Such indeed was the day's work of the port manager's job. He was master of transportation, and at a very vital point in transportation. No matter how much he might be a.s.sailed by questions or criticisms, until he wondered whether he really is a bureau of information or one of complaint, he never forgot that transportation was his real job, which brought to the A, B, C, of human endeavor, meant that he must see that the Red Cross supplies received at his port were properly checked and without delay shipped to their destinations. Paris was most generally this last.

Put yourself back into those stirring days. Suppose, if you will, that a certain definite shipment of Red Cross supplies comes into the headquarters city of Paris, either from Rouen or Le Havre or Brest or St. Nazaire. It comes through without great delay on the small but seemingly entirely efficient goods cars of a French railway to a great freight "_quai_" or warehouse, set aside for the exclusive use of our American Red Cross, not far from the busy pa.s.senger terminal of St.

Lazaire. This huge raised platform, some six hundred feet long and fifty feet wide, handles some eighty per cent of all the Red Cross supplies that come into Paris in the course of the average month. All of the goods that come to this Parisian freight station are import and "in bond," and so at the great exit gates there is a squad of customs guards to inspect all outbound loads. But, again through the courtesy of the French Government, all Red Cross supplies are permitted to pa.s.s without inspection. Thus a great deal of time is saved and efficiency gained.

The little railway goods cars with the Red Cross supplies pull up along one side of the _quai_ platform, while upon the other side stand the camions or trucks to carry the supplies down into Paris. Occasionally these are not destined for the French capital; in which case they are quickly transferred and reloaded to other little railway goods cars, and destined for other points in France. For the normal handling of freight upon this particular Red Cross _quai_--when, for instance, two or more ships arrive within a day of one another--the number of handlers and checkers may rise quickly to eighty-five or a hundred and then there may be as many as 15,000 cases of supplies upon the platform at a single time. The men employed are mainly French soldiers on leave or already demobilized, and are strong and dexterous workers. And upon one occasion they unloaded ninety-two closely packed freight cars in thirty-two hours.

In the course of an average war-time month this Paris receiving station for American Red Cross supplies would handle anywhere from 800 to 5,000 tons of cases a week, and despite the great weight of many of these cases--there is nothing light, for instance, in either medicines or surgical instruments--counts even the higher record as no extraordinary feat.

In addition to being a receiving station, this _quai_ performed steady service as a sorting station or clearing house. From it some fifteen warehouses or stores depots in and about Paris received their supplies.

And care must be taken that the goods for each of these warehouses must go forward promptly and correctly. The need for this care was obvious.

It would be as senseless to send surgical dressing to one distribution center as stoves to another.

When any of these incoming supplies had been transferred from the railway _quai_ to the distribution stations and a receipt taken for them, they were at once stricken from the records of the transportation department until, in response to a subsequent call, they were transferred out for delivery, either to the consumer or to another storage point in an outlying region, which is where the big fleet of Red Cross trucks in the streets of Paris began to fully function. The central control bureau, to which was delegated the routine but important work of the control of this great squadron of trucks, also had charge of the reception of merchandise arriving at the Seine landings on barges from the seaports of Rouen or Le Havre. For one must not forget that in France the inland waterway continues to play a large part of her internal transport. Not only are her ca.n.a.ls and her ca.n.a.lized rivers splendidly maintained, but also owing quite largely to her comparatively mild winters, they render both cheap and efficient transportation. And the Seine, itself, sometimes brought a thousand tons a week into the Red Cross at Paris.

Now are we facing squarely the problem of the motor truck in Major Osborne's big department. I think that it was the part of the problem that has given him the greatest perplexity, and in the long run the greatest satisfaction. For, before we are arrived at the fullness of this phase of his service, please consider the difficulties under which his staff and himself labored from the beginning. France was at war for fifty-two months; not fighting a tedious and tiring war in some distant zone, but battling against the invasion of the strongest army the world ever has known and facing the almost immediate possibility of national collapse; which meant in turn, if not an industrial chaos, something at times dangerously near to it. It meant that trucks, which the Red Cross organization had purchased back in America and had fought to find cargo s.p.a.ce for in the always overcrowded transports, sometimes were no more than unloaded before the army, with its prior rights and necessities, would commandeer them for its own purposes. It meant not only hard roads, with the dangers attendant upon worn-out highway surfaces and an overpress of terrific traffic, to say nothing of the real war-time danger of a bursting sh.e.l.l at any moment, but the lack of proper garage and repair facilities to undo the havoc that these wrought; which, further translated, meant added difficulties not only in getting repair parts but the men properly equipped to install them.

