenberger, Luther P., Pvt., Clymer, Pa. Simpson, Thomas F., Pvt., 214 W. 42nd PI., Los Angeles, Cal. Slaughter, Norman R., Sgt., Model, Colo. Smith, Earl T., Mech., 616 S. 3rd St., Raton, N. M. Smith, Tames H., Sgt., 10 Front St., Wormleysburg, Pa. Smith, Albert F., Pvt., 613 Main St., Temple, Texas. Smith, Allan W., Pvt., 201 East St., Saginaw, Mich. Smith, Robert A.. Pvt., Pleasant Gap, Center Countv, Pa. Spittle, William A., Pvt., 834 W. 6th St., Wilmington, Del. Springer, Victor T., Pvt. 1st CI., 709 N. St. Vrain St., El Paso, Texas. Stabenau, Joseph, Pvt., R. F. D. 3, Gowanda, N. Y. Stegall, James G., Pvt. 1st CI., Hereford, Texas. Stewart, James, Pvt., 4039 Huntsvillle Ave., Bessemer, Ala. Still, Wilson W., Pvt., 10 Birnie Ave., Springfield, Mass. Stokes. Arthur T., Pvt. 1st CI., Gallup, N. M. Storgard, Oscar C, Pvt., 2532 S. Turner Ave., Chicago, III. Swanger, Robert E., Pvt. 1st CI., S15 16th St., Altoona, Pa. Thaxton, Leslie L., Pvt. 1st CI., 430 Depot St., Ashevillle, N. C. Thompson, Arno H., Pvt., 211 S. McKean St., Kittaning, Pa. Tillery, Keith W., Pvt., North Kansas Citv, Mo. Toward, Thomas J., Pvt. 1st CI., 29 29th St., Milwaukee, Wis. L T hden, George M., Wagoner, Chillicothe, 111. Vassar, Neul W.. Pvt., Florence, Wis. Veal, John S., Pvt., 16S Pennsylvania Ave., Newark, N. J. Waters, Simeon L., Pvt., 623 W. 5th St., Wilmington, D'el. Wilkins, Ralph L, Pvt. 1st CI., Cathlamet, Wash. Watson, Charles W., Pvt. 1st CI., Gen. Del., Petrolia, Kans. Weihe, Edward H., Pvt., 144 Hill St., Wilmette, 111. Welch, Epriam W., Pvt. 1st CI., P. O. Box 7S. Durant, Miss. Wheeler, Earl M., Wagoner, 344 N. 2nd St.. Raton. X. M. Whitford, John S., Pvt., Albuquerque, N. M. Whitlock, LeRov, Pvt., Washburne, N. Dak. Whitney, Arleigh P., Pvt., 125 W. 5th St., Jacksonville, Fla. Wickwire, Albertus, Pvt., Box 41, Onawav, Mich. Williams, Roy R., Pvt., 190S W. 3rd St., Harrisburg, Pa. Williams, Walter E., Sgt., 309 S. 2nd St., St. Louis, Mo. Winkler, Abraham G., Pvt., Glenrock Sta., Ashevillle, N. C. Winn, Robert, Pvt. 1st CI., Alabama Citv, Ala. Wolfram. Michael \\ '., Pvt., 510 E. 26lh St., Erie, Pa. Woodbeck, Henry O.. Pvt. 1st CI., c/o B. P. O. E. S23, Vancouver, Wash. Wright, George A., 1st Sgt., Gen. Del., Glasgow, Mont. Ziegler, Robert R., Pvt. 1st CI., 705 Woodbine St., Brooklyn, N. Y. Zumbro, John W.. Pvt. 1st CI., East Las Vegas, N. M. Company F Anderson, C. J., Sgt., Gen. Del., Glenns Ferry, Idaho. Anderson, G. W.. Corp., Gen. Del., Glenns Ferrv, Idaho. Asman, F. J., Pvt., 425 Eddy St., Saginaw. Mich. Baczilunas, J., Pvt., Gen. Del., New Butler, Wis. Batts, S. S., Pvt., Gen. Del., McDonoughvillle, La. Becker, P. J., Pvt., 52 Stewart Ave., Garrick, Pa. Bekling, E. O, Pvt., Gen. Del., Winslow, Ariz. Benedick, T. A.. Pvt. 1st CI., Gen. Del., Plains, Mont. Bennett, B. H.. Pvt. 1st CI., Gen. Del., Camp Hill, Pa. Bessey, C. M. P.. Pvt., R. F. D., Monroevillle, N. J. Bishop, W. H., Pvt., 593 Wevbossett St., Providence, R. I. Boiler, T.. Pvt., Gen. Del., Lakefield, Mich. Bowman. D. G., Pvt. 1st CI., Gen. Del.. Fairchild, Wis. Boyer, H. W., Pvt.. 202 Piquette St., Pottsville, Pa. Brew, T. L. Pvt.. 445S Washington Blvd., Chicago, HI. Brinton, C. D., Pvt., R. F. D. No. 2, Gap Mines, Pa. Brooks, J. H., Sgt. 1st CI., Gen. Del., Girard, Pa. Br, wn, t. L., Pvt., 1014 Yankee St., Wellsburg, W. Va. Buckler, E. F., Pvt. 1st CI., Carter Bldg. Amer. Pet. Co., Houston, Texas. Brown, H. S., Pvt.. SIS W. 2nd St., Salt Lake City. Utah. Burgar, L. M., Pvt. 1st CI.. 2701 Cedar Ave., Minneapolis, Minn. Bustin, H. M., Pvt. 1st CI., Gen. Del., Moorehead, Miss. Byers, o. I... Pvt. Isi CI., 514 S. Elm St., Wellington, Kans. Byrd, James, Pvt.. 359 George St., Paducah. Ky. Barksdale, L. F., Pvt., Gen. Del., Crowley, La. Calderwood, C. C, Pvt., 1249 Blair Ave., Tvrone, Pa. Callan, G. A., Pvt., 209 Southard St., Trenton, N. T. Cantwell, T. G.. Pvt.. 126 Oakland St., Detroit, Mich. Curtis. C. H., Pvt., 611 Walnut St., Ft. Wayne, Ind. Cassidy, A. F., Corp.. 415 Cleveland Ave., Harrison, N. J. Chance. W., Pvt. 1st CI., 1238 Elliott St., Alexandria, La. Clark, T. R., Corp., 1007 N. Main St., Sheridan. Wyo. Conway, G. A., Pvt.. 57 Baldwin Ave., Jersey City, N. J. Corum, Bertie, Pvt. 1st CI., Gen. Del., Manchester, Ky. C22i) Cote, F. J., Pvt. 1st CI., 2U Main St., Willimantic, Conn. Craig, G. H., Cook, Gen. Del., Rawlins, Wyo. Craig, Jr., R., Corp., 1618 E. Lewis St., Ft. Wayne, Ind. Crosby, J. E., Cook, 55 E Ave., Bartow, Fla. Crowe, W. H., Pvt. 1st CI., Gen. Del., Langan, Mo. Culbert, R. J., Pvt., 37 Delaware St., Elizabeth, N. J. Culver, R. R., Pvt., 1011 Phillips St., Ft. Wayne, Ind. Curran, J. M., Pvt., 146 Silver St., S. Boston, Mass. Curry, W. R„ Pvt. 1st CI., Gen. Del., Kent, Texas. Davis, L. C, Pvt., Gen. Del., Scotts Mills, Ore. Davis, C. L., Pvt. 1st CI., R. F. D. 3, Bridgeport, Conn. Davis, Harry, Pvt. 1st CI., 817 W. Gold Ave., Albuquerque, N. M. Dean, W. H., Pvt., c /o Pennsylvania Freight Office, Lancaster, Pa. Dickerson, O., Pvt., Ill Massachusetts Ave., Ft. Wayne, Ind. Dickey, A. R., Pvt., c /o Elks Club, Ft. Wayne, Ind. Discoe, A. R., Pvt., Gen. Del., Tacotna, Wash. Dixon, W, Pvt. 1st CI., 814 26th Ave., N. E., Minneapolis, Minn. Donohue, M. J.. Sgt., 1108 So. Main St., Elkhart, Ind. Erdlv, D. H., Pvt., 1401 Boot St., Flint, Mich. Earls. Rov, Pvt. 1st CI., Gen. Del., East Alton, 111. Ehbensgard. T. G., Pvt., 3540 S. 27th St., Omaha, Neb. Edwards, T.. Pvt. 1st CI., 35 Oxford Ave., Highland Park, Mich . Emperor, E., Pvt., 44 National Ave., Grand Rapids, Mich. Ender, W., Pvt., Gen. Del., Wabash, Minn. Engel. I. L., Pvt. 1st CI., 901 E. Main St., Cheney, Wash. Eppler, F. D., Sgt., Metropolitan Term., Burlington, N. J. Faust, G. V., Pvt., 1315 Norfolk St., Los Angeles, Cal. Ferguson, T., Pvt. 1st CI., 3838 Fairmount Ave., Philadelphia, Pa. Fitzgerald, A. E., Corp., Gen. Del., McDonoughvillle, La. Fowler, M., Pvt. 1st CI., 124 Kerr Ave., Painesville, Ohio. Gullickson, O. M., Pvt. 1st CI., Gen. Del., Woodville, Wis. Garland, J. A., Cook, R. F. D. 15, Culver, Ind. Garber, J. A., Pvt., Gen. Del., Pearl, Mo. Gasser, E. W-, Corp., Gen. Del., Pocatello, Idaho. Gehrke, A. E., Pvt., Gen. Del., Huron, S. Dak. Gerwick, G. W., Pvt , 508 W. Crawford St., Dennison, Texas. Gilmer, P. M., Pvt. 1st CI., Lincoln Park, Knoxville, Tenn. Graham, J., Pvt., 824 Hemlock St., Gallitzin, Pa. Green, A. V., Pvt., 401 22nd Ave.. Altnona. Pa. Hart. W. P., Pvt. 1st CI., Box 44. R. F. I) No. J. Malad, Idaho. Hamlin. V. W., Pvt.. Gen. Del., Corning, Kans. Hull. E. H., Pvt.. c/o Pennsylvania R. R.. Ft. Wavne, Ind. Hastings, F. S., Sgt., Gen. Del., Bismark, N. Dak. Hassett, J., Pvt., 48 Cleveland Ave., Dubuque, Iowa. Hassfeld, W., Pvt., 12 Brunx Lane, Milwaukee, Wis. Haynes, L. H., Pvt. 1st CI., Box 319J, Route "A," Jacksonville, Fla. Heffner, F. D.. Pvt., Lvco Countv, Bodines, Pa. Heidrich. C. H.. Pvt.. Gen. Del., Areola, Ind. Henrv, R. F.. Pvt., 115 Central Ave., Willard, Ohio. Hickey, A., Pvt. 1st CI., 144 Baltic St., Brooklyn, N. Y. Hinman, E. P., Pvt.. 821 Var.derer Ave., Wilmington. Del. Hoff T. T„ Pvt. 1st CI., 2257 Columbia Ave, Tvron, Pa. Hainer, O. N, Pvt.. 1025 "D" St., Centralia. Wash. Haldstead, C. R., Wagoner, 311 Sterein St., San Antonio, Texas. Hall, H. E.. Pvt., Gen. Del., Nampa, Idaho. Hamilton. H., Pvt., 1334 Canton Ave., Dallas, Texas. Harbin, R. C, Pvt., Gen. Del., Varilla. Ky. Harper, Harvey R., Sgt., c/o E. E. Hardy, Garrett, Ind. Ibsen, C , Pvt. 1st CI., Gen. Del., Fonda, Iowa. James, T. C, Pvt. 1st CI., R. F. D. No. 1, Lenoir City, Tenn. Jobes, H. L., Pvt., Gen. Del., Elco, Pa. Tobes. S. I., Pvt. 1st CI., Gen. Del., Lancaster, Pa. Johnson, C. L., Corp., 396 Parkview Ave., Detroit, Mich. Johnston, H. L., Pvt. 1st CI., Gen. Del., Woodstock, Ga. Journey, L. T-, Sgt., Gen. Del., Hansen, Idaho. Kaar, S. R., Pvt., 528 E. Elm PI., Princeton, III. Karikas, G., Pvt., Gen. Del.. Morrisville, Pa. Kinney, H. E., Corp., 246 N Ave., Pocatello, Idaho. Knoble, F. H., Pvt. 1st CI., 816 27th Ave.. N. E., Minneapolis, Minn. Koefod, W„ Pvt., Gen. Del., Great Fallls. Mont. Kresge, F. M., Pvt., 70 Arlington Ave., Staten Island, N. Y. Kruies, T., Pvt., 169 Findlev Ave., Detroit. Mich. Landauer, A. C, Pvt.. Gen. Del., Red Key. Ind. Lindberg, M.. Pvt., Gen. Del., Gulliver, Mich. Loomis, A. E., Pvt., 906 Erie St., Hammond, Ind. Loonev, J. J„ Pvt., 30814 8th St., Jersev City, N. J. Long, A. L., Pvt., 12 Cherrv St., S. E., Grand Rapids, Mich. Lund, O. B., Pvt. 1st CI.. Gen. Del.. Wessington, S. Dak. McCarthy, R. M., Cook, 1322 Calhoun St., Ft. Wavne, Ind. McDonald, J. H, Pvt., Gen. Del., Price, Utah. McCartan, E., Pvt. 1st CI., 3312 Black Ave., Indiana Harbor, Ind. McCardell, I., Pvt , 137 N. 4th St.. W., Salt Lake City, Utah. McCusker, F. J.. Pvt., Gen. Del., Rennerdale, Pa. McDermott. H. F., Pvt., 230 Cole St.. Jersey City, N. J. McDonnell, R. F., Pvt.. 827 Martin St., Elizabeth, N. T. McDougall, A. S., Pvt. 1st CI., 20 Hudson St., Camden, N. T. McC.cvern, E. A., Pvt., 805 S. Ottawa St., Toliet, III. McGovern, T. F., Pvt. 1st CI., 309 E. Avriendo Ave.. Pueblo, Colo. McKee, S. G., Pvt., 327 Broad St., Binghampton, Memphis. Tenn. McKenzie, M. J., Pvt., 1108 Berkeley Ave., Youngstown, Ohio. McLaughlin, I. O., Corp., 217 W. Park Ave., Columbus. Ohio. McLennan, C. A., Pvt., 16 McA. Shan Apts., Houston, Texas. Malinosky, A., Corp., Gen. Del., Clam Fallls, Wis. Manning, F... Pvt.. 309 S. Walter St., Albuquerque, N. Mex. Martinez. E. P., Pvt. 1st CI.. 611 Opelousas St., Algiers. La. Mason, N. F., Pvt., Gen. Del., Parkslev, Va. Mattes, T. F., Mech., 203 Herbert St.. Syracuse, N. Y. Meyers.E. M.. Pvt. 1st CI., 525 E. Lewis St., Fort Wayne, Ind. Mavnard, E.. Wagoner, 314 N. First St.. Missoula, Mont. Medart, F., Pvt., Gen. Del., Alberta. Mich. Medlin. C. R., Pvt.. 101 W. Lenore St., Rawley, N. C. Merz. H. C. H., Pvt., 150 Hawthorne Ave., Newark. X. J. Middleton, L. W., Pvt. 1st CI.. Gen. Del., Tuscon, Mont. Millard, G., Pvt., Gen. Del., El Paso. Texas. Moone, J., Cook, 217 Truman Ave., Hammond, Ind. Moore, J. T.. Pvt., 620 Concord Ave., Wilmington, Del. Mohler, L.'B., Pvt. 1st CI., 1400 S. "I" St., Arkansas City, Kans. Mowrey. J. J., Pvt., 1233 Lilv St., Ft. Wayne, Ind. Mullen, J. B., Sup. Sgt., 241 Hayes St., Pocatello, Idaho. Martin, H. P., Mech., 533 E. Cambridge St., Alliance, Ohio. Neilson, K. A., Pvt. 1st CI.. 232 Nebraska St.. Huron, S. Dak. Neville, E. M., Pvt., 107 Crawford St., Palestine, Texas. Newhart, P., Pvt. 1st CI., Gen. Del., Copely, Pa. Norton, J. R., Pvt. 1st CI., 80 Orr St., Asheville. N. C. O'Connell, R. D., Pvt. 1st CI., 69 Boulder St., Battle Creek, Mich. O'Connor, H. M., Pvt. 1st CI, Gen. Del., Huron, S. Dak. O'Donnell, T., Pvt. 1st CI., 404 Gaston Ave.. Memphis. Tenn. O'Hara, T. D., 1st Sgt., 2024 Mechanic St., Galveston, Texas. Oldfield. J. W„ Corp., Gen. Del., Huron. S. Dak. Olds, F., Pvt., R. F. D. 6, Jackson, Mich. Oliver, G., Pvt., Gen. Del., Sentinel, Okla. Olson, R. O, Pvt. 1st CI., 406 6th St., N. E., Minneapolis, Minn. Perkins, V. D., Pvt., Box 285, Erlanger, Ky. Patterson, H., Pvt., 309 E. Leith St., Ft. Wayne, Ind. Patten, R. F., Pvt. 1st CI., 613 S. "A" St., Arkansas City, Kans. Peach, M. C, Sgt. 1st CI., c/o Texas & Pacific, New Orleans, La. Perrni, I. L.. Corp., R. F. D. 2, Box 165, St. Joseph, Mo. Pfender, A., Pvt., 1930 Irving Park Blvd., Chicago, III. Phillis, L. H, Pvt., Gen. Del.. California, Pa. Plemons, A. H. Pvt., Gen. Del., Blantrve, N C Phirson, C. J.. Pvt., 1709 South St., Duluth, Minn. Porter, G. A., Pvt., 342 Winthrop St., Brooklyn, N. Y. Powell, E. F., Pvt., 1209 Moffet Ave., Joplin, Mo. Reichhoff, C, Corp., Gen. Del., Oakwood, Wis Rilev, J. H., Sgt., 525 Javriep Court, Elkhart, Ind. Randall. R. R , Corp., 651 Beach St., Huron, S Dak. Reed, D. B.. Pvt. 1st CI., Gen. Del.. Forsyth, Mont. Rov, Cletus. Pvt., Gen. Del., Hessmar, La. Reidl. G. A., Pvt.. 241 \V. Harrison St., Oak Park, III. Relling, P. B.. Pvt., Box 79, Dillworth, Minn. Rene, F.. Pvt. 1st CI . 32 Camp St., Worcester, Mass. Rodger, A. ('.., Sgt.. 1646 Richardson Ave., Ft. Wayne, Ind. Rost, J., Pvt.. 5933 X. 13th St., Philadelphia, Pa. Rosencrans, R. E.. Pvt., Gen. Del., Bainvillle. Mont. Rossitter, C. It . Pvt., 234 Arabella St.. Pittsburg, Pa. Sanderson, D. I).. Pvt.. 3527 Columbus Ave.. Cincinnati, Ohio. Saxon, G., Pvt. 1st CI., Gen. Del., Billings, Mont Schneck, F. H, Pvt., 723 X. Lumber St., Allentown, Pa. Schultz, J. C, Pvt. 1st CI., 1502 Bonne St., Ft. Wavne, Ind. Seelev, W. H., Sgt., }2 "O" St., Lincoln, Neb. Seibert, G. I).. Bugler 1st CI., 109 W. Williams St.. Ft. Wayne, Ind. Sharrock, A. A., Pvt., 362 York St., Jersey City, N. J. Simpson, T. D., Cory)., Gen. Del., Alberqucrque, N. M. Short, G. A., Pvt., 2102 Douglas St., Omaha, Neb. Sheehan, H. J., Corp., 1920 Sneed St., Toledo, Ohio. Shephard, A. B.. Pvt. 1st CI., 933 State St.. Osage, Iowa. Sheridan, P. I., Pvt., 59 E. Fourth St., Bayonne, X. J. Sherlock, W. P.. Pvt. 1st CI., 626 Greelev St., Ft. Wayne, Ind. Sherrill, H. L., Pvt., 58 Barlette St., Asheville, N. C. Sheldon, I. H, Pvt., Gen. Del., Seaford, Del. Shoemaker, F. R., Pvt. 1st CI., 1411 W. College Ave.. Jacksonville, III Singleton, C. M., Pvt., Gen. Del., West Weigo, La. Slike, B. A., Pvt. 1st CI., R. F. D. 2, Fayetteville, Ta. Smith, E. N., Pvt., Gen. Del., Vida, Mont. Smith, F. L.. Pvt.. 104 W. Adams St.. Creston, Iowa. Smith, G. W., Pvt., Gen. Del., Florette, Pa. Smith, J. D., Pvt., Gen. Del., Menlo Park. X. J. Snelson, F. R., Pvt., Gen. Del., Brvson City, X. C. Solbcrg, C. M., Sgt. 1st CI., 620 3rd Ave.. Sandpoint, Idaho. Speaker, G. E., Pvt., Ill Lexington Ave., Warren, Pa. Splitek, F. F., Sgt., Gen. Del., Huron, S. Dak. Stahl, O. E., Wag., 2224 Lafayette St., Ft. Wayne. Ind. Staats, P. D. Pvt. 1st CI.. Gen. Del., Gallop, N. Mex. Stackwick, E. P., Pvt., Ashland Park, Huron, S. Dak. Stapp O. S.. Pvt., 37 Harrison Ave., Pocatello, Idaho. Steinbeck, C, Pvt. 1st CI., c/o William Metz, Walla W.dla. Wash. Stevi ns, H. W., Pvt., 351 Irving Ave., Bridgeton, N. J. Stewart, I. B., Corp., 1332 Park Ave., Alexandria, La. Tate, 0.,"Corp., Gen. Del., Xenia, Ohio. Tevis. L. D., Mess Sgt.. Gen. Del.. Yuma. Ariz. Towers, C. F... Pvt. 1st CI.. 711 N. Grand Ave., Pittsburg, Kans. Truax, T. W., Pvt., Gen. Del., Elrama, Pa. Tufts, M. R., Pvt., Gen. Del., Long Prairie, Minn. Tinner, A. O, Pvt., 1015 N. Michigan Ave.. Atlantic City, N. J. Vanscoyoc, B , Pvt., Gen. Del., Bellwnod, Pa. Van Paul, D., Pvt., 112 10th St., Detroit, Mich. Van Pelt, E., Bugler, 511 E. 9th St., Wilmington. Del. Wachtell, T. I.. Pvt. 1st CI., Gen. Del.. Hammond, Ind. Wallace, J. T.. Pvt. 1st CI., Gen. Del, E. Barnard, Texas. Walls. C. E., Pvt. 1st CI.. 221 X. Burg St., Shawnee, Okla. Warren. J. A.. Pvt. 1st CI., 2103 Kentucky Ave., Ft. Wayne, Ind Ware, Tames. Pvt., 551 Grand St., Brooklyn, X. Y. Warner, A P., Pvt., Gen. Del., Centervillage, X. Y. Webb I. . Pvt , R. F. D. No. 1. Hubbard, Ohio. Webster, F. G. Corp.. 1514 W. Garfield Blvd., Chicago, 111. Westman, A. P.. Pvt., Box 87. Republic, Mich. Wheston, E. B., Sgt. 1st CI., 718 Selby Ave., St. Paul, Minn. Wheeler, M. K. Pvt., R. F. D. 4, Allentown, Pa. White, H.. Pvt., Gen. Del., Boyd. Mont. Whitted, D. E.. Wag.. 317 High St., Huntington, Ind. Whitted, W.. Wag.. Main and High Sts., Huntington. Ind. Wilson H Pvt.. 1509 S. W. Blvd.. Rosedale, Kans. Wiseman. E. A., Pvt., 1402 Temple St., Hinton, W. Ya. Withnell, W. R., Pvt., 1344 1st Ave., So.. Fargo. N. Dak. Will, W. H., Pvt., 1012 Taylor St.. Lynchburg, Va. \V 1, A. C. Pvt.. 6240 Langley Ave., Chicago, 111. Wulf, F C. Pvt., 4 1 Beardlev St., Battle Creek, Mich. Young. C. T-. Sgt., Gen. Del., Marquette, Mich. Young, W , Pvt.. Gen. Del., McKees Rocks, Pa. Headquarters Detachment, 3rd Battalion Alien, lames A., Pvt. 1st CI., 303 E. Sth St., Newton. Kans. \nderhalt. Wilbur C. Pvt. 1st CI., 107 William St., Jamestown, N. Y. Ashman, Oscar H. M. E. Sr. Gr., 208 Dexter Ave.. Elgin. III. Bargar, Allen H, M. E. Jr. Gr., 1026 So Sandusky Si., Bucyrus, Ohio. Bower, Llovd L., M. E. Tr. Gr., F'ostoria. Ohio. Enscore, William, M. E. Sr. Gr.. 303 Union Blvd.. St. Louis, Mo. Fetzner, Edward J., M. E. Jr. Gr., Brownsville. Minn. Formhals, Harry B.. Pvt.. 67 Summit Ave.. North Adams, Mass. Gear, Raymond W., Bn. Sgt. Mai.. Florence. Kans Hildicth, Harry A., Pvt.. 1076 College Ave., Elmira. X Y. Johnson. Victor C, Wagoner, 447 N. Main St.. Sycamore, 111. Math. Nicholas O, Corp., 135 William St., Buffalo. X. Y. Miles, Charles H, Sgt., c/o Associated Press, 51 Chambers St.. New York, X. Y. Mm is, Robert H., Bn. Set. Maj.. 704 W. Howard, Muncie, Ind. Murphy, Joseph K., M. E. Jr. Gr.. 71 Barker St., Jamestown, X. Y. O'Learv, Cornelius. Sgt., 1053 Considine Ave., Cincinnati, Ohio. Paxon.Orville E., Sgt.. Hillsdale, Okla. Ouinlan, John P.. Bn. Sup. Sgt., 52 Hollenbeck Ave., Geneva, N. Y. Ralston, Alpha J., Wagoner, Ochiltree, Texas. Rogers. Ralph J.. Wagoner, Sioux Falls, S. Dak. Ross, Glenn P., Pvt.. 