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[Illustration]
HISTORY OF THE
U.S.S. LEVIATHAN
CRUISER AND TRANSPORT FORCES
UNITED STATES ATLANTIC FLEET
[Illustration]
COMPILED FROM THE SHIP’S LOG AND
DATA GATHERED BY THE HISTORY
COMMITTEE ON BOARD THE SHIP
PUBLISHED BY THE
BROOKLYN EAGLE JOB DEPARTMENT
305 WASHINGTON ST., BROOKLYN-NEW YORK
“LEVIATHAN”
ADELE M. MARSHALL
_Leviathan_, thou noble ship,
Thou mighty monarch of the seas,
May thy stalwart form and mighty force
War’s desolating horrors ease.
We view the grandeur of thy bulk,
And gaze with wonder and with awe
At thy great magnitude and might
Which surpass visions we foresaw.
As now in peaceful anchor held,
The waves caress thy sturdy bow:
The ocean flirts and beckons thee
To sail away, away—and now
She lures thee with her shining crest,
But couldst thou see beneath the wave
The yawning jaws of cavern greed
From which a God alone can save.
She’ll lure thee out into her midst,
Then tantalize with storm and gale,
But these mere trifles bring no fear
As ever on you sail.
But deep within her somber soul
There lie devices born of hate,
In traitorous hearts and crafty minds
Hell’s strategies they propagate.
And will these mechanisms harm?
Will bomb or shot e’er rend thy bark?
Will cries of horrors fill the air
As dangers peer from ocean dark?
There is but One who knows thy fate;
Within the hollow of His hand
Thy safety lies. You can but wait
And place thy trust in Beulah Land.
We trust thee, ship, we give our sons
By thousands. Will they fill thy halls?
Oh bring them safe across the wave
Despite the whirlpool, storms and squalls.
The prayers and sobs from broken hearts
Will follow as thy course is run.
This prayer eternal, to heaven will rise—
“Thy will, not mine, Oh, God, be done.”
_Leviathan_, thou ship of state,
Sail on, sail on victorious.
Crush thou the tools of hate,
Come back with honors glorious
And bring with thee eternal peace.
Peace with honor, without stain,
And wear the crown “_LEVIATHAN_,”
Queen of the ocean’s vast domain.
FOREWORD
This is the story of the _Leviathan’s_ part in the Great World’s War.
The story of her career since the Stars and Stripes displaced the three
barred flag of Germany at her taffrail constitutes one of the most
remarkable and brilliant chapters in the maritime history of the world.
She was seized by the U. S. Customs officials in the early morning
of April 6, 1917, turned over to the Shipping Board to be manned and
operated, but after nearly three months’ effort on their part without
the ship leaving the dock, she was finally, on July 25, 1917, turned
over to the Navy Department and regularly commissioned as a Naval vessel
and assigned to transport duty under the command of Vice-Admiral Albert
Gleaves, U. S. Navy, Commander of the Cruiser and Transport Force, United
States Atlantic Fleet.
The _Leviathan’s_ record for carrying human beings across the ocean has
never been approached by any other vessel in the history of the world.
Back and forth she went across the Atlantic, almost with the regularity
of clockwork, passing unscathed a score of times through the war zone,
though the German submarines made several attempts in force to get her.
Her performance constitutes one of the greatest marine achievements
of the world and it would seem that fate had designed her to fulfil a
mission of retributive justice.
The Germans said it could not be done, but true to their nature, they
had not figured on the ingenuity, initiative and pluck of the American
sailor. When the Armistice was signed this three-funnelled colossus of
the waves had made ten trips across the Atlantic as a naval transport
and had landed a grand total of 110,591 American soldiers in France and
England. In other words, this single ship had transported to Europe one
twentieth of the total number of the American Expeditionary Force.
This tremendous achievement did not depend alone upon the great size and
speed of the ship; it was accomplished also by the splendid spirit of
the officers and men of the _Leviathan_ and their unfailing devotion to
duty. It was due to their pride in their ship and their personal loyalty
to Vice-Admiral Gleaves, their Force Commander, that kept the _Leviathan_
constantly straining to do her best, and this spirit remained with the
ship after the Armistice and nowhere is it better illustrated than in the
records of the 15th and 16th trips, on which she returned to the United
States a total of 28,412 troops, which amounted to 2,217 more than were
carried on her two best previous voyages. These two trips were made in
the fastest time she had ever made, less than 37 days elapsing for the
two voyages.
Thus during the war, in rushing troops to France, and after the Armistice
in the great task of bringing them home again, the _Leviathan_ proved
herself of greatest value to the government and her great achievement
will forever remain an undying credit to the United States Navy, and the
men of the Navy who manned her.
DEDICATION TO SECRETARY DANIELS
_To our leader—honored in the nation;
To our friend—steadfast and true;
To our shipmate—of happy memory;_
_The Bluejackets offer this dedication in gratitude
and appreciation._
[Illustration: SECRETARY DANIELS AND MRS. DANIELS ON BOARD THE U. S. S.
“LEVIATHAN”]
PREFACE BY SECRETARY DANIELS
The record of the _U.S.S. Leviathan_, queen of the troop transport fleet
which made possible the successful participation of the United States in
the war with Germany, is a record of consistent service and remarkable
efficiency which upholds the best and noblest traditions of the United
States naval service. The nation owes and gladly gives a great meed of
praise to every officer and man, regular and reserve alike, who shared in
the hardships, the dangers and the successes of the _Leviathan’s_ great
wartime service.
The potential strength of the 98,000 fighting men the _Leviathan_ carried
to the shores of France can never be estimated. We know that when the
night was blackest, when the fortunes of the world hung in the balance
and the eyes of all nations were turned toward the western continent,
that the great _Leviathan_ with her tremendous troop-carrying capacity
was ready and that, trip after trip, without failures or accidents, the
great transport plowed her way across the Atlantic, scornful alike of the
submarine’s stilettos of the sea and the wrath of the elements, carrying
to the shores of our nearly exhausted allies those inestimably precious
cargoes of men who turned the tide and saved the day.
Although the _Leviathan_ did not participate in any great naval
engagement, although the battle flags never flew proudly at her
mast-heads as she swept into the tempest of a modern naval engagement,
her achievement in carrying across the sea more than three divisions of
American soldiers entitles the gallant ship’s name to a place forever in
the hall of American naval fame.
I cannot but feel a thrill of admiration for the efficiency, loyalty and
devotion to duty of the officers and men of the _Leviathan_ who repaired
the damage wrought by the Germans, quickly and skillfully organized the
ship for service at sea and who, week after week and month after month,
“carried on” regardless of the lurking menace beneath the waves, in the
face of an enemy who would have made any sacrifice to add the giant
_Leviathan_ to his list of victims.
On March 15, 1919, Mrs. Daniels and myself had the pleasure of going
aboard the _Leviathan_ with a party of naval officers who were
accompanying me to Europe on important public business. The remembrance
of this voyage will ever be among the most cherished memories of all
the members of our party. The never-failing courtesy and kindness of
both officers and men, the thoughtful consideration with which we were
treated, will always cause us to remember the U.S.S. Leviathan with the
warmest personal regard.
With all good wishes for the future for the crew of the _Leviathan_ and
the hope that the ship’s great work, so wonderfully carried out thus far,
may be as successfully completed.
[Illustration: Josephus Daniels]
[Illustration: ADMIRAL GLEAVES AND STAFF]
Roster of Officers
Cruiser and Transport Force United States Atlantic Fleet
Vice-Admiral ALBERT GLEAVES, United States Navy Commander Cruiser and
Transport Force, U. S. Atlantic Fleet
U. S. S. Leviathan
CAPTAINS
Oman, Joseph W., Capt., U.S.N.
