"Very good," smiled the British commander. "You are a fine body of men and your boats look just as fit." As a matter of fact, while all equipment was found to be in excellent condition and the men ready and eager to go out after submarines, it was deemed best to send one or two of the craft to dry dock to have their hulls inspected and, if necessary, shorn of all barnacles or other marine growth that might have become attached to the plating on the journey across.

In the meantime had occurred a very pretty incident which is now one of the stock stories in the ward-rooms of British and American sea-fighters in European waters. It seems that not long before the destroyers were due to arrive Captain Edward R. G. R. Evans, C.B., who was second in command of the Scott Antarctic Expedition, came up the Thames on board his battered destroyer, the _Broke_. Now, the _Broke_ on the night of April 20, off Dover, had been engaged in an action which stands as one of the glorious achievements at arms in the annals of sea-fighting. The _Broke_ that night was attacked by six German destroyers and, after a battle characterized by bulwark rasping against bulwark, by boarding-parties, hand-to-hand fighting, and all the elements that make the pages of Mayne Reid thrilling, defeated the six destroyers and proceeded to port with flags flying.

With all this in mind the admiralty decided to pay the Americans the distinguished compliment of attaching Captain Evans to the American flag-ship as a sort of liaison officer. So when the American flotilla was reported, the British hero set forth and in good time boarded the flag-ship of the flotilla. He was accompanied by a young aide, and both were received with all courtesy by the American commander. But the British aide could see that the American had not a.s.sociated his visitor with the man whose laurels were still fresh not only as an explorer but as a fighter.

There was talk of quarters for Captain Evans, and the American commander seemed doubtful just where to put his guest. Finally he sent the British officer below with a lieutenant to see what could be done. When the two had disappeared Evans's aide turned to the American commander.

"I don't think," he said, flushing rather diffidently, "that you quite grasped just who you have on board," and then with great distinctness he added: "He is R. G. R. Evans. He--"

There came an exclamation from the American, and stepping forward he seized the young officer by the shoulders.

"Do you mean to say that he is Evans of the _Broke_?" he cried.

As the Briton nodded and was about to speak, the American leaped from his side, made the companion-ladder, and fairly tumbled below, Approaching Captain Evans, he said:

"Captain Evans, my apologies; I didn't quite place you at first. I merely wish to tell you now not to worry about quarters. I say this because you are going to have my bunk--and I--I am going to sleep on the floor."

And here is a little incident which occurred when the destroyers picked up and escorted the _Adriatic_ of the White Star Line. As may be imagined, the Americans on board were delighted to see a destroyer with an American flag darting about the great vessel like a porpoise, while the British appreciated to the full the significance of the occasion--so much so that the following message was formulated and wirelessed to the destroyer:

"British pa.s.sengers on board a steamship bound for a British port under the protection of an American torpedo-boat destroyer send their hearty greetings to her commander and her officers and crew and desire to express their keen appreciation of this practical co-operation between the government and people of the United States and the British Empire who are now fighting together for the freedom of the seas."

One may imagine with what emotions the officers and men of the American war-ship, bound for duty in enemy seas and at the very outset having a great greyhound intrusted to their care, received this glowing despatch.

There were many functions attending the arrival of the Americans at Queenstown, aside from those already set forth. Many of the seamen were granted sh.o.r.e-leave and were immediately captured by the townspeople, who took them to their homes and entertained most lavishly. They were the first American naval men that the Queenstowners had seen at close quarters in years, and the bluejackets were bombarded with questions.

And while the jackies were thus being treated the American officers made a memorable visit to Cork. They journeyed up the River Lee in an admiral's barge accompanied by Captain Evans. At the Cork custom-house they were met by distinguished military officers, by the lord-lieutenant of the county, and by the lord mayor of Cork. It was a most memorable occasion, and when they returned they found the British and American seamen on such good terms that the two bodies had already tried each other out in friendly fisticuffs, the net results being common respect one for the other.