'Corona, Cal. Rutland, James W.. Corp.. 2216 Hardy St., Houston. Texas. Schmidhausler, G. L, Cnok. 62!4 Maple Ave., Danbury, Conn. Withrow, Verne, Pvt., 502 W. Elm St., Stillwater, Minn. (•225) Medical Detachment, 3rd Bnttulion Ball, Lee. Pvt., 224 E. Hannum St., Carterville, Mo. Bruner, Otto V., Pvt. 1st CI., Geddes, S. Dak. Christopher, Won., Pvt. 1st CI., Overland Park, St. Louis Co.. Mo Ellis, Scott B., Pvt. 1st CI., Galena, Kan. Elmore, Albert G., Pvt., Lowell, N. C. Fusting, Edward J., Pvt., 1551 Dummesnil St., Louisville. Ky. Jordan, Francis D., Corp., 2709 Eads Ave., St. Louis, Mo. Keller, Leroy C, Pvt. 1st CI., S16 Svcamore St., Hamilton, Ohio. Kremer, Clinton F., Pvt. 1st CI., Bryant, S. Dak. Pringle, Fred M., Sgt., 1184 11th St., Des Moines, la. Scrutchfield, Foster B., Pvt. 1st CI., 713 Buck-holder St., Moberly, Mo. Smyth, Edmond T., Pvt. 1st CI., 806 S. Fourth St., Laramie, Wyo. Steele, Cyril D., Pvt. 1st CI., Raub, N. Dak. Steininger, Roy H., Pvt., 925 Rvland St., Chester, Pa. Therkildsen, Emil T., Pvt. 1st CI., 603 Fremont St., Laramie, Wyo. Zorning, Earl M., Corp., L. B. 113, Rhame, N. Dak. Company G Ackermans, John, Pvt., 536 Penn St., Camden, N. J. Aitken, Wilfred V., Corp., 32 Ridgeway Ave., Rochester, X. V. Alvey, Harry, Pvt. 1st CI., Fulton, Ky. Axelson, Swan, Pvt., c /o F. Christoferson, Deer Lodge, Mont. Backstrom, Andrew, Pvt., Riverton, Minn. Bade, Erich A., Wagr., 814 Capitol St., Yankton, S. D. Bahle, Ernest H., Pvt. 1st CI., 604 Spring St., W. Hoboken, N. T. Bailey, Charles E., Tr., Pvt. 1st CI., Coxsackie, N. Y. Ball, Walter, Wagr., R. F. D. No. 1, Hubbard, Ohio. Barrett, Earl, Pvt. 1st CI., Marion, Kan. Baunian, Herbert J., Pvt., 165 Butler St., Paterson, N. T. Bergner, Henry A., Pvt., Ridgewav, Col. Bevill, Claude L., Pvt., 2618 Commercial Ave., Cairo, 111. Blaske, Adolph F., Pvt., 140 N. 11th St., Olean, N. Y. Blazis, Ramald L., Pvt., 1st CI., 189 Railroad Ave., Bridgeport, Conn. Robinski, Leonard, Pvt., 148 Hubart St., New Britain, Conn Bomben, Louis, Pvt., 4819 Canv St., E. Chicago, Ind. Boone, Daniel P., Pvt. 1st CI., 1309 N. Main St., Hutchinson, Kans. Both, Jacob C, Pvt., 57 Genessee Ave., Paterson, N. T. Brogdon, Earl D., Sergt., 612 W. 4th St., Sioux Falls. "S. D. Brooks, George W., Sup. Sgt., 315 S. National Ave., Fort Scott, Kans. Bruner, Webster W., Pvt., 222 Second St., S., Oelwein, Iowa. Budge, James A., 1st Sgt., St. John, Kans. Burns, William A., Corp., 10 Austin St., Buffalo, N. Y. Byrnes, Arthur R., Pvt., 18 Barbey St., Brooklyn, N. Y. Byrnes, Charles F., Pvt., 812 W. 9th St., Bayonne, N. J. Callahan, John J., Pvt., 95 Smith St., Buffalo, N. Y. Carlson, Albert S., Corp., Bristol, S. D. Carlson, John A., Pvt., 282 21st Ave., S., Minneapolis, Minn. Carney, James M., Mech., 217 Grant St., Turtle Creek, Pa. Carroll, Christopher J., Pvt.. 305 Montgomerv St., Tersev City N T Carter, Jesse C, Pvt., 7th St. and Woodland Ave., Befoit Km. Codd, Burt G., Pvt., 211 Smith St., Buffalo, N Y Coffey, Martin M., Pvt., Walnut St., N. Billerica, Mass Cohen. Nathan, Pvt., 918 W. 6th St., Sioux City, Liu Coleman, Horace E., Pvt., 215 Riverside Ave., Vallev City, N D Connors, James J., Pvt., 1235 Fifth Ave., Watervlict, N. Y Conway, Michael J., Corp., 295 W. Broadwav, So. Boston. Mass Coughlm, Raymond W., Pvt., 124 Congress St., Springfield Mass Creegan, Frank P., Pvt.. 159 DeWitt St., New Haven. Conn Cosens, Vern F., Sgt.. R. F. D. No. 2 l Prescott, Kan. Crocker, Herman T.. Pvt., R. F. D. No. 5, Osgood. Ind Daniels, Joseph L., Pvt., 1201 N. 15th St., Springfield 111 Daugherty, Delbert D., Pvt. 1st CI., 437 Hawthorne St., Houston Texas Davis, Ernest H., Corp., Springdale. Conn. Davison, Raymon J., Pvt., 903 W. Peoria St., Paola Kans Dell. Alexander, Pvt., Box 521, Basin, Wyo. Dembinski, John F., Pvt. 1st CI., 34 Woltz Ave., Buffalo N Y Desing, Edward H., Pvt. 1st CI., 43 Schuyler St., Buffalo N Y Dickes. Oran R„ Corp., 1011 Tuscarawas St., E., Canton Ohio D.eal. Charles W., Pvt., 163 Weddle Wav, Rochester X Y Diehl, Eli J., Pvt., 194 Crowlev Ave., Buffalo, N. Y. Dolan, Thomas F., Pvt., 23 Terhune Ave.. Jersev City N T Dorsey, Frank J., Corp., 119 E. 14th St., Pittsburg. Kans. Drake, David H., Pvt. 1st CI., Lagrangevil'e, N Y Drew, Vernon J., Sgt., 1st CI.. 2424 Clav St., Tope'ka, Kans. Dreyer, Edward O., Pvt. 1st CI., Emerv, S. D. Dryden, Alexander J.. Pvt. 1st CI., 8th St. and Queens Blvd., Woodside. L I Dunne, John J., Pvt. 5710 S. Loomis Blvd., Chicago. Ill Duffy, Joseph A.. Pvt. 1st CI., 12 Ferris St.. Tersev City N T Ehlert, Fred C. Pvt., 39 Rose St., Buffalo N"Y ' Ellingsworth. Frank G., Pvt., 609 23rd St., Moline, 111 Elswick, Arthur C, Sgt., Perry, Kans. English, John J., Pvt., 88 Daggett St., New Haven. Conn. Ennis, Lester J„ Pvt., 523 E. Buck-eye St., Miamisburg, Ohio. r-annin, Harrison M., Pvt., Vancehurg, Ky Falk. Eskil A , p vt , s( c , _ c /o Mrs Amia Car i soni 208 Russell St., Warren, Pa. Foese, William C, Pvt., 64 W. Lawson St., St. Paul, Minn. Fogerty, Robert E., Pvt. 1st CI.. 2015 Marquis St., Cincinnati, Ohio. Fossom, Alvin T., Sgt.. Baltic, S. D Fox, Henry, Pvt. 1st CI., 1522 Dell Ave.. Toledo. Ohio. Free, Alvm C. Pvt.. 196 Willis Ave., Mineola, N. Y. C.alitsky, Enock, Cook, McAdoo, Pa. Gammon, Richard H.. Pvt., Dixon Springs Tenn Gancer, Charles E„ Wagr., c/o Mrs. Anna Sch'arf, 2717 Flournoy St.. Chi- Garrett, Mu'nroe P.. Pvt., 621 Taylor St., Petersburg, Va Gaughan, Peter F Pvt., 710 N. Vallev Ave., Olvphant. Pa Sf*'™ \- l Vt Ut £'• 225 S - Du,uth Ave - Siou * Falls. S. D Goddard, Wilham J., Sgt. 1st CI., Phillipsburg, Kans. Graham, Albert, Pvt., 38 Trov St., Boston, Mass Graham, Arthur, Pvt., Mt. Olive III Graham. Ben N., Pvt. 1st CI., Illmo. Mo Graue, Henry W, Pvt. 1st CI., 124 Trevor St.. Covington. Ky. Green, Harry W., Sgt.. 760 25th St., Moline. Ill Green, James, Cook, 751*4 Thurman St., Portland. Oregon. Green, Stanley W.. Pvt.. 799 Broadwav. Alhanv NY r"^j £, ha ii eS F- £ Vt „ lst Cl " 921 Harrison Ave., Huntington. Ind. Grytdahl, Hartley P. PvL 1st CI., 2732 W. 13th St., Duluth, Minn. (.unrlerson, Herman E., Pvt., Hurlev S D Hadler. Carl F., Pvt., 75 W. 8th St.." Bavonne, N J Hambhn Herbert J.. Wagr., 373 Chenango St., Binghamton, N Y lanky Wilham J.. Mech., 342 Main St., Bowling Green. Ky Hiatt, Homer H., Pvt.. Dalhart, Texas Human, John R., Pvt.. 6 W. 12th St.. Cincinnati, Ohio Houseman, Harry C, Pvt., Howard, S. D. Hi'kill. Evert L., Pvt., Frontier. Mich. Houston, Merl S., Pvt., 1904 Fifth Ave.. X., Minneapolis, Minn. Hummer, Ralph E., Corp., 902 E. 149th St., Cleveland, Ohio. Hurley, Patrick T., Pvt., 58 Briscoe Ave., Buffalo, N. Y. Jackson, Earmond A., Cook, 224 Edmond St., Birmingham. Ala. Jacobson, Frederick W., Pvt. 1st Cl., 194 Jefferson St., Trenton, N. J. Jacoby, Peter H., Pvt., Whitney St., S. Kaukauna, Wis. James, John, Pvt., 390 Baldwin Ave., Jersey City, N. J. Jansen, Ernest S., Pvt. 1st Cl., High Falls, N. Y. Jenkins, Logan, Pvt., East Center St., Dunkirk, Ind. Johnson, Hjalmar, Pvt., 23 Hospital St., Providence, R. I. Jordan, Frederick A., Pvt., 74 Perry Ave., Shelton, Conn. Josephson, Charles, Pvt. 1st Cl., 418 49th St., Brooklyn, X. Y. Kahnle, Frank F., Pvt. 1st CL, 67 Second Ave., Albany, X. Y Kearney, Patrick, Pvt. 1st Cl., 589 Pembroke St., Bridgeport, Conn. Kedrowski, Joseph M., Corp., 588 Caultier St., St. Paul, Minn. Kelly, James A., Pvt., 996 Douglas Ave., Eveleth, Minn. Kerrigan, Mark H., Corp., 131 Main St., Woburn, Mass. Kicak, Joseph E., Bugl. 1st Cl., 3015 Paulowna St., Pittsburgh, Pa. Kinzie, Howard F., Pvt., 719 Fisher Ave., North Bergen, X. I. Kleinschnitz, Jacob G., Pvt. 1st. Cl., 293 Wyckoff Ave., Brooklyn, X. Y Knoepfel, William C. L., Pvt., 74 Armstrong Ave., Jersey City, X. I. Konstantelos, Christ D., Pvt., 835 S. Laflin St., Chicago, 111. Kooker, Gedrge R., Pvt. 1st CL, 20 Rowland St., Palmvra, X. J. Kreger, Edward F., Pvt. 1st. CL, Clear Lake, S. D. Krcpf, Henry W., Pvt. 1st CL, 256 Grand Ave., Muskegon, Mich. Lampton, Clarence E., Pvt., Big Clifty, Ky. Leet, Francis W., Pvt., 94 Bridge St., Salem, Mass. Leonard, Francis L, Pvt. 1st CL, Buckmann Apts., Spokane, Wash. Levitt, Fred C, Pvt. 1st. CL, 419 Third St., Niagara Falls. N. Y. Longnecker, Frank, Pvt., 39 Irving St., Jersey City, N. J. Lincoln, Charles R., Pvt. 1st CL, Sherman St.. Brookfield, Mass. Lovejoy, Albert R., Cook, c/o Wellington Lovejoy, Wakonda, S. D. Ludwig, Ravmond J., Pvt., 6 First Ave., Albanv, X. \'. Lund, Oscar F., Pvt. 1st CL, 70 Sturgis St., Jamestown, X. Y Lvnch, Arthur I., Pvt., c/o Mrs. E. Amreim, Susquehanna, Pa, Lynch, Ravmond E., Pvt., 500 Smith St., Brooklyn, X. Y. McDevitt, James S., Pvt., 40 Dwight St., Jersev City, X. J. McDonald, Martin F., Pvt., 1021 N. Second St.. Atchison. Kans. Mclntyre, William H., Pvt., 1925 W. 77th St., Cleveland, Ohio. McNuity, John L., Pvt. 1st CL, St. Francisville, 111. Maglinger, Carl D., Pvt.. R. F. D. No. 4, Owensboro, Kv. Maher, James, Pvt. 1st CL, 1726 Park Ave., c/o Sutton, New York City, N. Y. Maher, Raymond T., Pvt. 1st. CL, 6 Richmond Ave., Worcester, Mass. Mahoney, Thomas F., Pvt. 1st CL, 235 15th St., Jersey City, N. J. Mangrum. Albert, Pvt. 1st CL, c/o Mrs. Susie Garrison, Porter, Ind. Mapes, Warren W., Pvt., 1234 Champa St., Denver, Colo. Maramonte, Joseph, Pvt., 238 Bishop Ave., Milwaukee, Wis. Martin, James A., Pvt. 1st. CL, 442 Seventh St., Niagara Falls, N. Y. Mason, Herbert J., Pvt., 1S27 Missouri Ave., Superior, Wis. Mathews, Charles T., Pvt. 1st. CL, 283 Shumwav St., Buffalo, N. Y. Maxwell, Fred S., Pvt., Wilmot, S. D. Mead, William L., Pvt., 5247 19th Ave., N. E., Seattle, Wash. Militz, Albert R., Corp., 3023 Woodburn Ave., Cincinnati. Ohio. Momberger, Ernest A., Pvt., 410 Monroe St., Buffalo, X. Y. Moese. Michael, Pvt., c/o J. Krvgier, 2nd St., Bavside, L. L. X Y. Moore, Robert L., Pvt. 1st CL, 519 E. 32nd St.. Paterson. X. J. Morin, Peter J., Pvt., 25 Twiss St., Meriden, Conn. Morlev, Martin T., Pvt., 210 Main St., Xorwich, Conn. Morris, Edward, "Pvt., 43 York St., Warren, Ohio. Mould. Harry W., Sgt., 18 Spring St., Springville. N. Y. Movnihan, Cornelius E., Sgt.. 661 E. Ferry St., Buffalo, X Y Munn, Walter H., Pvt. 1st CL, Selby, S. D. Murphy, Albert T., Corp., West Locust St., Wilmington, Ohio Murphy, Joseph M. M.. Corp., McArthur, Ohio. Mutchler, Roy, Wagr., Yankton, S. D. Nigre, Emile P., Pvt. 1st. CL, 27 Harrington Ave., Torrington, Conn. Neilson, Xeils P.. Pvt. 1st. CL, West Haven, Conn. Nelson, Paul, Corp., 1107 Payne Ave., St. Paul, Minn Neslund, Norman I., Pvt., Wakefield. Nebr. Neuber, William A.. Pvt., 250 49th St., Brooklyn. X Y. Newport, Tames E., Pvt. 1st. CL. Brookshire, Texas. Nichols, Luman C, Corp.. 5 Mill St., Tilton. N. H. Oatman, Tack, Pvt. 1st. CL, L T nion Hotel, L T nion Stockyards, San Antonio, Tex. Odishoo, "Eshoo, Pvt. 1st CL, Box 987, New Britain. Conn. Ostling, Melker E., Pvt., 1608 9th Ave., Greeley, Colo Overton, Frank A., Sgt. 1st CL, 517 Estrella St.. El Paso, Texas. Owens, Jeff G., Corp.. 1421 S. 56th St., Tacoma, Wash. Parmele, Walter H., Pvt., R. F. D. No. 2, Columbus, Kans. Parks, Benjamin C, Pvt., 6034 25th Ave., N. E., Seattle, Wash. Petrie, Bert A.. Pvt. 1st. CL, 820 E. 16th St., Cheyenne, Wyo. Pettie, Ernest R.. Corp.. Englishtown, N. Y. Piggott. Joseph B., Pvt., 755 Seneca St., Buffalo, N. Y. Popp, Charles J.. Tr.. Pvt., 27 New St., Tersey Citv, N. J. Ouale, William T., Pvt. 1st. CL, 616 Frank St., Huron. S. D. Retynski, Charles, Pvt., 1907 S. 10th St.. Council Bluffs, Iowa. Reynolds, Charles M., Sgt., Box 37. Ranger. Texas. Richardson, Christopher, Pvt.. 1st. CL. 42 Irving St.. Rahway, X. J. Roller, Peter P., Corp., 110 Railroad St., Mitchell, S. D. Rue, Selmer O.. Corp., c/o S. W. Jonason & Co., Aberdeen, S. D. Ryan, Patrick E., Pvt., c /o T. Coughlin. 579 River St.. Trov, X. Y. Saboski, Theodore, Pvt., Nagv, St., Middle Village, L. I.. N. V St. Ours, Edward, Pvt., 222 South Ave., Rochester, X Y Scarlott, John F., Cook, c/o Mrs. R. B. Stevenson, 901 May St., E. Liver pool, Ohio. Schamerloh. Albert F.. Pvt.. 1315 Spring St., Covington, Kv. Schrader, Harrv W., Pvt., W. Franklin Ave.. Bond Hill, Cincinnati, Ohio. Schuman. Frank, Pvt., 732 Walden Ave., Buffalo. X. Y. Schwab. Louis J., Pvt. 1st. CL. 112 Tavlor St.. Stamford Conn Sehwander, Willard C, Pvt.. 705 Jefferson St.. Buffalo, X. Y. Seaholm, Albert, Pvt. 1st. CL, Grass Range, Mont. Siskiewiez, Bruno S., Pvt., 941 W. 34th St., Chicago, 111. Sittig, Henry, Pvt., 294 Cornell St., Boston, Mass. Skog, Oskar L., Pvt.. Hermitage 6 Lane, Worcester, Mass. Snyder, Charles H., Pvt. 1st. CL, Logan, Kans. Spencer, Charles G., Pvt., 716 Clark St., Cincinnati, Ohio. Spike, Frederick, Pvt. 1st. CL, 19 Westminster St., W. Somerville, Mass. Spinski, Bronislaus, Pvt.. 1101 Ohio St., Michigan City, Ind. Starbuck, Sidney F., Pvt. 1st. CL, Staples, Minn. Steinmann, Alfred B., Pvt., Mason, Texas. Stephenson, Ray L., Mess Sgt., 222 N. Emporia Ave., Wichita, Kans. Steward, Leo E., Pvt., Owensville, Ohio. Stoddard, Rav F.. Pvt., 148 Holt St., Dayton, Ohio. Stubbs, William C, Pvt. 1st. CL, 1214 Russell St., Covington, Kv. Talbott, John J., Pvt., 47 St. Stephens St., Buffalo, N. Y. Teslow, Bjorne H., Pvt., c/o Mr. Jule Archem. Geddes, S. D. Tipps, Daniel P., Pvt., 1014 Walnut St.. Terre Haute, Ind. Vance, Edward, Pvt.. Cave City. Ky. (226) Venhuizen, John, Pvt., R. F. D. No. 1, Fulton, 111. Vitelli, Anthony, Pvt., 66 Bayard St., Trenton, N. J. Vogel, Victor B., Sgt. 1st. CI., 302 9th St., Silvis, 111. Walter, Charles A., Pvt., 126 Ogden Ave., Jersey City, N. J. Wanda, Boleslaw, Pvt., 38 Empire St., Buffalo, N. Y. Wark, David J., Pvt., 901 N. 30th St., Camden, N. J. Watkins, Allen R., Pvt. 1st. CI., Villa Grove, 111. WefFerling, Walter W., Sgt., 355 Hunterdon St., Newark, N. J. Weiler, Frank E., Pvt. 1st. CI., Box 25, Port Morris, N. J. Werther, Benjamin C, Pvt., 266 Third St., Jersey City, N. J. Westheim, Sam, Pvt., 831 Fairfax Ave., Sioux Falls, S. D. Westervelt, John J., Pvt., 31 Erie St., Jersey City, N. J. Wheeler, Elbert V., Pvt. 1st. CI., 1116 Seton Ave., Cincinnati. (Hun White, William, Pvt., 29 Columbia St., Newark, N. J. Wichman, Walter, Pvt., Box 245, Sauk Rapids. Minn. Wigfield, George A., Pvt., 1256 Ashland Ave.. St. Paul, Minn. Wolf, William T., Sgt., Grand Junction, Colo. Worden, Chester G., Pvt., c /o Mr. Walter Reed. Cove Orchard, Oregon. Wuertz, Frank P. 2, Pvt. 711 Eddy Road, Cleveland, Ohio. Yates, Sam A., Corp., 377 Ash St., Brockton, Mass. York, Rov C, Pvt., 826 Morrison St., Watertown, N. Y. Zick, Arthur G„ Pvt., 701 Eighth St., Watertown, Wis. Zissimopoulos, Demetrios, Pvt., Pocatello, Idaho. Company H Apenwich, Stanley J.. Sgt. 1st. CI., 325 Roe Ave., Elmira, N. Y. Austin, Harlow D., Sgt., Austin, Pa. Angell, Joseph J., Corp., 293 Sheridan Ave., Albany, N. Y. Aber, Oscar A., Pvt. 1st. CI., 406 Mathew St., Elmira, N. Y. Adkins, George T., Pvt., Robert Lee, Texas. Alderson. Wm. H., Jr., Pvt., 435 Watkins St., Augusta, Ga. Alexander, Ovil T., Pvt. 1st. CI., Niangua, Mr,, Allen, Tohn T., Pvt.. 37 Bingham St., Binghamton, N. Y. Allen, William A., Pvt. 1st. CI., R. F. D., Mulberry, Fla. Anton, Toseph, Pvt., White Lake, S. Dak. Arbogast. Chas. F., Pvt., R. F. D. No. 4, Palmer, 111. Archer, Alfred A.. Pvt., Charleston, 111. Bader, Matthew, Pvt., 280 So. Pearl St., Albany, N. Y. Beeman, George W.. Pvt., R. F. D. Xo. 3, Kansas City, Mo. Biegler, Lester L., Cook, Havward, Wis. Binkert. Albert E., Pvt., 85 Emcile St., Buffalo. N. Y. Bleu, Alexis J., Pvt., 1251 19th St., Watervliet. N. Y. Blossom, Benjamin F., Pvt. 1st. CI., Rockford, Ohio. Bossardt, Wm. F., Pvt. 1st. CI., 133 Peterborough St., Boston, Mass Brandle, Tohn, Pvt., 213 Glenwood Ave., Buffalo. N. Y. Brav, Ralph W., Corp.. P. O. Box 156, Tulsa. Okla. Brashear. Richard B.. Pvt.. 547 S. Main St., Muskogee, Okla. Brown. Frank. Pvt., 918 Mich. Ave., Buffalo, N. Y. Brunk, Pacific. Pvt., 3367 S. 17th St., Omaha, Neb. Brust, George F., Corp., Gen , l Del., Roxburv. K ins. Burke, James P.. Pvt.. 200 S. 11th St., Olean, X. Y. Coughlin. Dinnis T., Sgt.. 311 Montgomery St., Tersev City, X T Coniev. Ben M., Sgt., 2014 Hickory St., Texarkana, Ark. Carr, Ray E., Corp., 1918 Grand Central Ave.. Elmira, X. Y. Clement, Jesse B., Pvt. 1st. CI., Grey Bull, Wyo. Crabb, Arthur E., Corp., 7354 Perry Ave., Chicago, 111. Conger, Clyde O., Pvt., 324 Ouarrv St., Ashland, Ohio. Cantenello. Michael, Pvt., 833 Southard St.. Trenton, N. J. Carpani, Angelo, Pvt., Washoe, Mont. Catone, Dominick. Pvt., 1720 E. Main St., Waterbury, Conn. Chandler, Cecil M., Corp., 3304 Hnederson St., Greenville, Texas. Chamberlain, Wm. E., Pvt., 504 E. Water St., Elmira, X. Y, Chapman. Fletcher A., Pvt. 1st. CI., 419 Allene Ave., Atlanta, Ga. Cobb. Farrar H., Pvt., Munson, Fla. Cole, Charles F., Pvt., 220 William St.. Elmira, N. Y. Collins. William, Pvt., 23 Lowell St., Springfield, Mass. Cook, James C Pvt., College View, Neb. Costi, Luigi, Pvt. 1st. CI., Diamondville, Wyo. Coyne, Joseph J., Pvt., 735 Burnet Ave., Syracuse, N. Y. Crabb, Wayne F., Pvt. 1st. CI., Attica, Kans. Cullen, Edward T., Pvt., 82 Griswold St., Binghamton, N. Y. Curray, George, Pvt., Capac, Mich. Czarnecki, Walter, Sgt., 1740 Penna. St.. Gnrv, Ind. Davidson, Charles, Pvt. 1st. CI.. R. F. D. Xo. 1, Linwood. Kan Deemer, Hugh B., Pvt., 2323 Master St.. Philadelphia, Pa. Delaney. Velma L., Pvt., 1504 Westerly St., No., Greenville, T( Dennison, Jesse, Pvt. 1st. CI., Gen'l Delv., Pedro, Ohio. DiCerce, Antonio. Pvt., 434 Seneca St.. Buffalo, X. Y. Divisek, Toseph E.. Pvt. 1st CI., Miller. Kans. Donohue, Charlie