Bryan, Henry F., Capt., U.S.N.
Phelps, William W., Capt., U.S.N.
Durell, Edward H., Capt., U.S.N.
NOTE: Captain J. W. Oman, U.S.N., assumed command on July 23, 1917, being
relieved by Captain Henry F. Bryan, U.S.N., on March 3, 1918, who in turn
was relieved by Captain W. W. Phelps, U.S.N., on Sept. 21, 1918, who in
turn was relieved by Captain Edward H. Durell, U.S.N., on April 4, 1919,
and who now is in command.
EXECUTIVE OFFICERS
Jeffers, William N., Comdr., U.S.N.
Blackburn, John H., Comdr., U.S.N.
Staton, Adolphus, Comdr., U.S.N.
NAVIGATORS
Mannock, Frank D., Lieut.-Comdr., U.S.N.
Cunningham, Harold A., Lieut.-Comdr., U.S.N.R.F.
GUNNERY OFFICERS
Osborne, Charles F., Lieut.-Comdr, U.S.N.
Boucher, Creed H., Lieut., U.S.N.
Bateman, Arnold H., Lieut., U.S.N.
FIRST LIEUTENANTS
Ford, James W., Lieut.-Comdr., U.S.N.
Haltnorth, Oliver J., Lieut., U.S.N.
Malloy, William E., Lieut., U.S.N.
SENIOR ENGINEER OFFICER
Woodward, Vaughn V., Comdr., U.S.N.
COMMUNICATION OFFICERS
Gahagen, Allen J., Lieut., (j. g.), U.S.N.
Bense, Frederick, Lieut., (j. g.), U.S.N.
Katzmarek, John E., Ensign, U.S.N.R.F.
SENIOR MEDICAL OFFICERS
Snyder, John J., Comdr., (M. C.), U.S.N.
Asserson, Frederick A., Comdr., (M. C.), U.S.N.
May, Henry A., Lieut.-Comdr., (M. C.), U.S.N.
Vaughn, George T., Lieut.-Comdr., (M. C.), U.S.N.
SENIOR SUPPLY OFFICERS
Schafer, George C., Lieut.-Comdr., (P. C.), U.S.N.
Simonpietri, William L. F., Lieut.-Comdr., (P. C), U.S.N.
Farwell, Neal B., Lieut.-Comdr., (P. C.), U.S.N.
Edwards, Eaton C., Lieut.-Comdr., (P. C.), U.S.N.
[Illustration: _CAPT. H. F. BRYAN_
_CAPT. W. W. PHELPS_
_CAPT. J. W. OMAN_
_CAPT. E. H. DURELL_]
WATCH AND DIVISION OFFICERS
Jones, John, Lieut.-Comdr., U.S.N.R.F.
Foster, John, Lieut.-Comdr., U.S.N.R.F.
Beebe, John L., Lieut., U.S.N.R.F.
Hankison, Otto L., Lieut., U.S.N.R.F.
Willey, James H., Lieut., U.S.N.R.F.
Davidson, Harold, Lieut., U.S.N.R.F.
Burtis, William H., Lieut., U.S.N.
Dorsey, Arthur B., Lieut., U.S.N.
Swift, John T., Lieut., U.S.N.
Hemby, Cleveland, Lieut., U.S.N.R.F.
Jones, Edward E., Lieut., U.S.N.R.F.
Leonard, Arthur T., Lieut., U.S.N.
Skead, Robert G., Lieut., U.S.N.R.F.
Lovell, Douglas G., Lieut., U.S.N.
Wright, F. G., Lieut., U.S.N.R.F.
Millard-Turner, R., Lieut., (j. g.), U.S.N.R.F.
Wainwright, Stuyvesant, Lieut., (j. g.), U.S.N.R.F.
Hilliard, Charles C., Lieut., (j. g.), U.S.N.R.F.
Harper, Fred K., Lieut., (j. g.), U.S.N.R.F.
Wyatt, Thomas H., Lieut., (j. g.), U.S.N.R.F.
Alexander, Albert E., Lieut., (j. g.), U.S.N.R.F.
Harding, Arthur E., Lieut., (j. g.), U.S.N.R.F.
Foss, Albion F., Lieut., (j. g.), U.S.N.R.F.
Towes, George V., Lieut., (j. g.), U.S.N.R.F.
Cummins, David E., Lieut., (j. g.), U.S.N.
Whitney, Rintoul T., Lieut., (j. g.), U.S.N.R.F.
Nordstrom, Isador, Lieut., (j. g.), U.S.N.
Estey, Edward, Lieut., (j. g.), U.S.N.
Morrill, Stanley, Lieut., (j. g.), U.S.N.R.F.
Grant, Deloss A., Lieut., (j. g.), U.S.N.R.F.
Nichols, Spencer V., Ensign, U.S.N.R.F.
Fagan, George, Ensign, U.S.N.R.F.
Fales, De Coursey, Ensign, U.S.N.R.F.
Evans, John Clement, Ensign, U.S.N.R.F.
Ditmars, John R., Ensign, U.S.N.R.F.
Knight, Rufus H., Ensign, U.S.N.R.F.
LeClerq, Frederick D. K., Ensign, U.S.N.R.F.
Palin, Milburn R., Ensign, U.S.N.R.F.
Mann, Harry A., Ensign, U.S.N.R.F.
Allen, William S., Ensign, U.S.N.R.F.
Barcus, James S., Ensign, U.S.N.R.F.
Thompson, Edward H., Ensign, U.S.N.R.F.
Rapkin, Alfred C, Ensign, U.S.N.R.F.
Seaman, Elbert C, Ensign, U.S.N.R.F.
Howe, Paul F., Ensign, U.S.N.R.F.
Ferguson, John, Ensign, U.S.N.R.F.
Meagher, John F., Ensign, U.S.N.R.F.
Singleton, Louis P., Ensign, U.S.N.R.F.
Leiper, John A., Ensign, U.S.N.R.F.
Gaynor, Thomas A., Ensign, U.S.N.R.F.
Gay, Nelson, Ensign, U.S.N.R.F.
Froehlich, Sylvan L., Ensign, U.S.N.R.F.
Vars, Addison F., Ensign, U.S.N.R.F.
Armiger, William J., Ensign, U.S.N.R.F.
Milan, Daniel F., Ensign, U.S.N.R.F.
Lequin, Maurice L., Ensign, U.S.N.R.F.
Deacon, Joseph G., Ensign, U.S.N.R.F.
Haines, Rowland B., Ensign, U.S.N.
Hammond, Carlton M., Ensign, U.S.N.
Johnston, George 0., Ensign, U.S.N.R.F.
Arnold, Leslie J., Ensign, U.S.N.
Schildhauer, Clarence H., Ensign, U.S.N.
Schoeffel, M. F., Ensign, U.S.N.
Sherlock, Archibald J., Ensign, U.S.N.
Rowedder, Herbert B., Ensign, U.S.N.
Hackett, Paul B., Ensign, U.S.N.
Fitzsimmons, George R., Ensign, U.S.N.
Ewbank, Henry L., Ensign, U.S.N.
Denison, Ross E., Ensign, U.S.N.
Croasdale, Ernest S., Ensign, U.S.N.
Cox, Christopher C., Ensign, U.S.N.
Carlon, Charles B., Ensign, U.S.N.
Beardsley, Ralph A., Ensign, U.S.N.
[Illustration: _COMMANDER J. H. BLACKBURN_
_COMMANDER A. STATON_
_GEO. T. VAUGHAN, U.C. LT. COMDR, RESERVE FORCE, U.S.N._
_JOHN J. SNYDER COMDR, MEDICAL CORPS, U.S.N._]
ENGINEERING OFFICERS
Woodward, Vaughn V., Comdr., U.S.N.
