o " o - \^^ ^o ^ -^ ^^ ^5^ '^ o / . o_ 1^ - o d ?• JO * 4^ I ** A THE U. S. S. HARRISBURG IN WAR HISTORY OF THE U. S. S. HARRISBURG THE QUEEN OF THE OCEAN IN PEACE AND IN WAR R. B. HOLT Copyrighted Nineteen Nineteen By ROBERT B. HOLT i\pK oO i'd20 ©C!.A570130 o^o Henry A. Candy DEDICATED AS A TRIBUTE to Commander Henry A. Candy U. S. Naval Reserve Force under whose able command this ship was so skillfully navigated through the submarine infested and mine strewn war zone during the entire period of the war, both while engaged in the United States Mail Service as an armed merchantman and as a U, S. Transport carry- ing American troops to the battlefields of Europe. His unceasing vigilance, his won- derful seamanship and absolute fearlessness, account for her wonderful record and per- formances while engaged in these most arduous and dangerous duties. L9J Admiral Gleavls and Staff CONTEMS Part I Chapter Page I. Historical 39 II. Specifications 22 III. In Peace and in War to August, 1914 25 IV. Activities from August, 1914, to April, 1917. . . 39 V. Activities from April, 1917, to May, 1918 41 Fart II I. Entry into War Service 50 II. First Voyage 62 III. Second Voyage 71 IV. Third Voyage 77 V. Fourth Voyage — Armistice 83 VI. Troops Homeward Bound 94 VII. Sixth Voyage 100 VIII. Seventh Voyage 103 IX. Eighth Voyage Ill X. Entertainments and Welfare 127 Officers and Crew 140 [11] INTRODUCTION MERICA'S prominence and prowess as a naval power are acknowledged today by all the world. Wherever on the great ocean American naval vessels may be, the Stars and Stripes are recognized with a respect that is not altogether of recent birth. What is true of the American Navy in the course of time may become true of the American Merchant Marine. The value of having great ocean liners under the American flag, and the speed and facility with which in time of the nation's need they may be changed, from peaceful agents of commerce into transports and levia- thans of war power, has just been demonstrated. There is not in all American maritime history a more significant and promising page than that which tells the story of how ships of the American Merchant Marine were transformed to armed cruisers, troopships and storeships. In writing a history of the performances of the U. S. S. Harrisburg, it is deemed essential also to outline the wonderful and remarkable record of this vessel previous to her entrance into the Naval services during this war. Starting with the laying of her keel and her launching as the S. S. City of Paris, later to be commonly known the world over as "The Queen of the Ocean," and her performances as the Harrisburg in the world war, her history will remain an enviable record. This work is therefore divided into two parts. Part I covering the period up to the time she was taken over by the United States Navy, in May, 1918, Part II covering subsequent services as a United States Troop Transport during the war just brought to a successful ending. With the generous permission of the International Mercan- tile Marine Company, I have copied several pages from their book of the performance of the U. S. S. Yale, during the Spanish-American War. I am indebted to Lieutenant-Com- mander William Joyce, U.S.N.R.F., Chaplain Albert and many [13] other officers and enlisted men of the vessel for many notes and suggestions, and to Wm. T. L. Armstrong, B.M 2nd CL, U.S.N.R.F., and Fred Meyr, Sea., U.S.N.R.F., for their sketches and cartoons, these being of the greatest importance in the preparation of such a volume. R. B. H. TO THE TRANSPORT QUEEN I'm glad the war is over, for the task has been well done. We saw it was our business to get that "darned" old Hun. We did not do much fighting, as it was not in our line, But we surely took our soldier boys to Europe just in time. We were constantly in danger of submarines and mines But we never shirked our duty, though we had some rough old times. Our Captain knew his business, and we stood by him, too. And we can tell you folks, with pride, we surely have some crew. We've had our little troubles — some of them caused us pain, But the pathless seas we'd navigate in sunshine and in rain. And when, with bag and hammock, o'er the gangway we shall go, In silent tribute, we'll salute the ship whose flag we all love so. K. J. S. [14] ■^m-s^^^^^^:^s^''^&^s^^^S^^^^^^^^^^^^^^^^^imsi^ A RESUME OF THE HARRISBURG'S PERFORMANCE 1. 45 trips through the war zone frcm August, 1914, to armistice. 2. Steamed 270,000 miles during the war. 3. Landed 30,000 troops in France. 4. Landed part of the first 5,000 troops sent abroad. 