J., Pvt. 1st CI., 2735 High St., Louisville. Kv. Donahue, Florenz J., Pvt. 1st CI.. 37 Mapie St., Batavia, X Y Donovan, James J., Pvt., 2075 Daily Ave., New York City, X Y Dorn. Charles F., Pvt., 228 9th Ave.. Eau Claire, Wis Dougherty, Walter E., Corp., 348 Baldwin Ave., Tersev City. X. T. Dougherty, Samuel L, Pvt., 29 Carry St., Binghamton, N. Y Dow, Frederick A., Pvt. 1st. CI., 168 Elm St., Cambridge. Mass Ertle, Samuel, Pvt. 1st. CI.. R. F. D. No. 1, Harrison, Ohio. Elvea, Harry E., Pvt., Higbmnre, S. Dak. Fell, Charles A., Pvt. 1st. CI., 2012 Lockport St.. Niagara Falls X V Fenton. Oaklev L, Pvt., 1910 9th Ave., Watervliet, X. Y. Fernquist, Oscar T., Pvt., 154 Dve St., Hornell, X. Y. Fetzer, Toseph E., Pvt., 248 Triangle St.. Buffalo, X Y. Flynn, Harrv P.. Pvt.. 231 Mvrtle Ave., Buffalo, X. Y. Flynn, Thomas P., Pvt., 417 Matthew St.. Elmira X Y Foley, Michael. Pvt. 1st. CI., 14 Walnut St.. Richmond Hill, X. Y Fox, Wilbur. Pvt., 27 Demond Place, Buffalo, X. Y. Fronberry, Jacob E.. Pvt. 1st. CI.. 232 Wash St. Milwaukee, Wis Funeheon, Edward J.. Pvt. 1st. CI., 478 Perrv St., Buffalo X Y Furry, Charles W., Pvt., Gays. III. Gunderman, Tracv L., Sgt., 105 Partridge Ave.. Elmira, X Y Gray, Charles X.. Sgt., 181 4th St.. Trov. N. Y. Garbarino. Francis E., Pvt. 1st. CI., 604 Magee St.. Elmira X Y Gelimini, Peter. Bugl. 1st CI., 1521 Blvd.. Tersev City, X T. Centner, William F., Pvt. 1st CI., 17 Ball Place. Watervliet. X Y Giles, Theodore, Pvt. 1st. CI., ^2 Georges St.. Green Island X Y Gillespie. Harrv P.. Pvt., 302 Grand Ave.. Altoona, Pa Girton, Basil G„ Pvt. 1st. CI., Platte, S. Dak. Gordon, Edward F., Pvt., 2048 Seneca St.. Buffalo. X. V. Goetcsinger, Henrv, Pvt.. 270 Spring St., Louisville, Kv Gorr, Ernest, Pvt., 210 Wash. St.. Elmira. X Y Gragg, Shelby. V.. Pvt.. 319 S. Green St.. Wichita. Kan. Gransamer, Edward A., Pvt., 227 Riplev Place. Elizabeth. N V Gray, Clarence A.. Pvt.. 828 3rd St., Rapid City, S. Dak. Gray, Warren F.. Pvt., Holton, Kan. Cress, William, Pvt.. 15 Mulford St.. Buffalo. X. Y. Grooms, Joseph J., Pvt., Jumbo, Okla. Guillaume, LeRoy C, Pvt., Elk Point, S. Dak. Gundlach, Henry L., Cook, 219 N. 8th St.. Belleville, 111. Hebert, Wilkes E., Sgt., R. F. D. No. 2, 267 C, Houston. Texas Harms, Edward H., Corp., 79 Audubon Ave., Jersey City, N .1 Hunter, Clarence E., Cook, 1310 E. 13th St., Kansas City, Mo Hardiman, Wm. H., Pvt., 109 Madison Ave., Elmira, N. Y. Harwood, Philip A., Pvt. 1st. CI., 22 Hutton St., Troy, X. 1 . Haugh, Cvril, Pvt., 1020 144th St., E. Chicago, Ind. Hayes, John T., Pvt., 23 Claremont Ave., Jersey City, N. J. Hayward, James Z., Pvt. 1st. CI., Granger, Wyo. Hebrew, Callie N„ Pvt. 1st. CI., Stockton, Kans. Heineman, Fred C, Pvt., 17 Mellville St., Rochester V \. Higgins, Patrick A., Pvt., 3207 Blvd., Jersey t ity, N. J. Hollowell, Loweth W., Pvt. 1st. CI., 124 Riverside Ave., Winfield, Kans. Honan, Wm., Pvt. 1st. CI., Reed Hotel, Lexington. Ky. Huhner, Henry W., Pvt., 1701 Commercial Ave., Cairo. 111. Jennings, David M„ Pvt. 1st. CI., 401 E. Market St., Princeton, Ky. Tohannpeter, Wm. H., Pvt. 1st. CI., Kinley Place, Madison, 111. Tohnson, Conrad W., Pvt., R. F. D. No. 1, Akron, Iowa. Johnson, Edw. J.. Pvt., 14 Barkley St., Albany, N. Y. Johnson, Milton E., Sgt., Elk Point, S. Dak Tohnson, Otto H., Pvt., c /o Hollenbeck, Tailor, Sioux City, Iowa. Jones, Roy C, Pvt., 324 Cleveland St., Youngstown. Ohio. Jones,' Willie, Pvt., Kevey, Ky. Tustice, Guv W., Pvt., Spencer, S. Dak. "Kromer, Michael, Corp., 136 Mohr St., Buffalo. N Y. Kennedy, Edward J., Pvt., 105 Grover St Springfield, Mass. Kennedy, James T.. Pvt., 366 Norton St., Elmira, N. Y. Kielv, Patrick L. Wagr., 520 Spruce St., Anaconda, Mont. Kirk'wood, Edwin T., Pvt. 1st. CI., Kemmerer, Wyo. . . Kock, Edward J., Pvt., 1176 Harrison Ave., Cincinnati, Ohio. Kurig, Herman'T., Corp., Ravena, N. Y. Lemley, Roy M., Pvt., R. F. D., Silver Springs. N. \ . Lamar, Jesse O., Pvt., Merkel, Texas. Langston, George A., Pvt., 502 6th St., Paducah, Ky. Lawler, Hix A., Pvt. 1st. CI., Jacksonville, Texas Lawson, Chas. E., Pvt., 4 Wright Terrace, Rochester N. \ . Ledford. Thomas A., Corp., R. R. No. 7, Hopkinsv.lle. Ky. Lewis, Joseph, Pvt., 2706 Portland Ave Louisville, Ky. Lindquist, Albert N., Pvt., 57 Salisbury St. Holden, Mass. Luedtke, Tohn W., Corp., Brownstown, Ind. Mowerv, John W., Pvt., Madison, 111. - McGrath, Edward J„ Corp., 1497 E. 15th St., Brooklyn, N. \. McNair, Ralph, Corp., 151 S. Division St.. Buffalo, N. Y. McManus, Arthur A., Mess Sgt., 22 Carlton St.,. Rochester, V V Mack William J., Wagr., 311 Weber Place, Elmira, X \ Magnusdal, Henrv M., Pvt.. 435 Montauk Ave., New London, Conn. Maiier, Tames A., Pvt., 27 S. St., Buffalo N Y. Mahorney, Everett H., Pvt., 2407 Bank St Louisville, Ky. Maroney, Francis V., Pvt., 47 E. Tupper St., Buffalo, N. Y. McCann, Frank E.. Pvt. 1st. Cl„ 6 Pearne St.,. Binghamton, NY McGuire Joseph A., Pvt. 1st. CI 1402 Baldwin St., Elmira, X. Y. McMahon, William E., Pvt., 1003 Spruce St., Olean, N. Y. McMahon Toseph J., Pvt.. 1207'/, Grand Central Ave Elmira, N. Y . McPheeters, AdLn A., Pvt. 1st. CI., 1173 W. 10th St., DesMoines, Iowa. Miller Harrv, Pvt., 29 Madison Ave., Albany, N. Y. Mitchell Eddy W Pvt., 212 W. Elm St.. West Frankfort 111. Monroe ' Eugene B., Jr.,' Pvt R. F. D. No. I Columbia Cross Roads, Pa. Moran, James E., Pvt., 23 Munsell St., Binghamton. N. \ . Morabito, Paul, Pvt., 619 20th St., Niagara Falls, N. \. Morris, Adley, Pvt. 1st. CI., 503 Arch St., Fulton, Ky, Murphy, Francis, Pvt. 1st. CI., 955 Michigan St. Elmira N. V Mvers'Troden L., Corp., 1428 Western Ave., Medo, Ohio. Newton, Meek D.. Pvt. 1st. CI., Bloomburg, Texas. O'Donnell, Tohn, Pvt., Box 185, E. Alton, 111. O'Neil, Homer A., Pvt. 1st. CI., 211 Bonham St Commerce, Texas. Olson, Andrew O., Pvt. 1st. CI., Hitchcock, S Dak. Palmer, Carl D., Corp., R. F. D. No 1, Mellette, S. Dak. Porter, Walter W., Cook, Arispee, Iowa. Pavia, Francisco, Pvt., Cavour 24, Marsala, Italy. Parkhill, Thomas, Pvt., R. F. D. No. 1, Chrisman, Texas. Patterson, Sooner C, Pvt., Leinatt, Tenn. Posev Tohn J., Pvt. 1st. CI., Helena, Ohio. „_._,, trader/ George' J., Pvt., 1217 N 14th St. E. St. Loins. 111. Preussing. Elmer J., Pvt. 1st. CI., Hecla S. Dak. Putnam. Oddv O., Pvt., Electric Ave., McAlester, Okla. Rur.dell, James R., Sgt., White Bear, Mmn. loI^Her^Sg^lff C^^^^tr- N ' " l». at ^'llt^^M^t Eagle St., Niagara Falls, X. Y. Roche. William L„ Pvt.. 44 5th St., Lackawanna, X \. Rocco. Michael. Pvt. 1st. CI.. 18 Prospect St., New Brunswick. N. I Roth, William, Pvt., Bristol, S. Dak Rowe William Pvt , 3020 Elm St., Newark, N. .1. RuTse'll Clem ™W \, Pvt.. R. F. D. No. 2. Box No. 6, Bowling Green, Ky. Spooner, Harry S., Pvt., 281 Grafton St. Worcester, Mass Schulte, Grover C, Sgt., 1723 Sherman Ave Norwood, Ohio. Satzinger, Clarence A., Wagr., Ipswich, S. Dak . Stapf, Elmer J., Pvt., 1165 Central Ave.. Hamilton, Ohio. Sweenev. Tohn J., Corp., Broadbrook, Conn. Shaw George L , Pvt. 1st. CI., 115 Mission St., Santa Cruz. Calif. Scarbrough. Walter R., Mech., Pomona Kans Scharre, William F., Pvt., 1617 Fair Place Shreveport, La. Schieffer, Toseph W., Cook. 63 Main St., Danbury, Conn. Sedlacek, Michael W.. Pvt., St. Francis, S. Dak. Simon. Andrew A., Pvt.. 148 Arter Ave., Oakland. Kans. Siracusano, Win., Pvt., 3222-: Calif St Omaha Neb. Smith, Frank H., Pvt., 281 Stanhope St., Brooklyn. V Y . Smith, Hubbard, Pvt., IS Grand St., Newark. N. J. Spitzenberger, A. H., Corp., Bonesteel S. Dak. Stabach. Reinhold E., Pvt., 470 N. 8th St.. Laramie, Wyo. Star, Nick G., Pvt., Corsica S - ° a , k ' , c t, i Sutter. Chas. L., Pvt. 1st. CI.. Hitchcock. S. Dak^ Tracy, Daniel E., Pvt. 1st CI., 1819 Lyndale Ave., So. Minneapolis, Minn. Thave'r, Louis, Pvt. 1st. CI., c /o A. Baker, Amangansett, X. Y. Tidwell, Hubert, Pvt., Beaumont, Texas. Tiernev, George, Pvt., 212 Garfield Ave., Jersey City, N. .1. Voutoiir, Philipe F„ Corp., 69'< Mount Auburn St., Cambridge, Mass. Vauthriii, Amos P., Pvt., 16 Rose Ave., Jersey City. N. J. Vauthrin. Louis T., Pvt., 243 Pearsoll Ave., Jersey City, N. J. Veech, Thomas A., Pvt., 2061-5 E. Wash. St., Springfield, 111. Wiseman, Daniel R., Pvt., 50 Plantation St., Worcester. Mass. Witucki, Joseph, Sgt. 1st. CI.. 1049 N. Kedvale Ave., Chicago, 111. Walth, Gottlieb J.. Pvt. 1st. CI., Hosmer, S. Dak. Whitworth, John E., Pvt. 1st. CI., 1409 12th St., Wichita Falls, Texas. Wall Arthur B., Corp., 314 N. 7th St., Temple, Texas. (227) Wallers, Fred, Pvt. 1st. CI., 7127 S. Chicago Ave., Chicago, 111. Watson, Leslie J., Pvt. 1st CI., Phillip, S. Dak. Weber, Henry J., Pvt., 32 Garfield Ave., Lancaster. N. Y. White, Irven C, Sgt. 1st. CI., 1707 Ogden Ave., Superior, Wis. White, Julian L., Supply Sgt., 605 W. 6th St., Oklahoma City, Okla. Whitfield, George R., Pvt., 215 S. 6th St., Newark, N. I. Wilder, Cree L., Pvt., Huron, S. Dak. Willis, Cebery, Pvt., 230 E. Market St., Louisville, Ky. Wilson, Matthew E., Pvt., 27th St., Sunset Heights, Houston, Texas. Vurcukornis, John, Pvt., S4 Johnson St., New Briton, Conn. Zirker, Henry J., Pvt. 1st. CI., 2109 Wilson Ave., Louisville, Ky. Stange, Christopher J., Pvt., 29 Stagg St., Tersev City, X. I. Gilman, Jake, Pvt. 1st. CI., Henry, S. Dak. Company I Allen, J. A., Pvt. 1st. CI., Gillette, Wyo. R. G. Allen, Pvt. 1st. CI., Glen Elder, Kans. Amick, H. F., Pvt., 1696 Piedmont St., Charleston, W. Va. Anderson, A. M., Pvt., Bristol, So. Dak. Anderson, A. W., Pvt. 1st. CI., 2507 K Street, Omaha, Neb. Anderson, E. C, Pvt., Valley Springs, So. Dak. Archer, Ole E., Pvt. 1st. CI.. Densmore, Kans. Arnold, Rav W-, Pvt., Hutchinson, Kans. Bailev, Henry C, Pvt., 721 Sawyer St., Lead, So. Dak. Barker, G. C, Sgt. 1st. CI., 314 E. Lewis St., Wichita, Kans. Baxter, J. R., Corp., US Cottonwood St., Freeport, 111. Bayer, E. F., Pvt. 1st. CI.. Edgemont, So. Dak. Beaudry, L. E., Corp., 275 E. Brodaway, Toledo, Ohio. Beckett, R. P., Sgt., Greensburg. Kans. Bender, O. A., Pvt. 1st. CI., 4547 Chouteau Ave., St. Louis, Mo. Benedict, T. E., Pvt., 106 W. Oak St., Waseca, Minn. Berberovich, M., Pvt., 504 Lynch St., Jackson, Miss. Blackberg, A. W„ Pvt., 707 N. 20th Ave., W., Duluth. Minn. Blewett, W. H., Pvt. 1st. CI., 2149 N. Water St., Wichita, Kans. Bowdes, S. L.. Pvt. 1st. CI., R. F. D. No. 2, Formoso, Kans. Bowman, R. T., Pvt., 324 Grammercy Ave., Minneapolis, Minn. Boyer, F. J., Pvt., 323 LTnion St., Napoleon, Ohio. Brady, Pat, Pvt, 1909 Green St., Boone, Iowa. Braun, A. G., Pvt., Savoy, Mont. Brosig, W r . S., Sgt., Holton, Kans. Brown, G. H., Pvt., 415 24th Ave., N., Minneapolis, Minn. Brown, R. J., Pvt. 1st. CI., 105 Bulkhead Ave., Chicopee, Mass. Bujold, G. W., Pvt. 1st. CI., 6512 Polk St., Duluth. Minn. Burke, R. S., Pvt., 21 Harvey Place, Buffalo. N. V. Butler, J. T., Pvt., 17 So. 4th St., East, Salt Lake City, Utah. Cantwell, W. J., Pvt., 506 Ward St., Joliet, 111. Campbell, H. \\\. Pvt. 1st. CI., 9 Hammer St.. Burnside, Conn. Carroll, James, Pvt, 1st. CI., 23 So. 8th St., Council Bluffs, Towa. Carroll, J. H., Pvt., 354 Lincoln St., Seneca, 111. Cason, W. G.. Pvt., Montezuma. Ga. » Chestnut, J. S., Pvt., R. F. D. No. 5, Clav Center, Kans Christenson, N. M., Pvt., R. F. D. No. 5, West Duluth, Minn Clewett, L. G„ Pvt., Salana, Minn. Cockey. W. B., Sgt.. 320 S. 7th St., Salina, Kans. Constantine. J. E., Pvt.. 1503 W. 4th St., Red Wing, Minn. Collins, Fred J., Sgt.. Malta, 111. Coster, James, Pvt., 65 Wallis Ave., Tersev City, X. T. Counts, J. B., Pvt., 90S S. Sth St., Waco, Texas. Cowling, R. V., Pvt., Browns. 111. Craig, Emmit, Pvt.. 311 Park St., Chillieothe, Ohio. Crilly, D. J., Pvt. 1st. CI., McGill, Nev. Crosby, W. E., Pvt., S Milton St., Lynn, Mass. Cunningham, E. C, Corp., 1646 N. Monticello Ave.. Chicago, III. Danos, Constantine, Pvt., Box 205, E. Chicago, Ind. Darr, R. L., Pvt. 1st. CI., R. F. D. No. 5, Loudonville. Ohio. Dawes. I. L., Pvt. 1st. CI., 317 4th St.. Two Harbors, Minn. Day, R. V., Pvt. 1st. CI., Winfield, Kans. Dery, C. P., Pvt.. 3 Dana St., Lowell, Mass. Dickson, F. G.. Cook, 310 E. Superior St., Duluth, Minn. Dreyer, Fred, Pvt. 1st. CI.. Letcher, So. Dak. Ddgan, Harry W., Pvt. 1st. CI.. Lostant. 111. Dwyer. John. Pvt.. 102 Mahoning St., Hibbing, Minn. Eckbeck. O. M., Corp., 616 Barker St., Hawlev. Pa Engel, Carl, Pvt. 1st. CI., R. F. D. No. 1. Dayton, Ohio. Erickson, C. J., Corp., R. F. D. No. 1, Gullv. Minn. Erickson, G. W., Pvt., 1702 Dempster St., Evanston. 111. Fairchild. A. L., Pvt.. 7S Cedar Lark Rd., Minneapolis, Minn Farr, J. G., Pvt. 1st. CI., Ponsford. Minn. Fernstrom, E., Pvt. 1st. CI.. R. F. D. Nn. I. Rousean. Minn Finley, C. A., Pvt., 1107 E. First St., Fort Scott. Kans. Fitzsimmons, J. A.. Pvt. 1st. CI.. Burnett Road, Springfield, Ohio. Fleming. J. L.. Corp.. Weldon. 111. Flori, Frank. Cook. 4th and Bell Sts., Alton, 111 Flyte. Samuel H., Pvt., Dallas. Texas. Frazier, C. L., Pvt., Oconee, 111. Frazey, M. E., Pvt., Holton, Kans Galligan, Paul. Pvt 1st. CI., 104 W. Forest St.. Pittsburg. Kans Gardner, R. H., Pvt., 1101 N. Minnesota Ave.. Sioux Falls. So. Dak. Oearheart, L. B., Pvt., 1823 La Salle St., St. Louis, Mo Gigeay, C. P., Pvt. 1st. CI., c /o C. & N. W. R. R., Wasseca, Minn. Gilloth, Frank J., Pvt., 218 1st Ave.. Barboo. Wis. Glassco, J. F., Sgt., Beaver Ave.. R. F. D.. Des Moines, la. Gonzales. Frank. Pvt., 21 S Carbon Ave., Trinidad. Colo. Grogan, T. F.. Pvt., 102 Conway St., Greenfield. Mass Grotegut, F. L.. Pvt.. 1425 7th Ave., Rock Island. Ill, Gulsveg. Edward. Pvt., 3225 Cedar Ave., Minneapolis, Minn Hager, P. W. H., Pvt. 1st. CI.. Hepler, Kans. Hale, V. O., Corp., Osborne. Kans. Ham. H. F., Pvt.. 566 Page St.. Svcamore. 111. Harding. S. E.. Pvt., 90' W. Franklin Ave., Minneapolis. Minn. Heatherly. J. J.. Pvt.. 677 Summit Ave.. Jersev City N T Hcffron, C. E.. Pvt., N. S., Croton. N. Y. Henry, J. C. Pvt. 1st. CI.. 1220 Orient. San Angelo, Texas Hicks, A. W.. Pvt., R. F. D.. Munger. Minn. Hinaman, C. L., Pvt., Norwick, Pa. Hingsberger. C. L., Pvt., 721 14th Ave.. So.. St. Cloud, Minn. Honey, J. W., Pvt., 521 So. 2nd St., Muskogee. Okla Honza. C. R., Corp., S38 S. 4th. St.. Atchison. Kans. IIoss, Thomas, Pvt., 16 2nd. Ave.. W., Duluth. Minn. Houser, H. A., Pvt., Paradise, Kans. Hovde, Nels G„ Pvt.. Ralph. So. Dak. Huffman. R.. Pvt.. 409 So. 11th St.. Beatrice, Neb. Hulett. W. F... Pvt.. Champlin. Minn. Humphrey. G. W., Corp.. White Plains. Ky Hungerford. E. G., Pvt. 1st. CI.. 853 W. 5th' St., Emporia, Kans Hunter. E. J., Cook, Verdin. 111. Huth, Theo. E., Pvt. 40S Wavland St., Beaver Dam, Wis Iverson, Henry, Pvt. 1st. CI., 56 No. State St., Aurora, 111. Jacobs, Fred, Corp., Victoria Hotel, Seattle, Wash. James, George T., Corp., 501 3rd. St., Fulton, Ky. Tohnson, F. S., Pvt., Pierpont, So. Dak. Johnson, J. A., Pvt. 1st. CI., 1117 St. Joe St., Rapid City, So. Dak. Johnson, J. C, Mech., Flandreau, So. Dak. lohnston, E. C, Corp., Pipestone, Minn. jolliff, Logan E., Pvt., Richview, 111. Tordan, J. H., Pvt., 34 N. 11th. St., Minneapolis, Minn. Tordan, R. E., Pvt., Vandalia, Ohio. Kalmer, George V., Pvt., 532 Decatur St., St. Paul, Minn. Keay, John M., Sgt., Amboy, 111. Keeney, C. A., Cook, 40 Station St., Ashtabula, Ohio. Kellett, F. T., Pvt., 236 Seminary Ave., Aurora, 111. Kellev, J. F„ Pvt., 216 Lembeck Ave., Jersev City, N. J. Kenter, J. H., Pvt., 914 N. Railroad Ave., Effingham, 111. Kleiber, Adam, Pvt. 1st. CI., Herrington, Kans. Kuczka, W. K., Pvt., 12 Warren St., Buffalo, N. Y. Kumm, E. E., Pvt., Spring Vallev, Minn. Lampl, Wenzel, Pvt. 1st. CI., 1010 Co. Front St., New Ulm, Minn. Lellelid, G. 0., Pvt., Coleman, So. Dak. Lendu, Andrew, Sgt. 1st. CI., 1029 Ogden Ave., Superior, Wis. Lindbloom, A. D., Pvt., Box 1202, Soudan, Minn. Link, George B., Pvt., Reno, Minn. Lisanti, A. F., Pvt., 87 Central Ave., Corona, L. I., N. Y. Locke, A. H., Pvt. 1st. CI., Castlewood, So. Dak. Love, Louis B., Pvt., Critchfield, Ky. Lipton. J. M., Pvt., Ambov, 111. Luth, J. W., Corp., 891 Arcade St., St. Paul, Minn. Lvnn, Floyd A., Pvt., Huron, So. Dak. Martin, Roscoe A., Pvt., 315 E. 10th St., Cheyenne, Wyo. Maver, Carl, Pvt., 1711 Penn. St., Kansas Citv, Mo. McClurg, L. J., Sgt., 2805 Race St., Denver, Colo. McFarlin, W. L, Pvt., 27 King St., Trunnel, Ont., Canada. MsMahon, F. F., Pvt., 512 E. Johnson St., Clinton, 111. Meng, Wm. D., Pvt., Carrington, Mo. Mesick, George E.. Pvt. 1st. CI., Highmore, So. Dak. Miller. Frank B., Pvt., R. F. D. No. 5, Somerset, Pa. Millikin, J. W., Pvt., 508 Chicago St., Caldwell, Idaho. Myrha, Harry B., Pvt. 1st. CI., Davenport, No. Dak. Nelson, G. A., Pvt., Dilworth, Minn. Nelson, W. O., Pvt., Box 352, Sandstone, Minn. Neilson, P. M. C, Pvt., 1st. CI., Lake Wilson, Minn. Nixon, M. L„ Pvt. 1st. CI., 346 W. 7th St., Elmira, N. Y. Nooner, C. R., Pvt. 1st. CI., Fulton, So. Dak. Norquist, E. W., Corp., 2320 W. Piedmont Ave.. Duluth, Minn. Nugent, F. B., Corp., 259 W. Morrison, Frankfort, Ind. Nugent, W. A., Pvt. 1st. CI., 259 W. Morrison, Frankfort, Ind. Nystrom, A. G., Pvt.. R. F. D. No. 1. Box 4, Foreston, Minn. Osborn, Harry D., Mess Sgt., 154 Litchfield Ave., E., Wilmar, Minn. Ostrcm, N. O., Pvt., 2445 11th Ave., So., Minneapolis. Minn. Owens, O. E.. Pvt. 1st. CI.. 500 Roosevelt Ave.. Eveleth, Minn. Paddock, G. H., Pvt., 38 Hibbard St., Amsterdam, N. Y. Pagano, Galtano, Pvt., Box 104, Susquehanna, Pa. Painton, H. W., Pvt., 704 Linden Place., Elmira, N. Y. Painton, P. E., Corp., 704 Linden Place, Elmira. X. Y. Petersen, W r m. H., Cook. 2213 Winnebago St.. St. Louis, Mo. Pfabl, A. E., Set., 202 Clav St., Rochester. N. Y. Pfoltzer, Fred D., Pvt. 1st. CI., 251 Oakwood Place, Buffalo, N. Y. Phillips, C. G., Pvt., Brownwood, Texas. Phillips, Tames, Wagr., Blooming Grove, Texas. Pisano, J. A., Corp., 308 North St., Elmira, N. Y. Pitt, C. A., Pvt., 270 McDonough St., Brooklyn. N. Y. Pitts, F. E.. Pvt., 84 Liberty St., Newburgh, N. Y. Price, Roy H., Pvt., Rural Retreat, Va. Reckinger, W. E., Sgt., 188 New York St., Aurora. 111. Regan, Thomas J., Pvt., 558 W. 37th St., New York. N. Y. Reidv, P. J.. Pvt. 1st. CI., 640 Fulton, Buffalo. N. Y. Rhodes, E. C, Pvt., 77 Robinson St., Binghamton, N. Y. Rice, R. F.. Pvt. 1st CI., 111'/. Orchard St.. Elmira, N. Y. Reiger, T. B., Pvt., Box 80, East Dubuque. 111. Roberts, A. S.. Pvt., R. F. D., Ekron, Ky. Roberts, William, Wagoner, 754 ! j New St.. Macon, Ga. Roberts, W. IT. H. D., Pvt.. Dayton. Tcnn. Robertson, S. R., Wagoner, 1609 Washington St., Denver, Colo. Rogers, F. F., Wagoner, 805 McGee St., Elmira, X. Y. Rudolph, C. F., Pvt., 119 W. Bridge St., Elvria, Ohio. Rudolph, T. A., Pvt. 1st CI.. 320 Burr Oak Ave.. Blue Island, 111. Ruf, A. B\, Pvt. 1st CI., 1331 E. 7th St., Duluth, Minn. Rumler, J. M., Pvt., 1QJ4 13th St., East Moline, 111 Rump, George B.. Pvt., 1121 Lee St., Covington, Ky. Russell, G. W., Corp., 205 N. Broadway, Los Angeles, Cal. Rutherford, A. G., Corp., 1439 East 4th St., Brooklyn, N. Y. Saccomanno, S., Pvt., P. O. 23, Cranberry Lake. X'. Y. Sangalli, R. J.. Pvt., 500 W. Elm St.. Waseca, Minn. Saver, Erwin W., Pvt.. 432 E. 30th Ave., Los Angeles, Cal. Scanlon, M. J., Pvt., 522 Elk St., Buffalo. X. Y. Schober, J. A., Pvt., 2211 Oueen Ave.. N. Minneapolis, Minn. Schroeder, S. A., Pvt. 1st CI., Sidney, Xeb. Schroedl, M.. Pvt., 10 Glasser St., Rochester, N. Y. Schuler, H. M.. Pvt., 1925 Walton Wav, Augusta. Ga. Seastedt, R. G., Pvt., 1009 E. Losey, Balesburg, III. Sevdlitz, Frank, Mechanic. Plattsmouth. Neb. Shea, J. J., Pvt., 120 Erie St.. Owego, N. Y. Sheils, Earl A., Pvt. 1st CI, Carlton, Minn. Shonessy, J. N., Pvt., 159 Ivanboe PL. Savior Pk.. Cincinnati, Ohio . Siehl, E. E., Pvt., 1852 E. 55th St., Cleveland, Ohio. Silvers. J. L., Cook, 21 Jackshurro St., Luretha, Ky. Smith, George F., 1st Sgt.. 201 Washington. Newton, Mass. Sorter, B. S., Cook. S20 E. Augusta St., Clinton. Mo. Smith, L. R., Pvt., Tek.ia, Wash. Smith, H. C, Pvt., Thompson. Pa. Spranger. Carl F., Pvt. 431 X. 17th Ave., East Duluth, Minn. Stall : ngs, T. H., Corn.. Brownhouse. Macon. Ga. Stearns. F'loyd A., Pvt. 1st CI. 1453 Grand Central Ave., Elmira, N. Y. Strong, O. H-, Pvt., Jackson, Ky. Swanson, Henry, Pvt., 760 Sims St., St. Paul. Minn. Talmon, Leo, Wagoner, 405 Robins St., Houston. Texas. Taylor, L. H., Pvt. 1st CI. Box 424, St. James, Minn. Teresi. Ignazio, Pvt., 149 Joseph Ave., Rochester, N. Y. Thach, Frank L., Sgt., Kimball. Tenn. Thomas. Batv, Pvt., Oakdale, Tenn Tozzi, P. A., Pvt., 119 Mvrtle Ave., Buffalo, N. Y. Traylor, C. E., Pvt., 204 N. Grant St., Casper. Wyo Valente. Felice, Pvt., 145 Romeyn St., Schenectadv X. Y. Vance. Harold L.. Sgt.. 5215 Lvons Ave.. Kansas City, Mo. Vanderploeg, R.. Pvt.. Box 64. Marble Minn. Velocci, Rocco, Pvt., 665 Magee St., Elmira, X, Y. (228) Vesper, Edward E., Pvt. 1st CL, R. F. D. 3, Mendon, Ohio. Viele, George, Pvt., Sehuylerville, N. V. Wade, Robert R., Pvt., 194 James Ave., N. Minneapolis, Minn. Wagner, Frank, Corp., 426 4th St., Red Wing, Minn. Waite, R. G., Pvt., 510 W. Buffalo St., Rawlins, Wyo. Waiker, E. B., Pvt. 1st CI., 706 Terrace Ave., Davton. Ky. Walker, Walter F., Pvt .1st CI., 246 N. Melwood St., Wichita, Kans. Wallin, Richard, Pvt., 221 Pittsburg Ave., Duluth, Minn. Weineger, John, Pvt., 236 Locust Ave., Amsterdam, N. V. WVh, Henrv J., Pvt. 1st CI., 2725 6th Ave., Rock Island, 111. Williams. G. I., Pvt. 1st CI., Beech Bluff, Tenn. Williams. H. W., Pvt. 1st CI., 1226 W. Jefferson St., Louisville, Ky. Wilk.ughbv. C. O., Pvt., Macksville, Kans. Woehling, T. H., Pvt. 1st CI., Shakopee, Minn. Woolard, C. B., Sgt. 1st Cl„ 406 East 1st St., McCook, Neb. Wright, Rov N., Pvt., 1010 W. Bluff St., Janesvillle, Wis. Winget, George I., Pvt., Hillvard, Wash. Yehling, Charles L., Sgt. 1st CI., 3222 Chippewa St., St. Louis, Mo. Zbikowski, Frank J., Pvt., 1168 Magee St., Elmira, N. Y. Zea, Raymond C, Sgt., St. James, Minn. Zerhusen, T. C, Pvt. 1st CI., 844 Crescent Ave., Covington, Ky. Zittel, A. B., Pvt., Glen Center, N. Y. Headquarters Detachment, 4fli Battalion Anderson, Lewis M., Bn. Sgt. Maj., 743 LaFayette St., Kansas City, Kans. Armstrong. Winton B., Pvt., P. O. Box 704, Augusta, Ga. Caselas, Paul L„ Pvt. 1st CI., 2108 S. Spring, St. Louis, Mo. Chandler, Arthur C, Cook, 420 W. Main St., Oklahoma Citv, Okla. Cross, James L., Pvt., 1511 So. Boulder St., Tulsa, Okla. Davis, Fred B., Jr., Wagoner, Ft. Pierre, S. Dak. Douglass. Win M., Corp., 3237 Grand Ave., Dallas, Texas. Glazener, Joseph T., Wagoner, So. Houston, Houston, Texas. Guidrv, Woodward E., Pvt. 1st CI., Port Lavaca, Texas. Holco'mb. Earle T., Pvt. 1st CL, 32 Hubbard St., Winsted, Conn. Kirby, Wm. H„ Pvt., 2800 Jamaica Ave., Richmond Hill, L. L, X. Y. Munro, Kenneth D., Pvt., Wilmot, S. Dak. McShan, Frank E., Pvt., 2611 LeClede Ave., Dallas, Texas. Pryor, Tandy M., Sgt., 831 McAllister St., Benton Harbor, Mich. Strohm, Arthur R., Pvt., Jewell Citv, Kans. Stuwe, Harry A., Sgt., 136 Marion St., Oak Park, III. Weigand, Wilbur E., Bn. Sup. Sgt., Gillispie, 111. Medici Detachments 4th Battalion Baldonado, Emiliano, Pvt., Placitas, N. M. Balthazer, Harvey L., Pvt., 2326 Monroe St., X. E., Minneapolis, Minn. Berggren, Fred M„ Pvt., Mead, Neb. Deller, Estell M., Sgt. 1st CI., Flandreau, S. Dak. Hagen, George, Pvt., Russell, Kans. Hagen, William, Pvt., Marion, Kans. Johnson, John, Pvt., Slater. Mo. Knudson, Helmer A., Pvt., 407 S. "K" St., Sparta, Wis. Longcoy, Adelbert D., Pvt., 818 Marineth Ave , Menominee, Wis. Samora, Edward B., Pvt., St. Johns, Ariz. Sheppard, Budd F., Pvt., Shamrock, Texas. West, Charles E., Pvt., Bismark, Mo. Company Iv Andrews, Henry J., Pvt.. 161 Grav St., Buffalo, N. Y. Archambault, Walter J., Pvt. 1st CL, 36 Titus St., rear. Valley Falls, R. I. Aloisio, Dominick, Corp., 257 N. Division St., Buffalo, N. Y. Anderson, Albert, Pvt., Draper, TTtah. Anderson. John A. W., Corp., 318 X. Grand Ave., Okmulgee, Okla. Alstott, Louis, Pvt., 264 N. Forge St., Akron, Ohio. Bowers. Charles, Pvt., 92 Roosevelt St., Buffalo, N. Y. Bozarth, Arch W., Pvt., Huntington, Ind. Becelia, Joseph F., Pvt. 1st CL, Main St., Allegany, X. Y. Brown, Tames W., Pvt., Abbottstown, Pa. Blakly. Ed X.. Pvt., Miles City, Mont. Buford, Roy C, Corp., May, Texas. Byrne, Jas. W., Pvt. 1st CL, 612 E. Main St., Chattnaooga, Tenn. Bone, Alfred W., Corp., 3851 University Ave., Los Angeles, Cal. Bogard, Carl, Pvt., 515 N. Broadwav, Oklahoma Citv. Okla. Brov.nlee, John, Pvt. 1st CL, 926 Forsyth St., Toledo, Ohio. Burke, William, Pvt., Miles City, Mont. Baseman, George O., Pvt. 1st CL, Grenloch, N. J. Breunan, Harrv L, Pvt. 1st CL, 34 Park Ave., Camp Hill, Pa. Barulich, John J., Pvt., SIS "K" St., Bakcrsfield, Cal. Beckner, Lawrence M., Pvt., 218 Onawa St., Holland Pk., Ky. Bovd, John A., Pvt., c la Santa Fe Rv., Dallas, Taxas. Bvers, Clifford, Pvt. 1st CL, 817 N. 12th St., Mattoon, 111. Burhans, Frank D.. Pvt. 1st CL, 284 Sheridan Ave., Albanv, N. Y. Clifton, Harrv E„ Mess Sgt., 144 Pinknev St., Circleville, Ohio. Comer, Clay E., Pvt. 1st CL, 1826 Inglehart St., St. Paul, Minn. Coleman, George P., Pvt., 5232 Brandon St., Seattle, Wash. Cormier, Alphonse J., Pvt., 350 Liberty St., Springfield, Mass. Crosnoe, Ernest M., Pvt.. Crowell, Texas. Caleb, David T., Sgt., 107 S. Bales St., Kansas City, Mo. Cain, David, Corp., 3822 Winston Ave., Covington, Ky. Camp, Ennis W., Pvt., Gorman, Texas. Craig, William S., Pvt., 338 Tvler St., Trenton, N. T. Childers, William S., Pvt., 402 Wvandotte Ave., Bart'lesville, Okla. Cruse, Elmer M., Sgt. 1st CL. Cleveland, Texas. Condon, Arthur T.. Corp., 343 Walnut St., Aurora. 111. Claffy, Robert A., Pvt. 1st CL, 2 Thompson Ave., Wineld, X. Y. Cameron, Donald J., Pvt. 1st CL, Washburn, Wis. Devoung, Roy M., Pvt., 2110 Fulton St., Houston. Texas. Dycus, Henson G., Pvt., Grand Rivers, Kv. Devir.e, Robert P., Corp., Chester, 111. Dukes, Tom, Pvt., Route 1, New Salem, Texas. Dietrich, Albert, Pvt.. 804 E. 1st St., Belleville, 111. Date, William, Sgt.. Kimball, Mont. Deakin, Allen, Pvt. 1st CL, 106 11th St., College Point. N Y Dunning, Henry E., Pvt. 1st CL, 1021 Cherrv St., Muskogee Okla Daughton, Rnhert E., Pvt. 1st CL, 1153 N. 8th St., Springfield. 111. D'Espinosa, Salvatore, Pvt., 1191 Washington St, Norwood Mass' Davis, Edmund B., Pvt., 2414 Pine St., Pueblo, Colo. Davis. Alvin H., Sup. Sgt., 2112 N. 64lh St., Seattle, Wash Dillion, George J., Pvt.. 23 E. 40th St., Bavonne, N. T Dye, Everett, Pvt. 1st CL, Waynesboro, Kv. Evans, Ernest A., Pvt., 607 Denver St., Waterloo, Iowa Elder, Thomas R., Pvt., 336 W. 7th St.. Paris, Ky. Eisefelder. Isaac E„ Pvt. 1st CL, 2700 Howard St.'. St. Louis Mo Ehrline, Thomas L„ Pvt. 1st CL. 2933 Kipp St., Philadelphia Pa Engle, Adolph B., Pvt., Stratford. Okla. idelphia, Pa. East, Walter H., Corp., 351 Oceanview Ave., Woodhaven, X V Eleing, Max P., Pvt., 304 W. 6th St., Piusburg. Pa. Flood, John J., Pvt., 527 Newark Ave., lersev Citv, X, 1. Francis, Harry, Pvt., Gladys, Va. Fillec, Joseph, Pvt., Gen. Del., Pittsburg, Pa. Frankenhurg, Howard, Pvt., Loveland, Ohio. Fulton, Orin C, Pvt. 1st CL, 129 Gland Ave., Portland, Ore. Frink, Walter, Pvt., Scotland, 111. Fan ell, Virgil II., Pvt., 702 Butler St., Hannibal, Mo. Fleming, Wm. B., Pvt., Route 2, Rolla, Mo. Frank, Jacob F., Corp., Aberdeen, S. Dak. Frey, Henry E„ Pvt. 1st CL, 1503 Wes tState St., Olean, X Y Franxman, John P., Pvt., 336 Bvrd St., Covington, Ky Grady, Henry J., Pvt., Horicon, Wis. Gross, Mike, Pvt. 1st CL, Forsvthe, Mont. Gohr, Henry A., Pvt., 1148 E. 1st St., Pittsburg, Kans. Godey, Edward V., Pvt., 1206 Moss St , Reading, Pa. Gehman, Cary H.. Pvt. 1st CL, 538 X. Centre St., Terre Haute, Ind. Girvm, John E„ pvt. 1st CL, 220 W. College St., San Angelo, Texas. Glaeser, Willard H., Pvt. 1st CL, 1063 Peach St., Rockford, III Gibson, Frank T., Pvt., 2719 7th St., Port Arthur, Texas Gordon, George A., Pvt., 1324 John Ave., Superior, Wis Gillum, Richard N„ Pvt., 317 Campbell Ave., Portsmouth, Ohio Hybarger, James R., Pvt., 2901 Bookhout St., Dallas, Texas. Herrell, Willard, Cook, Route 1, Staunton, Ind. Harmeling, Frank J., Pvt. 1st CL, 2226 Franklin St., Covington, Ky Head. Willie C, Sgt., 412 E. Ruego St., Yoakum, Texas. Humphtrey, Wm. M„ Pvt., 862 E. 18th St., Louisville, Kv. Hopson, Benjamin, Pvt., Brownwood, Texas. Hacking, Robert W., Pvt., 620-22 McKnight Bd„ Minneapolis, Minn Hale, Robert H., Pvt., 305 W. 23rd St., Fort Worth Texas Hansen, Herbert J.. Corp., 18 Bleecker Ave., Troy X Y Hartsfield, Joseph F., Pvt., 203 Stay St., San Antonio, Texas Holhnger, Gilbert B„ Pvt. 1st CL, 1727 N. Harwood St., Dallas Texas Harris, William R., Pvt. 1st CL, Veniia, Okla Hearn, Hayden, Pvt. 1st CL, Nathan, Texas. Hoyt, Elwood G., Pvt., 83 Sumit St., Ridgefield Park, X T Hartman, Andrew W., Pvt., Le Grande, Ore Hall, Harry L„ Pvt. 1st CL. 1522 S, 7th St., Terre Haute, Ind Ivy, Benjamin F.. Pvt., Kausa, Okla. Johnson, Andrew J., Corp., 2617 4th St., Louisville Kv Jones, Fred. Pvt., Irwin, S. Dak. Johnson, John, Pvt., Eales, S. Dak. Johnson, Raymond L., Pvt., 1106 W. 40th PL, Los Angeles Cal Jellvman, Francis F„ Wagoner, 1510 Frankford St., Philadelphia Kalb, Charles H., Pvt.. 816 Gay St., Portsmouth, Obi,, Keating, Eugene H.. Pvt.. 1529 Garland Ave.. Louisville Kv Koenig, Fied A., Pvt., Sixteen, Mont. Krawczik. John, Pvt., 10th Ave.. Milwaukee, Wis Killian, Guy M„ Pvt., 6670 Maple St., Omaha Neb Koller. Carl R.. Pvt., Edgemont, S. Dak Kirkpatrick, Will G., Sgt., San Saba, Texas. Kiser, Wilber J., Sgt., Lunn, Ind. Krey, John D., Pvt., 2545 Herbert St., Cincinnati, Ohio Kyser, Will M., Pvt., Detroit, Texas Kuhl. Walter H.. Pvt. 1st CL. 332S Hackberrv St., Cincinnati, Ohio. Konrad, David II., Pvt., 622 X. Main St., Jacksonville, III Kirby, James Em, Sgt., 605 Cummings St., Henrietta, Okla klmedmet, Clair G., Pvt. 1st CL, 713';. W. Saratoga. Baltimore Md Keating, Daniel P., Pvt. 1st CL, 212 6th St., Irontn,,, Ohio Lowry, Claude E.. Pvt. 1st CL, Marvin, N. (". Lopreati, Rocco, Pvt. 1st CL, 6S9 Moulton Ave., Los Angeles Cal Leaf, Joseph, Corp., 2557 30th St., Sacramento, Cal. Lindsay, George R., Cook, 806 Crook St., LaGrande, Ore. Lahti. John V., Barber, 1402 N. 3rd St., Superior Wis Lenich, Donal P., Pvt., Greenville, Ohio. Lytle. Arthur T., Pvt., 8729 2nd Ave., N. W., Seattle, Wash Lloyd, Bearden W., Pvt., Paragould. Ark. Monthan, Herbert, Corp.. .is IS X. Whipple St., Chicago 111 Michalak, Philip F., Pvt. 1st CL, 90 Lake St.. Dunkirk N Y Mchaffey. George C. Pvt., 7725 Kellev St., Pittsburg, Pa Martin, Bert F., Pvt., Corbin, Ky. McXett, Roswell C, Pvt., 731 Seneca St., Elmira, N Y Michael, Gideon H., Pvt., Jasonville, Ind Millner Claude S., Corp., 1315 W. Walnut St., Des Moines, T ow a Mills, ( harles R., Sgt., 643 S. 3rd St., Kansas Citv, Kans Munson. James C, Pvt., 406 X. Pittsburg St., Connelsville Pa Moran, William F., Corp., lone. Wash. Mann, John S.. Sgt., Sll Columbia St., Toliet, 111 Mars, Gordon I., Pvt., 59 W. Sycamore St., Denton, Texas Miller, George A., Pvt, 4323 S. 17th St., Omaha, Neb. Monks, Thomas F„ Pvt., 16 Winton Road, Rochester N Y Morkel Harry F.. Pvt. 1st CL, 320 Main St.. Crest Line. Ohio. Mawdsley, Harry H., Mech., 1708 16th St., Superior Wis M.irx. John A . Pvt. 1st CL, Burnet, Texas McCrum, Walter E., Sgt., 217 6th Ave., Watervliet N Y McDonald. Walter B., Pvt., Ely, Nev. McDonald, Olen M., Pvt., 277 Clinton St.. Marion Ohio McHugh. Peter, Pvt., Hi Perrv St., Lowell, Mass Mossa, Nichola. Pvt. 1st CL. 582 Boise St., Portland. Ore McKenzie. Amos J., Pvt., Ft. Blaklev. Wash Martin, Charles S., Pvt., 1156 N. 9th St., Reading Pa McKeever, William D., Pvt. 1st CL, 201 N. Wilhite St., Cleburne Texas Murphy, Daniel P., Sgt., 723 Isabel! St., Newport, Kv Norcross, Irvin C, Sgt., Gen. Del., Lihertv. Wash. Noble, Richard H., Pvt., Route 6, Dallas. Texas. Nysteun, Ferdinand, Pvt. 1st. CL, Red Elm, S. Dak. Pluckner, Levi H., Pvt., Mohnton, Pa. Petentler, William, Pvt., Wier Citv, Kans. Peterson, George, Pvt., 315 2nd St., Albert Lee, Minn Pugh, Joseph P., Pvt. 1st CL, Purcell, Okla. Pearl. Lawrence C, Pvt. 1st CL, Clarson, Kv. Perino, Max J., Bugler, 515 Volcan St.. Iron Mt., Mich Palmer, James E.. Pvt., 802 17th St., Aitoona. Pa. Person, Verner, Pvt., Ingomar, Mont. Pierce, Walter W , Pvt , Box 201. Antlers. Okla. Przybylski, Theodore, Pvt. 1st CL, 403 Sidnev St., St. Louis. M» Peterson, John H. L.. Pvt., Lindsburg, Kans. Pawling, Paul J., Pvt., W. Milton, Pa. Roush, Everett M., Pvt. 1st CL, Cheshire. Ohio. Reese, Dutch H.. Pvt., 102 Haskell St., Dallas, Texas. Ruth, Claude E., Pvt., Sulphur Springs. Texas. Robertson. David J., Corp., 1532 "C" St., Lincoln, Neb Ruhl, Mark L., 160 Martin Ave.. Columbus, Ohio. Rutledge, Andrew V., Pvt.. 300 Johnson Ave.. Amarillo Texas Reaves, Henry H.. Cook, 412 N. 8th St.. Ft. Smith, Ark Rich, Steve N., Pvt.. 308 S. 3rd St., McAlester, Okla. (229) Rexford, Norman M., Pvt. 1st CI., Court House, Mankato, Minn. Ryan, Gerald T., Mech., 306 Hale St., Escanaba, Mich. Sampsell, Paul J., Pvt., 362 Norton St., Elmira, N. Y. Shannon, Ed. IV, Pvt.. 924 W. 10th St., Oklahoma City, I Ikla. Schmidt, William A., Corp., 945 Fremont St.. St. Paul, Minn. Schmidt, Jacob, Pvt., 1024 S. 2nd St.. Lincoln, Neb. Sack, Louis, Pvt. 1st CI., 43 Irving St., Jersey City, N. J. Spencer, Ruben E., Pvt., Redfield, S. Dak. Shambaugh, William J., Syt., 228 Oliver St., Toledo, Ohio. Sevncmier, George, Pvt., 1532 Diversey Parkway, Chicago, 111. Soilman, Fred, Pvt., Spcarville, Kans. Schope, Nicholas, Sgt. 1st CI., 3645 Portland Ave., Mmnneapolis, Minn. Shafler, Gordon L., Pvt., Ontario, Ore. S. ill. erg, Arthur F., Corp., Box 4S3, Chelsea, Okla. Straub Nicholas L., Pvt. 1st CI., 3026 Avenue "M." Galveston I < -.as. Streili. Ludwig W.. Pvt. 1st CI., 303 E. 154th St., New York City, N. Y. Swinev, William C, Sgt., Gilt Edge, Mont. Sheehan, Tohn G., Pvt., 212 S. 23rd St., Louisville, Ky. Schmelz, Frederick R., Pvt., 159 Randolph Ave., Jersey City, N. J. Sue.1, William W., Cook. Clifton Heights, Louisville. Ky. Sotwell, Tilus. Pvt., 416 S. Minlo St., Sioux Falls, S. Hal. Tuentssen, George, Pvt., 3212 Stevens Ave., Ogden, Utah. Treadwav, Louis N., Wagoner, St. Helens. Ky. Tavlor, Edward A., Pvt., 79 9th Ave., Beach Grove, Ind. Tillman, Awberrv, Wagoner, Red Rock, Okla. Tucker, Toseph R.. Pvt. 1st CI., Goodbye, Bluff. Okla. Topper. Tohn T.. Pvt. 1st CI., Narrows, Va. Tuck, William A., Pvt. 1st CI.. Oklahoma City, Okla. Tafc, John A., Pvt. 1st CI., 716 1st Ave., S. W., Great Fall-. M nil Taylor, Norris R., Pvt., 1001 E. Chester St.. Jackson, Tenn. Tiffanv, Stewart S., Pvt. 1st CI., Creur D'Alene, Idaho. Thomas. Tohn J., Pvt., 1430 President