Watson, James P., Lieut., U.S.N.R.F.
Krez, Conrad A., Lieut., U.S.N.
Jones, Richard H., Lieut., U.S.N.
Keating, Thomas E., Lieut., U.S.N.R.F.
Schluter, Wilhelm H. F., Lieut., U.S.N.
Edwards, Henry I., Lieut., U.S.N.
Lau, Walter, Lieut., U.S.N.
Parker, John C., Lieut., U.S.N.
Miller, L. Dee, Lieut., U.S.N.R.F.
Watt, Frank S., Lieut., U.S.N.R.F.
Keeser, George, Lieut., U.S.N.
Kirk, Colin, Lieut., U.S.N.R.F.
Althiser, Edwin, Lieut., (j. g.), U.S.N.R.F.
Looney, William C., Lieut., (j. g.), U.S.N.R.F.
Andrews, Ellwood W., Lieut., (j. g.), U.S.N.
Bright, Roscoe C., Lieut., (j. g.), U.S.N.
Cadmus, Charles E., Ensign, U.S.N.R.F.
Leventhal, Lewis F., Ensign, U.S.N.
Graeff, Warren L., Ensign, U.S.N.
Ferry, Jr., John M., Ensign, U.S.N.
Hannon, Frank, Machinist, U.S.N.
Dundon, William A., Machinist, U.S.N.R.F.
Wilson, Tom C., Machinist, U.S.N.
Brockie, William J., Machinist, U.S.N.
Fagan, John J., Machinist, U.S.N.
Glaser, Alfred W., Machinist, U.S.N.R.F.
Hagerman, Oliver S., Machinist, U.S.N.R.F.
Jensen, Joseph, Machinist, U.S.N.R.F.
Wilson, Arthur L., Machinist, U.S.N.R.F.
[Illustration: _LT. A. W. MINUSE CONST. CORPS, U.S.N._
_LT. W. E. MALLOY_
_LT. H. B. JUDKINS, (J. G.) AASST. PAYMASTER N.R.F._
_LT. F. S. WATT._]
MEDICAL OFFICERS
Halsey, William H., Lieut.-Comdr, U.S.N.
Porter, John E., Lieut., U.S.N.
Hudson, Erastus M., Lieut., U.S.N.
Braff, Max M., Lieut., U.S.N.
Carroll, Frank J., Lieut., U.S.N.
Rathbun, Walter L., Lieut., U.S.N.R.F.
Crofutt, Edward F., Lieut., U.S.N.R.F.
Hulbert, Harold S., Lieut., U.S.N.
Dunlap, Albert K., Lieut., U.S.N.
Howell, Harry M., Lieut., U.S.N.
Kennedy, Patrick F., Lieut., U.S.N.
Lorentz, Jr., Robert, Lieut., U.S.N.
Weston, Albert T., Lieut., U.S.N.R.F.
Strauss, Spencer G., Lieut., U.S.N.
Ziesel, Carl S., Lieut., (j. g.), U.S.N.
Sheppard, Thomas T., Lieut., (j. g.), U.S.N.R.F.
Campbell, Carl I., Chief Phar., U.S.N.
Martin, Robert, Phar., U.S.N.
Benton, William M., Phar., U.S.N.
Redman, Foster B., Phar., U.S.N.
SUPPLY OFFICERS
Hoffman, Leonard G., Lieut., (P. C.), U.S.N.
Erickson, Edward B., Lieut., (P. C.), U.S.N.
Nuber, Horace D., Lieut., (P. C.), U.S.N.
Barker, Edwin F., Lieut., (P. C.), U.S.N.
Soars, Charles A., Lieut., (P. C.), U.S.N.
Gunnell, Vaughn J., Lieut., (P. C.), U.S.N.
Alexander, Edward J., Lieut., (P. C.), U.S.N.
Judkins, Holland B., Lieut., (j. g.), (P. C.), U.S.N.R.F.
Carter, William J., Lieut., (j. g.), (P. C.), U.S.N.
Coulbourn, Theodore S., Lieut., (j. g.), (P. C.), U.S.N.
Baker, Jr., James M., Lieut., (j. g.), (P. C.), U.S.N.R.F.
Bishop, Stuart A., Lieut., (j. g.), U.S.N.R.F.
Foster, Leroy B., Lieut., (j. g.), (P. C), U.S.N.
Thomas, Wilmer J., Ensign, (P. C.), U.S.N.R.F.
Shuler, John W., Ensign, (P. C.), U.S.N.R.F.
O’Shaughnessy, Louis B., Ensign, (P. C.), U.S.N.R.F.
Barber, Jr., William A., Ensign, (P. C.), U.S.N.R.F.
Ast, Raymond J., Ensign, (P. C.), U.S.N.R.F.
Amberg, Edward J., Ensign, (P. C.), U.S.N.R.F.
Harris, Lester L., Ensign, (P. C.), U.S.N.R.F.
Billingsley, Joe K., Ensign, (P. C.), U.S.N.R.F.
Miller, Charles H., Ensign, (P. C.), U.S.N.R.F.
Stephans, Frederick J., Ensign, (P. C.), U.S.N.R.F.
Wrigley, Edmund J., Ensign, (P. C.), U.S.N.R.F.
Waters, Clifford W., Ensign, (P. C.), U.S.N.
Roberts, Jr., Jack B., Ensign, (P. C.), U.S.N.R.F.
Schad, Theodore S., Ensign, (P. C.), U.S.N.R.F.
Fisk, Harvey E., Ensign, (P. C.), U.S.N.R.F.
Fenstemaker, Marvin C, Ensign, (P. C.), U.S.N.R.F.
Ingram, Herbert R., Ensign, (P. C.), U.S.N.R.F.
Stafford, Archibald A., Ensign, (P. C.), U.S.N.R.F.
Smith, Walter E., Pay Clerk, U.S.N.R.F.
Poggi, Godfrey F., Pay Clerk, U.S.N.R.F.
Luskin, Abraham, Pay Clerk, U.S.N.R.F.
CHAPLAIN
McDonald, Eugene E., Capt., U.S.N.
SPECIAL DUTY
Minuse, A. W., Lieut. Const. Corps.
Jack, John H., Ass’t Naval Const. Lieut.
WARRANT OFFICERS
Smith, Charles W., Boatswain, U.S.N.R.F.
Coghlan, Daniel, Boatswain, U.S.N.R.F.
O’Donnell, Joseph A., Elec. Gunner, U.S.N.R.F.
Heinz, Earnest D., Elec. Gunner, U.S.N.
Rector, Frank L., Boatswain, U.S.N.
Cole, Raymond, Gunner, U.S.N.
Hudgins, Earle P., Carpenter, U.S.N.
Britt, Benjamin B., Carpenter, U.S.N.
Waterston, Fred C., Boatswain, U.S.N.
Johnston, William, Boatswain, U.S.N.
Williams, James F., Gunner, U.S.N.
Bruns, Harry, Gunner, U.S.N.
Bergman, Milton, Elec. Gunner, U.S.N.
Braunwarth, Albert, Boatswain, U.S.N.R.F.
Banks, Earl F., Carpenter, U.S.N.R.F.
Maune, James J. Carpenter, U.S.N.
McLeod, Daniel, Carpenter, U.S.N.
Shannon, Charles R., Elec. Gunner, U.S.N.R.F.
Reimann, Carl, Gunner, U.S.N.
Ohmer, August, Carpenter, U.S.N.
[Illustration: SECRETARY OF WAR BAKER AND WELFARE SECRETARIES A. R. C.,
K. OF C., Y. M. C. A., J. W. B., A. U. A.]
[Illustration: _PAY CLERK G. F. POGGI_
_CHIEF PHARMACIST C. I. CAMPBELL_
_LT. E. E. JONES_
_PAY CLERK C. W. WATERS_
_PILOT W. S. McLAUGHLIN_
_LT. D. A. GRANT_
_LT. STANLEY MORRILL_]
[Illustration: SHIP’S HISTORY COMMITTEE]
SHIP’S HISTORY COMMITTEE
_Medical Department_
Juhnke, Walter A. C.P.M.
Maloney, Leo G. P.M., 1c
_Engineering Department_
Gish, G. B. C.Y.
Lusk, J. R. MM., 1c
_Navigation Department_
Mallay, Jules Bugler
Herrman, Sidney Q.M., 2c
_Gunnery Department_
Collup, Floyd I. C.G.M.
Martin, Wesley G.M. 3c
Armstrong, G. A. C.E.R.
_Deck Department_
Devers, D. F. B.M., 1c
_Supply Department_
Flowers, Frank L. C.C.S.
Nelson, James Y., 1c
_Construction Department_
Hankison, L. A. C.C.M.
Sherrill, H. C. C.M., 1c
_Yeoman to Committee_
Fitzgerald, J. J. Y., 1c
Prescott, John W. Sea.
Chaplain E. E. McDonald U.S.N.
_Photos by_
Ensign Herbert A. Rowedder, U.S.N.
[Illustration: _HERBERT B. ROWEDDER ENSIGN, U.S.N. SR. WATCH OFFICER_
_GUNNER H. BURNS_
_MACHINIST W. A. DUNDON_
_BOATSWAIN FRED. C. WATTERSON_
_BOATSWAIN W. JOHNSON_
CARPENTER E. P. HUDGINS]
Executive Order
_Whereas_, the following Joint Resolution adopted by Congress was
approved by the President May 12, 1917:
“Joint Resolution Authorizing the President to take over for the United
States the possession and title of any vessel within its jurisdiction,
which at the time of coming therein was owned in whole or in part by any
corporation, citizen, or subject of any nation with which the United
States may be at war, or was under register of any nation and for other
purposes.”
RESOLVED, by the Senate and House of Representatives of the United
States of America in Congress assembled: That the President be, and he
is hereby, authorized to take over to the United States the immediate
possession and title of any vessel within the jurisdiction thereof,
including the Canal Zone, and all territories and insular possessions
of the United States, except the American Virgin Islands, which at the
time of coming into such jurisdiction was owned in whole or in part
by any corporation, citizen, or subject of any nation with which the
United States may be at war when such vessel shall be taken, or was
flying the flag of or was under register of any such nation or any
political subdivision or municipality thereof; and, through the United
States Shipping Board, or any department or agency of the Government,
to operate, lease, charter, and equip such vessel in any service of the
United States, or in any commerce, foreign or coastwise.
Sec. 2. That the Secretary of the Navy be, and he is hereby, authorized
and directed to appoint, subject to the approval of the President, a
board of survey, whose duty it shall be to ascertain the actual value
of the vessel, its equipment, appurtenances and all property contained
therein, at the time of its taking, and to make a written report of their
findings to the Secretary of the Navy, who shall preserve such report
with the records of his department. These findings shall be considered as
competent evidence in all proceedings on any claim for compensation.
_And whereas_, the following vessels were, at the time of coming into
the jurisdiction of the United States, owned in whole or in part by
a corporation, citizen or subject of the Empire of Germany, a nation
with which the United States is now at war, or were flying the flag
of or under the register of the Empire of Germany, or of a political
subdivision or municipality thereof:
_Vaterland_
_Amerika_
_Kaiser Wilhelm II_
_President Grant_
_Pennsylvania_
_Rhaetia_
_Wittekind_
_Armenia_
_Adamsturm_
_Willehad_
_Serapis_
_Allemannia_
_Nassovia_
_Maia_
_Neptun_
_O. J. D. Ahlers_
_Prinz Waldemar_
_Loongmoon_
_Governeur Jaeschke_
_Darvel_
_Princess Alice_
_Wiegand_
_Bochum_
_Carl Diedrichsen_
_Coblenz_
_Esslingen_
_Lyeemoon_
_Pongtong_
_Sachsen_
_Suevia_
_Steinbeck_
_Elsass_
_Indra_
_Arnoldus Vinnen_
_Ottawa_
_Grunewald_
_Sachsenwald_
_Staatssekretar Solf_
_Aroa_ (Lighter)
_George Washington_
_Kronprizessin Cecile_
_President Lincoln_
_Cincinnati_
_Bulgaria_
_Prinzess Irene_
_Hamburg_
_Neckar_
_Bohemia_
_Grosser Kurfurst_
_Barbarossa_
_Friedrich der Grosse_
_Rhein_
_Konig Wilhelm II_
_Köln_
_Prinz Oskar_
_Ockenfels_
_Arcadia_
_Pisa_
_Prinz Joachim_
_Harburg_
_Portonia_
_Clara Mennig_
_Pommern_
_Setos_
_Holsatia_
_Staatssekretar Kraetke_
_Borneo_
_Marudu_
_Tsintau_
_Andalusia_
_Camilla Rickmers_
_Clara Jebsen_
_Elmshorm_
_Johanne_
_Mark_
_Rajah_
_Sambia_
_Tubingen_
_Dalbek_
_Magdeburg_
_Matador_
_Kurt_
_Andromeda_
_Prinz Sigismund_
_Savoia_
_Arni_ (Lighter)
_Argus_ (Lighter)
IT IS, THEREFORE, ordered that through the United States Shipping Board
there be taken over to the United States the possession and title of
the aforementioned vessels. The United States Shipping Board is further
hereby authorized to repair, equip and man the said vessels; to operate,
lease or charter the same in any service of the United States, or in any
commerce, foreign or coastwise; and to do and perform any and all things
that may be necessary to accomplish the purposes of the Joint Resolution
above set forth.
WOODROW WILSON.
The White House, June 30, 1917. (No. 2651)
Copy of Order
UNITED STATES SHIPPING BOARD
Washington, D. C, July 11, 1917.
Mr. Anthony V. Lynch, New York, N. Y.
_Sir_: The President has issued an Executive Order authorizing
the United States Shipping Board, on behalf of the United
States, to take possession and title to the _Vaterland_, now
lying or shortly to arrive at Hoboken, New Jersey, and you are
hereby authorized and appointed by the United States Shipping
Board as its agent to take possession of said vessel as
contemplated in said Executive Order. Proceed aboard of said
vessel at once and take possession of her in the name of the
United States Shipping Board for and on behalf of the United
States of America, affixing this Order on some conspicuous
part of the ship, and leaving a true copy in its place when
the original is removed. You are instructed thereupon to make
Return, under oath, upon this Original Order of your action in
the premises.
Very truly yours,
UNITED STATES SHIPPING BOARD,
(Signed) JOHN A. DONALD,
_Commissioner_.
_To the United States Shipping Board_:
I hereby certify that I have complied with the instruction
contained in the foregoing Order.
(Signed) ANTHONY V. LYNCH.
July 14th, 1917.
Part I
The United States Takes Over the German Merchant Ship, “Vaterland”
REPAIRING THE “VATERLAND”
ORGANIZATION AND TRIAL TRIP
O. J. H.
When the _Vaterland_ of the Hamburg-American Line was taken over by
the United States Navy it was found to be in urgent need of repairs
throughout and the work of fitting the ship out for service as a Navy
Transport was accomplished by civilian labor and the ship’s force. The
force at that time consisted of men of the Regular Navy and the United
States Naval Reserve Force. These men worked long and faithfully to
accomplish a task which the Germans claimed could not be done.
One of the hardest propositions that was accomplished aboard the ship was
the repairing and the tracing up of the plumbing of the ship, _i. e._,
the fresh water and salt water lines. The plans of this plumbing could
not be found and had evidently been destroyed by the German crew. In a
great many instances it was found that lead fresh water lines had been
cut and the ends squeezed together. In other instances entire sections
of lines were cut out altogether and from investigation it looked as if
this was done maliciously when it was rumored that these vessels were
to be seized by the United States Government. These pipe lines are all
installed behind the panelling of the ship and when the water was first
turned on numerous floods were caused throughout the ship. An amusing
incident occurred on the trial trip to Guantanamo Bay, Cuba, when the
entire forward section of the ship’s officers’ rooms on the starboard
side was flooded with about fourteen inches of water.
The work of refitting deck gear and getting in shape lifeboat equipment
was accomplished entirely by the ship’s force and when the ship was
finally ready for oversea service she carried more lifeboats than any
other ship afloat. The outboard lifeboats, except in a few cases, are
fitted with the Welin gear. This gear is electrically operated and when a
boat is sent out over the ship’s sides it can be dropped from the highest
deck, _i. e._, “A” deck, to the water with safety within sixty seconds.
There is life equipment aboard, consisting of lifeboats and the latest
type of life rafts for over 17,000 persons, so that a landsman sailing on
board the _Leviathan_ is well provided for and need not worry.
The _Leviathan_ is without doubt the most wonderfully constructed vessel
below the water-line in the world. The ship is subdivided into fourteen
water-tight compartments and every precaution was taken from the time the
ship sailed from the Port of Embarkation until her return, to safeguard
the vessel. The officers and men were untiring in their efforts. During
a period of ten months and twenty-six days, this vessel carried over
100,000 persons, a total of approximately one-twentieth of the entire
American Expeditionary Forces which were landed overseas. Four or five
thousand additional troops could have been carried on board, but for the
health and comfort and safety of all concerned, this additional number
were not transported.
The _Leviathan_ is the only vessel in the American Transport Service
which can sustain a speed of twenty knots across the Atlantic regardless
of weather conditions. A vessel, one of the Navy Transports, claims that
she beat the _Leviathan_ by three hours in a homeward bound voyage, but
the _Leviathan_ steamed 100 more miles in return than this other ship
and also had to slow down when within fourteen hours of New York on
account of the height of the tide, as she can only go through the Ambrose
Channel, the entrance to New York, at high tide.
The _Leviathan_ made a round trip in sixteen days and eighteen hours;
this included a stop of forty-eight hours overseas to coal ship. At that
time she took on board over 1,500 tons of fresh water and 4,500 tons of
coal. This coal was placed alongside in lighters and was discharged by
a working force of Army stevedores on the starboard side and the ship’s
company on the port side. In addition to this the cargo was handled and
discharged by the ship’s force, this being a creditable record. The
commanding officer, officers and crew received a telegram of commendation
from Vice-Admiral H. B. Wilson and Admiral Sims.
According to a New York newspaper the credit was given to an Army
Quartermaster officer. This officer had nothing to do with the handling
of the cargo, the coaling of the vessel, or debarkation of troops, except
to supply a working party of stevedores to assist the ship’s force in
coaling. The coaling of this vessel by the ship’s force, when from 4,500
to 5,000 tons of coal are taken on, is a large task, the largest coaling
proposition ever accomplished by a Navy crew, as our largest battleships
only carry about 2,800 tons of coal and they coal from colliers which are
fitted with modern machinery for handling coal cargoes.
Too much credit cannot be given to the crew of the _Leviathan_. They
worked faithfully, earnestly and cheerfully. The men were all young, the
probable average age being not more than twenty years. They were clean
cut Americans, well behaved and willing and anxious to carry out orders
and to whip the Germans.
SEIZURE OF THE “VATERLAND” BY THE UNITED STATES
When the World War broke out the _Vaterland_, Germany’s largest passenger
ship, was at her pier in Hoboken, New Jersey, ready to sail August 1,
1914. A mass meeting was held on this date at Atlantic Garden, Hoboken,
by firemen, seamen, oilers and machinists of German ships in Hoboken,
to discuss the war. All German ships that were in Hoboken had been
ordered not to sail. Being a part of the German Naval Reserve they were
subject to the orders of the German Admiralty. The _Vaterland_ had booked
720 first class, 420 second class and 2,500 third class and steerage
passengers. The Hamburg-American Line lost more than $500,000 as a result
of keeping the _Vaterland_ from sailing on August 1st.
The piers were stormed by angry crowds that had expected to sail and
had purchased their tickets. The Hoboken police had much difficulty in
handling the disappointed crowds. An extra guard was placed around the
ship and at night searchlights and inspectors guarded the giant ship.
Ten thousand German reservists on August 6th, demanded of the German
consul that they be sent back to Germany on the _Vaterland_ so that they
could join their regiments. There were nine German ships in Hoboken at
this time—the _Prinzess Irene_, _Friedrich der Grosse_, _Vaterland_,
_President Lincoln_, _Pennsylvania_, _Barbarossa_, _Prince Joachim_,
_George Washington_ and _Martha Washington_.
Count Von Bernstorff, the German Ambassador, arrived in Hoboken from
Germany on the _S. S, Noordam_, on August 24th, for a brief visit.
The clearing ship for all German officers in this country was the
_Aeolus_. These officers came from all parts of the world. They had
secret orders to go aboard that particular ship and stay until all
arrangements were made for them to travel aboard outbound steamers.
These officers played an important part in the interest and welfare
of the Fatherland. This continued until the United States entered the
war, when all German ships on this side were seized. The captain of the
_Aeolus_, the chief engineer and the purser were ordered to Philadelphia
to take ship to Germany. They ran the English blockade and succeeded in
getting home. This captain was given command of a Zeppelin. He made a few
successful raids, but was afterwards brought down and killed near London.
When news of his death came all the flags on German ships were hoisted at
half mast.
On board the _Friedrich der Grosse_ (renamed _Huron_), the entire
personnel were kept busy making bombs. These bombs were carried off the
ship in separate parts and assembled at the main factory in Hoboken,
which was disguised as a fertilizer plant. This was soon broken up, the
men tried and sent to jail.
The officers and men interned had many schemes for making money. A bazaar
held at Madison Square Garden, New York, cleared at least $85,000 in a
week. Moonlight excursion trips up the Hudson netted more money. This
money was supposed to be for the wives, mothers and children of the men,
but through the craftiness of a high functionary it was used for his own
personal benefit and the upkeep of the German spy system. It was found
that he used some of this money also for private speculation.
When news of the sinking of the _Lusitania_ came the German sailors
celebrated and German officials made ready to destroy German ships in
port at a moment’s notice, for they knew that war with the United States
was imminent. But on the morning of April 1st, the Germans were surprised
to see one of our destroyers, No. 533, anchored off Pier 2. They thought
this a great joke, but on April 5th, the United States officials rounded
up German officers and men and sent them to Ellis Island for distribution
to Federal prisons.
On this date, United States armed forces seized ninety-one German
ships in different ports. The _Vaterland_ was taken over at 4 A. M.,
on the morning of April 5th. The seizure was made without any trouble
or disturbance by the crew and they were marched off and sent to Ellis
Island for transfer to Fort Oglethorpe, Ga. The night before the seizure
took place, a conference was held on the _Vaterland_ between three
representatives of the American Government and the German commanders of
the interned vessels. The German commanders were given to understand that
there must not be any violence when the ships were taken over. They made
no resistance.
The English Navy maintained a steady and vigilant patrol outside the
three-mile limit of America.
DESCRIPTION OF THE VATERLAND AND GENERAL DATA
The _Vaterland_ was built at Cuxhaven, Germany, by Blohm and Voss,
shipbuilders, of Hamburg, assisted by German naval architects and German
army engineers. It was launched in the early part of 1914.
The ship is equipped with 46 Yarrow boilers, German built, and are
arranged in four firerooms separated by four watertight bulkheads. 8,731
tons of coal are carried and an average of 700 tons at 17½ knots up to
900 tons at 21½ knots, is burned during twenty-four hours. 5,670 tons
of fresh water are carried. This allowed every man aboard, including
troops carried later and crew, six gallons per day. Cooking, drinking and
water for washing is included in these figures. The ship is divided into
fourteen watertight compartments and all doors in the engine room spaces
are controlled by compressed air and may be closed from the bridge by a
master lever in case of accident or emergency.
The following list of dimensions may also be of interest: The bridge is
87 feet above the water-line. The boat deck is 101 feet above the keel.
From the top of the smokestacks to the water-line is 146 feet. Fore and
aft diameter of funnels is 29 feet. Athwartships diameter of funnels is
18 feet.
A crew of 1,200 was carried by the Germans and a crew of 2,240 was
carried when operated by the United States Navy. This included gun’s
crews, additional men for coaling at Brest, and a training complement.
The ship is driven by four propellers. The shafts to which these
propellers are attached are twenty-one inches in diameter. The propellers
have four blades and are without a doubt the largest in existence, being
fourteen feet from tip to tip. The shafts are driven by eight Parsons
turbines, four in a cruising combination and four in a manœuvering
combination.
The ship is equipped with five passenger and six freight elevators, each
capable of lifting more than a ton.
The rudder and steering gear are the largest known and the rudder and
steering engine are the largest and most powerful installed on any vessel
afloat.
Concerning the ground tackle, the data is:
Stem anchor 24,000 lbs.; chain 150 fathoms
Starboard, lower 22,000 ” ” 150 fathoms
Port, lower 22,000 ” ” 165 fathoms
Spare 22,000 ”
Stock or stream anchor 7,000 ”
The ship is equipped with a 36,000 candle power searchlight and when
lighted at night may be seen for a distance of forty miles.
A GERMAN ACCOUNT OF THE SEIZURE
The following is a translation of a clipping from a German newspaper,
the _Tageblatt_ of Wurtemberg, taken from a dead German soldier, by a
first-class private of Headquarters Troop, 27th Division, A. E. F.:
It was translated and loaned by him to the ship’s history committee while
en route from France to the United States on board the _Leviathan_.
The soldier while serving as an interpreter and doing intelligence work
with the headquarters came upon this clipping in a queer manner on or
about August 31, 1918, immediately after Kemmel Hill had been evacuated
by the Germans. The lines had formerly been held by the British and
had been stationary for about four months until the Twenty-seventh and
Thirtieth American divisions were given that sector. After being in the
line a short while the Germans evacuated, fearing that the Americans
might attack and his Imperial Majesty’s Army had no wish to meet up with
some of Uncle Sam’s fire-eaters. While going over the field after the
Germans had left, this man came upon a German soldier who had been shot
in the head. He evidently had been dead for some weeks. Being a part of
his work and duty, he took from the pocket of the dead man a newspaper,
expecting to find some information that might prove valuable. He found
the following translation which he immediately cut out and saved to show
a friend on the _Leviathan_,
[Illustration: Wie man aus »Vaterland« den »Leviathan« machte.
Als die Amerikaner am 6. April 1917, am Tage der
Kriegserklärung, den Dampfer »Vaterland« mit Beschlag belegten
und die Besatzung von Bord brachten, fanden sie die Maschinen
unbrauchbar gemacht. Es dauerte Monate, bis es ihnen gelang,
das Schiff so weit auszubessern, daß es wieder seetüchtig
wurde. Das Schiff war auch zu ganz anderen Zwecken bestimmt
als der Massenverschiffung von Soldaten und Munition. Um es
einigermaßen seiner neuen Bestimmung anzupassen fielen die
Amerikaner, lt. Köln. Z., wie die Vandalen mit Äxten und Sägen
und Hämmern über den stolzen Bau her und rissen die kostbare
Inneneinrichtung mit solcher schmachvollen Rücksichtslosigkeit
heraus, daß die prachtvollen Edelhölzer nur noch als Brennholz
zu verwerten waren: 20 Eisenbahnwagen wurden mit den Trümmern
gefüllt und in Hoboken verkauft. Nur das große Gemälde im
Treppenhause wurde herausgenommen und im Hotel Baltimore
aufgehängt. Von den erhofften 12000 oder gar 15000 Soldaten war
kaum die Hälfte unterzubringen, wie überhaupt die gestohlenen
Personendampfer der beiden deutschen Linien nicht die
Fassungskraft aufwiesen, die man ihnen zugeschrieben hatte. Mit
den 16 deutschen Schiffen waren im ganzen nur rund 28000 Mann
und 5500 Offiziere auf einmal zu befördern, und die Hoffnungen
der Amerikaner erfuhren infolgedessen eine empfindliche
Enttäuschung. Die geraubte deutsche Flotte ist schon recht
erheblich gelichtet worden, denn unter den 40 versenkten
Truppenschiffen der Amerikaner befanden sich sicherlich
verschiedene deutsche. Mindestens wissen wir aus amerikanischen
Quellen, daß der »Präsident Lincoln« am 31. Mai einem deutschen
Torpedo zum Opfer fiel, und nun ist die »Vaterland« gefolgt.
»Präsident Lincoln« war eines der vier Schiffe, denen die
Räuber den ursprünglichen Namen belassen hatten: die andern
drei sind der »George Washington«, der »Präsident Grant«
und die »Pennsylvania«. Die »Vaterland« dagegen wurde in
»Leviathan« umgetauft, die »Kronprinzessin Cecilie« in »Mont
Vernon«, der »Kaiser Wilhelm II.« in »Agamemnon« und der
»Amerika« in »America«.]
HOW THE “VATERLAND” WAS MADE INTO THE “LEVIATHAN”
On the Declaration of War, April 6, 1917, the American robbers
seized the steamer _Vaterland_ along with others of the German
merchant fleet that was interned in the United States. The crew
and most all the ship’s equipment have been taken off. However,
they found the machinery unfit for use and it took them months
to repair it and get the ship in a seaworthy condition. The
big ship was never built to carry troops and ammunition, and
to make it fit for such uses the thieves tore out all of our
beautiful art and all of the fine woodwork, regardless of all
feeling. Twenty freight cars full of wood and furnishings were
taken from the ship and loaded in Hoboken to be burned. Only
one great painting was accounted for. This was located above
C deck at No. 1 stairway, and it now hangs in the Hotel —— in
New York. They hope to accommodate 12,000 or 15,000 troops.
This they will never be able to do, not even half that amount.
On the sixteen stolen ships there was only room for 28,000 men
and 5,500 officers, so the Americans will have to change their
hopes.
The stolen German fleet has been greatly reduced, for surely
of the forty troopships that have been sunk there must have
been some of ours amongst them. Nevertheless, we know through
American sources that the _President Lincoln_ fell to the mercy
of a German torpedo on May 31st. The _President Lincoln_ was
one of the four sister ships seized by the robbers. The other
three were the _George Washington_, _President Grant_, and the
_Pennsylvania_. Some names have been changed to the following:
The _Vaterland_ to the _Leviathan_, the _Kronprinzessin
Cecilie_ to the _Mount Vernon_, the _Kaiser Wilhelm II_ to the
_Agamemnon_ and the _Amerika_ to the _America_.
The _Vaterland_ lay at Hoboken with her German complement of officers
and men intact and protected by the splendid neutrality of the American
Government. To the date of the declaration of war, April 6, 1917 (Good
Friday, 1.13 P. M.), the huge ship aided the German Red Cross by a series
of social entertainments on board given under the auspices of ship’s
officers. A great number of prominent people attended these fetes.
[Illustration: UPPER—ENGINE OPERATION BOARD.
CENTER—B DECK PROMENADE.
LOWER—ALONGSIDE PIER 4.] [Illustration: UPPER LEFT—LOOKING AFT FROM THE
BRIDGE.
UPPER RIGHT—PARAVANE.
LOWER LEFT—THE STEM ANCHOR.
LOWER RIGHT—THE FOG BELL.]
Early in April, 1917, the ship was taken over by the United States
Customs Officials. The customs officials inspected her and put aboard
guards which were later replaced by several civilian employees of the U.
S. Customs. The guard was increased later to about sixty men from the
Police Reserve from the 37th Precinct, New York City.
DAMAGE DONE TO SHIP BEFORE SEIZURE
The lower decks were found to be in a filthy and unsanitary condition,
only the upper decks, open to inspection, were found clean and inviting.
The ship’s furnishings in the staterooms and public assembly rooms were
magnificent and showed a high degree of taste and art. The paintings
of different notables, Bismarck, Lincoln, Washington, Roosevelt, etc.,
were later removed. In the engine room, fire room and dynamo space, much
deterioration had taken place.
The vast accumulation of ship’s stores and provisions, the high class
wines, the magnificent table linens and china and glass ware and about
$150,000 worth of silver ware were taken off the ship and placed on the
pier for further disposition. Much of the medical supplies and provisions
as well as different furnishings from the staterooms were found to be
missing. It is said that these were taken by the German personnel before
the ship was taken over by the American authorities. The latter destroyed
some of the medical stores found on board fearing that drugs and
medicines might have been tampered with and poisonous drugs compounded
with non-poisonous and placed in chests bearing false labels.
A marine construction company sent down divers to do necessary work
scraping the bottom and to locate the propellers. Owing to the
destruction or disappearance of all blue prints as to the location of
the various propellers, it was a matter of some delay. These blue prints
were later found in the Hamburg-American Line’s office and some of them
proved inaccurate. United States Secret Service Agents raided the
Hamburg-American’s office on Broadway, New York City and discovered them
with other secret diplomatic correspondence showing the machinations
of Germany in Mexico and South America. In the hull of the ship many
articles of German handiwork and craftsmanlike skill were found, such as
small toys, probably carved by the crew for sale among the visitors to
the ship in order to obtain some spending money.
The crew of the _Vaterland_ numbered 1,200 during her transatlantic
voyages. But at the time of her seizure they numbered only about 300
as a large number of the crew, in order to make a livelihood, left the
ship and established themselves in different positions in hotels and
restaurants of nearby cities and upon other ships.
When the United States Customs Officials took charge, at 4 A. M., April
6th, they searched everybody who came aboard thereafter and detected a
number of men having articles of destruction. Several attempts to smuggle
small bombs and explosives into the coal chutes from the coal barges
alongside were frustrated by the guards. When the Navy took over coaling
the ship, a more vigilant guard was maintained. The guards had orders to
keep off all unauthorized boats at a distance of 100 yards. There was
much reason for this strict order. The United States Customs Officials
turned over the _Vaterland_ to the United States Shipping Board. Among
the shipping board employees was a number of hardy Filipino and Hawaiian
firemen, very sturdy and enthusiastic about their work. They were
presumably from merchant ships in or about the harbor and they gladly
offered their services in behalf of their adopted country. “Africans” was
a favorite sport with them.
During the hot spell of July, 1917, several of the Filipino firemen
were affected by the intense heat and were removed to the hospital for
observation. All employees on the ship had their identification cards
with their photograph attached. Hoboken was a hotbed of pro-Germanism and
our officials could not be too careful.
[Illustration: UPPER—LEAVING NEW YORK.
CENTER—IN MID-OCEAN.
LOWER—ENTERING NEW YORK HARBOR WITH 27TH DIVISION.]
At 10 A. M., July 25, 1917, the American flag was hoisted under the
orders of the Navy Department. This interesting ceremony, which meant
so much to the oppressed peoples of the world, was witnessed by only a
few men. The first draft of seventy-one firemen came aboard later in the
day. The main dining room was converted into a mess hall for the troops,
and the beautiful swimming pool of Pompeiian decoration was turned into
a baggage room. The after baggage room was turned into a brig (or ship’s
prison), and a powder magazine.
The first entry in the official log of the former German ship _Vaterland_
follows:
8 A. M. TO MERIDIAN
At 10 A. M., July 25, 1917, the _U. S. S. Vaterland_ was placed
in commission by Captain J. W. Oman, U. S. N., in accordance
with letter C-467-4 from the Commandant of the Navy Yard, New
York.
The watch was set. The following officers were attached to this
ship:
Captain J. W. Oman, U. S. N.; Ensign A. H. Bateman, U. S. N.;
Assistant Paymaster L. B. Foster, U. S. N. R. F.; Assistant
Paymaster H. B. Judkins, U. S. N. R. F. Fifty-five (55) workmen
were on board, work going on in the engineering department and
on deck under the direction of the shipping board and customs
officials. Divers cleaning bottom.
(Signed) FRED K. HARPER, _Lt. (j. g.) U.S.N.R.F._
During this period work was progressing steadily under the direction of
the different heads of the departments and there is nothing of special
interest to relate.
A carrier pigeon, w-7463, fluttered through the air and dropped dead on C
deck.
One fireman was court-martialed for using profanity, thus showing the
quick application of Navy discipline.
NAMED “LEVIATHAN”
On September 6th the name of the German ship _Vaterland_ was changed by
order of the Secretary of the Navy, without ceremony, to the _U. S. S.
Leviathan_, meaning monster of the deep and mentioned in the Book of Job
in the Old Testament.
Small fire on board, September 23, 3.50 A. M., “F” Deck, aft.
[Illustration: UPPER—TROOP GALLEY (KITCHEN).
CENTER—TROOP MESS HALL.
LOWER—THE RITZ-CARLTON AND THE WINTER GARDEN.]
[Illustration: TROOP SPACES]
On September 26th there was a large amount of “Imperial” sausage received
aboard.
In the latter part of October, 1917, the big caliber guns were placed
upon their respective mounts. A depth charge chute was erected on the
stern and fire control and range finding apparatus were installed to
insure the accuracy of the guns.
All the staterooms on the lower decks of the ship were ripped out to make
room for standees, which are an open iron frame work with canvas bunk
bottoms to be occupied by the troops in transit to France.
Work was begun in the main theatre and ball room to convert it into a
hospital for troops and crew during transatlantic voyages.
An isolation ward was established in the gymnasium on “A” Deck for
contagious cases. The ship’s doctor’s office was used as a sick call
station and dispensary for troops and crew.
Dock trials took place in the morning watch of November 12th. These
trials lasted until 2 P. M. The ship reported ready for sea and on
November 17, 1917, a trial trip to Cuba was made.
THE CREW—SHIP’S ORGANIZATION
Before describing the trial trip it is well to say something here of
the crew and the ship’s organization, which was a vital factor in the
successful operation of the _Leviathan_ and its participation in the
World War.