5. Distinguished for services in peace and in wars. 6. First relief ship out of Europe at the outbreak of the war. 7. The oldest transport in the service. [15] Part I Chapter I HISTORICAL Our good ship has had quite an eventful career. Ob- viously, we say "good ship," but further because of her cruises lunder various names, first, as S. S. City of Paris, built for the Inman and International Line, England. This com- pany was soon purchased by the International Navigation Company. In 1887 the Company contracted with the Clydebank Ship Building and Engineering Works, Glasgow, Scotland, one of Great Britain's foremost shipbuilders, for the construction of two steamships, the first twin-screw passenger carrying steamers ever designed and the first ships ever built to be practically unsinkable. They were at that time the largest merchant steamers afloat and were christened the City of New York and the City of Paris, flying the flag of Great Britain. The City of Paris was the first of these. Her keel was laid in 1887, she was launched in 1888, and made her maiden voyage in 1889. When she made her first appearance she created the most widespread interest and was hailed as the herald of a new era in ocean travel. She was the pioneer of speed and twin propellers, and from the time of her launching she has been commonly known on the Atlantic as "The Queen of the Ocean." She was also the first ship to be fitted with the telephone and hydraulic lifts and elevators. As regards to her interior, the best designers were called upon to design and execute the decorations and upholsterings. She was contracted for and built to make 19 knots, but exceeded the builders' expectations. She established a new world's record for a voyage across the Atlantic, and though that was thirty years ago, she is today one of Uncle Sam's speediest transports. When she was built she had three masts, [19] U. S. S. HARRISBURG three funnels and carried yards and sails. She was rebuilt in 1900 and as the sails were deemed unnecessary they were taken oflf as was the third funnel. In 1893 the S. S. City of Paris became a naturalized American vessel and since that time has served the Stars and Stripes in peace and in war. She was the first ship to carry wireless and the first that demonstrated the incalculable ad- vantage to the nation of possessing a fighting reserve of merchantmen to be called upon in time of need. As a veteran of the Spanish-American War of 1898, she long ago proved an example of American adaptability and made the task of this more recent war just that much easier, by having ships of our own. [20] U. S. S. HARRISBURG THE HARRISBURG FOR ME Ours is a ship with a history rare, She sails the dark blue sea; In transport service she's debonair, The Harrisburg for me. Her masts are high, but ever there. However rough the sea; On her there was no submarine scare, The Harrisburg for me. Her stacks are tall and do look queer, But I'm sure you will agree. That others'U look worse in their thirtieth year. The Harrisburg for me. When the wild storms rage and the waves roll high, Just open the throttle and you will see She'll catch all others and pass them by; The Harrisburg for me. Her crew are lads with nerves of steel. They fought to make men free; We trust ourselves to the man at the wheel The Harrisburg for me. But Ship so fair, the time draws near. When by-gone Pals we'll be; But 'till that time I'll be right here. The Harrisburg for me. [21] Chapter II SPECIFICATIONS The dimensions of this vessel are: Length, 525 feet; length over all, 560 feet; breadth, 63.6 feet; moulded depth, 42 feet, and a gross tonnage of 10,786 tons. Siemens-Martin steel was exclusively employed in building the immense outer shell of the hull, which has a double bottom throughout, this arrange- ment being adopted so as to prevent any danger arising to the safety of the ship should she run aground. There are fifteen watertight compartments, separated by transverse bulkheads, extending from the keel to the saloon deck and rising eighteen feet above the load water line. These bulkheads are solid structures of immense strength, containing no doors or openings of any kind, so that, should an accident occur, no aperture has to be closed at the last moment, and each section is complete in itself. Three of these watertight compartments are set apart for the boilers and one for the engines, the latter space being further divided by a longitudinal bulkhead, so that the machinery is duplicated in the strictest sense of the term, thus forming the starboard and port engine rooms. The first cabin passengers are housed in the three watertight compartments in the central part of the vessel, two compartments abaft are set apart for the second class passen- gers, while the compartments at each end are divided into space for steerage passengers and cargo. One of the finest internal features of the ship was the first cabin dining saloon, located forward on the saloon deck. The space usually allowed between decks is about eight feet, but in this vessel the principal dining saloon, spanned by a barrel-vaulted ceiling, it is carried through two decks and a half, the height attained at the crown being 20 feet, while the length of the vault is fifty-three feet and the span of the [22] U. S. S. HARRISBURG arch is twenty-five feet. Accommodation was originally pro- vided for 260 passengers in this chamber, but alterations afterwards made it possible to dine 420 passengers at the same time. It is thus possible to conceive how over 3,300 passengers are fed every day in this same dining room. At the after end of the dining saloon is the grand staircase leading to the promenade deck and giving entrance to two apartments. The first of these was the drawing room in time of peace, and in war a dining saloon for Army officers and others assigned as passengers. On the after side of the stair hall is the library. This apartment during the war was converted into a ward-room for Naval officers. The sides of this chamber are lighted from windows overlooking the promenade deck and a central skylight makes it exceedingly bright and