St., Brooklyn. X. i Thomas. Harry W., Pvt., 155 Main St., South Amboy, N. J. Voigt Max A . Wagoner, 3220 Montrey St., San Antonio, Texas. Vassalotti, Frank, Pvt. 1st CI., 2037 Coney Island Ave., Brooklyn, N. Y. Vance, Leo C, Corp., 903 9th Ave., Seattle, Wash. Van Hall, William G., Cobbler, 913 N. Locust St., Pittsburg, Kans. Vogelsang, George, Pvt., 1665 Woolsey St., Portland, Ore. Westman, Otto H., Pvt. 1st CI., 1040 Fulsom St., San Francisco. I al Whitford, John W., Pvt. 1st CI.. Hot Springs, S. Dak. Willis, John W., Pvt., 2910 State St., E. St. Louis, 111. Wilkins, Burley J., Pvt., Sapulpa, Okla. Williams, George R., Pvt., Tarkio, Mo. Williams, George S., Pvt. 1st CI , Route 2, Deerpark, Wash. Wade, Claude E., Cook. Akron. Ind. Wiedder, Henrv, Pvt 1st CI., 907 Margate Terrace, Chicago, 111. Woodside, Harrv H.. Pvt., 3205 E. 25th St., Kansas City, Kans. Yotz, Louis J., Pvt. 1st CI.. Shawnee, Kans. \ r oung, Harold W., Pvt. 1st CI., 1040 Windsor St., Reading, Pa Zimmerman, William, Pvt. 1st CI., 22 St. Paul Ave.. Newark. V J. Company I, Abersold, L., Pvt., Tulsa. Okla. Adkins, S. D., Pvt.. Anness, Kans. Alkire, O., Pvt. 1st CI., Presho, S. Dak. Ahlbtrom, W. R., Pvt., 3520 N. Ferdinan St., Tacoma, Wash. All. n. A. C, Pvt., Ravenna. Ky. Altheide, L., Pvt., 328 S. Arch St.. Hannibal, Mo. Alumbaugh, J., Pvt., White Oak, Okla. „„.,,. Anderson, C. W., Pvt.. State Highway Dept., 924 Gerdian St., St. Paul, Minn. Asmann, E. R., Pvt., Tampa, Kans. Argubright, T. P., Sgt., 235 S. 10th St., Kansas City. Kans. Baer, C. R., Corp., Aberdeen. S. Dak. Brunozzi, N., Pvt., 914 S. Main St., Elmira. N. Y. Barber, N. E., Mech., 513 Magnolia Ave.. Spokane, Wash. Bennett, E. I., Pvt. 1st CI., 48 S. Sugar St.. Chillicothe, Ohio. Boisson, H. W., Pvt., 32 Gillies Ave., No. Bergen, N. J. Bowden, M. R., Corp., General Delivery, Ellis, S. Dak. Brazelton, E., Pvt., 303 E. Monroe, Pittsburg, Kans. Briant, R. F., Pvt. 1st CI., 714 North Ave., Westeld, N. J. Bruno, M., Pvt. 1st CI., Edgemond, S. Dak. Brunozzi, N., Pvt.. 914 S. Main St., Elmira. N. Y. Bryant, C. R.. Pvt. 1st CI., Route No. 1, Bristow, Ky. Bryant, H., Pvt., Tateville, Ky. Brvson, C. R., Corp., Crowell, Texas. Buckner A A., Pvt. 1st CI., 733 S. Fountain St.. Cape Girardeau, Mo. Cacozza, J. M.. Pvt. 1st CI., 715 Olive St., Seattle, Wash. Carmichael, A. M., Wagoner, Box 75, Silsby, Texas. Chenault, J. W., Pvt. 1st CI.. 633 Kentucky St.. Dallas, Texas. Christel, j". A., Pvt. 1st CI., 3020 Rutger Ave., St. Louis, Mo. Claffey, W. J., Pvt., Norwood. N. Y". Clarke, Frank C, Corp., c /o Gvpsy Oil Co., Tulsa, Okla. Clark, J. W., Pvt., 1403 N. 18th St., Omaha, Neb. Clearv, M. J., Pvt., Proctor. Minn. Clifford. L. M., Pvt., R. F. D. No. 7, Sedalia, Mo. Coble, H., Pvt., Route Xo. 3, N. Manchester, Ind. Cochran, E. P.. Cook, 1808 Linwood Blvd., Oklahoma City, Okla. Collier, T. R., Pvt., 108 Main St., Akron, Ohio. Conner, W. T., Pvt., 210 State St., N. Hampton, Mass. Crowe, C. C, Pvt., 255 McMillen St., Portland, Ore. Cunningham, M. J., Pvt. 1st CI., Route No. 2, Chesterton, Ind Crouse, H. W., Pvt., 23 No. Washington, Rochester. N. Y. Curtis, N., Pvt., R. R. Y. M. C. A., Rotterdam Jet., N. Y. Daggett. F L., Pvt., Danforth, Me. Dahl, T. S., Pvt. 1st CI., Route No. 3, Box 74, Volga, S. Dak. Daley, R., Pvt., 440 Wood St., Piqua, Ohio. Davenport, E. A.. Pvt., So. Commerce St., Wills Point, Texas. Davis, T., Pvt., 910 S. 11th St., Paducah, Ky. Dearing, G. M., Sgt., 706 W. Washington, Princeton, Ky. Deatherage. H. O., Pvt. 1st CI., P. O. Box 237, Waverlv. 111. Delaney, W. C, Pvt. 1st CI., 828 LaSalle St., Collinsville. 111. Delmage, F., Pvt. 1st CI.. 384 So. Division St., Buffalo, N. Y. Demiro, V., Pvt., 512 Central Ave.. Nebraska City, Neb. Dennis. K. L., Pvt., 1302 6th St., Port Arthur, Texas. Dearwester, L. E., Pvt., 5200 Carthage Ave., St. Bernard. Ohio. DeVries, E. T., Pvt. 1st CI., 2027 Horton Ave., Grand Rapids, Mich. Dick. W. M.. Pvt.. 1701 Cleveland Ave.. Eas' St Louis. Til Diamrn, G. H.. Pvt., c /o Grand Trunk R. R., Saranac, Mich. Digrazia, Pvt., Wells. Nev. Dillen. C, Pvt., 898 Maple St., New Durham, N. Y. Doyle, S. A., Pvt., 38 Tones St., Dubuque, Iowa. Dwight, W. M., Pvt. 1st CI., Castalio, Ohio. Elder, F. A., Pvt., Albany, Mo. Endersbv, A. T-, Mechanic, DeSmet, S. Dak. England'. E., Pvt., Torie, Kv. Engstrom, C. J., Pvt. 1st CI., 712 12th St., Moline, III. Enquist, W., Pvt., 4831 E. Superior, Dnluth, Minn. Enqui, J., Pvt., 615 No. W r est St., Lima, Ohio. Ernst, J., Pvt. 1st CI., Seymour, Mo. Farrar, E. E., Cook, Route No. 1, Normange, Texas. Farrell, A. E., Pvt., 421 Camp St., Sandusky, Ohio. Farusworth, H. L., Wagoner, Route No. 4, Box 66, McKinnev, Texas. Ferry, C. J., Pvt., 1054 North 5th St., Irontown, Ohio. Finn, W. F., Pvt. 1st CI., 1412 Banklake St., Covington, Kv. Forsler, C. A., Pvt. 1st CI., 4519 Reiger Ave., Dallas, Texas. Foster, F. II., Pvt., 17 Liberty Road, Inglewood, N. J. Foster, J. H., Pvt.. Palmer, Texas. Foils, H. E., Pvt., Fassett St., Pa. Collier, Toledo, Ohio. Fowle, H E., Corp., Reading, Mass. Fox, A., Pvt., 50 Broad St., Binghamton, N. Y. Fox, H. W., Pvt., 1223 S. 22nd St., Fort Dodge, Iowa. Garrett, A., Corp., Commerce St., Teague, Texas. Gayle, J. C, Pvt., West Tulsa, Okla. Gentgen, R. N., Pvt., Rosetown, Minn. Gifford, E. R., Corp., Hitchins, Ky. Glover, L. P., Pvt., Crowell, Texas. Glynn, L. A., Pvt., St. Mary's. Kans. Goben, L. D., Pvt. 1st CI., 6026 S. 3rd St., St. Joseph, Mo. Corey. W. J., Pvt., 541 Vine St., Paris, Ky. Grissom, R. O., Sgt., Vandalia, 111. Hamilton, B. H., Pvt., 529 West Maple St., Columbus, Kans. Halverson, E. J., Pvt., 212 S. 8th St., DeKalb, 111. Hanifan, F. M., Pvt., 43 Liberty St.. Binghamton, X. Y. Hargens, C. Pvt., 3613 Penn. Ave., Indiana Harbor, Ind. Harrell, A. E., Pvt., 425 5th Ave., Watertown, S. Dak. Harris, L. R., Bugler, Cameron, Texas. Hart. L. G., Corp., 1549 W. Ormsby Ave., Louisville, Ky. Hassinger, E. E., Pvt., St. Paul, Minn. Heck, W. V., Cook, 84 1 S. 1st, Louisville, Ky. Henne, Carl, Corp., St. Mary's, Ohio. Hihler, W., Pvt., 741 Walker Ave., Paris, Kv. Hicks, C. S., Pvt., Box 227, Wabasha, Minn. Hill, H., Corp.. 314 "E" Ave., Evelph, Minn. Hobartsch, E. T., Pvt., R. F. D. No. 4, Box 77. Houston, Texas. Hoge, D. C, Pvt. 1st CI., 1523 Mulberry St.. Evansville, Ind. Hogan, W. J., Pvt., 2021 Myrtle St., Sioux City, Iowa. Howell, W. F., Pvt., Middleport, Ohio. Hunt, W. R., Pvt., 220 Maple Ave., Rodeville, N. Y'. Homan, F. L.. Pvt.. 143 Ouincv St., Brooklyn, N. Y. Hood, L. L., Pvt., Ulla Grove, 111. Horner, H. F., Pvt., Winter, S. Dak. Houlihan, G. J., Pvt., 612 E. South St., Litcheld, 111. Irving, R. E., Corp., 1106 Colas Ave., E. St. Louis, 111. Jacobs, J. A., Sgt. 1st CI., 1421 Brady Ave., E. St. Louis, 111. Jones, E. H., Pvt., Harleton, Texas. Jones, H. J., Pvt., 59 James St., Auburn, Me. Tones, H. N., Pvt., Lueders, Texas. Tohnson, A. C, Pvt. 1st CI.. 353 E. 3rd St., Sheriden, Wyo. Joyce, L. B., Pvt., 121 Seymour St., Buffalo, N. Y. Toiinson, M. A., Pvt. 1st CI., 536 E. Chillicothe Ave., Bellefontaine, Ohio. Kennison, G. E., Pvt. 1st CI., Colton. S. Dak. Key, C. W., Pvt., 118 W. Peach St., Bozeman, Mont. Keyes, W. A., Sgt., Roadhouse, 111. Khizek, H. B., Pvt. 1st CI., Havre, Mont. Koriles, T.. Pvt., 2\/ 2 Howard St., Spokane, Wash. Kowalski, F. J., Pvt., 1554 4th St., LaSalle, 111. Kuhns, J. V., Pvt. 1st CI., 718 Boyne Ave., Boyne City, Mich. Lacher, A. F., Pvt., 2238 W. Chestnut St., Louisville, Ky. Lindle, J. W., Pvt. 1st CI., 139 Griffin Ave., Somerset. Ky. Lolmaugh, W. J., Pvt. 1st CI., Route No. 4, Newton, Kans. Lordan, R. T., Pvt. 1st. CI., 1170 N. 4th St., Springfield, 111. Luttrell, J. R., Pvt., 4505 Lancaster Ave., Philadelphia, Pa. Lynch, H. O., Sgt., 118 Aldrich St., Rosindale, Mass. Lvnch, R. S., Pvt. 1st CI., E. 521 Montgomery Ave., Spokane, Wash. Martin, R. E., Pvt.. 3011 Vine St., Denver, Colo. McCarthy, W. F., Pvt., Hichhorn St., Revere, Mass. McIIone, C. A., Pvt., 1314 Main St., Dallas, Texas. McKaller, W. F„ Pvt. 1st CI., c /o Erdell Court. Moorehead, Minn. McKav, T. R., Pvt., 1519 N. Front St., Philadelphia, Pa. Mercer, R. W., Pvt. 1st CI., 1332 Broadwav St., Paducah, Ky. Meyers, F. M., Pvt. 1st CI., So. Dayton, N. Y. Michelson, J. S., Pvt., New Berrv, Mich. Miller, Thomas M., Pvt. 1st CI., 414 Madison St., Paducah, Ky. Monks, F. A., 1st Sgt., McCook, Neh. Morrison, W., Pvt., Green River, Wvo. Moore, T. O., Pvt., Neighbours. Cal. Moore, J., Pvt., Gen. Del., Portland, Ore. Morgan, M., Pvt. 1st CI., 1405 Eutaw PI., Baltimore. Md. Morgan, R. C, Pvt., Rosendale, N. Y. Moses, M. H., Pvt., 823 South Ave., Springfield, Mass. Moyer. W. T.. Pvt., 322 Tompkins St., Olean, N. Y. Murphv, E. M., Sgt., 1129 No. 6th St., Springfield, 111. Murphy, C, Pvt., 835 R. R. Ave., E. Los Vegas, N. Mex. Murray, J. H., Corp., Gen. Del., Huron, S. Dak. Neufeld, I. E., Pvt. 1st CI., Garden City, Kans. Neville, W., P. Corp., 35 Torrev St., Dorchester. Mass. O'Brien, W. F., Pvt. 1st CI., c /o H. Niebel, Y'ale, Okla. Olsen, O. A., Pvt. 1st CI., 215 Fifth Ave., Aberdeen, S. Dak. Baeth, E. F.. Pvt. 1st CI., James, S. Dak. Pavck, J. R., Pvt., c /o Great Northern Depot, Pisek, N. Dak. Pearce, H. B., Mess Sgt., 428H Broadway, Paducah, Ky. Pierce, E., Pvt., 9th and Pine Sts., St. Louis, Mo. Peterson, M. O., Pvt., Buffalo, S. Dak. Philliips. C. C, Sgt., 993 Washington Ave.. Houston, Texas. Pitheon, R. R., Pvt., 2901 Kineon St., X. E.. Minneapolis, Minn Pollard, O., Sgt., 525 Madison Ave.. Moberly, Mo. Priest. A., Wagoner, Windchester, 111. Put-cell, F. A., Pvt. 1st CI., 27 Elizabeth St., Paterson. N. J. Ouinlan. F. T., Pvt. 1st CI.. 1620 X. Smelter Ave., Pittsburg, Kans. Ratliff, V.. Pvt. 1st CI., Ashcamp. Kv. Reed, L. P.. Pvt., Belfnnt St.. Russell, Kv. Regan. T. M., Pvt., 49 Christopher St., New York, N. Y. Reid. J. E.. Pvt., 2218 S. Market, Sparta, III. Reudv, L. M.. Sgt., c /o W. T. Bert, Dodge Citv, Kans. Reidv. R. C, Pvt., 860 N. Sth St., Allentown, Pa. Render. T. O.. Pvt.. Grafton, 111. Rhodes, H., Cook, Rockway, N. J. Rice, A., Pvt. 1st CI., 2115 West Kentucky St., Louisville, Ky. Richards, B., Pvt. 1st CI., San Augustine. Texas. Richards, E. P., Pvt.. Blooming Grove, Texas. Riopel, F., Pvt., 99 Canterburv St., Worcester, Mass. Robertson, J. M.. Pvt., 598 E. 9th St.. Portland, Ore. Robertson, T. L., Pvt., Station "A," Somerset, Ky. (230) Rodebaugh, T. L., Pvt, 1st CI., R. F. I>. No. 7, Greensburg, Ta. Rodman, II. L., Pvt. 1st CI., Villa Grove, 111. Ross, D., Pvt., 2008 S. 1st St., Austin. Ti itas Satterlee, G. N., Sgt., 406'i N. 26tb St., Portland. Ore. Sawver, C. S., Pvt. 1st CI., U. P. Yaul Office, Cheyenne, Wyo. Savre, F. J., Pvt. 1st CI., Box 117, Florence, Ky. Schaus, C. L., Sgt., Route No. 1, Westwood, N. J. Schreiber, A. A., Pvt. 1st CI., Route No. 2, Osborne, Kans. Schumacher, E. E., Pvt., Grafton, N. Dak. Scott, F., Pvt. 1st CI., Linncreek, Mo. Shannon, J., Pvt., Crandall, S. Dak. Shea, W. J., Pvt., 121 Erie St., Oswego, X. V. Sherman, A. H., Corp., Campbell, Minn, Shiveley, E. D., Pvt. 1st CI., 200 Second St., Upper Sandusky, Ohio. Siblisk. J. M . Sgt, 335 W. Third St., Peru, Ind. Simpson, J. D., Sgt., Lubbock, Texas. Skirvin, A. S., Corp., Alamosa, Colo. Snodgrass, W. H., Sgt., 165 Batcher PI., Akron, Ohio. Slatterv, P. J., Pvt., 22 Massachusetts Ave. Easl Lvnn, Mass. Smith, E. E., Bugler, 25 W. 39th St., Bavonne, N. J. Smith, F. T., Pvt., 71.! Grand St., Winona, Minn. Snow, H. B., Pvt., Warm, Okla. Speer, H. O., Pvt., Taylorville, 111. Steinkuhler, H. T., Pvt., 1304 Enterprise St.. Springfield, 111. Stephan, A. G.. Corp.. 1012 N. Main St., Jefferson, Wis. Steele, G. C, Pvt., 1454 1st St., Renesselar, N. 1'. Stephney, L. J., Pvt., Altoona, Wis. Stevens, T. H., Pvt., 103S E. 5th Ave.. Mitchell, S. Dak. Steveley, I)., Pvt., 45 Oak- St., Genesco, X. Y. Stolp. O. C, Wagoner, 221 Second Ave South, Seattle, Wash. Stringfellow, W. E., Sgt. 1st CI., Patagonia, Ariz. Sullivan, G. J., Pvt., 107 W. 106th St., New York, X. Y. Taylor, C. C, Pvt. 1st CI., 115 Harrington Ave., Findlay, Ohio. Thombs, I. C, Corp., Box 85, Steep Fallls, Me. Tiernev, J. J., Pvt. 1st CI., Route No. 2, Wharton, N. J. Timmins, W. A., Wagoner, 120S Washington St., Hoboken, N. J. Treece, J. A., Pvt., 206 E. 4th Ave., Corsicana, Texas. Turner, J. A., Pvt., Gen. Del., Paducah. Ky. Ullman, P., Pvt., 1207 N. 10th St., Quincy, 111. Vaughn, W. M., P\ t . 2709 Dodge St., Omaha, Neb. Walsh, D. .!., Pvt., 2107 S. 12th St., St Joseph, Mo. Walters, J. J., Pvt. 1st CI., 335 E. Broadway, Louisvillle, Ky. Weddington, G. W., Pvt., Childrer.s, Texas. Weishuhn, P. I)., Pvt. 1st CI., LaGrange, Texas. Welch, T. B., Pvt. 1st CI., Reynolds Flat, Albert Lee, Minn. Wentworth, J Y., Pvt., 526 S. Avenue. Whitman, Mass. Wetzstein, C. E., Corp., South Street, Cattaragus. N. Y. White, T. W., Pvt., Wagner PI., Jefferson City, Mo. Wick, G. C, Pvt., 321 N. 6th St., Springfield, 111. Wild. H. F., Pvt. 1st CI., 727 S. Valley Si.. New Ulm, Minn. Williard, C R„ Pvt., 602 Harris St., Narmal, III Wilson, J. A., Corp., 329 E. 17th St.. Covington, Ky. Winston, S. N.. Pvt., Wingo, Ky. VVirtanen, V., Pvt., 4018 Russell Ave.. No., Minneapolis, Minn. Wittman. M., Pvt. 1st CI., c /o Elks Club, Pocatello. Idaho. Wright, E. T„ Pvt., Dresden, Kans. Wuetcher, H., Pvt., Main St.. New Albany, Ind. Young, G., Pvt., Clendenin, W. Va. Dav, A., Pvt., West Field Ave.. Springfield, N. T. Hevrr, F., Pvt. 1st CI., Emery, S. Dak. Paulk, J. N., Cook, Paducah, Ky. Company M Adams, Joe. Pvt., 2010 Riverside St., Miles City, Mont. ■Anderson, Arthur A., Pvt., R. No. 2, Box No. 5. Deer Park, Wis. Arsenault, Thos. H., Pvt. 1st CI., 7 Grandfield St., Bedford, Mass. Asburv, Earl. Pvt. 1st CI.. 4 W. 19th St.. Covington, Ky Athey, Wm. J., Pvt. 1st CI.. Hillsboro, III. Backes, Arthur R., Pvt., Needles, Cal. Baker, Fred C, Pvt., 2720-27 St. Lincoln Ave.. Ogden Utah Baker, Dee L., Pvt., 718 W. Owing St., Denison. Ti Bailey, Thos. P., Pvt., R. R. No. 28, Centralia, III. Barber, Ernest M., Corp., St. Marys, Ohio. Barrv, Homer D., Pvt., R. R. No. 4, Marion, Ky. Bartlett, Clifford A.. Pvt. 1st CI., 1196 Gladys We., Beaumont. Texas. Baughman, Forrest H., Corp., P. O. Box 56.!. Platttsmouth, Neb. Beese, James S., Pvt., 325 E. Union St., Nanticnke, Pa. Beine, Herbert J., Pvt.. 746 Wisconsin Ave., N., Fond du Lac, Wis. Bell, Frank E., Pvt., 52 Livingston St., Covington, Ky. Bergeron, Ray J., Pvt., Havre, Mont. Berrv, Eugene, Pvt., Connellv Springs, N. C. Best, Lynn H., Pvt. 1st CI., Pearl River, La. Bloedorn, Arthur A., Pvt., 316 Superior St., Antigo, Wis Bortness, Clarence R., Pvt., 122 Sth St., Brookings, S. Dak. Bordelais, Harrv J.. Pvt., 510 Virginia St.. Sioux Citv. Iowa. Brazclton, Edward H., Pvt., 82S N. Illinois St., Bellevillle. 111. Brigman, Louis H., Pvt., Ronecke, Texas. Brown, John H., Corp., 6105 Central Blvd., W. Nashvillle, Tenn. Brown, Wm. I., Pvt., 12'J Smith St., Jersey City. N. J. Brown, Charles E., Pvt.. Ash St., Lawrenceville, 111. Brvan, Lalon L„ Pvt.. 1108 Broad St., Augusta, Ga. Bunch, Claude. Sgt., 521 N. 19th St., Mattoon, 111. Burnett, Sam Mavo, Pvt., 409 Austin St.. Houston, Texas Burt, Ernest L., Pvt., Gold Butte. Mont. Bussewitz, Herbert, Pvt.. 2228 S. Trumbull St., Chicago, 111 Burt, Roscoe T., Pvt., Kiefer, Okla. Carnal, Basil W., Wagoner. 233 Ewing Ave., Evansville, Ind. Chacev, Samuel G., Pvt., Meriden. Kans. Chamberland, Arthur D., Cook. R. R. No. 1, Maple Lake, Minn Chambers, Cary W.. Pvt. 1st CI., Bovill, Idaho. Chapm,an, Doc J., Pvt., Richland Springs, Texas. Clayton, Wesley D., Pvt., Broomfield, Iowa. Cleary, Edward P., Pvt., 5 Randall Ave., Springfield, Mass. Cloonan, Joseph, Pvt., Box No. 20, Wakefield, Mass. Coar, Leo J., Pvt., S34 Church Lane, N. Bergen, N. J. Coats, William, Pvt., O'Neill, Neb. Cobbs, Harley A., Pvt., Hunterstown, Ind. Coleman, Harry D., Pvt., 2325 Park Ave., Alameda, Cal. Conklin, Chas. A., Pvt, Gladstone, N. T. Corcoran, Jas. E.. Pvt. 1st CI., 1226 Bouklick St.. Covington, Kv. Craycraft Stant. r~orp., 11 and 12 S. Central Ave., Asheville, Ky. Crum, Harrv E.. 1st Sgt., 818 Kentuckv St., Lawrence, Kans Cullison, Wm. R., Corp., R. R. No. 1, Wann, Okla. Danahy. William E., Pvt. 1st CI.. 101 Newberrv St.. Farmingham Mass Cunningham, P. J., Corp., 69 Baynes St.. Buffalo, N. Y. Darwin. Delbert D., Pvt., Whitesboro, Texas. Davies, Benj. D.. Pvt., 557 13th St., W. New York, N. J. Davis, Acie IX, Pvt., Bisiii.uk, Okla. Davis, Clifford, Pvt., Maldrum, Ky. Davis, Ethel, Pvt., Groveton, Kv. Davis, Lemuel G., Pvt. 1st CI., 833 E. Buchanan St., Portland, Ore. Davis, Sam E., Pvt., 169 Illinois St., Memphis, Tenn. Dew, Julius C, Sgt., 906 Sycamore St., Belleville, 111. Dittman, Emil E., Emery, S. Dak. Donovan, John J., Pvt., 1134 Greenup St., Covington, Ky. Doss, Alvin 1., Pvt., Linden, Texas. Driscoll, Joseph, Pvt. 1st CI., 220 E. 31st St., Flatbush, Brooklyn, X. Y. Drum, Clarence I., Corp., Crook, Mo. Duncan, Ray A., Pvt., Garfield, Kans. Dunham, Edward D.. Corp.. 60S Scott St.. Wichita Falls, Texas. Dunn, Winfield II., Pvt., 186 Seaview Ave, lersey Citv, N. J. Durken, James V., Pvt., 450 W. 20th St.. New York, N. Y. Dyer, Felix B., Pvt., Clinton, 111. Dysart, Leo T., Corp., Gordon, Kans. Eberding, Theodore, Pvt., 46S E. 31st St., Patterson, N. Y. Eblen, Robert D., Pvt., P. O. Box No. 142, Robards, Ky. Eggleson, Ollie K., Pvt., Cuss, Texas. Fabbri, Eugene, Pvt., End Harbor, Ind. Falconer, Wesley H., Pvt., 607 Allen Ave., E. Grand Forks, Minn. Fay, Patrick H., Pvt. 1st CI., 326 Bond St., E. St. L,,uis, 111. Ferguson, Largent L., Cook, Diboll, Texas. Field, Henry, Corp., 701 3. 