On the side of the Austrians there was at that time no similar force available. Three years before there had been published in Vienna a book, by Oberst. von Panz, entitled "Das Eisenbahnwesen, vom militärischen Standpuncte," in which the author expressed the view that details on the following points, among others, concerning railways should be collected in time of peace and classified for reference in case of need:--Permanent way: system and construction; gauge and number of lines; whether lines single or double. Stations: size and construction; which of them best fitted to serve as depôts. Bridges: underground works, etc.; which of these could be the most easily destroyed, or soonest repaired if destroyed, and if prepared beforehand for destruction. Embankments: size; how made; slope; if provided with culverts and size of these. Cuttings: length and depth; slopes; nature of ground; whether much or little water, and whether danger of landslips. Tunnels: dimensions and construction; if lined or cut in rock; nature of cuttings at end and whether they can be blocked. Large bridges and viaducts: system of construction; span of arches; whether or not the piers are mined.[24] Where men, tools, stores and materials can be obtained, and to what extent. These recommendations attracted much attention at the time. They were quoted by H. L. Westphalen in his book on "Die Kriegführung unter Benutzung der Eisenbahnen" (Leipzig, 1868), of which a French translation was published under the title of "De l'Emploi des Chemins de Fer en Temps de Guerre" (Paris, 1869); yet when, just before the outbreak of war with Prussia, the Commander-in-Chief of the Austrian Northern Army recommended that a Construction Corps should be formed, the Minister of War replied that "the repair of railways was work which should be done by the railway companies concerned." All the same, the retarding of the Prussian advance by interrupting the rail communications became an important phase of Austrian tactics and was followed up with great activity. Bridges and viaducts were destroyed, rails torn up, sleepers burned, points and turntables carried away, tunnels obstructed and water cranes and pumps rendered useless. At one place (between Libenau and Sichrau), where the railway passed through a deep cutting, the explosion of mines along the top of each bank detached great masses of rock which, falling on the lines, filled up the cutting to a height of six or eight feet for a distance of about 250 ft., and could not be removed until, by means of blasting, they had been broken up into pieces sufficiently small to be carried away in ballast trucks. The arrangements made by the Prussians were, however, so complete as to permit, in most instances, of a speedy restoration. Even in the instance just mentioned, fifty Pioneers, aided by twenty labourers, had the line clear for traffic again before midnight of the day the destruction was caused.