Harnessing the Horsepower of Mules on the Western Front

While much has been written about Simpson’s donkey, the role of his close cousin – the mule – has not been given as much attention. Mules were extremely useful modes of transport on the Western Front. They were ridden, used as pack transport, and hauled heavy wagons. They were particularly useful in transporting supplies within the light railway systems of the First World War.

During the First World War, maintaining supply was of utmost importance; this is still the case today. The value placed on the railway systems within the battlefields of the Western Front cannot be overstated. Light railways and trench tramways were built and used within the battlefields of the Western Front, with some surreptitiously constructed and hidden within tunnels. Heavily relied upon by the Central and Allied military forces, they allowed the warring sides to be supplied with provisions, personnel and ammunition, as well as enabling the evacuation of the wounded.

Before the introduction of the light railways, supply chains usually consisted of a standard gauge train which transferred supplies to vehicles, which were passed on to horse-drawn transport, and finally to pack transport or carrying parties for the final leg of the journey to front-line trenches. There was about 12 kilometres of territory to cover between the standard gauge railheads and the front lines, this part of the journey included traversing mud capable of drowning pack animals and collapsing roads, which became unstable due to wet weather and constant use by military vehicles. In 1916, this logistical inefficiency was addressed by building narrow gauge railway networks

The expansion of the railways increased demand for trained railwaymen. Having exhausted the availability of British railway workers, the British War Office requested the assistance of its Dominions.  In 1916, Australia supplied the 1st Anzac Light Railways unit, comprised of volunteers already serving on the Western Front. Five additional Australian railway (light and broad gauge) operating companies were raised throughout 1916 and 1917. Approximately 14,500 Australian railway employees enlisted during the First World War. While not all were engaged in railway roles, many used their skills in pioneer, engineer and signals units. By 1918, an extraordinary network of light railways had unfurled across the Western Front, over 1,200 km in length and transporting approximately 200,000 tonnes of supplies each week.

Despite advancements in railway technology, animal haulage was still in heavy use. Horses, mules and even men hauled supplies within trench tramways. Mules were preferred over horses: they were hardier creatures, better able to withstand the harsh conditions of the Western Front.

Lieutenant Hugh McColl, Officer Commanding the 3rd Australian Divisional Trench Tramway was responsible for controlling the two lines of trench tramways in June and July 1917. He noted that, as the lines were “not sufficiently heavy for tractor the trolleys [were] drawn by mules”. The mules pulled wagons loaded with engineering material, water and ammunition to the front lines, as well as moving trolleys to evacuate wounded men. Each trolley was “capable of carrying 4 stretchers”, in what would have been an uncomfortable journey for the wounded, with the rudimentary unenclosed wooden trolleys lacking suspension and exposing the men to the weather.

McColl and his men worked the lines from 3 am until 9 am; this was seen as “the best time to work” because “[a]rtillery [f]ire [had] slackened off” at this time. Working during the daylight was not possible “[o]n account of enemy Balloon observation”. Lieutenant C. Rowe’s letter to the Commanding Officer of the 3rd Divisional Train describes the difficult nature of railway work:

“I wish to report on the excellent manner in which the drivers brakes men of the 11th Brigade attached to this unit, carried out their duties. And the care they took with both animals and harness. These men were required for duty at all hours of the day and night and on many occasions when material was urgently required they could be working from 2 am until 9 pm and again from 2 pm until 7 pm on all occasions they carried out their work excellently towards the latter part of the period work had to be carried out under extreme difficulties, men were working above their knees in water but this did not hinder them and the courage displayed whilst in the presence of shell fire was a credit to all.”

The targeting of railways by the enemy meant that attempts to camouflage railways and repair damaged railways was an ongoing task, with resources often in short supply. Light railways were occasionally damaged by their own custodians trespassing on the lines. Records from 1917 include directives issued to all units to keep off the lines under threat of disciplinary action: “The names of all offenders will be reported to Corps H.Q. and passed to their units for the strictest disciplinary action.”

Acknowledgement of the animals who worked in these bleak conditions is warranted. Mules are often stereotyped as silly and stubborn creatures. John Henry Llewellyn Turnbull, who worked as a driver with the 5th Divisional Ammunition Column provided an example in his diary: “We were about an hour before we had all the [mule] teams hooked into the wagons and lined up. Some of those mules were absolutely wicked … they were in a line and ready to move off. He gave the order ‘Prepare to mount.’ And then ‘Mount’. Then the fun began. Men were pelted everywhere. Some mules climbing on top of each other. Others were facing the wagons or rolling on the ground.”

However, in the war diary for the 3rd Divisional Train, we are given insight into the hardiness and exceptional strength of the mules working on the trench tramways: “Each mule was capable of drawing 26 cwt. [1,320.1 kg] including the weight of the trolleys each of which is estimated to weigh 3 cwt. [152 kg] … Normally 1 mule drew trolleys each loaded with 10 cwt [508 kg] of material.’

To accommodate the mules working the lines, tracks were designed for mules to prevent collapse of unballasted railway lines. Chief Engineer, Australian Corps, Fourth Army issued a directive that “mule grid” be laid between the rails “[w]henever 20lbs. Tramway Track for Tractor working [was] laid”. Although it was found that “some of the mules showed a disinclination at first to use them. Trouble in this respect however, [was] avoided by laying a short length of the track near the stables or watering places, and leading (schooling) the mules over it.”

Mules could be trained to tolerate battlefield noise and survive on frugal rations. These qualities proved useful for those mules working alongside Lieutenant McColl at Ploegstreet Wood, where men and mules were regularly under threat. The “camp was frequently shelled and gassed” and “the lines were shelled daily and frequently damaged, and casualties to animals heavy”.  On 7 June 1917, during the attack on Messines Ridge, McColl was working the lines transporting “ammunition, grenades and stores”. McColl reportedly met “all demands for transport” and “showed great coolness and courage, and was a splendid example to his men” and was subsequently awarded the Military Cross.

The conclusion of the First World War was marked by the signing of the armistice in the Compiègne Wagon – a train carriage that served as the office and mobile headquarters of Ferdinand Foch, the Supreme Allied Commander. With that, the primary purpose of the light railways and trench tramways ended. Nevertheless, Australian railway units continued working, assisting in transporting soldiers and nurses back home. Although the mules did not return with them, their unheralded service in meeting critical supply demands on the Western Front merits remembrance.

Thank you to Ian Haidon, John McNamara and Mark Whitmore for providing me with valuable research materials towards this blog.