4th St., Waco, Texas. Fore, Ernest, Pvt., Newberg, Mo. Foy, Obert E., Mess Sgr., R. R. No. 3. Wingo, Ky. Fredericksen, Harry A., Pvt., Tvler, Minn. Fries, Geo. W., Jr., Pvt., 5907 Girard Ave . Philadelphia, Pa. Fuller, Alfred A., Pvt., 426 W. 2nd St., Madison, S. Dak. Galloway, Lehi H., Sgt., Shelley, Idaho. Gardiner, Earle I., Corp., Appachine, X. Y. Gibson, David P.. Sgt. 1st CI., Box 206, Salem, Ore. Gill, Henry M., Pvt., Sturgis, Kv. Girardi, Matteo, Pvt., 5 Grace St., Worcester, Mass. Glasgow, John F., Corp., 1103 5th Ave., Worthington. Minn. Glenn, John S., Mech., Altemont Road, Covington, Ky. Glover, Charles C, Pvt., 65 Kenilworth Ave., Detroit, Mich. Graham, Tohn C, Pvt. 1st CI., R. F. D. No. 4, Concordia, Kans. Graneman. Fred W„ Sgt., 1121 iiii>. Carroll, Frank, Pvt., Milltown, Ind. Cavir.la, Alfred, Pvt., 70 Baxter St., New York, N. Y. Cervenka, Charles, Sgt., 222 Miller Ave., Akron, Ohio Chase, Roy W , Pvt., 1200 West Merrill St., Beloit. Wis. Charles, Edward, Jr., Pvt., McDonald Gen. Del., Girard, Ohio Childers, Paul E., Pvt., 620 Ester St., Tavlorvillle, 111. Ciolino, Charles. Pvt. 1st CI., 84 Harrison Ave, Garfield, N. J. Cobb. Thomas B., Pvt., 1516 Ohio Ave., St. Louis, Mo. Conley, Herbert 0., Cook, 1910 Sherman Ave., Indianapolis, Ind. Cook, Edgar O., Pvt., Grandvillle, Ohio. Costello, Mark F., Pvt., 2424 North Broad St., Philadelphia, Pa. Cunningham, Samuel D., Pvt.. R. F. D. No. 3, Stoops Ferry, Cereapolis, Pa. Cunningham, Wm., Pvt., 592 Logan St., Brooklyn, N. Y. Dacev, Thomas C. Pvt., 2704 North Fairhill St.", Philadelphia, Pa Dalrymple, Hugh, Pvt., R. F. D. 2, Crooksville, Ohio. Davis, M. C, Pvt., 7714 Tiago St., Bruschton, Pittsburgh, Pa Davis, John T., Pvt., New Salem, Pa. Davis, William B., Pvt., R. F. D. 4, Johnston, Ohio. De Franco, Philip, Corp., Johnstown, Pa. Dollen, Chester A., Cook, Prospect Ave., Des Plaines, 111. Di Agostino, Antonio, Pvt., 181 Swan St., Buffalo, N. Y. Dick, Earl L., Pvt., 143 North Center St., Grove City, Pa. Dickinson, Thomas, Pvt. 1st CI., R. F. D. 3, Newton Square, Pa. Domagalski, Frank S., Pvt., 2417 Southwestern Ave., Chicago, 111. Donisi, Fred, Pvt., 1119 E. 3rd St., Dayton, Ohio. Doran, Grover C, Pvt., Fargo, N. Dak. Dotsch, John A., Sgt., 183 7th St., Milwaukee, Wis. Duff, Benjamin G„ Cook, 53 Bay St., Manchester, N. H. Duff, Charles H., Pvt., 1st CI., R. F. D. No. 2, Bell Air, Md. Eden, Eardley W., Pvt., 122 Church St., Georgetown, Grand Cayman, B. W. I. Eisner, Lee, Pvt., Bridgewater, Lunenburg, Nova Scotia. Elliott, Buck, Pvt., Chillicothe, Texas. Enyeart, Omor O., Pvt., 35 West Blvd., Peru, Ind. Erwm, Leonard. Pvt. 1st CI., 603 Cherv Ave., Canton, Ohio. Fagan, George A., Pvt., 212 Mercer St., Butler, Pa. Feil, John, Pvt., Downyvillle, Pa. Felmy, William, Pvt., Jersey Shore, Pa. Ferguson, Robert J., Sgt., North McAlester, Okla. Ferrario, Angelo, Pvt., 943 Acker Ave., Scranton, Pa. Fibich, Robert A., Pvt., R. F. D. No. 2, Renfraw, Pa. Fichera, Gaspere, Pvt., 813 Union Ave., McKeesport, Pa. Flanagan, George J., Pvt., 398 Clinton Ave., Albany, N. V. Foley, John W\, Pvt., 903 5th Ave., Dodge Citv, Kans Foote, George F., Pvt. 1st CI., 35 Kendell Ave., Tarrvtown, N. Y. Fotopuoles, Gust F., Pvt., 278 McComb St., Detroit, Mich, Frangoni, Antonio, Corp., 156 Bessemer Ave., Lyndaro, Pa Franz. Warren E., Pvt., Hazzard St., Summit Hill, Pa. Fraser, Richard J., Pvt., 1531 Rorer Ave., Roanoke, Ya Frazer. Clair C, Bugler, 540' Columbia St., Portland, Ore. Fuller, Mellville W., Corp., John A. Roebling's Sons Co., Los Angeles Cal Gaiefsky, Walter H., Pvt. 1st CI., 476 Rademacher Ave., Detroit Mich' Gauld, Andrew C, Pvt., 101 Sherman St., Newark N T Gerheart, Wm. R., Pvt., R. F. D. 4, Lindsay, Cal. Gill, Joseph. Pvt., Lassen Co., Lassen, Cal. Gleason, Matthew G., Pvt., 1625 Towere Ave., Superior, Wis. Goehring, William A., Pvt., Zelienople, Pa. Gombert. David W. E., Pvt., 458 Payne Ave., No. Tonwanda, N Y Graves, Theo. F., Pvt., 6532 Cottage Grd. Ave., Chicago, 111 Giram, Luther O., Pvt., Trego, Md. Habtrman, George F., Pvt., 213 14th St., Sharpsburg, Pa Haggerty, Daniel F., Pvt., 63 West St., Chicopee, Mass Hall, Charles B„ Pvt., 2103 Culbertson Ave., New Albany, Ind. Hanichak, Joe, Pvt., 338 West Elm St., Kent, Ohio. Harland, Louis A., Pvt., Wayne, N. J. Harr, Harrris G., Pvt., Glenshaw, Pa. Harrison, Frank, Pvt., 1613 Leer St., So. Bend, Ind. Hassel, Sanford, Pvt., Nashville, Tenn. Hattendorf, Carl E., Pvt., 709 Madison St., Ft. Wavne, Ind Harris, Troy G., Pvt., 407 North Park St., Mt. Vernon, Ohio Hazen, William B., Pvt., R. F. D. 43, Greenville, Pa. Hazzlett, James R., Pvt., 1235 Indiana Ave., Monaca, Pa. Hemke, William, Pvt., 21 Prospect St., Etna, Pa. Hexom, Joseph, Pvt., R. D. 3, Madison, S. Dak. Heusser, Ernest, Pvt., Perrvhill Road, Shelton, Conn. Highland, John W., Pvt., 905 North Seminary St., Galesburg, 111. Hmz, Burno C, Pvt., 751 Parkview PI., Milwaukee Wis Holegate, John F., Pvt., 2555 Ash St., Astoria, Ore. Householder, Lanti R., Pvt. Herron, William J., Corp., 207 Stanton Ave., Milvale, Pa. Hosier, Edward R., Cook, East Jordan, Mich. Heubert, Charles A., Pvt., 517 E. Fulton St., Lancaster Pa Huey, Carl A., Pvt., Norman, Okla. Hull, George F., Pvt., Supt Burlington R. R., Casper, Wyo Jenny, Herbert D., Corp., 14 Fairview Ave., Westview, Pa. Jessop, Henry A., Sgt., 680 Lathrop Ave., Detroit Mich Jayne, Earl D., Pvt., 1116 Highland St., Columbus, Ohio Johnson, Ephriam, Pvt., R. F. D. 1, Gloucester, Ohio. Johnson, Evan D., Pvt., Salem, III. Johnson, Harvey W., Pvt., 4128 Potomac Ave., Chicago, 111 Johnstone, Robert W.. Pvt., 14 Cameron St., Dorchester, Mass Jones, Dennis, Pvt., Gulnara, Colo. Joyce, Paul B , Pvt., 1571 N. 4th St., Columbus, Ohio. Kane, Bernard M., Corp., 607 Wilcox St., Joliet, 111 Keene, Alexander L., Pvt., R. F. D. 2, Chesterton, Ind Kuecha, Norman F., Pvt., 34 Cross St., Westfield, Mass Kennedy, John T., Pvt., 379 Thomas St., Phillipsburg, N. J King, Cecil F., 1st Sgt., 31 Whitewood Ave., Detroit, Mich Kmtzler, Elmer L., Pvt., 214 Ruggles St., Fond du Lac, Wis Klein, Elden W., Pvt., 456 E, 7th St., Chillicothe, Ohio. Knight. Roland P., Pvt., Adelaide St., Carthage, N. Y. Koelsch, George A., Pvt. 1st CI., R. F. D. No. 1, Erwin, Pa. Kraus. Wendelin A., Pvt., 47 Wilson St., Etna, Pa Krez, Frank P., Corp., 4274 Hartford St., St. Louis, Mo. Krogstad, Carl F., Corp., 4254 Lindenhill Blvd., Minneapolis, Minn. Kruger, Oran H., Pvt., New Buffalo, Mich. Lacey, Walter P., Pvt., 3106 Sacramento St., Pittsburgh, Pa. Lachapelle, Edward J., Pvt., 710 Monongahela Ave., Glassport, Pa Lambert. Jasper M., Corp., 6924 South Paulina St., Chicago, III. La Rose, Roy M., Corp., 944 Lakevie* Ave., Lowell, Mass. Latta, Charles F„ Pvt., 355 Grace St., Pittsburg, Pa. Leasure, Dewey C, Pvt., 500 Bartlette St., Logansport, Ind. Liebler, Clarence, Pvt., 150 Morton Ave., Butler, Pa Liebetti, Guido, Pvt., 2115 Watkins St., Philadelphia,' Pa. Lindkolm, Oliver F., Pvt. 1st CI., 207 Chandler St., Jamestown, N. Y Locke, Theron W., Pvt. 1st CI., Box 317, Braidwood, 111. Logue, Frank W., Pvt., Kellysburg, Pa. Long, Archie M., Pvt., Main St., Wall, Pa. Lopez, Arthur, Pvt., 951 W. 21st St., Erie, Pa. Louisa, Fidel, Pvt., Silverton, Colo. Lutz, Floyd I., Pvt., Evans Citv, Pa. Lynch, Frederick C, Pvt., 117 W. 7th St., Peru, Ind. Lynch, Lawrence, Pvt., 181 Parkway, Covington, Ky. Lynch, William F., Sgt., 39 Ivv Road, Wilmington, Del Lynch, Michael J., Pvt., 21 Thaddeus St., Chicopee Falls Mass Maier, Carl W., Pvt. 1st CI., 16 Crittenden St., Newark, N. J.' Mamlaville, Vance I., Pvt., Corrv, Pa. Markoff, Graff, Pvt., Ill Parade' St., Erie, Pa. Marshall, Ira D., Pvt., 705 '/, Richland Court, Akron, Ohio. Mathews, Ralph L., Pvt., Collinsville, 111. May, Joseph J., Pvt., 2112 Prospect Ave., Scranton, Pa. McCandless, Ross C, Pvt. 1st CI., 523 New Castle St., Butler, Pa. McCreery, George H., Pvt., 3413 Brandywine, Philadelphia, Pa. (232) sazzi, 113 Lincoln Ave., McGrath, Timothy L, Pvt 1st CI 4^^ M w«u„i.«. c t i- ,- T , McGreevy, Joseph Pvt., 49 nth Av^ NewaTk C °N f ' Im, ' anap0,,S ' Ind ' Mckeever, Harry \V., Pvt., Butler, NT McLeod, William M., Pvt., 2128 W. 27th Ave., Denver, Colo Meighen, Elmer, Pvt., Senecavillle, Ohio SE^fifpv?^- - F"° --Vj-vrOe^-Mieh. ivricneison, John, Pvt., Waseca, Minn M.dgley, Robert, Pvt. 1st CI., 63 Kearnev Ave., Tersev City N T Mikolojewski, Jos. E„ Pvt., SO Ocelot St., Dunkirk N I " M ley Edward U, Pvt., 2325 W. 3rd Ave., Duluth Minn. M',nor; f^H.^Z'k D 6" , B E U " I C e 1 r d pa d "^ ^ ^'^ ^ Moore, Arthur L Pvt., R. F. D. 3. 'chicora, Pa. * ff V T ,°, ' S i, Pvt - P - O. 121, Tuxedo Park, N. Y. NefL «T\: F r?W 15 Hen[ie ™» St, Locke Haven, Pa. Nelson, Ralph C Pvt, 1002 North Oakes, Tacoma, Wash Nchelson Edward Pvt., 5131 Collom Ave., Chicago ill O'C.T',, "A 11 ""' ',• ' °/ P '- 4 -" Bos,on St - West Lynn, Mass. Parts Snl"? m r D -, S fV; I" Wabasha St.. St. Paul, Minn Pe.rVi p ^ t J -m°°V 11 Pros P ect Ave., Elma, Mich. Petrick, Paul J., Mess Sgt, R. F. D., Barna, 111 Pete, son Walter, Pvt. 1st CI., Gatzke. Minn. Pfleger, Erny Pvt, 2810 W. 2nd St., Duluth, Minn. P.errel, Joseph J. Pvt.. 442 E. Jefferson St., Butler, Pa. Pilgrim, Tony C, Pvt., 414 May Ave., Burlington, la Plummer Tames H., 33S Lindsey St.. New Port, Conn Potr-.e. Albert P., Pvt.. Champlain, N. Y Radikopf, Frederick, Pvt, 4027 N. St. Louis Ave., Chicago. Ill Radican, Charles F., Pvt, 1025 So. Main St., So! Bend Ind Keburn, James P., Pvt, Nottingham, Pa Renshaw, Edward W., Pvt., 607 Virginia, Butler Pa Renwick Alexander J., Pvt. 1st CI., 15 Webster St.,' Fredonia N Y Rheam John L„ Pvt., 644 North Ave., Milvale Pa Richard, Peter Pvt. 1917 Cass St., Omaha, Neb R!cbr d Crde\ d :¥^?Zetno p 1 , 6 e 20 pr eSt ***** A "" Ph «^elphia, Pa. Richter, Lloyd W., Pvt, 202 Bird Ave., Buffalo N Y Roberts, Gilbert, Pvt. 1st CI R. D. 5, Fredericktown, Ohio. Roberts Roy L Pvt 1st CI.. 211 W. Main St.. Owensboro, Kv »™^wi b r rt p " P ^-Vl 726 So - Union St - Kokom °. Ind. Rose, Nelson C, Pvt, 22 Cherry St.. Dumere, Pa Rose Charles E., Pvt. 431 8th Ave., Salt Lake City, Utah. Rowland, W illiam, Pvt, Chesterhill, Ohio Sabbatmi, Alfredo, Pvt 1st CI., 184 Union St., Snringfield, Mass Schneyer, William, Pvt, 206 E. 41st, New York N Y Scott, Arthur L Pvt.. 4408 No. Racine Ave.. Chicago 111 Seder, Walter, Pvt, 2234 Berwin Ave., Chicago. Ill Smith, Leo F., Pvt. 1st CI., 121 4th Ave.. Butler, Pa' Smallman, Benjamin, Pvt., 708 114th St., Chicago 111 Snyder, Clarence J., Pvt. 100 Lvon Ave., Butler' Pa Snyder. Floyd L., Pvt., 201 Garfield Ave., Butler' Pa' Snyder, John TJ., Sgt 721 West Philadelphia, St., York, Pa. Spieer, Cecil E., Bugler, Tefferson, Pa Spinettl Giovanni, Pvt. 1st CI., c /o Caterino Bass Butler, Pa. Spohn. Sylvester. Pvt.. 219 McClain Ave., Butler Pa Sprouse, Emmet C. Pvt. 416 Wisconsin Ave., Wellston. Ohio Samberger, Fred Pvt. 17 Oakley Ave., Westview, Pittsburg, Pa. S ephan, Frederick A., Corp.. 820 2nd Ave., South. Minneapolis. Minn Stewart. Frank K Pvt, 137 Atlantic Ave.. Atlantic City, N T Sundin, Carl A., Pvt, 1100 Hill, Elgin 111 Tharp, Harry S., Pvt., 1803 Culhcrtson Ave.. New Albany, Ind. Thomas, John E., Pvt., 6th Ave., Elizabeth Pa Thompson Harvey E., Pvt, R. R. No. 3, 'Newton. Kans. Trabue, Alfred C, Pvt., Camp Chase, Ohio Trudo, Vein, Pvt 1st CI., 706 Lakeview Ave.. Detroit, Mich. Violet. Sabinas, Pvt, Flora, Ohio Vollmer, Clarence H., Pvt, 659 E. 3rd Ave., Columbus, Ohio. Wagner, Peter O Pvt, Beverley Ave.. West Etna. Pa. Walker, Robert H., Pvt. 1st CI., New Marshfield. Ohio Warner, Roy C. Sgt 208 Westfield Ave., Ansonia, Co,,,. Wa son, George T„ Corp. 441 South Monroe Ave.. Columbus, Ohio W atson. John. Pvt, 237 Atlantic St, Elizabeth, N T ,,- e , r^rF" 1 ' 1 ^" £ vt -' 30S 3rd Ave - Mansfield, Ohio".' Webb, Duey F., Pvt., Tecumseh, Neb Weatherby, Franklin, Pvt. 100 Bervl Terrace, Portland, Ore Weldon, Joseph J., Pvt, 9! Pacific St., Brooklvn. N Y Wilson, Henry B., Pvt., Y. M. C. A.. Oakland, Cal. Wlfhrow, Harold H., Pvt, R. F. D. No. 1, Siever Ore Wohlfed, Charles A., Pvt., 41 W-alnut St., Etna Pa Wolinsky, Sam, Pvt., 142 Depot St, Greensburg, Pa W ovens Anton, Pvt., 6241 So. State St., Chicago, 111 ' Yeager, Leslie B., Pvt., 517 Lavina Ave., Ft. Wayne, Ind. Company O Alberts I.. O, Bugler, R. F. D. 2, Houston, Texas Allen, J. J., Pvt 1st CI., 810 Fountain St, Olean N Y Alloch.s B P., Pvt. 1st CI 2 Railroad Ave.; Richmond '.Cal. Amolsch, F C. Pvt, 172.8 Camp St., Sanduskv. Ohio Anderson, W. J.. Pvt, R. F. D. 3. Madison, Kans Antone, C. L., Pvt, R. F. D. 2, Ottawa, Kans Arcey, T., Corp., Alamoosa. Colo. Armitage. I.., p v t„ R. F. D. 5. Milford, Conn Avery, L. E., Pvt, 98 West St., Johnson City, N Y Balck, Win., Pvt., So. Kaukauna. Wis Ballagh, R. A., Pvt, 1413 Main St, Parsons. Kans. Banas, A., Pvt. 77 Ashlev St.. Buffalo N Y Barter, J. H. Pvt., Florence Ave., Tonopah Nev Baum, PL., Pvt 2850 Arlington Ave., St. Louis. Mo. Baxter, Wm. J Pvt. 207 E. Elm St., Rochester, N. Y. Beard, W. J., Pvt. 1836 Marv St, Ft. Wavne Ind Bergstrom, Wm. -V. Pvt., 37 North St. Worcester] Mass. Beyl, F I... Pvt, 228 Beacon Ave., Tersev City NT Blind, J. F., Pvt, 32 Churchlia St. Rochester' N Y Bochmann, C>. R.. Pvt, Colorado Springs Colo Boner, H.. Pvt, Hot Creek, Wyo. Borrego. Joseph A., Pvt, Austin, Nev. Bovio, .Inc. Pvt.. 25 Benjamin Ave., Tamaica N Y Boyd, J. M., Sgt, Wolf Citv. Texas. Boyum, J. W., Pvt., Overly, N. Dak Brady, H. G., 1133 7th St., Louisviile Ky Brasher, M. A., Pvt. 1st CI., Clifton, Texas Brendle, I., Pvt. 1st CI.. 653 S. 23rd St., Louisville Ky Brewer, C. J., Pvt., 10 Haystown Ave., Danburv, Conn Briggs, R. R., Pvt, Buena Vista, Colo. Briska, R. G., Pvt, 155 Davidson Ave., Detroit Mich Mass. Mo. Brown, F. D , Pvt. 1st CI., Ely, Nev. RrvZ e V ■ vf' C °T. rl ' 'v. " 4 Main St - Stroudsburg, Pa. « l, ■' o' P , Vt V, R - R - I5 > Tcrre Haute, Ind. Bullock, H H Pvt., R. F. D. !, Columbia, N. Y Burleson, C, Pvt, Spear, N C ■»,■".!. Burns Wm. J Pvt, 166 Jackson St., Paterson, N. J Buss, E R Pvt, 504 Ferry St., Easton, Pa. J !virs : L ,- L-, Pvt 1st CI., Yoakum, Texas. Campbe 11, Geo., Pvt, 409 Elm St, E. Rochester N Y Campbell M. E Pvt, 311 N. 30th St, Louisville, Kv ■'" ""'"•r- E ',, K - n Pvt - R ' F - D - '■ Box 16 ' F "d'", Minn W holm' F "w P V St f'V 1 , R ' ddle Ave - Wilmington,' Del. -hisholm F. W., Pvt. 1st CI., R. F. D. I., Cameron Mills N Y Christopher, J. H., Corp., Mitchell, S. Dak. ' Clark, John S., Corp., 1708 2nd Ave., Aitoona, Pa Cocco, P Pvt, 18 Swiss St., Providence, R. I. Collier, H. G., Pvt, 459 State St, Springfield, Mass Conev' T' /"pV' 't? CI - ]9 Vork St., Portland Me. tonley, 1. J., Pvt, Hampton, X I t onte, Alexander, Pvt, Anoka Ave., Bannington R I Cook A. W Pvt 1st CI., Java, S. Dak. Cooney, J. M. Pvt., 224 Cossuth St, Trenton. X. J. Cordway, L., Pvt, H.IIs Prairie, Texas. Cove, C. A, Pvt. 523 Main St, Covington, Kv. Coylc, LP. Pvt, 14 Stetson PI., Fortland, Me. Curran, M T., Pvt. 1st CI., 63 Draper St., Dorchester Dahm, A. Pvt, S6 Rugler St.. Dunkirk, N ^.' che: - ter ' Demaree, M. H., Pvt, 6S11 Independence Rd., Kansas Citv Desotell, L., Pvt., 466 Fulton St., Aurora, 111 ' ' Detiege, A., Pvt., Houston, Texas. Dickison, W. M., Pvt, Wynnew 1, Okla Diericke, A.. Pvt, 1402 W. Division St.. So. Bend Ind ombrowsky, W ., Pvt, 5 Dorchester St., Worcester Mass Dougherty, D., Corp., Portland, Me ' Dragoo, J. N., Pvt, Deatsvillle. Ky Duncan^ F J Cook, 1733 N 12th"St.. Ft. Smith Ark f r r ;, H i, J p Pvt -^ R ' F - D - 3 - Cam P Poi ">. I"- Elliott, E., Pvt, Ouanah, Texas Epl ■'• H. P., Pvt. Mount Sharon, Kv heltner, Jas,, Pvt, Hvden, Kv. Fisher Jno., Sgt 401 N. Walnut St., Cleburne, Texas F o T y r I' h- Pv 'p Wa5 l""g'°" Ave.. Portland, Me Floyd, J. Ketcham, Pvt.. Lovelock, Nev Fogarty, J. J., Pvt. 1st CI., Rigby, Idaho. Fortunate G Pvt, 188 13th Ave., Long Island City Fraysse, P., Cook, 14o 2 K St.. San Die|o, Cal l ry ' J «r Pv p- U2 J S - 30th St - Kansa ' City Kans Frye W., Pvt, R. F. D. 1, Cartersvill, " Funk, C. H, Pvt, Gridlev, Kans. Gannaway, L. M., Pvt, Mattoon, 111. Goble, G. C, Pvt, Wells, Nev Gossett A. L., Pvt.. Republic. Kans Graby, F., Pvt., R. F. D 2 Call Grar.din, J^ J., Pvt G G Guignon ,, tt, Pvt. 5 Walker Terrace. Cambridge Gutknecht, O. F.. Pvt, 5207 S. 9th St., St. Louis, Mo N. Y. Ky. X. Y. .rar.cln: , j J., Pvt, 3017 Adams Ave., Ogden. Cab .rant, E^B Pvt. 173 Morris St., Morristown, \ I .reten, H J Pvt, 612 Newark St., Hoboken, NT ; ;p 10n A. G ^ H r; P A' ' 3 Walker Terra «- Cambridg- .utknecht, O. F.. Pvt, 5207 S. 9th St., St. Louis " Hadd, N., Pvt. 16 Pecocesee Ave., Springfield, Ma Haldeman, H. Pvt 1st CI., 307 S. CommeVcial' St.? Hardin, T.. took, R. F. D. 3, Conwav. Ark. Mas .-vnw-av. Ark &Hr r Pv '^ 16 Br , annc / st - T °P eka - Kans Harr. H. G. Corp., Alexandria St., Glenshaw, Pa. Harrcll, R. B„ Pvt., Happy Creek, Va. Harrington E. J., Pvt., Columbia Falls, Me Ha--- — c ' "' " - Worthington, Ind. Texas. tr "Li - ^'-' 10 P ek a, t Hershberger, Pvt., Veedersburg, Ind Hessler, J. H., Pvt R. F. D. 2, Herrington, Kans. Hexcm, J Pvt, Madison Lake, S. Dak Hill, A F., Pvt, 1240 Argentine Blvd., Kansas Citv Kans Hite H.. Pvt. 1st Cl„ 2208 Clark St, Parsons Kans Hochstuhl, C. J„ Pvt., 223S N. Hancock St?' Philadelphia Pa Holt M. Pvt 1st CI.. 1059 W. Favette St., Bait more Md Howlett, Chas., Pvt, Charleston, 111 ' Da,t,more ' Md - Water St., Eastport, Me. Ingeisoll, R. L., 1st Sgt, Modesto, Cal. Jacobs, M. C Corp., 228 S. Saginaw St.. Pontiac, Mich Jeffery, E. M„ Pvt, 1609 Chester. Erie, Pa Jollotta, H. W., Pvt. 1st CI., 212 Water St Jones, D., Pvt, Vienna, 111. Jones, F E Corp., 963 E. Daggett St, Ft. Worth Texas Jones, W., Pvt. Foxcroft, Me. ' i::!::::"n:vv'' 1 c p p^:ir^ii,e H ^ c r r;ro ^' r --- K;';, l ,: , v k L-lv J .'p ! v^'c I ori : ee 1 'N 3< Y ham S '" E ' C ™™<°^- Mass. Kenny, Wm A Pvt, 42 Gage St., Worcester, Mass. Kilbourne, M. B., Pvt. Lincoln, Neb King W. C Pvt 1st CI., Southern Drug Co., Houston Texas Kitchen, J. G., Pvt, Eureka, Nev. n ' l exas " Knight. W., Pvt, Bethlehem, Kv Koetters, G. H., Pvt. R. F. D. 8, Quincy, III Ladd, R. E., Corp., Hotel Elm, Reno Nev Lambrecht. P Pvt., 509 E. Gordon St., Topeka, Kans Lantry. Joe Sgt., ,744 Harvey St. Indianaoolis Ind Lawrence. W. E„ Sgt 1st CI., 586 Gleason St., Portland, Ore Lemm, H. J., Pvt. Spring, Texas Lent-, F. J., Corp., 3017 Elm St. Toledo. Ohio Lobianco, L., Pvt., 4648 Oak St., New York N Y Loecher, T. W. Pvt 1st Cl„ 14 St. John St., Lancaster N Y Lowman F. O, Sgt, 503S S. Sherman St. Englewood Co o Macon, R. E„ Corp., R. F. D. 3, Poplar Bluff Mo ' Maui, T. L Pvt, 2424 S. 12th St.. St. Toseph, Mo Mann, E. F„ Pvt, R. F. D. 4, Quincy 111 Maarley, Sam, Pvt., Wichita Falls, Texas Martin, O. W., Sgt, Toliet, 111. Martin, P., Pvt.. R. F. D. 7. Glasgow, Kv Massey, C. B. Pvt, 1720 Atlantic Ave., Atlantic City, N J Matthews, E. K., Pvt, 5 Washington St, Henderson, Kv Medlm Geo Pvt 1st CI., R. F. D. 1, Seymour, Mo. Mefford, C. O., Pvt., R. F. D. 2. Carlinville, 111 Merritt, W A. Sup. Sgt, 1)02 Burleson St., Marshall, Texas Mikolajewske, J. E., Pvt 1st CI.. 182 E. 2nd St., Dunkirk N Y Milieu, F. A.. Pvt, 21 '/, Bovd St., Bangor Me " unk,rk . «■ *■ Mulder. W. R„ Pvt. 1st CI., Tulsa, Okla. ' (233) Monaghan, M. D., Pvt., 301 Franklin Ave., Kent, Ohio. Money, \V. D., Pvt., Bengal, Ky. Moonev, P. M., Pvt., 104 Lincoln St., Bangor, Me. Moore, J. C, Pvt. 1st CI., R. F. D. 2, Butler, Pa. Morias, F., Pvt., Western Hotel, Salt Lake City, Utah. Morris, J. R., Pvt., Bartersvilllc, Ky, Morris, V. J.. Pvt. 1st CI., 928 N. Jackson St., Palestine, Texas. Morrissev, J. J., Pvt., 1210 N. Lee St., Bloomington, 111. Murnen, T. T.. Pvt., Chadron, Neb. McCaughey, H. J., Pvt., 119 Donelson St., Providence, R. I. MeKenney, E. L., Pvt. 1st CI., Jacksonville, Texas. McKinnon. F. W., Sgt., 901 1st Ave. North, Minneapolis, Minn. McNabb, E. R., Bugler, R. F. D. 3, Strafford, Mo. McSween, C, Pvt., Crandall, Texas. Nelson, A. M., Pvt. 1st CI., 1018 Terrace Ave., Davton. Ky, Northrup, G. D., Pvt., R. F. D. 1, Bluff, 111. Napolitano, F., Pvt., 91 Middle St., Portland, Me. O'Brien, M. J., Pvt., 346 W. 12th St., New York, N. V. O'Learv, T. E., Pvt. 1st CI., 318 Watertown St., W. Newton, Mass. Opalewski, F. A., Pvt. 1st CI., 112 32nd St., Detroit, Mich. Osvald, K. B., Cook, P. O. Box 41, Hughson, Cal. Passanitti, P., Pvt., 93 West Ave., Long Island City, X. V. Paul, H., Pvt. 1st CI., South Center St., Beatrice, Neb. Peasley, E. R., Pvt., 2611 E. Franklin St., Richmond, \ i Perrv, Robt., Pvt., Emerson, Ky. Fhilliips, A. T., Pvt., 31 Central Ave., Salinas, Cal. Pietropaoli, A., Pvt., 125 West Smith St., Buffalo, X. V. Pitner, L. W., Sgt. 1st CI., Wolfe Point, Mont. Pracht, C. F., Pvt. 1st CI., Camp Point, III. Pugh, E. W., Corp., Bristol, Va. Rathbone, R. D., Pvt. 1st CI., Dundee, Mich. Richardson, E. L., Pvt., 1752 W. Alleghaney Ave., Philadelphia, Pa. Robinson. C., Pvt., 637 Main St., Covington, Ky. Roche, M. P.. Pvt.. 1722 W. 51st St., Chicago, ill. Root, W. M., Pvt., Middleport, Ohio. Samuel, B. E., Pvt., Kingstown, Kans. Sanchez, P., Pvt., 411 E. 12th St., Cheyenne, Wyo. Sanchez, P. C, Corp., 121 Railroad Ave., E. Las Vegas. X. Mex. Satin, S., Corp., 1624 Germantown Ave., Philadelphia, Pa. Saunders, J. W., Pvt., Washington, Ind. Seaman, D. R., Pvt., Hornsilver, Nev. Shannon, M., Pvt., Fatmington, Mo. Snopzinski, J., Pvt., Seattle, Wash. Sotskv, I., Pvt., 800 S. 35th St., Louisville, Ky. Smith, C. R., Pvt., Bonham, Texas. Smith, H. S., Pvt., Keenes, 111. Spooner, Wm. C. Pvt. 1st. CI., D'Aste, Mont. Stansell, T. G., Pvt., Running Water, Tex. Starbuck, J. W., Cook, Tanglewood, Tex. Stark, Wm. C Pvt., 40S X. 38th St.. Champaicn, 111. Steinle, J. G., Pvt., 383 Bridge St., Brooklyn. X. Y. Stimson, H. M., Pvt. 1st. CI., R. F. D. No. 6, Seymour, Mo. Swayze, W r m. M., Pvt., Augusta, Mont. Swenson, F. A., Pvt., Waverly, Kans. Tavernia, Geo., Pvt. 1st. CI.. Elv, Nev. Terry, S. H., Pvt., Clearmont, Wvo. Thomas, Wm. C, Pvt., R. F. D. No. 2, Hopkinsville, Ky. Thorwart, F. X., Pvt., 212 S. Union St., Olean, N. Y. Throgmorton, C. R., Corp., Box 731, Marion, 111. Thrvregod, C. J., Pvt., 1 Concord St., Westfield, Mass. Tiemann, J. A., Pvt., R. F. D. No. 2, Box 23, Evansville, Ind. Tillman, Toe., Pvt., Bowling Green, Ky. Tilton, G. F., Pvt., 541 Pine St., Greenfield, Ohio. Tovan, N., Pvt., 2504 S. 2nd St., St. Louis, Mo. Turney, Chas., Pvt., Lucas, S. D. Ulm, Henrv, Pvt., 213*/ 25th St., Ogden, Utah. Valentine, Wm. H., Pvt., Drumright, Okla. Vanselous, R.., Pvt., 1056 Pennington Rd., Trenton, N. T. Yerrill, Wm. A., Pvt., 515 N. Randolph St., Philadelphia, Pa Virak, O. A., Pvt., Livingston, Mont. Vogt, E. L. M., Pvt. 1st. CI., Victoria, Texas. Walsh, M. J., Pvt, Ft. Pierre, S. D. Weber, Alex., Pvt., Herrington, Kan. Weber, G. T., Pvt., Milbank, S. D. Westergreen, P. A., Pvt., 59 Rutland Sq. ( Boston, Ma^. Williamson, E. A., Pvt., Whitefish, Mont. Williamson, J. M., Pvt. 1st. CI., 107 Church St., Clifton Forge, Va. Wilson, F. C, Corp., R. F. D. No. 7, Logansport, Ind. Windland, I. M., Pvt., UHin, 111. Zawacki, W., Pvt. 1st. CI., 934 Simms St., E. St. Paul, Minn. LIST OF THOSE WHO HAVE LEFT REGIMENT Home Address Given Where Known Oflieers Bell, Harvev, W., 1st Lt., 11 Pine St., New York, N. Y., Transf'd. Butler, Mathew B., 2nd Lt., 1115 Clinton St., Ottawa, Ilk, Transf'd. Christopher, S. D., 2nd. Lt., 32 W. Elizabeth, Waterloo, N. Y., Transf'd. Comfort, Harrv E., 2nd. Lt., c /o Adj. Gen. War Dept., Washington, D. C. Transf'd. Davis, W : m. R., 2nd. Lt., c /o Adj. Gen. War Dept., Washington, D. C, T'fd. Derrick, C. J., 2nd Lt., address unknown, Transf'd. Dravo, Hudson D., 1st. Lt., c/o Peter S. Duncan, Holidav Burg, Pa., T'fd. Duffield, E. H., 1st. Lt., c/o Adj. Gen. War Dept., Washington, D. C. T'fd. Evans, Earl W., Capt., 1743 Washington Blvd., Chicago, 111., Transf'd. Gregg, Otis T., 1st. Lt., Riplev, Ohio., Transf'd. Haynes, J. W., 2nd. Lt., c/o Adj. Gen. War Dept., Washington, D. C, T'fd. Kennedy. C. Clark. Chaplain, c/o The Rectory, Stratford, Conn., Transf'd. Kiesel, John S., 1st. Lt., c/o Adj. Gen. W r ar Dept., Washington, D. C, T'fd. Kimmel. John M.. Jr., 1st Lt., c/o Adj. Gen. War Dept., Washington, D. C, Transf'd. Lewis. P. S., Major, 503 So. 7th St., Springfield, III., Transf'd. Lightner, Geo. C, Capt., 3 West Rth St., New York, N. Y., Transf'd. McCabe, Richard S., 2nd Lt., c/o Adj. Gen. War Dept., Washington, D. C, Transf'd. McGregor, Robt. R., Capt., c/o Adj. Gen. War Dept., Washington, D. C, Transf'd. Mclntyre, C. P., Capt., c/o Adj. Gen. War Dept., Washington, D. C, Hosp. Mansfield, Hector, Capt., 2831 No. 28th St., Philadelphia, Pa., Transf'd. Mock, Robt. L., 1st. Lt., c/o Adj. Gen. War Dept., Washington, D. C, T'fd. O'Brien, R. J., 1st. Lt., 511 Harrison Ave., St. Paul, Minn., Transf'd. Peek, Ernest D., Colonel, 212 So. Esplanade, Leavenworth, Kans., Transf'd. Plimpton. C. H.. 2nd. Lt., 52 E. Swan St., Buffalo, N. Y., Deceased. Pugh, Marshall R., Major, 230 Poplar Ave., Wayne, Pa., Transf'd. Roberts. Clarence, Capt., c /o Adi. Gen. War DeDt., Washington, D. C, T'fd. Ryan, Thomas R., Major, 525S Kenmore Ave., Chicago, 111., Transf'd. Slifer, Hiram J., Lt. Col.. 6227 Dorchester Ave., Chicago, 111., Deceased. Walsh, Edw. T., 2nd. Lt., 910 Marquette St., Davenport, Iowa, Transf'd. Weaver, Lester U., 2nd. Lt., 29 So. 14th St., AUentown, Pa., Transf'd. Williamson, G. H., 2nd. Lt., c/o Adj. Gen. War Dept., Washington, D. C.» Transf'd. Regimental Headquarters Detaehment Alloway, Chas. T., Sgt., Unknown, Unknown, P. O. Service. Calkins, P. A., Pvt. 1st. CI., Unknown, Unknown, Hdg. 2nd. Army. Chapman, Wm. C, Bn. Sup. Sgt., Unknown, A. C. S. Clark, Ivan S., Pvt., Unknown, Unknown, Discharg'd. Connor, J. S., Wagr., Unknown, Unknown, Rep. Org. Cooley, Vaughn, Sg. Maj., Unknown, Unknown, Discharg'd. Cordell, H. B., Pvt., Unknown, Unknown, P. O. Service. Daws, Chas. C., Pvt., Unknown, Unknown, A. C. S. Duchac, Jos. B., Mr. E. Jr. Gr., Unknown, Unknown, Hdq. 1st. Army. Espe, John, Wagr., Unknown, Unknown, 116 Engrs. Jones, Geo. E., Pvt., Unknown, Unknown, 302 Stev. Regt. Lewis, Chas. G., M. E. J. Gr., 414 Forest Ave., Pacific Grove, Cal. Rus- sion, E. F. Lewis, Ben H., Pvt. 1st. CI., Unknown, Unknown, Sig. Corps. Lovegrin, M. R. ; M. E. J. G., Box 6, Altoona, III., Russian E. F. Mallory, H. A., Pvt., Unknown, LTnknown, Hospital. Parson, Paul J., Pvt. 1st. CI., Unknown, Unknown, Hdq. 1st. Army. Rodiger, W\ G., Pvt., Unknown, Unknown, O. M. Corps. Shanley, Edw. T., Pvt. 1st. CI., Unknown, Unknown, A. C. S. Smith, Wm. S., Pvt., LTnknown, Unknown, Hdq. 1st. Army. Taggert, H. P., Pvt., LTnknown, Unknown, 446 Dep. Det. Thompson, D. A., Pvt., Unknown, LTnknown, Chief Engrs. Wei!, Robt. P., Sgt., LTnknown, Unknown, Russian E. F. Woods, R. E., Pvt., LTnknown, Unknown, Transf'd. Company A Alexopoulis, A. V., Pvt., Unknown, Unknown, Transf'd. Anderson, R. N., Corp., Unknown, Unknown, Russian E. F. Barrie, A. S., Pvt. 1st. CI., Unknown, Unknown, 29th Engrs. Bell, Geo. B., Pvt., Unknown, LTnknown, Russian E. F. Blass, John, Pvt., Unknown, Unknown, Russian E. F. Bounds, H. D., Pvt., Unknown, LTnknown, Hospital. Brooks, Claude J., Pvt., Unknown, Unknown, Rep. Org. Carson, Chas. A., Pvt., Unknown, Unknown, Transf'd. Collins, Peter F., Pvt., Unknown, Unknown, 419 Dep. Det. Cotton, Edgar C, Pvt., LTnknown, Unknown, Hospital. Dodds, H. L., Sgt., Unknown, Unknown, Russian E. F. Eargle, James O., Pvt., Unknown, Unknown, 447 Dep. Det. Egbert, Chas. E., Pvt., Unknown, Unknown, Rep. Org. Kornitnick, M., Pvt., Unknown, Unknown, Russian E. F. Longly, Elden S., Pvt., Unknown, LTnknown, Hospital. Mardell, James H., Pvt., LTnknown, Unknown, Russian E. F. Marriotti, Gino, Pvt., Unknown, Unknown, Bur. Labor. Meadow, John, Pvt., Unknown, Unknown, Russian E. F. Miller, Emil, Pvt., Unknown, LTnknown, Dischg'd. Nicholas, H. M., Corp., Unknown, LTnknown, Hdq. 1st. Army. Rains, Emmet, Pvt., Unknown, LTnknown, Hospital. Roe, Robt. B., Corp., Unknown, Unknown. 447 Dep. Det. Schaener, Wm. N., Pvt., LTnknown, LTnknown, Hospital. Skelden, Evan D., Corp., Unknown, Unknown, Russian E. F. Szabo, John, Pvt., Unknown, Unknown, Hospital. Turine, Remy, Pvt., Unknown, Unknown, Dischg'd. Johnson, Marvin, Pvt., Unknown, Unknown, A s. S. C. Kounka, August, Pvt., LTnknown, Unknown, Hospital. Company B Allen, Bert R., Corp., 1011 Prospect Ave., Springfield, Mass., Russian E. F. Borden, Frank, Pvt., Unknown, LTnknown, Hospital. Cavanaugh, Geo., Sgt., Walla Walla, Wn., Russian E. F. Coady, A. H., 407 Bluff St., Negaunee, Wis., Hospital. Courtear, A. F. f Pvt., 191 New York Ave., Newark, N. J., Hospital. Curran, Jos. M., Pvt., Unknown, LTnknown, Hospital. Dembosky, Stephen, Pvt. 1st. CI., 557 Virginia St., Gary, Ind., Russian E. F. Doucette, F. E., Pvt., Unknown, Unknown, Hospital. Douglas, J. M., Sgt.. Unknown, Dussellville, Ala., 1st. A. T. C. Fay, Jos. J., Pvt., Unknown, Unknown, Transf'd. Gage, Albert, Pvt., 255 Denton Ave., Hamtramick, Mich., Hospital. Holmblad, Evar R., Pvt., Unknown, LTnknown, Hospital. Hudnall, Louis L., Pvt., Hammond, Ind., Hospital. Hunter, James S., Pvt., Unknown, Unknown, Hospital. Hvden, Darwin, Pvt., Irondale, Wash., Hospital. Hamsley, P. T., Pvt., Transf'd. Joyce, Peter, Corp., 65 Cottage Place, Ridgefield, N. J., Kellv, Claude B., Pvt., LTnknown, LTnknown, Transf'd. King, Geo. B.. Corp., 1803 N. W. 14th St., Washington, Kissinger, P. L., Jr., Pvt., Unknown, Unknown, Russian E. F. Kroniger, Geo. A., Pvt., Unknown, LTnknown, Hospital. Kutil, Frank, Pvt., Box 36, Branch, Wis., Russian E. F. Nasielowski, H., Pvt., 1757 Campbell Ave., Detroit, Mich., Russina E. F. Novelle, Tony, Pvt. 1st. CI., 345 Jefferson St., Montpelier, O., Russian E. F. Morrison, S. W., Pvt., Unknown, Unknown, Transf'd. Owen, Samuel, Pvt., 1274 W. Grand Blvd., Detroit, Mich., Hospital. Oliphant, Henry D., Pvt. 1st. CI., 1525 Oak St., Oakland, Cal., Captured. Ozarchuk, Nicliss, Sgt., 147 Lampkin Ave., Hamtramick, Mich., Russian E. F. Pribek, Henry D., Pvt., Johnston, Pa., Russian E. F. Reinberg, Leo., Pvt., LTnknown, LTnknown, Transf'd. Robert, W. E., Pvt., Goosecreek, TexaSj Hospital. Rushing, Roht. L, Sgt., 702 Myrtle Ave., El Paso, Texas, Hospital. Sanders, Orville, Pvt., LTnknown, Unknown, Hospital. Sexton, B., Pvt., LTnknown, Unknown, Hospital. Sobol, Adolph, Pvt., Unknown, Unknown, Transf'd. Steimer, Edwin V., 252 McGee Ave., Rochester, N. Y., Hospital. Sterne, W. A., Pvt., LTnknown, Unknown, Transf'd. Tibbitts, W. E., Pvt., 256 First St., Manistee, Mich., Hospital. Trinckees. Geo., Pvt. 1st. CI., 64 State St., San Francisco, Cal., Russian E. F. Tucker. Harold W., Pvt., 110 Elm St., Jackson, Mich., Hospital. Ulshafer, Maholn, Pvt., 777 Grand River Ave., Detroit. Mich., Hospital. Walworth, F. D., Corp., 238 Park St., Adrian, Mich., Hospital. Wilson, Chas. A., Pvt., 202 11th St., Turtle Creek, Pa., Hospital. Wilson, David, Pvt., Huntdale, N. C. Hospital. Easley, Wilbur J., Pvt., 1708 Bayer Ave., Ft. Wayne, Ind., Hospital. Company < ' Berner, Fred W., Pvt., Jamestown, N. D., Deceased. Bonsall, Glen B., Pvt., LTnknown, Unknown, 364 Inf. Bright, Chas. G., Pvt., LTnknown, LTnknown, Transfd. Caines. Wm., Pvt., Unknown, L T nknown, Dischg'd. Case, Grover L., Pvt., Unknown, Unknown, Hospital. Cox, Rov H., Pvt., Unknown, LTnknown, Transf'd. David, S. C, Sgt.. 1229 Forrest Court, Lansing. Mich., Transfd . Hospital. D. C, Russain E. (234) Danforth, Harry C, Pvt., Unknown, Unknown, Transf'd. Dills, Howard S., Pvt. 1st. CI., Dillsboro, N. C, Deceased. Doebler, Leo C, Pvt., Unknown, Unknown, Dep. Det. Farrell, E. J., Pvt. 1st. CI., 254 Williamson St.. Elizabeth, N. J., Transf'd. Foote, August, Pvt. 1st. CI., 342 7th St., Jersey City, N. J., Transf'd. Gallagher, P. H., Pvt. 1st. CI., So. St. Paul, Minn., Deceased. Gogherty, Roy E., Pvt., Unknown, Unknown, Transf'd. Helmuth, Harrv A., Pvt., Unknown, Unknown, Hospital. Higgins, Geo. T., Pvt., Gilman City, Mo., Deceased. Todon, Chas. B., Sgt. 1st. CI., Unknown, Unknown, Hospital. Lyberg, Lester, Pvt., Unknown, Unknown. Transf'd. Lynberg, Peter H., Pvt. 1st. CI., Unknown, Unknown, Hospital. McAllister, Harvey, Pvt., 739 Front St., Cincinnati, O., Russian E. F. Miller, Weslie A., Pvt., Unknown, Unknown, Hospital. Moore, Geo. H., Pvt., 692 W. 4th St., Plainfield, N. J., Transf'd. Morgan, Arthur J., Pvt. 1st. CI., LTnknown, LTnknown, Transf'd. O'Donnel, J. T., Pvt., LTnknown, Unknown, Transf'd. Rank, Edward F., Pvt., 1011 Virginia Park, Detroit, Mich., Deceased. Reilly, Chas. J., Sgt., 1519 West Broadway, Louisville, Ky., Deceased. Rennells, James H., Pvt., Unknown, Unknown, Transf'd. Schramm, Thos., Sgt., LTnknown, Unknown, Transf'd. Slater, Raymond, Pvt., Unknown, LTnknown, Hospital. Staines. Harry C, Pvt., L'nknown, Unknown, S. S. L T . 510. Stubbs. Francis, Pvt., Unknown, Unknown, 419 Dep. Det. Thompson, L. M.. Pvt., LTnknown. Unknown, 447 Dep. Det. Ward, Edw. P., Pvt., L'nknown, LTnknown. Hospital. Company I) Alexander, Wm. L-, Pvt., 151 W. Greenwich St., Reading, Pa., Hospital. Angler, H. B., Pvt.,, Unknown, Baton Rouge, La., Hospital. Barnhouse, Abner, Sgt. 1st. CI., LTnknown, LTnknown, Russian E. F. Bower, Settone C, Corp., Arlington Ave., P. O., Englewood-Teaneck, N. J., Transf'd. Boyle, Myles J., Pvt. 1st. CI., 446 Buchanan St., N. E., Minneaolpis, Minn., Hospital. Bvrne. Frank E., Cook, 262 Stewart Ave., Decatur, 111., Hosppital. Carroll, Chas. T., Pvt., 1010 Sebin St., Houston, Texas, Transf'd. Clark, Morris, Pvt., Foyah, Texas, Discharged. Clavton, H. G., Pvt., Burnsville, W. Va., Transf'd. Cochrane, F. W., Pvt., 374 Livingston St., St. Paul, Minn., Deceased. Deibel, Chas. G., Pvt., 423 Elmwood Ave., Detroit, Mich., Transf'd. Deighton, Wm., Pvt., Raton, N. M.. Discharged. 