interesting. There is a lining of wainscot oak round the library, and the names of many il- lustrious authors appear in carved scrolls upon the panels, while quotations from sea poems are inscribed upon the stained glass of the windows. Upon the shelves are about 900 judiciously selected volumes. In war times, due to the utilization of space for troops, there are no smoking rooms aboard. Other times, the first class smoking room, 45 feet long and 27 feet wide, afforded space for 130 men. Upon the promenade and saloon-decks no fewer than 40 rooms are set apart in 14 suites. These rooms are now used for necessary offices and ship's officers quarters. The promenade deck extends from one end of the ship to the other, a distance of nearly 190 yards. The second cabin dining saloon is a handsome and well lighted apartment, 27 feet long and 40 feet wide, providing seats for 150 passengers. This apartment is now used as hospital ward as well as the original second cabin smoking room. As you would naturally suppose, in order to serve efficiently as a troop transport, many alterations were made and in the haste such alterations were rather crudely performed. In the eyes of the merchant marine officers, who are still aboard, she is likened to the German army, "All shot to h ." How- [23] U. S. S. HARRISBURG ever, this vessel has been through it all before. After the Spanish-American War the restoration from cruisers of war to merchant steamers occupied but little time than did the change from liners to cruisers, and when her peaceful occupa- tion was resumed there was not a mark to tell of the hazardous cruises nor of the incidental showers of projectiles through which she passed during that war. She is not dressed now, but stripped for action. As her appearance when made into a transport was a surprise to those who knew her in the passenger and mail service, so will it be when she is dressed in the garb of peace again, renovated and refurnished even better than on her maiden voyage. K]5 BRST TRIP [24] Chapter III IN PEACE AND IN WAR TO AUGUST, 1914 The Steamship City of Paris, as our ship was first named, was built to make 19 knots, but she made her maiden passage from Queenstown, Ireland, to New York, in 1889, in 5 days, 19 hours and 18 minutes, with a speed of 20 knots per hour, this being the world's record at that time. When this vessel first arrived at New York it was an event of the greatest interest and everyone wished to get a glimpse of this new "Queen of the Ocean." Many excursion steamers, river boats and pleasure craft, loaded with sightseers gladly paid the small fee of fifty cents to go down New York harbor to Sandy Hook to see this remarkable ship come in and help to escort her up the North River. Although an occurrence of thirty years ago, we are told by people who witnessed this reception that it exceeded all such occasions previous to the reception of Admiral Dewey's fleet after the Spanish-American War. One year after leaving the builders she nearly became a total loss. The starboard main engine shaft broke, causing the engine to run away and break up. A part of the engine broke the main injection valve, which flooded the starboard engine room and to keep her from turning over, water was let into the port engine room. The racing of the engine when the shaft broke cut the main condenser in two. A heavy sea was running at the time and to make matters worse, a twenty-two inch pipe was open to the sea in consequence of the valves being put out of action by the engine breakdown. Pumps were worked, but, of course, could not cope with such an inflow. Thus, with disabled engines and four compartments flooded with water, the City of Paris was at the mercy of the sea. Owing to her construction and the fact that many hundreds of tons of coal had been burned on the voyage from New York, there was [25] ^ U. S. S. HARRISBURG no danger of the liner sinking. The water inside the hull was barely over the weight of the coal which had been used. Thus the ship was made a derelict 800 miles west of the coast of Ireland. A remarkable event happened at this time. There being no wireless in those days or any means of communication to secure aid for the disabled vessel, the chief officer Passoro volunteered to make land and amid roaring cheers of the crew set sail with one of the ship's lifeboats. He was successful in reaching the Irish coast, reporting the accident about six days later. Fortunately the watertight compartments of the vessel withstood the strain and soon afterwards she was safely towed into Queenstown harbor where temporary repairs were made and a new engine fitted. In 1892 she even reduced her former world's record from Queenstown to New York by five hours, making the trip in a period of five days, 14 hours and 24 minutes. In 1893 a most important and dramatic event in the mari- time history of the United States was enacted — the restoration of the American flag to the seas from which it had almost entirely disappeared. Congress, after some delay, passed a bill permitting the admission of the foreign-built City of New York and City of Paris to American registry, provided their owners, the American Line of the International Navigation Company, would build in American shipyards, under the supervision of the Navy Department, two vessels of equal tonnage and speed, ready to take the