Announcement of the arrival of the American vessels was made by the British Admiralty, the American Navy Department, with a modest reticence which ever since has been characteristic, saying nothing until the time came to confirm the admiralty's statement. In doing this Secretary Daniels announced that as a matter of fact an American flotilla of destroyers had arrived at an English port on May 4, and the vessels thereof engaged in the work of submarine hunting in both the Atlantic and in co-operation with the French in the Mediterranean. About the same time it was stated that a body of naval aviators, the first American fighting-men to serve from the sh.o.r.e, had been landed in England.

Soon after this announcement came another from Washington, giving an interchange of wireless amenities between Vice-Admiral Sir David Beatty, commander of the British Grand Fleet, to Rear-Admiral Henry T. Mayo, commanding the United States Atlantic Fleet:

"The Grand Fleet rejoices that the Atlantic Fleet will share in preserving the liberties of the world and maintaining the chivalry of the sea."

And Admiral Mayo's reply:

"The United States Atlantic Fleet appreciates the message from the British Fleet, and welcomes opportunities for work with the British Fleet for the freedom of the seas."

In confirming the British announcement of the arrival of the flotilla at Queenstown, Secretary Daniels said:

"It has been the purpose of the United States Navy to give the largest measure of a.s.sistance to other countries at war with Germany that is consistent with the full and complete protection of our own coast and territorial waters."

Within a week after the arrival of our flotilla at Queenstown, the vessels thereof ranging the seas side by side with the British, submarine losses showed a marked reduction, and it was even more marked the second week of our co-operation. It was also stated that more submarines had been sunk in the week of May 12 than in the previous month.

In preparing for co-operation with the British destroyers, the American officers received lectures on the subject of effective submarine fighting, while depth-bombs and appliances for releasing them were supplied to the American boats, and all surplus gear and appurtenances of various sorts were taken from the American vessels and stored ash.o.r.e.

It was noted as a curious fact that the United States Navy had really been a warm-weather navy. The ships were sent south in winter for drills and target practice, usually in Guantanamo Bay; in the spring they engaged in manoeuvres off the Virginia Capes, and in summer went to Newport, Provincetown, and other New England points. Again, life in a destroyer on the wintry Atlantic was not the most comfortable life in the world. There were cold fogs, icy winds and fearful storms in the war zone, and the thin steel hulls of the destroyers offered little in the way of creature comforts. This fact perhaps gave color to the report from Queenstown that our men were prepared in every respect save that of clothing, a statement that was indignantly refuted by the Navy Department, and a list of the garments furnished the sailors was submitted. It was an adequate list and quite effectually silenced further rumors on that score. As a matter of fact, no complaint ever came from the jackies themselves. They had sea-boots, pea-jackets, short, heavy double-breasted overcoats, knitted watch-caps, heavy woollen socks, jerseys, extra jackets of lambskin wool, oil-skins, and navy uniform suits--a complete outfit surely. In the meantime the young women, elderly women, too, of the country were busily engaged in knitting helmets, sweaters, mittens, and the like. Some of the girls, more romantic than others, inserted their names and addresses in the articles they sent to the sailors. Here is a little _jeu d'esprit_ that one girl received from a sailor of Admiral Sims's command:

"Some sox; some fit!

I used one for a helmet.

And one for a mitt.

I hope I shall meet you When I've done my bit.

But who in the devil Taught you to knit?"

The reader may be sure that other, many other, more appreciative messages were sent to the devoted young women of the country, and that in many cases interesting correspondence was opened.

On May 25, 1917, Admiral Sims cabled to Secretary Daniels that Berlin knew of American plans for sending our destroyers to Europe four days before the vessels arrived at Queenstown, and that twelve mines had been placed across the entrance to the harbor the day before the destroyer flotilla reached their destination. The activity of British mine-sweepers prevented whatever might have occurred. This gave rise to considerable discussion in this country as to German spies here, and as an instance of their work in keeping in touch with naval affairs the following story was told in naval circles: When the oil-ship _Vacuum_, with Lieutenant Thomas and a naval gun crew on board, sailed from this country, the captain had instructions where to pick up British destroyers at a certain point off the Irish coast. The _Vacuum_ arrived at the designated spot, and before the war-ships arrived a submarine appeared out of the water.