1'lynt, Arthur L., Pvt. 1st. CI., 3328 7th St., Meridian, Miss., Hospital. Fox. Wilbert, Pvt., 723 Carrie St., Soo, Mich., Deceased. Gallant, John A., Pvt., 1788 N. Maple Grove Ave., Hudson, Mich., Hospital. Hack, Arthur G., Sgt. 1st. CI., Waycross, Ga., Hospital. Javins, Wm. N., Pvt., Petonia, W. Va., Hospital. Joyner, Chas. K., Pvt. 1st. CI., Unknown, Unknown, Hospital. Karicofe, H. W., Wagr., 25 Franklin St., S. W., Grand Rapids, Mich.. Hospital. Katz, Robert, Pvt., 1646 Park Ave., New York City, N. Y., Hospital. Keegan, Henry F., Corp., c /o Mrs. J. A. Ryan, 1909 Grove Ave., Richmond, Va., Hospital. Kenmitz, Fred G., Pvt., LTnknown, LTnknown, Transf'd. McCarthv, Dalton W., Pvt., LTnknown, LTnknown, 17th Engrs. McDonnell, Stephen, Pvt. 1st. CI., 969 Mendell St., St. Paul, Minn., Hospital. McKenzie, Frank J., Pvt. 1st. CI., c /o Boardman Hotel, St. Paul, Minn., Miller, Geo. J., Pvt., 37 Catherine St., Elizabeth, N. J., Transf'd. Ryan, Edward J., Pvt., 1112 1st Ave., Eau Claire, Wis., Hospital. Selden, Edward H., Pvt., 410 Federal Ave., Seattle, Wash., Hospital. Selvig, Marvin G., Pvt., Trego, Wis., Hospital. Thomas, Allen B., Corp., 819 Filbert St., Philadelphia, Pa., Discharged. Thompson, E. F., Pvt., Church St., Jamesburg, N. J., Hospital. Town, Clint D., Pvt., Wenatchee. Wash., Hospital. Vanderdoes, J. P., Pvt. 1st. CI., 72 Barrow St., New York, N. Y., Deceased. Webberson, A. C, Pvt., LTnknown, Unknown, Transf'd. Company K Anderson, Harry B., Pvt. 1st. CI., 1015 "O" St., Fresno, Cal., Transf'd. Barner, James H., Horseshoer, 2105 Washington St., Vicksburg, Mich., Hospital. Bradshaw, Jos. H., Pvt. 1st. CI., LTnknown, LTnknown, Hospital. Brewer, Jess L., Cook, East Las Vegas, N. M., Hospital. Broderick, Wm. F., Pvt. 1st. CI., 120 Peter St., Johnstown, Pa., Hospital. Byrne, Michael, Pvt., Cresson, Pa., 167th Inf. Colla, Edw. M., Pvt. 1st. CI., 2224 N. La Salle St., Indianapolis, Ind., Hospital. Davis, Leslie W., Pvt., Scotts Mills, Ore. Dias, Edw. M., Horseshoer, Unknown, Unknown, Hospital. Donnellv, Gordon J., Sgt., Box 437, Missoula, Mont., Russian E. F. Egan, John T., Pvt., 517 7th Ave., E., Cedar Rapids, Mich., Hospital. Fraser, Fred C., Pvt., LTnknown. Unknown, Hispital. Fraser, Daniel P., Pvt.. 417 W. Prairie Ave., Decatur, 111., Transf'd. Friel, Frank J., Pvt., LTnknown, Unknown, Transf'd. Griffin, Louis, G., Pvt. 1st. CI., Gallop, N. M., Hospital. Heitzinger, J. J., Pvt., LTnknown, LTnknown, Hospital. Hendrv, Earl R., Pvt., 433 Elenor, Pittcairn, Pa., Hospital. Hunt. Chas., Sgt., 234 Pitcancais Rd., N. Bergen, N. J., Hospital. Lee, Robert, Corp., 1311 Magoffin Ave., El Paso, Texas, Hospital. McDermitt, J. L., Corp., Raton, N. M., Transf'd. Maxwell, Wallace B., Pvt., 219 Industry Ave., Pittsburg, Pa., Hospital. Mottsch, Albert G., Pvt., Unknown, LTnknown, Transf'd. Parent, Loreo, Pvt., 221 Seymour Ave., Marquette, Mich., Deceased. Ritchie, Jesse T., Pvt., Gallop. N. M., Deceased. Schwartz, E. M., Pvt., 711 Pleasant St., Boulder, Colo., Deceased. Sullivan, Ralph B., Pvt., LTnknown, LTnknown, Transf'd. Thompson, Terrell D., Sgt., c /o B. L. Wayne. Globe. Ariz., Russian E. F. Weidman, H. E., Corp., Unknown, L'nknown, R. R. Troops. Company P Amos. Luther N., Pvt., L T nknown, L T nknown, Artl. School. Blakely, Earnest R., BugL, LTnknown, LTnknown. Rep. I Irg. Evans, Richard M., Pvt., Unknown, L'nknown. Rep. Org. Gates, Russell S., Corp., LTnknown, LTnknown, Hospital. Hanna, Chas. E., Pvt., Unknown, LTnknown, Hospital. Howells, W. J., Pvt., LTnknown, LTnknown, 22nd. Engrs. Isbell, Richard C, Pvt. 1st. CI., L'nknown, l T nknown, Hospital. O'Keefe, Frank, Pvt., LTnknown, L T nknown, Transf'd. Potts, Jos. A., Pvt., LTnknown, LTnknown, Hospital. Roe, Wellington, Pvt., LTnknown, Unknown, Transf'd. Smith, Benjamin, Pvt., L T nknown, LTnknown, Hospital. Vanscove, Everett, Pvt., LTnknown, Unknown. 14th Engrs. Young, Robt. E., Corp., LTnknown, LTnknown, Hospital. Zinser, Robt. B., Corp., LTnknown, Unknown, Hospital. Denham, Grover C, Corp., Unknown, LTnknown, Hospital. Company <. Bailey, Claude, Pvt., Maywood, Ky., Hospital. Calvin, Roy E., Sgt., Smith Center, Kans., Hospital. Colley, Homer L., Pvt., 419 Royal St., Palestine, Tex., 22nd Engrs Deed, Daniel T., Pvt., 23 St. Stephens Place., Buffalo, N. Y., Hospital. Drewes, Chas. T., Pvt., Leasburg, Mo., D. L. R. & R. Fox, John A., Pvt., Mrs. Rose Harrison, Mother, 69 Thompson St., Buffalo N. Y ., Deceased. Harris, Hayden, Pvt. 1st. CI., Grossbeck, Texas., 1st. Rep Dep Hill, John J., rvt., 34S Hayden St., Sayre, Pa.. Hospital. Hollenbeck, G. W., Pvt., Vanetta, N. Y., Hospital. Jones, John W., Pvt. 1st. CI., Wallsville, Utah., Hospital. King, Glen M., Pvt., R. F. D. No. 2, Ellenburg, Wash., 13th Engrs Miller, Allen D., Pvt. 1st. CI., 1905 Park Rowe, Dallas, Texas, 22nd. Engrs. Miller, Edgar F., Pvt., 1st. CI., Altoona, Pa., D. L. R. & R Meyers, Harold J., Pvt. 1st. CI., 961-A. Summit Ave., Jersey City, N J 22nd. Engrs. Riemath, Eugene A., Pvt., Hitchcock, S. Dak., Hospital. Riviezzo, Vincent, Pvt., 147 Vernon Ave., Long Island Citv, N. Y., Hospital Spang, Edward, Pvt., 213 Flushing Ave., Maspeth, L. I., N. Y., Hospital. Company 19 Adams, Frank, Pvt., 122 Main St.. Buffalo, N. Y.. Russian E. F. Bagley, Nathan L., Pvt., Blackwell, Texa^. I sed Brannagin, M. J., Pvt., 725 6th Ave., Brooklyn, N. Y., Hospital Cunningham, M. P., Pvt. 1st. CI., 484 William St., New London, Conn., D. L. R. & R. Coleman, Harry H., Pvt. 1st. CI., Unknown, Unknown, Hospital. Davis, Francis M., Pvt., Kennedy, Texas, Hospital. Degand, Adam N., Pvt., Unknown, Unknown, Transf'd. Duffy, Chas. H., Corp., 722 Spruce St., Philedlphia, Pa., Deceased Eggerling, T. B., Pvt., Orient, S. D., Hospital. Ericson, Alvin, Pvt., 1201 So. "T" St., Tacoma. Wash., Hospital Flaherty, J. D„ Pvt., 919 State St., Utica, N. Y., Transf'd. Fulton, Leslie B., Pvt., 636 S. Campbell St., Springfield, Mo., Transf'd Graham, Chas. R., Pvt., 535 Newton Ave., Kansas Citv. Mo Hospital Hannigan, Wm., Pvt.. 732 Harper St., Elmira, N. Y., Transf'd. Hardwidge, L., Pvt., Evanston, Wyo., Deceased. Hartz, Herman A., Pvt., 1005 W. Sullivan St., (Ilean, N. Y., Hospital Johnson, Elmer E., Pvt., Doland, S. Dak., Hospital. Johnson, Harry L. Pvt., Weavertown, N. Y., Hospital. Leefler, Allie J., Corp., 325 5th St., Trov, N. Y., Transf'd McNamara, R. E., Pvt., 26S So. Peal St., Albany, N. Y., Deceased Palmer, Carl D., Corp., Mellette, S. D., Hospital. Pederson, Peder O., Pvt., Howard, S. D., Hospital. Roberts, Harvey D., Pvt., R. F. D. No. 2, Missoula, Mont., Hospital. Roberts, Thomas R., Pvt., 3506 Atlantic Ave., Richmond Hill, X. Y., Deceased Rundell, James R., Sgt., Unknown, L'nknown, Hospital. Shaw, Michael G., Pvt., 40 E. McMillan St., Cincinnati, O., Hospital Stroupe, Harry A., Pvt., Bowdle, S. Dak., Deceased. Twoomey, Richard, Corp., 75 Shore Road, Brooklvn, N. Y., Hospital. Van Slyck, Pyron M., Pvt., Victorville, Cal., Hospital. Wheaton, Robt. B., Sgt., 923 Ouincy St., Rapid City, S Dak., Deceased. Company I Crotegut, F. L., Pvt., LTnknown, LTnknown. 80th. Div. Curtis, A. B., Pvt., LTnknown, LTnknown, Hospital. Garcia, John, Pvt., L'nknown, LTnknown, Hospital. Long, Karl S., Pvt., LTnknown, LTnknown, D. L. R. & R. Company Iv Ballant, F., Pvt. 1st. CI., 512 Main St., Mount Vernon, 111., Russian E F. Black, W. G., Pvt., Dequeen, ArK., Russian E. F. Clayton, N. J., Pvt., 1205 35th St., Galveston, Texas, Russian E. F. Cotton, Virginia, Pvt., Kopperl, Texas, Russian E. F. Dougan, James G., Corp., 332 W. 21st St., Covington, Ky., Hospital. Dougherty, Edw. D., Pvt., 191S Gentry St., Houston, Texas, Hospital. Flynn, Batson, Pvt. 1st. CI., Lithieum, Mo., Hospital. Greth, Albert H., Pvt., 773 So. Broadway, Lima, Ohio, Hospital. Hearell, Grover, Corp., Walton, Ind., Hospital. Hennemuth, H. E.. Pvt. 1st. CI., 2602'/, Live Oak St., Dallas, Texas, 134th Ser. Co. Hightower, B. N., Sup. Sgt., Rustin, La., Russian E. F. Hayhurst, C. M., Pvt., Ava, W. Va., Hospital. Hansen, H .H., Pvt. 1st. CI., Burke, Ida., Russian E. F. Johnson, F. P., Pvt., 119 Maple St., Buffalo, N. Y., Hospital. Kleck, Wm. E., Pvt., Unknown, LTnknown, Transf'd. McCorkle, L. E., Sgt. 1st. CI., Wapinitia, Ore., Russian E. F. McPherson, O., Pvt., 3216 Colonial St.. Dallas. Tex., Transf'd. Moore, C. W., 1st Sgt., 320 W. 31st St., Los Angeles, Cal., Hospital. Mullen, J. N, Pvt., Beaumont, Texas, Russian E. F. Palley, Geo. C, Pvt., 2820 Garfield Ave., Louisville, Ky., Hospital. Pinder, Louis L., Pvt., 916 No. Main St., Bucvrus, Ohio, Hospital Taylor, E. F., Pvt., 518 "F" St., S. E., Ardmore, Okla., Hospital. Theriault, B. L., Pvt., Avery, Ida., Hospital. Timberlake, P. E., Pvt., 10-12 Perry St., Richmond, Va., Hospital. Voyles, Aaron V., Pvt., Drumright, Okla., Russian E. F. Young, S. J., Pvt., Long Branch, N. J., Transf'd. Zeller, T., Cook, Valley St. Station, Louisville, Ky,, Russian E. F. Company I, Anderson, C. L, Pvt., 104 10th St., W., W. New York, N. J., Transf'd. Corey, Wm. J., Pvt., l'nknown, L T nknown, Russian E. F. Donatelle, Frank, Corp.. Cumberland. Wis., Deceased. Getz, Louis. Pvt., 1513 Newkirk St., Philedelphia. Pa.. Transf'd. Hillis. E. R., Sgt., 956 E. Pike St., Alliance, Ohio, Transf'd. Kruger, Henry, Corp., 433S E. "F" St., Tacoma, Wash., Transf'd. Murphv, Michael, Pvt., 1519 Laurel St., Pittsburg. Pa., Transf'd. O'Neill, T. J., Pvt., 272 Linden Ave., Jersey City, N. J.. Transf'd. Walsh, J. W., Pvt., 471 So. Broadway, Lawrence, Mass., Tranfs'd. Company M Aycrigg, Benj. N, Sgt. 1st. CI., LTnknown, L'nknown, Russian E. F. Gaither, Hermann, Pvt., LTnknown, LTnknown, Hospital. King, Chas. B., Sgt. 1st. CI., Unknown, LTnknown, Russian E. F. McDermott, James E., Pvt., Unknown, LTnknown, Russian E. F. Quinn, Philip L., Pvt., LTnknown, Unknown, Hospital. (2.35) Index 6 7 PASE Dedication " Frontispiece * Title page Prologue Foreword Lt.-Col. Hiram J. Slifer By Chaplain Francis K. Little 9 In Memoriam Mother By Matter Engineer Edward Wilkinson 15 List of Wounded in Action Light Railway as Related to Field Operation By C. S. Elliot 17 Light. Railway Construction By Captain M. E. Pumphrey L'O The Work of Colonel E. D. Peek By Major P. S. Lewis 25 9ft Regimental History -° Chronological History, Third Battalion 36 History of the Fourth Battalion 39 Organization By C. S. Elliot 42 The Engineering Office Surveys, Reconnaissance and Location By Lt. C. S. Kenning 41 Sorcy Yard By Lt. Gressit IS Light Railway Maintenance By Lt. H. W. Dun, Jr. 51 Work of the 28th Engineers in Connection with that of the 21st Engineers By D. A. Leisher 53 History of the Building Department. . .By Master Engineer Wilkinson 56 Headquarters Organization, Operating Department By Pit. Win. Dean. Jr. 57 Train Dispatching on the Light Railways — 21st Engineers By Sergeant Warner 58 A Dispatcher's Trick — Working a Trick on the Slim Gauge By Sgt. C. E. Habiger, A.T.D.A. 3743, 2d Battalion Headquarters 60 Running an Engine on the "Soixante" By Traveling Engineer Van T. Sherman 63 A Soliloquy of a Soixante Engineer 65 Sorcy Railhead Operation By C. S. Elliot 66 Wrecking on the Soixante By Master Engineer Fred Lang 67 • • 68 Telephone Communication Work of the Electrical Department after the Armistice — Technical History B V Chalmer G. Price 69 Mechanical Department, 21st Regiment Engineers (L.R.) By Albert J. Link. M. E. 71 Abainville Shops -3 PAGE The Organization and Work of the Supply Department, 21st Engineers ( LR ) ByM.E. James X . McLaren 76 Standard Gauge Operation By C. S. Elliot 79 The Orphan Regiment go Story of the President Grant Lt. A. C. Spurr's Diary Hi Hoo? By Garcia Ingells, Corp. Ord. 86 Company A at Gerard Sas By Syt. Al. Hanson 86 The Buck Private g~ As a Yankee Found It By Mechanic T. Johansen, Co. B. 88 Behind the Hill at Cornieville gg Company's B's Wrecking Crew 90 The Town Major By Lt. A. C. Spurr 90 21st Light Railway Engineers p vt . Lester Gust af son 90 War Time Railroading By 1st Sgt. Van T. .Sherman, Co. D. 91 An Air Raid on Trondes By Pvt. Charlie Meyers. Co. D. 92 A Hair-Raising Smash-Up By Pvt. S. G. Johnson. Co. D. 92 Boche Bombs in Sorcv gg Dispatch Riding By the late Pvt. George T. Higgins, Co. C. 93 Night Air Raids By Pvt. Harry B. Anderson. Co. E. 94 The Falling of the Boche Plane By Pvt. William Livingston, Co. B. 95 Handling Big Guns in the Bois de Hazelle 96 Over the Top at Fort Gironville (The Motor Department) By Sgt. E. L. Taylor 97 Lightless Nights at the Front By Master Engineer Fagan, Motor Detachment 98 A Day's Work on the Soixante gg Following the Drive with Colored Troops By Srjt. Crane 100 Track Laying in No Man's Land. Co. A 101 Getting the Boche's Goat 101 Night Work By Clarence I'. Hohert. Co. B. 102 Helping Shell the Hun By Bartlett Schilling. Co. D. 102 Comouflage By Capt. James P. Nash 10.3 Touring France By Soixante. Co. E. 104 A Hallowe'en Party, Co. A By Harry K. Underwood 105 One on the Sam Browns By Esterberg, Co. A. 106 Famous November First Adventure of Co. B By Sergt. Holmes 107 A Hospital Experience 108 A Permission By W. A. Stone 109 In the Alps By IF. /. Garren 113 C'est La Guerre By Sgt. Harry E. Steyert 115 Our Hogs By John M. Patton. Co. E. 115 Liaison with the French Artillery By Pvt. A. G. Winkler. Co. E. 110 The Homesick Buck By Master Engineer Wikinson 116 Mutt and Jeff the Tailors By W. A. Stone 116 The Second Squad at Anancy Corporal Era] P. Baker. Co. B. 117 Abainville to Sorey via Light Railway By Sgt. F. C. Lowman 118 Metz 119 The Charge of the Light (Railway) Brigade 120 Our Bosom Friend 120 An Ode on the Y. M. C. A By Lt. A. C. Spurr 120 Athletics — 21st Regiment Engineers 121 Football 121 PAGE Baseball 121 Basketball 121 Boxing 122 Track Meets 122 Entertainment 122 My Experience As a Prisoner By Lester P. Smith, Co. B. 126 Capture By Henry D. Oliphant 129 Prisoner's Experience ByM.E. W. T. Gilbert 132 An Army Engineer's Romance 135 The Officer's Mess By Lt. Spurr i:JT The Offer Was not Accepted 137 Co. B, Adopts a Mascot 137 French Wit 137 Conflans to Le Mans By Sgt. II . E. Steyert 138 The Unfounded History of the 21st Chement Fares (Light Track) By G. D. Ingelh 139 The Battle of Boucq By Sgt. Al. Hansen 141 How the 21st Put It Over on the M. P.'s By Pvt. Peter La Frankie 142 Lt.-Col. Sam Robertson 11-2 Lt.-Col. Slifer 143 It's All in the Head 143 Sunny France 144 Safety First 1 44 This Does Not Happen Often 144 .American French 144 A Dark Night 144 A Faint Heart Never Filled a Spade Flush 144 He'll Go Home and Say He Captured It 144 Not Responsible After a Visit to Commercy 144 Three Musketeers • 14.5 The School of Experience 145 At this Rate the Price of Doughnuts Should Rise 145 A Misunderstanding 1 45 All Men are Equal in an Air Raid 145 Hard to Grasp 145 Perpetual Motion 145 Hard to Keep Track Of 145 Well Trained 145 Some Banquet • 145 A Rookie Lieutenant 145 Them Mules Must Be Fed 14(3 He Believed in German Signs 14(5 It Was Confusing • .. 146 21st Mules By M ax Foster, Co. B. 146 Verdundo Inferno By Williiam Enscore 147 What We Called Our Railroad 147 A Spy Hunt in the La Reine Forest, Co. A 148 Souvenirs • 1*8 The Moon Shines Bright and Still the Night Was Dark By Shilling, C. D. 148 A Permission By G. D. Ingelh 148 Poor Camouflage 1"*9 Elementary Arithmetic 1*0 in PAGE Cylinder-Bore Pants, a Sable in Flang By M. E. Wadsworth 150 The Company Bugler By Bugler William Sutton. Co. M. 150 Why the "Shockers" Stood Reveille. . 151 The Franc Boys in Paris 151 Cooties I Have Known By C. S. Elliot 152 A Fool's Paradise B/j C. S. Elliot 152 Sick Call 152 Tile Shelling- of Boucq 153 Relative to "Subs" By C. S. Elliot 153 Addressed to Him Personally By C. S. Elliot 154 Rookies' Night on the Front 154 The Enemy Was Ever On the Lookout. . . .By Bartlett Schilling. Co. D. 154 Ye Olde Pay Day By G. D. Ingells 155 Our Introduction to Box Car Riding in France Gear, 3d Bat. Hdqt. 155 Headquarters Company, 1st and 2d Battalions 157 History of Co. A 161 History of Co. B, 21st Engineers (Construction) Light Railway 163 History of Co. C 166 History of Co. D 169 History of Co. E 173 History of Co. F 174 History of Headquarters Detachment, 3d Battalion, 21st Engineers. . . . 177 History of Co. G, 3d Battalion, 21st Engineers 181 History of Co. H, 3d Battalion, 21st Engineers 182 History of Co. I, 21st Engineers 184 History of Fourth Battalion, Headquarters' Detachment 186 History of Co. K 189 History of Co. I, 191 History of Co. M 193 History of Co. N 194 History of Co. O 196 History of Medical Detachment, 21st Engineers 199 History of Medical Detachment, 3d Battalion 200 History of Medical Detachment, 4th Battalion 200 History of the Band By Lt. Spurr 201 The Shock Troops (Engineering and Survey Detachment), By John C. Coyle 203 History of Motor Detachment 206 Motorcycles 207 Regimental Post Office By H. A. Glares 207 A Night in the Argonne By Pvt. L. A. Lunsford, Co. A. 208 The Wire Tappers By Bartlett Schilling, Co. D. 208 Notes on Light Railway Motive Power and Rolling Stock 209 Rolling Stock 210 How Company O Went A. W. O. 1 211 Company A Leaves the Argonne 211 A Lucky Chance By Bartlett Schilling, Co. D. 212 The Move to the Argonne 212 Under Shell Fire at Dead Man's Curve ■ 213 Citations Received by the 21st Engineers 214 Historical Staff, Twenty-first Engineers 218 Roster of the 21st Regiment Engineers (Light Railway) 219 LIBRARY OF CONGRESS 020 935 601 6 8 I* HHHH islpKitlllllll liPPiiiiiSiipilsliis 'm V J1111 1 I ■ ^r MmMRI 111 WKk ^ i II1II iBiiiiiliiii I ■ iilllli ::■,:., ISlliil «H 1111 W« : v»l^ lltl§ m §1 m ■I 1 ill lltiiltlilftlillt * X x V I - 1 1 ill HHH ■ S M::v : '::|: ill! ililllwillii lwllllllllll«llll IBlllllr^ IIP 11111111 11K1111 mm ; iiiiiii