Other new railways established connection with or between the forts on both the eastern and the northern frontiers. Others, again, provided direct communication between different harbours or between each of them and strategical points in the interior, thus contributing to the possibilities of their defence in case of attack from the sea. Still others were designed for the defence of the French Alps. Apart from the provision of all these new lines, much was done in the doubling or even the quadrupling of existing track wherever the question of military transport came into consideration at all. Then at railway stations near to arsenals, and at important strategical centres, specially long platforms were provided to allow of the rapid entraining of men or material in case of need. While, also, so much was being done for the improvement of the French railway system from an avowedly strategical point of view, there were many additional lines constructed or improvements made which, although designed to further the interests of trade and travel, also added to the sum total of available facilities for military transport. The advantages specially aimed at were (1) the ensuring of a more rapid mobilisation of troops through the betterment of cross-country connections; (2) the avoidance of congestion of traffic in Paris; (3) the securing of a more rapid concentration on the frontiers, especially when each Army Corps could be assured the independent use of a double-track line of rails for its own use; and (4) the more effective defence of all vital points. National defence, rather than the building of strategical lines designed to serve "aggressive" purposes, was the fundamental principle on which the policy thus followed since 1870-71 was based; and if, as Captain Pernot wrote in 1894, everything was even then ready for all emergencies, the continuous additions and improvements made since that time, bringing the railway system of the country more and more into harmony with the "perfectionnement" aimed at by France in the organisation of her military transport, must have made the conditions of preparedness still more complete by 1914. FOOTNOTES: [26] For details concerning the functions and duties of the various divisions, subdivisions, etc., see "Mouvements et Transports. Sections de chemins de fer de campagne. Volume arrêté à la date du 1er septembre, 1914." Paris: Henri Charles-Lavauzelle. [27] "Bulletin Officiel du Ministère de la Guerre. Génie. Troupes de chemins de fer. Volume arrêté à la date du 1er décembre, 1912." [28] "Transports militaires par chemin de fer. (Guerre et Marine.) Édition mise à jour des textes en vigueur jusqu'en octobre, 1902." For later publications, dealing, in separate issues, with particular departments of the military rail-transport organisation, see Bibliography. CHAPTER XIV ORGANISATION IN ENGLAND