Our Despatches from the Front (No. 45).
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No "Junk " for the French. The Risks of the A.S.C., M.T.
Organization or Window Dressing?
These messages from Our Own Special Correspondents have been submitted to and censored by the Press Bureau, which does not object to their publication but takes no responsibility for the corredness of the statements contained therein.—ED.
American Salesmen Get Cold • Feet in Paris.
• Paris has not proved a very happy field for the American salesman interested in the disposal of war lorries. At a certain hotel much favoured by business men from across the pond, the register shows the names of more than N American truck representatives who have come to Paris and gone home—or to London—without securing the coveted contract. One American representative stated to the writer : "You -cannot sell any junk to the French. They told me in New York that I should find round pegs in-square holes throughout the French motor service. Well, every officer in the automobile service I have 'brushed against has been an engineer who has acquired more knowledge of automobiles than I hope to secure in my whole life."
France Buys Direct from U.S.A.
In the purchase of American lorries the French War Department has almost eliminated the intermediary. The first purchases were made by an Army officer sent specially to Ameriea, his choice being White, Packard, Pierce, Jeffery, and Kelly-Springfield. Repeat orders have been placed with these fiims, and the only others who have been able to get on the list are Knox, with a new four-wheel tractor just accepted after severe tests in France, and Sternberg with a small number of Sterling lorries. It is true that there are many other makes of American trucks and cars on active service in France, but they have not been purchased by the French Government. Some of them have been donated for ambulance work, others were brought across by the Canadians, and many more were sold by London agents to the British Army.
BEHIND THE LINES,
16th June.
The Risks of the A.S.C., M.T.
To-day I hare had the pleasure of reading the article entitled " The Truth About Risks in France," in the issue of the "O.M." of the 3rd inst which has interested me, as I am a motor-lorry driver and mechanic. I know it is a common idea among many that the A.S.C., M.T., -drivers have a
very comfortable job, one without risk of being under fire of the enemy.
In An Anti-aircraft Section.
We are a small detachment of 16 drivers attached to the NI n d Anti-Aircraft Section, B.E.F., in France. This is my second time out, but I will relate to you the experience of this detachment, which may be of interest to you and your readers, as it reveals some of the dangers and risks we run. A 48-hour Run.
We arrived in France on the morning of 6th May, and proceeded to a rest camp, where we stayed the night. At 5 p.m. on 7th May we had orders to move at once to a certain place as quickly as possible. We travelled the night through and continued, by chamimg drivers every two hours,until. we arrived at our destination on 9th May at 5 p.m. We retired to rest late at night after the guns had been placed and mounted in their Despatches (45)—con.
positions. You will notice we were Travelling two days and two nights. On the morning of the 10th we were up again at 4 a.m.; the guns were in action, the lorries attended to and dug-outs were made, three in number, for the detachment.. This was done for officers., gunners, and drivers by the drivers.
On the 11th we found these dug outs very useful, for we had to take shelter in them, as the Germans were shelling the cross roads 100 yards away with." Jack Johnsons," and all around us fell the pieces of -shell. ' Luckily not one of us was hurt, although several soldiers were killed and.,wounded who were on the road ; the number of shells dropped was about 25.
Under Shell Fire.
Nothing of importance then hanpened until 19th May when six netts passed over our heads into some fields, doing no damage. On the 26th the cross roads were again shelled, and we had to take to our dug-outs again. On the 29th again a few shells passed over our heads, intended for a battery at the back of us which had shifted quietly during the night. Therefore they suffered no harm.
Discovered by the Huns.
On the 31st our position was discovered, and we were bombarded by the Germans who planted 28 shells of shrapnel and high explosive .all around our guns ; this was kept up for 20 minutes, and it was a terrible 20 minutes to us;two gunners killed and two injured of our detachment. The radiators and lamps, petrol tanks of the two gun lorries were perforated by pieces of shell, and one of the boxes containing the shells on the lorry caught fire. But for the action of a sergeant, who got a bucket of water and put it out, it might have been serious for us all.
Drivers and Fitters in Action.
At the commencement of the firing our drivers and fitters were busy around, some cleaning down gun lorries and cleaning up ground and doing fatigue work. It was the dug-outs which again -saved them from injuries. We had to clear out at night to a new position after patching up our lorries. In a Very Warm Place.
