Chapter III: 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_,

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.

CENTER—B DECK PROMENADE.

LOWER—ALONGSIDE PIER 4.]

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.

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.

CENTER—TROOP MESS HALL.

LOWER—THE RITZ-CARLTON AND THE WINTER GARDEN.]

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.

CENTER—MOORED IN BREST.

LOWER—THE HUGE RUDDER.]

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.