"I see," said the German commander, appearing out of the conning-tower, "that you kept your appointment."

And then the _Vacuum_ was sent to the bottom. Later, under the convoy system, submarines began to be very wary in the matter of triumphant conversations with officers of merchantmen. In fact, this appears to have been the last interchange of the sort.

Working with the British, the American destroyers patrolled the seas six days at a stretch, each craft being a.s.signed to a certain area, as far out as three hundred miles off sh.o.r.e. Returning to port, the destroyers would lie at their moorings two and three days. Later the time in port was reduced. But it depended upon conditions. The orders to the Americans were: first, destroy submarines; second, escort and convoy merchant ships; third, save lives. And in all three respects the Americans from the very outset have so conducted themselves and their craft as to earn the highest encomiums from the Entente admiralties.

The Americans entered very heartily into their work, and developed ideas of their own, some of which the British were very glad to adopt. Between the men of the two navies there has been the best sort of feeling.

CHAPTER V

British and American Destroyers Operating Hand in Hand--Arrival of Naval Collier "Jupiter"--Successful Trip of Transports Bearing United States Soldiers Convoyed by Naval Vessels--Attack on Transports Warded Off by Destroyers--Secretary Baker Thanks Secretary Daniels--Visit to our Destroyer Base--Att.i.tude of Officers Toward Men--Genesis of the Submarine--The Confederate Submarine "Hunley"

A correspondent who visited the British base on the Irish coast a month after the arrival of the Americans, found the two fleets operating hand in hand and doing effective work. With the boats out four and five, and then in port coaling and loading supplies two and three days, the seamen were getting practically half a day sh.o.r.e-leave every week. The seamen endured the routine grind of patrol and convoy work, accepting it as the price to be paid for the occasional fights with submarines.

An a.s.signment to convoy a liner from home is regarded as a choice morsel, and the boats that get the job are looked upon as favored craft.

The transatlantic pa.s.sengers invariably make a fuss over the Americans, and the interchange of amenities gives our sailors concrete evidence of how their work is regarded in this country.

On June 6, 1917, Secretary Daniels, with warrantable pride, announced the arrival in a French port of the naval collier _Jupiter_, with 10,500 tons of wheat and other supplies. The _Jupiter_ is nearly as large as a battleship, and stands out of the water like a church. Nevertheless, the collier, completely armed and well able to take care of herself, made the trip without convoy. She was the first electrically propelled vessel of large size ever built, and her performance was so good that it led to the adoption of the electric drive for all our new battleships and cruisers.

In the meantime, with our destroyers working valiantly in the fight against the submarines, Admiral Sims, their commander, had made himself indispensable to the British Admiralty, whose high regard was manifested on June 19, when, as already noted, he was appointed to take charge of operations of the Allied naval forces in Irish waters while the British commander-in-chief was absent for a short period. Washington had given wide powers to Admiral Sims to the end that he might be in a position to meet any emergency that might arise. While much of his time was spent in Paris and London, his home was at the Irish base, a fine old mansion 300 feet above the town, with beautiful lawns and gardens, having been turned over to him.

In June of 1917, June 4, it was announced in Washington that an American squadron had arrived in South American waters in accordance with the plan of relieving British and French cruisers of patrol duty in waters of the western hemisphere, merely one more instance of the scope of the plans which the Navy Department had formulated when we entered the war.

On June 25 came word that the first American convoy (transports with American troops), under direction of Rear-Admiral Albert M. Gleaves, commander of our convoy system, had arrived safely at a port in France.

On July 3 the last units of ships with supplies and horses reached its destination. The expedition was divided into contingents, each contingent including troop-ships and an escort of sea-fighters. An ocean rendezvous with American destroyers operating in European waters was arranged, and carried out in minutest detail.

The convoy did not cross the seas without incident. In the newspapers of July 4 the country was electrified by a statement issued by the Creel bureau of a rather thrilling combat between war-ships attached to the convoy and German submarines, in which the U-boat was badly worsted.

Details were given, and all in all the whole affair as presented was calculated to give the utmost unction to American pride. Next day, however, came a despatch from the American flotilla base in British waters which set forth that the story of the attack as published in the United States was inaccurate. There was no submarine attack, said the report, and no submarine was seen. One destroyer did drop a depth-bomb, but this was merely by way of precaution. Quite a stir followed, and it was not until Secretary Daniels some time later published facts as set forth in a cipher message from Admiral Gleaves that the country realized that, while the original account was somewhat overdrawn, there was substantial ground for the belief that several transports had had narrow escapes. To a correspondent who was on one of the transports we are indebted for the following narrative of the attack:

[Ill.u.s.tration: POSITION OF SHIPS IN A CONVOY.]

"It was past midnight. The flotilla was sweeping through a calm sea miles from the point of debarkation, and tense nerves were beginning to relax. The sky was cloudy and the moon obscured, but the phosph.o.r.escence of water common in these lat.i.tudes at this season marked the prow and wake of the advancing ships with lines of smoky flame. It was this, perhaps, that saved us from disaster--this and the keenness of American eyes, and the straightness of American shooting. From the high-flung superstructure of a big ship one of the eager lookouts noted an unwonted line of shining foam on the port bow. In a second he realized that here at last was the reality of peril. It could be nothing else than the periscope of a submarine. The Germans were not less swift in action.

Almost at the moment that the alarm was given a gleaming line of bubbles, scarcely twenty feet from the bow of one of the transports wherein thousands were sleeping, announced the torpedo with its fatal burden of explosive. Then 'h.e.l.l broke loose.' Firing every gun available, the big ship swung on a wide circle out of line to the left.

A smaller war-ship slipped into the place of the big fighter, driving sh.e.l.ls into the sea. Whether any landed or not may not be said. The Germans fired three, if not four, torpedoes. It was G.o.d's mercy that they all went astray among so many of our ships. The whole business lasted only a minute and a half. I know, because one of those Easterners from somewhere up in Maine coolly timed the mix-up with his stop-watch.

But believe me, it added more than that time to my life. The second attack occurred next morning. Every living soul on the transports had been thrilled by the news of the night's events, and from early hours the decks were lined with amateur lookouts. The morning was fine, and a light breeze rippled up wavelets that twinkled in the sunlight. Suddenly about 10.30 o'clock there came a wild yell from one of the leading transports. Though the jackies affect to dispute it, I was a.s.sured that it was from a far-sighted youngster from Arizona, who first descried and then announced the deadly line of bubbles. No periscope was visible this time, and for the first moment those on the bridges of the destroyers were incredulous. Then the unmistakable bubble lines clean across the bows put the certainty of danger beyond question. Once again fortune favored us. The submarine was in front instead of in the deadliest position on the flank toward the rear. Perhaps the U-boat commander was rattled by the magnitude of his opportunity. Perhaps one of his excited pirates let go too soon. Anyway, it is agreed by experts that he would have been far more dangerous had he waited unseen until part of the flotilla at least had pa.s.sed beyond him.

"Dearly did the Germans pay for their error. Like a striking rattlesnake, one of our destroyers darted between a couple of transports. Her nose was so deep in the sea as to be almost buried, while a great wave at the stern threw a shower of spray on the soldiers ma.s.sed at the transport's bow. That destroyer ran right along the line of bubbles like a hound following a trail, and when it came to the spot where the commander estimated the submarine must be lurking, he released a depth-bomb. A column of smoke and foam rose fifty feet in the air, and the destroyer herself rose half out of the water under the shock of the explosion. It is said that in the midst of the column of water were seen fragments of steel and wood, and oil also was reported on the water.