When we arrived at our new and present position, the guns had to be got into position ready for action. It was work to a finish. One got stuck in the soft ground right up to the axle. All I can say further is that we are now in a very warm place. Shells have passed over our heads and dropped each side of us each day since our arrival. They were not intended for us, but for the batteries in front, behind and each side of us. We never know when we may get it if they discover our position. We are sure to be in for it to-day, for instance. The guns of our Allies as well as ours have been bombarding these last 24 hours, and we are right amongst them, too.
Changed Positions Five Times in Four Days.
To-day I was talking to a bombardier and M.T. driver of the With Anti-aircraft Section of same number as ourselves. They have had to change positions five times in four days owing to the bombardment of the Huns. This occurred last week.
These are facts, so that you can see that the A.S.C., M.T., driver takes his risks with the gunner. We often have to detail two drivers off for fuse setting.
Ambulance and Machine-gun Drivers.
I want this short " despatch " to convince the people at home that the A.S.C., M.T., share a. certain amount of danger in serving our , country as we do. It is needless for me to mention the risks of the ambulance drivers, also of the machine-gun sections of armoured motors. Of those who drive light cars containing officers to the firing line many a car shows the result of these journeys by the panels cut about by shrapnel.
RI Div. Sup. Col.,
10th July.
Organization: English and German Systems Compared.
To those who wish to learn, this war is teaching much and giving us cause to think. We have representatives of every class out here, from bus drivers to manufacturers, and each, if he looks, will find his object lesson, not only as to what to do, but, by inference, as to what not to do, and vice versa. The Germans have proved to us that the fundamental law of success is sound organization.
An Example of German . Thoroughness.
An _example of this is their victory in the " Circuit de Lyons" last year. We all know that the five Mercedes entered were the pick of 18 specially manufactured. They were ready three months before the race, which allowed
Despatches (45)—con,
them time to shorten the wheelbase after initial tests on the course. Even daring the race the system of driving one behind the other was a premeditated idea. •
Organization or Windowdressing ?
Now organization is a large word and comprises much. It is as imperative to the economical housekeeping and happiness in the bus driver's home as it is to the mannlacturer in the building up, maintenance, and prosperity of his conern.
And what do we understand by this ? An officer who was placed in temporary charge of a base in France and told to "organize things a bit," employed fatigue men to tidy up the place, removing empty cans and pieces of paper. Outside the rows of huts sixshilling-a-day-men were ordered to lay flower-beds with white-washed brick borders and upturned whitened vases placed at each corner. By the entrance the name of the base was worked with coloured stones—mosaic fashion— in the ground, similar to a rural railway station where one " special " is expected per week The rubbish heap was then lighted, and the officer leant back in his fauteuil convinced that he had done his utmost, and that his base was the last word in organization, whilst behind his back at the tireshed rear-lorry wheels were being dropped off the wagons to hasten unloading, machines being taken out on joy-rides, and fatigue parties sitting behind the huts smoking, .etc.
Four Essentials to Efficiency.
No, we have learnt otherwise. There are four essential parts to the mechanism of this automaton : —(a) Imagination, the creator of ideas or imitation of others. (b) Method, the intelligent application of these ideas in practical form. (c) System, the elimination of error by system. From double-entry and checking to the employment of machinery instead of manual labour. Specialization in labour and piece.. work. It also compromises the
economical system, by which work is conducted at minimum cost. The prevention of waste, both of time and material. The inter-working and co-relationship of the various departments. (d) Foresight. Preparations for future happenings, under which heading may be classed such items 'as competition, insurance, speculation, the health and happiness of the employees by suitable surroundings, home and condition of employment. And of these four things we have much to learn from America, Germany, and Japan. The Overworked Major and W.O.
Returning to the Army, censidering the unprepared state and inefficiency of both men and machines at the commencement, the undertaking as a whole must be commended, but with regard to the M.T., at least, too much work and responsibility are thrown on certain men's shoulders, whilst the others are practically unburdened. The Major and the Warrant Officer are examples of the former. Any irregularities are attended to by either of these men. Now there is a vacancy in the M.T. for a fullpowered organizer, standing above the Warrant Officer.
Nominally the second lieutenant should be responsible, but in nine cases out of ten he is an unknown quantity.
Master Mechanics Wanted.
It would not matter whether this Super W.O. spoke King's English or was of gentle birth, provided he had the brain, a high mechanical training and organizing capabilities. He would work hand in hand with the W.O. who would occupy himself solely with military matters, whilst the officers and N.C.O.a should be encouraged to make as many useful criticisms as possible. is only fair to state that existing Warrant Officers have been through some sort of mechanical training, but their knowledge of machines foreign to their particular environment is slight. Besides, numerous sergeants and sergeant-majors are holding W.O. billets during hostilities.