Bisbee daily review., 1919-07-06

termediate Storage Depot was trans portation facilities. As previously stated, the main line of the Paris-Or- leans railroad, the most important link in the connecting chain between the base ports and the front, formed the southern boundary of the project. In linking together the various indi- vidual sections comprising the Gen, eral Intermediate Storage Depot, about 40 miles of American railroad track were laid. There were. seven railroad yards for the classification of trains. These yards were located at the extreme southwestern end of the depot. Trains coming in from St. Nazaire, Bordeaux, or La Rochelle, had to be broken up, re-classified, and shunted to depots or made up into new trains started for the front The trains arrived at the west end of the depot in a receiving yard containing 15 tracks. The cars were not switch ed in the Grievresf yards, but were classified over a hump" The hump" is single line of track forming the meek of a bottle between the re- ceiving yard and classification yards. and elevated above the level of the other tracks. The incoming freight trains were shunted over the hump" the cars uncoupled singly and, coast ed down the opposite side, and the switchman operating the switch into the classification yards switched them into the proper track according to their destination, and then some of the 75 American locomotives ope- rating in the yards took the cars to their proper depot destination.
 When loaded eastbound cars for the front were made up into Strains the individual cars were first collect ed from all over the project into the outbound receiving yard and shunted over hump" leading into the out bound classification yard, where a switchman classified them according to final destination the same way in, coming cars were handled When an eastbound was finally complete in the outbound yard a locoomtive was attached and it started on its jour, ney bearing food and equipment to the men in the trenches.
 Handle 1,7Oo Cars Daily
 Grievres is one of the busiest rail road centers in the world, and it's railroad yards surpass those of many of the largest cities in the United States. The average number of cars handled there daily just prior to No vember II, 1918, was 1894 If all of the cars in the yards in a single day were placed in one train, it would be approximately 40 miles long. The railroad facilities also included eX, tensive car and locomotive repair shops.
 Having now had a glimpse of what was accomplished in the estab- lishment of transportation facilities at Grievres, let us consider the indi- vidual sections which made up the General Intermediate Storage De. pot.
 Engineer Section Covers 825 Acres
 One of the earliest sections to be established was the General Interme- diate Engineer Supply Section, on which work was started in August, 1917, by a small detachment of the 18th Engineers. This section was formally opened for the receipt, stor- age and issue of Engineer supplies in October, 1917. At the date of the signing of the armlstlce the Englneer section comprised a great plant GOV ering approximately S25 acres. It contained Is complete warehouses, four of terra-cotta and II of steel construction. There were four shops housed in modern steel buildings, equipped with up-to-date machinery, barracks, headquarters buildings and offices built for 2,500 officers and men, The warehouses had been link ed together, and the section had been connected with the main railway sys- tenn of Grievres by 16 miles of stan dard gauge railway tracks, and six miles of narrow gauge track. The daily receiving and shipping capacity of the depot was approximately 300 carloads of material, or about 3,600 tons.
 Work on the Chemical Warefare