sea as auxiliary cruisers in case of war. The two contracts were let and the result was the building of the U, S. M. S. St. Louis, now the U. S. S. Louisville, and the U. S. M, S. St. Paul, now the U. S. S. St. Paul, which had the misfortune to turn over while tied up to her pier in New York. For the sake of convenience, the names of the two British- built ships were shortened to New York and Paris, the Inman Line, from New York to Liverpool, ceased to exist and the Southampton service of the American Line was iu'^ugurated. The American flag was raised over the naturalized U. S. M. S. Paris, in New York, with great ceremony. The American flig thus flew over the fastest mail steamer afloat and up to that time the United States had no ocean going mail steamers. [ 26 ] U. S. S. HARRISBURG Under the American flag she opened up the port of Southamp- ton, and there was an enthusiastic welcome by the populace and all Southampton made holiday. The U . S. M. S. Paris established another record in 1893, making a record run from Southampton to New York in 6 days, 9 hours and 37 minutes. To better accommodate the American Line's fleet of leviathans, it was necessary to build new piers in the North River, and they are among the largest and most commodious piers in the world. The Paris thus continued her travels back and forth across the North Atlantic as one of the greatest peaceful agents of com- merce until the outbreak of the Spanish-American War on April 13, 1898. It was at this time that the American Government bethought to avail itself of the terms of the Act placing the swiftest American liners at its disposal for just such an emergency, and it fell to the American Navy to be the first to put into practice the modem principle of using the fastest mail and merchant steamers as auxiliary cruisers for naval warfare and transportation of troops. On the day the American Minister at Madrid was handed his passports, and the declaration of war had narrowed down to a mere matter of hours. Captain Watkins, who was then at Southampton with the Paris, received orders to return imme- diately to New York. A confidential despatch, warning him to look out for the Spanish Cruiser Emperador Carlos V , which had put out from Havre to intercept the American liner on her way home, reached him at the moment of his departure. Steaming somewhat out of her usual course, showing her colors to none, and with her three huge funnels so disguised that even the signal operator at the Needles did not recognize her, the Paris sped away towards home. At night, all lights were out and the orders that not even a match should be struck on deck were rigidly observed. The commands of the officers were given in a low voice and the lookouts were quadrupled. During the rare intervals when the captain was not on the bridge, peering anxiously into the gray waste beyond, the understanding was, that at the slightest intimation of danger from any quarter whatsoever, the ship should be headed about and run at the full limit of her spred. Once on the high seas, [27] U. S. S. HARRISBURG however, Captain Watkins breathed more freely, for he had faith in the great engines of his ship and knew that there was not a vessel in the Spanish Navy that could out-strip her on a straight-away course. Even when the Banks of New- foundland were reached the speed was not slackened, and none of the precautionary measures were relaxed until the giant ship rode safely into New York Harbor. Spain's disappointment over the failure of her cruisers to make this capture was most bitter, for a single vessel of the character of the Paris would have compensated her for the many Spanish ships that became the prizes of the American blockading squadron in Cuban waters. On board the Paris there was only one person who was not enthusiastic over the safe passage, a young Englishman, whose hope of adventure had led him to sail on the American liner. While others were tendering their thanks to Captain Watkins, he alone complained. "To be chased by Spanish cruisers prom- ised excitment, don't you know," he said, "but we went so fast that we never gave the Spanish a chance, so nothing happened, no, not a thing." As soon as the Paris had steamed past her fellow cruisers lying in the harbor, and had come alongside the American Line pier, her transformation into a naval vessel began. The gilt letters spelling Paris on her stern were removed and in their place appeared the name Yale. Already the students of Yale University had begun to raise a fund wherewith to purchase guns for the new cruiser, and soon two rapid-lire 6- pounders were installed by them upon her decks, and duly christened "Eli" and "Handsome Dan," to distinguish them from the other batteries. On the second day of May, at 2.15 p. m. the former Paris went into commission in New York Harbor as an auxiliary cruiser in the American Navy. Captain Wise, U.S.N, took command, while former Captain Watkins, duly commissioned Commander, U.S.N., remained on board as navigating officer, together with the other old officers and crew. From the gov- ernment Navy Yard, near by, came a score of marines to man the guns. Having thus completed her armament and crew, the [28] U. S. S. HARRISBURG Yale on the same evening steamed out of the Narrows under sealed orders to scout for the Spanish fleet that had left the Cape Verdes with the expressed purpose of harrying the American coast. As soon as Sandy Hook and the buoys marking submarine mines were cleared, Captain Wise read his orders, and at once set his course for Porto Rico, where Admiral Cervera was expected to coal. While the Yale was cruising at a high rate of speed over the long expanse of ocean between New York and Porto Rico, her marines and crew were incessantly drilled in gun and rifle practice, firing at set ranges, or at floating flour barrels that served for targets. Early on the morning of the fourth day Porto Rico was reached, and by noon the Yale lay only four miles off" San Juan lighthouse. There she remained until evening, keeping a close watch over the harbor entrance, and that night the crew slept by their guns. Next morning Captain Wise decided to make the entire circuit of the island, and the Yale accordingly steamed from one Porto Rican port to the other, skirting the shores so closely that nothing could possibly escape her. To the coast dwellers of Porto Rico, this giant cruiser, coursing at full speed, appeared a wonderful thing indeed, and when passing at night, flashing her colored electric signals and playing her blinding searchlights along the shore, the superstitious natives crossed themselves and murmured with bated breath, "El Jumby, con tres chimeneas!" (Behold, a ghost ship, with three funnels!). Having completed the circuit, the Yale, two days later, once more found herself off the harbor of San Juan. What followed is thus graphically told by Ensign Henderson: "Cap- tain Wise and Commander Watkins were both upon the bridge, and as they neared the entrance to the harbor the former asked, 'What ship does the Yale resemble?' 'She might pass for the Cit/y of Rome,' replied Commander Watkins. Thereupon Captain Wise ordered the English colors run up and the City of Rome signals displayed, and steered close under the Morro where every corner of the harbor could be seen. Then, having made quite sure that Cervera's fleet was not within, Captain [29] r^ i f < p U. S. S. HARRISBURG Wise ordered the borrowed colors to be dipped in salute to the Spanish colors on the Morro, and as the ship passed under the guns which could have sunk her, the courteous and unsus- pecting gentlemen in the fort dipped the standard of Arragon and Castile. Scarcely was this pseudo-British merchantman out of range when the English flag was hauled down, the Stars and Stripes were hoisted in its stead, and the Yale started in pursuit of a Spanish steamer, which had come up from the eastward. At first the stranger tried to reach San Juan, then turned and headed for the harbor of St. Thomas. Meanwhile, on the Yale, the stokers who were off watch had volunteered to go down to the fires. The smoke poured from her giant funnels, and the twin screws drove her at top speed after the fleeing Spaniard. For an hour and a half the pursuit continued, and every minute the ocean greyhound drew closer to her prey. When close alongside "Handsome Dan," the starboard-bow gun, barked a hoarse note of warning to the Spaniard. A second shot across his bow did not stop him, nor a third, nor yet a fourth. Then Lieutenant Key sighted the gun himself and sent a shell right over the bridge where the captain was standing. Whether or not, as the Spaniard claimed, the shell really burst above his head and knocked him down, it certainly brought him to his senses. A moment later the steamer hove to and hoisted Spanish colors. The prize crew sent to board her found her to be the Rita, bound from Liverpool via Corunna to San Juan, laden with coal and merchandise. In her cabin was a solitary passenger, a Spanish lady, on her way to join her husband in San Juan. She appeared to stand in great dread of the American officers and bluejackets who took charge of the captured steamer, until their courteous demeanor proved her fears to have been vain. Later, when the Rita was taken to Charleston, this lady was, of course, released, and the ship was sold for a prize, netting the Government $150,000, half of which went to the officers and crew as prize money. The next vessel that was overhauled by the Ya/e flew Danish [31] U. S. S. HARRISBURG colors, and proved to be a despatch boat chartered by the American war correspondents. After this interview in mid-ocean, the Yale cruised for some days between Porto Rico and Danish West Indies, her object being to intercept any vessels plying on this well-beaten track. By May 10th, when she again appeared off San Juan, her true character as a commerce destroyer had evidently become manifest to the Spaniards. Scarcely had she been sighted off San Juan light when a Spanish man-of-war was seen to emerge from the harbor at top speed, heading straight for her, while the shore batteries opened fire vigorously, their shells, fortunately, falling some distance astern. Drawing well be- yond the reach of the long range guns on the fort, however, the Yale made the Spanish cruiser beat a hasty retreat by setting signals as though signaling to an American fleet to the north- ward. Thirty-six hours afterward. Admiral Sampson actually appeared with his fleet off San Juan and bombarded the place, as if to punish the Spaniards for their rash attempts upon one of our scouting cruisers, and on the same day the Yale ran into St. Thomas, and there encountered her sister ship, the St. