"But that plane hadn't even seen us. Our spirits fell. We had been afraid of two things, being picked up by a neutral and interned, or captured by an enemy submarine. Now we even hoped that the enemy--that anything---would get us, to end it all.

"We sighted a trawler about 6 P.M. on Tuesday. She had been chasing a submarine, and so did not seem to take us very seriously at first. We waved at her half an hour before she changed her course. We were both too weak to stand up and signal. We could only rise on our knees.

Moore's hands were too swollen to hold a handkerchief, but I had kept my gloves on and was able to do so. The trawler moved warily around us, but finally threw a life-preserver at the end of a line, I yelled that we were too weak to grasp it. She finally hove to, lowered a boat, and lifted us aboard. Then we collapsed.

"I remember asking for a drink and getting water. The skipper would let us take only sips, but he left a bottle alongside me and I drained it.

He gave us biscuits, but we couldn't chew or swallow them. We felt no pain until our clothing was ripped off and blood rushed into our swollen legs and arms. Moore lost six toes from gangrene in the hospital. My feet turned black, but decay did not set in."

When the pigeon released by Stone and Moore returned to the base every machine from that seaplane-station, as well as from a station on the French coast, was sent out to search for the missing seaplane, while destroyers and patrol-vessels were notified to be on the lookout. Which shows, after all, how difficult the job of detecting such small objects as submarines is. Stone had enlisted as a seaman, and was trained in aviation. On December 11, 1917, he was detached from the air-station at Hampton Roads and ordered to France for duty, arriving there January 21, 1918. In February he was ordered to report to the commander of the United States naval forces at London for patrol duty in England.

Which shows the way the Navy Department worked in with the French and British Admiralties, using either our own planes or those of our allies.

When the navy's plans concerning the American Naval Flying Corps are completed, it will have an air service of fully 125,000 men, of which 10,000 will be aviators. There will be 10 ground men for every aviator.

Observers, inspectors and specialists of various sorts will fill out the total. These seaplanes are of immense value in the war zones. They leave bases for regular patrol duty, watching the ocean carefully, and locating submersibles at a great height. Once a submarine is thus located the seaplane descends to the surface and notifies vessels of the patrol-fleet of the location of the craft, or in cases when the undersea craft is on or near the surface, the aviator will drop bombs upon the vessel. Seaplanes are also sent from the decks of naval vessels to scout the waters through which a fleet may be travelling, while large vessels serving as parent-ships for the smaller seaplanes--from which they fly and to which they return--ply the infested waters. The service is a valuable one, and a thrilling one, and only the best types of men were selected by the Navy Department to engage in it.

In 1917 Congress appropriated $67,733,000 for aviation for the navy, a sum which permitted the department to proceed on an extensive scale. And right here it may be said that the navy has fared much better than the army in the progressive development of air service. Within a year the flying personnel of the navy had grown to be twenty times greater than it was when we went to war, and where a year ago we had one training-school, we now have forty naval aviation-schools.

The navy has not only strained every nerve to turn out aviators and to produce airplanes, but the development of improved types of planes has not been overlooked, and we now have abroad several fine types of seaplane as well as airplane. The seaplane is merely an airplane with pontoons, It starts from the ground or from the deck of a vessel.

Then there is the flying-boat, developed under naval auspices. This boat takes wing from the water, and is regarded as the most desirable form of aircraft for sea purposes. It is a triumphant instance of our ingenuity, and is built in two sizes, both effective under the peculiar conditions which may dictate the use either of one or the other. The navy has also developed a catapult arrangement for launching seaplanes from the decks of war-ships. This is a moving wooden platform, carrying the seaplane, which runs along a track over the ship's deck. The platform drops into the sea, and the seaplane proceeds on its course through the air.

[Ill.u.s.tration: _Copyright by Committee on Public Information_. SCENE AT AN AVIATION STATION SOMEWHERE IN AMERICA, SHOWING FIFTEEN SEAPLANES ON BEACH DEPARTING AND ARRIVING.]

The progress of the navy was so great in arranging for the home coast-defense aerial service that Secretary Daniels agreed to establish air coast-patrol stations in Europe, and it was not long before our naval aviators were rendering signal service both along the French and the British coasts. There is the understanding that the United States has already taken the lead in naval aviation, not in quant.i.ty, to be sure, but in quality and efficiency, as to which the presence of foreign experts studying our new improvements may be regarded as confirmatory evidence.

The Navy Department now has an aircraft factory of its own at Philadelphia, and there flying-boats are now being turned out. Also, five private plants throughout the country are working on navy aircraft exclusively.