The American Red Cross in France had at all times enough expert organization genius to enable it to organize its motor transport service upon the most modern lines of standardization and efficiency. It lacked one thing, however--time. If it had had time it might easily have selected one, or at the most, two or three types of motor trucks or camionettes and one or two types of touring cars and so greatly cut down the stock of repair parts and tires necessary to keep on hand at all times. But time did not permit this sort of thing. Time pressed and so did the Germans, and it was necessary to purchase almost any sort of truck or car that was available and put it to work without delay.

The man problem was quite as acute as that of the material. Good drivers and good repair men were alike hard to find in a nation that was all but exhausting its man power in the desperate effort to hold back the invading host. As it was, many of the workers in the Red Cross's transportation department were discharged soldiers. A few of them were _mutiles_--men who had suffered permanent and terrible injuries in the defense of their country. And a wearer of the _Croix de Guerre_ more than once drove an American Red Cross car or blew a forge at one of its repair garages. The man-power question was at all times a most perplexing one.

I have mentioned this phase of the problem of my own accord. Neither Major Osborne nor any of his staff have referred to it. Yet it is typical of the many difficult phases of the big transportation problem which was thrust upon them for immediate solution--and which was solved.

To get some real idea of the magnitude of this transportation problem, come back with me for a day into the Red Cross garages of Paris. We shall once again, as in war time, have to start in the early morning, not alone because of the many plants to be visited but also because we want to see the big four-ton and five-ton trucks come rolling out of the great Louis Blanc garage, close beside the Boulevard de la Villette at the easterly edge of the city. As its name might indicate it faces the ancient street of Louis Blanc, faces it and morning and night fills it with its energy and its enterprise. Fills it completely and never disorderly. For I have seen it in the early morning disgorge from 150 to 200 trucks from its stone-paved courtyard and receive them, or others, back at night with no more confusion than a well-drilled military company would show in leaving its barracks or an armory.

The stone-paved courtyard itself is interesting. It is a bit of old Paris--the yard of an ancient stable where carters coming into the city with their produce from the fat farms of the upper Seine Valley or the Marne might rest their steeds for a time. The old structures which look down upon the courtyard have done so for two or three or four centuries--perhaps even longer. The only outward evidence of modernity about the place is its steel-trussed roof, wide of span and set high aloft, like the great train shed of some huge railroad station, and the splendidly efficient great motor trucks themselves. How those old carters of the royalist days of France would have opened their eyes if they could have seen a five-ton truck of to-day, American built, in all probability the output of some machine shop upon or near the sh.o.r.es of Lake Erie. They are wonderful machines--alert, efficient, reliable. I do not wonder that when one of our motor-truck manufacturers from the central portion of the United States visited the Verdun citadel--just a few months before the ending of the war--the commandant of that triumphant fortress kissed him upon the cheeks and led him to decorations and a state banquet in his apartments sixty-five feet beneath the surface of the ground. There were several hundred of the manufacturer's three-ton camions in the outer courtyard of the fortress and it only took a slight brushing away of the dust and mud to show that they had been on the job, in faithfulness and strength, since 1914.

One does not, under ordinary circ.u.mstances at least, have to brush away much dust and mud to find the number plate of the Red Cross car; for the Red Cross follows the method of the American and the British armies in insisting upon absolute cleanliness for its equipment. One of the briskest departments in the huge Louis Blanc garage is the paint shop, and the evidences of its energy are constantly in sight about the streets of Paris.

The energy of some of the other workshop departments of the garage are perhaps less in evidence upon the streets, yet if these departments were not measuring constantly to the fullness of their possibilities their failure would be evident to any one--in constant breakdowns of equipment. The fact that the trucks and touring cars alike have had so few complete breakdowns, despite the terribly difficult operating conditions, shows that the Red Cross repair shops have been very much on the job at all times.

They are complete shops. In them it is possible to take a huge camion completely apart even to removing the engine and the body from the cha.s.sis and the frame, in order that cylinders may be bored anew, piston rings refitted, and bearings entirely renewed. All this work and more has been done under emergency in less than three days.

Close beside this Red Cross truck garage in the Rue Louis Blanc is a hotel for the two or three hundred workers and drivers employed there.

It is small, but very neat and comfortable and homelike, and is directly managed by the Red Cross. It gives housing facilities in a portion of Paris where it is not easy to find such. And the long hours of the chauffeurs in particular render it highly necessary that they have living accommodations close to their work.

From Louis Blanc we cross Paris in the longest direction and come to the so-called Buffalo Park, in Neuilly, just outside the gates of the city.

Buffalo Park gains its name from the fact that it once was a part of the circus grounds wherein the unforgetable "Buffalo Bill" was wont to disport his redskins for the edification and eternal joy of Paris youth.

To-day it is a simple enough inclosure, fenced in a high green-painted palisade, ingeniously fabricated from packing cases in which knocked-down motor cars were shipped from America and guarded by a Russian wolfhound who answers to the name of "Nellie." In the language of the French, "Nellie" functions. And functions, like most of her s.e.x, awfully well. She respects khaki; but her enthusiasm and lack of judgment in regard to other forms of male habiliment has occasionally cost the Red Cross the price of a new pair of green corduroy trousers, always so dear to the heart of the peasant.

Within the green-painted inclosure of Buffalo Park there stands a permanent, especially built, fireproof warehouse and office building, and at all times from 175 to 200 camionettes, or light ton or ton and a half trucks. It does not undertake much repair work, particularly of a heavy nature, but its great warehouse holds hundreds upon hundreds of tires (the variety of wheel sizes in unstandardized motor equipment is appalling) and tens of thousands of spare and repair parts. The entire big plant is lighted by its own electric generating plant. A big four-cylinder gasoline engine, taken from a Yankee truck which had its back hopelessly broken on the crowded road to Rheims, and bright and clean and efficient, was thus put to an economic and essential purpose.

The other large garage and repair shop of the Red Cross transportation department in Paris is situated at No. 79 Rue Tangier, close to the plants in Neuilly, yet just within the fortifications. It was the first garage to be chosen, and one easily can see why Osborne and his fellows rejoiced over its selection; for it is one of the most modern and seemingly one of the most efficient buildings that I have seen in Paris--three stories in height and solidly framed in reenforced concrete. It houses each night some two hundred touring cars and has complete shops for the maintenance and repair of this great squadron of automobiles.

Up to the present moment I have only touched upon the use of touring cars for the American Red Cross in France. Yet I should like to venture the prediction that without these cars, the greater part of them of the simplest sort, our work over there would have lost from thirty to forty per cent of its effectiveness. It is useless to talk of train service in a land where pa.s.senger train service has been reduced to a minimum and then a considerable distance beyond. Remember that the few pa.s.senger trains that remain upon the French railways are fearfully and almost indecently crowded. Folk stand in their corridors for three hundred or four hundred miles at a time. For a Red Cross worker bound from point to point to be forced to use these trains constantly in the course of his or her work is not only a great tax upon the endurance but a fearful waste of time.

The same conditions which exist in the outer country are reflected in Paris. The subway, the omnibus, and the trolley systems of the city all but completely broke down in the final years of the war when man power depletion was at its very worst. The conditions of overcrowding upon these facilities at almost any hour were worse even than the overcrowding upon the transit lines in our metropolitan cities in the heaviest of their rush hours. To gain a real efficiency, therefore, it became absolutely necessary many times to transport Red Cross workers, when on business bent, in touring cars. And because there were at the height of the work some six thousand of these folk--five thousand in Paris alone--it became necessary to engage the services of a whole fleet of touring cars. Some seventy touring cars were a.s.signed to the Paris district. With very few exceptions these were operated on a strictly taxicab basis, with the Red Cross headquarters in the Hotel Regina as an operating center. Here, at the door, sat a chief dispatcher, who upon presentation of a properly filled order, a.s.signed a car; and a.s.signed it and its fellows in the precise order in which they arrived at that central station. It was all simple and efficient and worked extremely well. In the course of an average day the chief dispatcher at the Regina handled from eighty to one hundred requests, for runs lasting from twenty minutes to an entire day.

In the latter part of January, 1919, I saw this Transportation Department bending to an emergency, and bending to it in a very typical American fashion. A strike of the subway employees spreading in part to those of the omnibuses and trolley lines, had all but completely crippled the badly broken-down transportation of the city. And not only was the Red Cross being greatly hampered, but the personnel was being put to inconvenience and discomfort that was not at all compatible with the Red Cross idea of proper treatment of its workers.

In this emergency the transportation department jumped in. It moved up to the front door of the Regina on the first night of the strike a whole brigade of heavy camions and a squad of omnibuses such as it uses in transferring officers and men on leave between the railroad terminals and its various hotels in Paris. These were quickly but carefully a.s.signed to definite routes which corresponded in a fashion to those of the more important subway routes. Huge legible placards announced the destination of each of the buses or trucks--Porte Maillot, Denfert-Rochereau, Place de la Bastille--as the various instances might be. Definite announcement was made of the hours at which these trucks would return on the following morning to bring the workers back again.

The strike was over in two days, but if it had lasted two weeks it would have meant little difference to the Red Cross workers. Their organization had shown itself capable of taking full care of them.

We have drifted away, mentally at least, from the big touring-car garage at No. 79 Rue Langier. Yet before we get entirely away from it we will find that it pays us well to see its shops; great, complete affairs situated in a long wing which runs at right angles to the main structure, and which employ at almost all times from eighty to one hundred mechanics--blacksmiths, machinists, painters, even carpenters, among them. French and American workmen are employed together, but never in the same squad. That would be an achievement not easy of accomplishment.

"How do the two kinds of workmen mix?" we ask the young Red Cross captain in charge of the garage.

[Ill.u.s.tration: CHOW The rolling kitchens, builded on trailers to motor trucks, brought hot drinks and food right up to the men in action]

He does not hesitate in his answer.

"The French are the more thorough workmen. They are slower, but their output is finer. The American gains the point more quickly and goes at it to achieve his end in a more direct fashion. Each is good in his own way. And each realizes the strong points of the other."

The Rue Langier garage keeps complete books for all four of the Paris Red Cross garages. We have seen three of them already, and inasmuch as the lunch hour approaches will prefer visiting the motor camp at Parc du Prince, just outside the fortifications and close to the Bois de Boulogne, used chiefly as an overflow park during the stiffest days of Red Cross activities. But in addition to this it does other things, not the least of them the maintenance of the transportation department's own post-office facilities and a clubroom for the use of the chauffeurs when they are off duty, not a very frequent occurrence.

"Do the chauffeurs ever play poker?" we ask Captain Conroy.

He a.s.sures us that they do not.

Also poker is supposedly interdicted at the big hotel which Major Osborne has established for the officers and men of his department out in Neuilly, just around the corner from Buffalo Park. There are plenty of other amus.e.m.e.nts to be found, however--books, games, cigars, cigarettes, a phonograph, and a remarkable cage of rare Oriental birds which, with pretty good success, at times try to silence the phonograph.

It is to this hotel that we find our way for lunch and, without hesitation, p.r.o.nounce our meal the best we have had in Paris, which has more than a local reputation as a capital of good eating. We find an omelet souffle--the first to greet us in the town--roast turkey, mashed potatoes, Brussels sprouts, an American apple pie, bread and b.u.t.ter, and coffee with real creamy milk. And all for three francs! It is unbelievable. Our hotel charges us six francs for one pear--and an uncooked pear at that!

This remarkable hotel, which houses about two hundred of the transportation department workers, was one of Major Osborne's pet projects. It more than earned its modest cost in the promotion of the morale, and hence the efficiency, of his department. To its mess table, the major himself often came. Sometimes he brought his aid, Captain Hayes, out with him. Both confessed to a liking for roast turkey and omelet souffle. At the officers' table there was almost certain to be Captain Harry Taintor, a distinguished New York horseman, then at Buffalo Park and gaining experience in a distinctly different form of highway transportation; Captain M. D. Brown, also of Buffalo Park; Captain F. D. Ford, over from Rue Louis Blanc, and Captain Conroy from Rue Langier. These men and many others came to the hotel, and among them not to be forgotten a certain splendid physician who left a good practice up in Minnesota somewhere to come to Paris and look after the health and strength of the transportation-department personnel. More than sixty years young, no youngster in his twenties gave more freely or more unselfishly than this man. He was always at the service of his fellows in the Neuilly hotel.

His service was typical of the entire remarkable morale organization of the transportation department. It was the same sort of service that Miss Robinson, the capable manager of the hotel, forever was rendering, that the little supply shop across the street gave, that one found here and there everywhere within the department; a morale organization so varied and so complete that it might well stand for the entire American Red Cross organization in France, and yet served but one of the multifold activities of that organization.

Before we have quite left the more purely mechanical phases of the transportation department--and lack of s.p.a.ce or time will forbid my showing you the other important garage facilities in the outlying cities and towns of France--I want to call your attention to one important part of the problem, the supplying of fuel for the many hundreds of trucks and cars which the Red Cross operates throughout the French republic.

You may have noticed at Buffalo Park one or two of the huge 7,500-gallon trailer trucks used to bring gasoline from the United States Army oil station at Juilly, outside of Paris, to the Red Cross garages within the city.

In the months of its greatest activities, the Red Cross in France used an average of 25,000 gallons of gasoline. To have secured and transported this great quant.i.ty of oil even in normal, peaceful years would have been a real problem. To secure it, to say nothing of transporting it, in the hard years toward the end of the war, was a surpa.s.sing problem; for gasoline seemingly was the most precious of all the precious things in France. If you did not believe it, all you had to do was to ask a Paris taxi driver--even after taxis had become fairly plentiful once again upon the streets of the capital--to take you to distant Montmartre or Montparna.s.se--and then hear him curse Fate and lack of "essence" in his fuel reservoirs.

But the Red Cross, thanks to the French and American army authorities as well as to its own energies, did get the "essence." How it did it at times is a secret that only Osborne knows. And he probably never will tell.