The crew of the _Leviathan_ is divided into two main parts, one part
consisting of the deck divisions and the other of the engineer’s
division. The deck force is composed of nine divisions all told, four of
which do the deck work proper and five of which are special branches. The
deck divisions are divided into four sections each and the engineer’s
division into three sections. Each man of the crew is assigned a number
which gives his division, section and personal number. For instance, the
man holding the number 841 would be the first man in the fourth section
of the eighth division. The first figure of the number is the division,
the second figure the section and the third figure or third and fourth
figures together is the man’s number. The men of the deck force wear a
white band around the left arm at the shoulder on blue uniforms, and a
blue band on white uniforms. The men of the engineer’s force wear a red
band on both blue and white uniforms. The petty officers of the deck
force proper wear their rating badges on the right arm and all other
petty officers wear them on the left arm.
The first, second, third and fourth divisions are the men detailed for
the deck work, manning guns, lookouts, fire control, etc. The first
division has the fore part of the ship or forecastle; the second division
the top deck; the third division the inside decks and the fourth division
the after part of the ship. The fifth division is known as the repair
division, and consists of the carpenters, painters, plumbers, buglers,
yeomen and other men of special ratings.
The sixth division is known as the navigators’ division and consists of
the quartermasters and signalmen. The seventh division is the hospital
corpsmen. The eighth division is the Supply division and consists of the
personnel of the Pay and Commissary branches and the mess attendants or
waiters.
The ninth division is known as the Bluejacket guard and has the policing
of the ship, also furnishes orderlies for the Commanding and Executive
officer and all ship’s guards.
The tenth division is the engineer’s force consisting of half the ship’s
crew, and includes all men working in the engine rooms, firerooms, and
dynamo rooms. The radio force of the ship is also included in this
division.
The ship’s complement is 68 officers and 2,240 men.
THE TRIAL TRIP
G. B. G.
“I have to report that the Engineering Department of this vessel is in
all respects ready for sea.”
Thus read Lieut. V. V. Woodward’s official report to Captain J. W. Oman,
November 16, 1917, an expression of confidence not unanimously shared by
the crew or public. The Captain, Engineer Officer, the Navy Department,
were confident she would leave despite boasts to the contrary by German
agents and sympathizers.
Promptly at 9:30 A. M., November 17, 1917, upon signals from the bridge,
steam was admitted to the _Leviathan’s_ great turbines, the hull was felt
to quiver slightly, and the greatest passenger carrying ship on the ocean
backed smoothly from her moorings of three years into the North River.
Here was another triumph of Yankee ingenuity.
No blare of brass bands was heard, no cheering crowds thronged the river
front, as, amid a fleet of eighteen tugs, the former pride of the German
maritime world, manned by an all-American crew, straightened her course
and under her own power, headed slowly for the open sea.
On board were 241 marines, in addition to the crew, bound for Cuba to
relieve a detachment of seasoned “Devil Dogs.” Prior to sailing, Captain
Oman had issued an order, stationing these men in conspicuous positions
about the upper decks, giving the appearance from the river front that
thousands of troops were bound overseas to swell the numbers of the
American Expeditionary Force.
Anchorage was made off Fort Wadsworth that afternoon to permit a thorough
inspection of machinery spaces. The result was that “The Engineering
Department was in all respects ready for sea,” for, aside from a few
minor repairs, the renewal of a gasket here, a nut tightened there, no
defects were revealed.
At high tide the morning of the 18th, she steamed slowly through Ambrose
Channel, shifted to high pressure cruising combination and began speeding
eastwards at eighteen knots.
Numerous craft sighted the _Leviathan_, her course was noted by westbound
steamers and thus was the rumor “confirmed” that she was on her initial
trip to France, laden with thousands of troops.
Throughout the day, under the supervision of Lieut. C. H. Boucher, gun
crews were given instructions. Small arms, abandon ship, and fire and
collision drills interfered seriously with the sighting of flying fish,
leaping porpoises, and the discussion of “Why is the Gulf Stream?”
Trouble was first encountered on the 19th, when a valve stem on the
differential valve of the port steering engine broke. The ship is
equipped with two steering engines and the starboard engine was quickly
cut in and the voyage resumed. Similar trouble occurred the succeeding
day, leaving the ship without power to hold her course. The engines were
stopped and the _Leviathan_ lay helpless, a plaything of the winds and
currents.
ANXIOUS HOURS
These were anxious hours for the officers and crew alike. Sleep was
forgotten, personal comforts were of secondary importance. Lieut.
Woodward haunted the steering engine room, pored over blue prints,
conferred with assistants, advised and worked with the men. New stems
fitted to replace the broken ones, permitted runs of short duration, then
they, too, broke under the strain. A quantity of these stems, broken
and twisted, were found in a store room, an indication that its former
operators had experienced trouble of this nature.
For twenty-four hours the crippled ship made spasmodic runs to the
northward; first one, then the other, then both steering engines became
inoperative. The Engineer Officer grew haggard. The ship’s doctor
insisted that he get some sleep, but a few hours’ restless tossing upon
a couch, and he would be seen again, making his way aft to the steering
engine room.
The solution of the problem came to Lieut. Woodward during one of these
brief respites. Clad in greasy dungarees, reclining upon a couch,
following thirty-six hours of constant toil, Lieut. Woodward suddenly
jumped to his feet and assembled the tired mechanics, and explained his
plan. The machine shop was invaded and a new stem of heavier design and
altered pattern was fitted.
Then, under the anxious eyes of the Captain, Engineer Officer and
First Lieutenant, a test was made. The throttle was thrown clear over,
permitting the engine to race, and the new stem held. It is still
holding, like its mate of similar design, after more than 100,000 miles
through the wind-swept North Atlantic.
[Illustration: UPPER—CLUMP FOR PARAVANES.
CENTER—MOORED IN BREST.
LOWER—THE HUGE RUDDER.]
[Illustration: UNDER WATER BODY OF THE “LEVIATHAN”]
During the voyage south to Cuba, the crew shifted into white uniforms.
The port holes were closed tight and painted deep black. All precautions
were taken against unexpected attack. We passed close aboard Matling
Island, or San Salvador whereon Columbus first set foot in the New World.
We rounded Cape Maysi Light and headed up for the harbor of Guantanamo
Bay. While changing troops at the mouth of the harbor, our great draft
precluding our entrance, the men-of-warsmen initiated the rookies into
the delights of shark-catching.
CATCHING SHARK
L. G. M.
While lying at anchor off the beautiful harbor of Guantanamo Bay, those
of the crew who were off watch were lounging around the open decks and
enjoying the heat of the tropical sun. Among the crew were some old navy
men who had visited this port before and knew from experience that these
waters were infested with sharks. They suggested that a line, hook and
bait of some kind be procured and an attempt be made to catch sharks.
The necessary articles were obtained, the hook being double-pronged. To
this was tied a whole cow’s liver—a juicy and inviting piece of bait.
The waters of the bay were calm and from “B” deck, when the fishing line,
which was of 1 inch hemp, was thrown over, one could see the hook and
bait fully thirty feet below the surface of the water.
In a short time a large black body with a white belly swam with lightning
swiftness past the line several times, darting back and forth, but on a
sudden it turned, seized the bait and tried to make off with it. The end
of the line on deck was tied to a stanchion which gave the shark a strong
opponent, and a terrific struggle followed both on deck and in the water,
for as soon as Mr. Shark struck, about 40 men grabbed the line and began
to run across the deck, pulling the fighting monster out of the water
onto the deck.
As soon as the shark landed on deck every one scattered, for the big fish
began frantically to lash his powerful tail and snap his jaws. No one
dared approach him.
Finally when the shark was exhausted, one of the _Leviathan’s_ butchers
drove a cleaver into the strong skull and ended the death struggle. The
same piece of bait obtained three other sharks before it was lost, owing
to a slack in the line, when a ten-footer tried to join the company. The
line broke and the prize, and hook and bait, with about thirty feet of
brand new line, was lost.