The Aircraft Board, which succeeded the Aircraft Production Board, is made up in three parts: a third from the navy, a third from the army, and a third civilian. This board is under the joint direction of the Secretaries of War and the Navy.

The naval flying-schools are located at Pensacola, Fla., Miami, Fla., Hampton Roads, Va., Bay Sh.o.r.e, L.I., and San Diego, Cal. Some of the aviators are drawn from the regular naval forces, but the great majority are of the reserves, young men from civil life, college men and the like, who have the physical qualifications and the nerve to fly and fight above tumultuous waters.

The men training in the naval aviation-schools are enrolled as Second Cla.s.s Seamen in the Coast Defense Reserve. Their status is similar to that of the midshipmen at Annapolis. Surviving the arduous course of training, they receive commissions as ensigns; if they do not survive they are honorably discharged, being free, of course, to enlist in other branches of service. The courses last about six months, the first period of study being in a ground school, where the cadets study navigation, rigging, gunnery, and other technical naval subjects. Thence the pupil goes to a flight-school, where he learns to pilot a machine. Here, if he comes through, the young cadet is commissioned as an ensign. All pilots in the Naval Reserve Flying Corps hold commissions, but not all of the pilots in the regular navy are commissioned officers, a few rating as chief petty officers.

The men who act as observers--who accompany the pilots on their trips, taking photographs, dropping bombs and the like--are not commissioned.

They are selected from men already in the service, regular seamen, marines, reserves, or volunteers. Of course, these men have their opportunities of becoming pilots. The United States seaplanes carry extremely destructive weapons, which will not be described until after the war. The Germans, it may be a.s.sumed, know something about them.

The spirit of our naval pilots, both students and qualified graduates, is of the highest, and foreign naval officers have been quick to express their appreciation of their services. When Ensign Curtis Read was shot down in February, 1918, while flying over the French coast, his funeral was attended by many British army and navy officers, and by representatives of both branches of the French service. Besides the company of American sailors there were squads of French and British seamen, who marched in honor of the young officer. The city of Dunkirk presented a beautiful wreath of flowers.

"Nothing," wrote Ensign Artemus Gates, captain-elect of Yale's 1917 football eleven, and a comrade of Read's in France, to the young officer's mother, "could be more impressive than to see a French general, an admiral, British staff-officers, and many other officers of the two nations paying homage."

The death of Ensign Stephen Potter, who was killed in a battle with seven German airplanes in the North Sea on April 25, 1918, followed a glorious fight which will live in our naval annals. Potter was the first of our naval pilots to bring down a German airplane, and indeed may have been the first American, fighting under the United States flag, to do this. His triumph was attained on March 19, 1918. Between that time and his death he had engaged in several fights against German airmen, causing them to flee.

And in this country our course of training has been marked by many notable examples of heroism and devotion, none more so than the act of Ensign Walker Weed, who, after his plane had fallen in flames at Cape May, N.J., and he had got loose from his seat and was safe, returned to the burning machine and worked amid the flames until he had rescued a cadet who was pinned in the wreckage. It cost Weed his life, and the man he rescued died after lingering some days; but the act is none the less glorious because the gallant young officer gave his life in vain.

Related to the aviation service, to the extent at least that they observe from an aerial post, are the balloon men of the navy, officers who go aloft with great gas-bags, which, when not in use, are carried on the decks of the larger war-ships engaged in work. From the baskets of these sausage-shaped balloons the observers, armed with telescopes and binoculars, the ocean and the ships of the convoy lying like a map below, sweep the surface of the water for lurking submarines and enemy raiders. The balloons are attached to the war-ships, and are towed along through the air. Just how effective this expedient is, is known only to the Navy Department, but the fact that it is retained argues for its usefulness.

Convoyed merchant vessels steam in a wedge or V-shaped formation. At the apex is a destroyer, following which is an armored cruiser of the _Colorado_ or _Tennessee_ type. Astern of the cruiser is another destroyer, which tows the captive balloon at the end of a very light but strong steel wire. This balloon-towing destroyer really forms the point of the wedge formation. Behind it are placed the two diverging lines of merchant ships, which follow one another, not bow to stern, but in a sort of echelon position. Down through the centre of the wedge is a line of armed trawlers, while armed vessels steam outside the V. Somewhat astern of the convoy is another destroyer, which tows another captive balloon. As a final means of protection, destroyers fly about on each wing of The convoy.

CHAPTER XIII

Organization Of The Naval Reserve Cla.s.ses--Taking Over of Yachts For Naval Service--Work Among The Reserves Stationed at Various Naval Centres--Walter Camp's Achievement

In expanding the navy to meet war conditions, the regular personnel was increased, naval militia units of various States were taken into the service under the cla.s.sification National Naval Volunteers, and volunteers were accepted in the following cla.s.ses: _Fleet Naval Reserve_, made up of those who had received naval training and had volunteered for four years. _Naval Auxiliary Reserve_, made up of seafaring men who had had experience on merchant ships. _Naval Coast Defense Reserve_, made up of citizens of the United States whose technical and practical education made them fitted for navy-yard work, patrol, and the like. _Volunteer Naval Reserve_, made up of men who had volunteered, bringing into service their own boats. And finally, the _Naval Reserve Flying Corps_.

It is from these cla.s.ses that have come the men to put our navy on a war footing; for while the reserve cla.s.sifications brought thousands and hundreds of thousands of men into the service, the permanent enlisted strength was kept at the specified figure, 87,000, until last June, when Congress increased the allowance to 131,485. This action was regarded as one of the most important taken since the country entered the war, inasmuch as it gave notice to the world that the United States in the future intends to have a fleet that will measure up to her prominent position in the world's affairs. It means, too, that the number of commissioned officers would be increased from 3,700, as at present arranged, to some 5,500, which will no doubt mean an opportunity for officers who are now in war service in the various reserve organizations.

When we entered the war, a decision to send a number of our destroyers to France imposed upon the Navy Department the necessity of protecting our own coast from possible submarine attack. We had retained destroyers in this country, of course, and our battle and cruiser fleet was here; but a large number of mosquito craft, submarine-chasers, patrol-boats, and the like were urgently demanded. Several hundred fine yachts were offered to the Navy Department under various conditions, and in the Third (New York) District alone some 350 pleasure craft adapted for conversion into war-vessels, were taken over. Some of these were sent overseas to join the patrol-fleet, more were kept here. Besides being used for patrol-work, yachts were wanted for mine-sweepers, harbor patrol-boats, despatch-boats, mine-layers, and parent-ships. They were and are manned almost exclusively by the Naval Reserves, and operated along the Atlantic coast under the direction of officers commanding the following districts: First Naval District, Boston; Second Naval District, Newport, R.I.; Third Naval District, New York City; Fourth Naval District, Philadelphia; Fifth Naval District, Norfolk, Va.

Hundreds of sailors, fishermen, seafaring men generally, and yachtsmen joined the Naval Coast Defense Reserve, which proved to be an extremely popular branch of the service with college men. Most of the reserves of this cla.s.s--there were nearly 40,000 of them--were required for the coast-patrol fleet, and they had enlisted for service in home waters.

But when the need for oversea service arose the reserves made no objection at all to manning transports and doing duty on patrol, mine-laying, mine-sweeping, and other craft engaged in duty in the war zone.

In the course of taking over yachts by the Navy Department, Franklin D.

Roosevelt, who has been so efficient and untiring in his capacity as a.s.sistant Secretary of the Navy, charged that yachtsmen were not helping the government, and were holding their craft for high prices. Probably this was the case in enough instances to make Mr. Roosevelt impatient, but it would seem that the large body of yacht-owners did their best, not only donating their yachts to the government or selling them at a fair price, but by themselves enlisting in the service.

There were yachtsmen who, in addition to giving their boats, defrayed the cost of maintenance. Great craft such as G. W. C. Drexel's _Alcedo_ (already noted as sunk by a torpedo), A. Curtiss James's _Aloha_, J. C.

and A. N. Brady's _Atlantic_, A. C. Burrage's _Aztec_, I. T. Bush's _Christabel_, H. A. Loughlin's _Corona_, J. P. Morgan's _Corsair_, Robert T. Graves's _Emeline_, E. P. and J. W. Alker's _Florence_, Edgar Palmer's _Guinevere_, George F. Baker, Jr.'s _Wacouta_, W. L. Harkness's _Cythera_, Robert Goelet's _Nahma_, J. G. Bennett's _Lysistrata_, John Borden's _Kanawha_, Henry Walter's _Narada_, Howard Gould's _Niagara_, Horace G. Dodge's _Nokomis_, Vincent Astor's _Noma_, Mrs. E. H.

Harriman's _Sultana_, Morton F. Plant's _Vanadis_, P. W. Rouss's _Winchester, Aphrodite_, the O. H. Payne estate; F. G. Bourne's _Alberta_, and Edward Harkness's _Wakiva_--these great yachts among other steam-driven palaces, pa.s.sed into the hands of the Navy Department in one way or another, and have performed valiant service. Some of them, indeed, have ended their careers violently in service.

The government ripped out the costly interiors and converted these panelled floating abodes of the wealthy into serviceable fighters, and no doubt will retain those that survive when the war is ended. There were instances where the owners of yachts and the Navy Department could not agree on prices to be paid. The naval authorities finally suggested that the owners should name one representative, and the Navy Department another, and terms thus agreed upon. It was not, however, until the Department appointed a special board, whose duty was to secure suitable boats without further delay, that affairs began to proceed smoothly. The first move was to have the International Mercantile Marine Company's shipping experts act as agents of the special board, and from that time on there was no further trouble.

The Mercantile Marine experts not only brought about the transfer of yachts to the navy, but superintended alterations above and below deck, arming, outfitting, coaling, painting, and provisioning the converted war-ships. While this was in progress the Navy Department was having built a fleet of submarine-chasers of the 110-foot cla.s.s, which, together with the yachts taken over, offered abundant opportunities for oversea service, which the sailors enrolled in the Coast Defense Division were not slow to accept after they were requested to transfer their enrollment from Cla.s.s 4 to Cla.s.s 2, under which cla.s.sification they were eligible to be sent abroad. Thus thousands of young men who had enlisted for coast-patrol duty, were sent aboard transports, submarine-chasers, and war-ships generally, for service in the European war zones.

And with this constant outflow of trained men from the various naval training-stations of the country, the influx of newly enlisted reserves into these schools gives a.s.surance that the Navy Department will never be embarra.s.sed for lack of material wherewith to man its boats. And there is the likelihood that as our new merchant vessels are launched and put into commission, they will be manned by reserves from the navy training-schools with officers furnished by the Deck School at Pelham Bay and the Engineers' School at Hoboken. The government, of course, is in complete control of the merchant marine; but in our present condition many American ships have to be manned by aliens. It will be surprising if this state of affairs will not be corrected as swiftly as the Navy Department is able to do so, and thus we may expect to see our young seamen diverted in ever-increasing numbers to merchant vessels, the precise degree, of course, to be dependent upon the needs of the fighting vessels. Young officers, no doubt, will receive commands, and in general a thriving mercantile marine will be in readiness for operation when war ends.

Our naval training-stations are models of businesslike precision and well-ordered proficiency. Herein are taught everything from bread-baking and cooking to engineering, gunnery, and other maritime accomplishments.

Long before we had entered the war a determination had been reached by individuals and organizations external to the Navy--and Army--Departments, to bring to the naval stations as many and as complete comforts and conveniences of civilization as possible.

Almost immediately after the American declaration of war, the purposes of the authors of this scheme were presented to Congress, and permission for them to carry out their mission was given through the formation of the sister commissions, the Army and the Navy Commissions on Training Camp Activities.

Although entirely separate in their work--one dealing entirely with the men in the army, the other with those in the navy camps--the same authority on organized humanitarian effort, Raymond B. Fosd.i.c.k of New York City, one of the original group with whom the plan originated, was chosen chairman of both. Each commission's work was divided among departments or subcommissions.

In the Navy Commission, one group, the Library Department, supplied the enlisted men of the navy stations, as far as possible, with books, another with lectures, another with music, vocal and instrumental, another with theatrical entertainments, including moving-pictures, and another subcommission directed the recreational sport.

Mr. Walter Camp, for thirty years the moving spirit, organizer, adviser, and athletic strategist of Yale, was chosen chairman of the Athletic Department, with the t.i.tle General Commissioner of Athletics for the United States Navy.

Taking up his task in midsummer, 1917, three months after declaration of war by the United States, Mr. Camp at once brought his ability, experience, and versatility into play in organizing recreational sport in the navy stations. By this time every naval district was fast filling with its quota of enlisted men, and the plan of the Navy Department to place an even hundred thousand men in the stations before the close of the year was well along toward completion.

Swept from college, counting-room, professional office, and factory, often from homes of luxury and elegance, to the naval stations, where, in many cases arrangements to house them were far from complete, the young men of the navy found themselves surrounded by conditions to which they pluckily and patiently reconciled themselves, but which could not do otherwise than provoke restlessness and discomfort.

[Ill.u.s.tration: _From a photograph copyright by International Film Service_. CAPTAIN'S INSPECTION AT NAVAL TRAINING STATION, NEWPORT, R.I.]

Under these conditions the work of the Navy Commission was particularly timely and important, and that of Mr. Camp was of conspicuous value through the physical training and mental stimulus which it provided for patriotic, yet half homesick young Americans, from whom not only material comfort and luxury, but entertainment of all kinds, including recreational sport, had been taken.

Mr. Camp defined the scope of the Athletic Department of the Commission as follows, in taking up his duties: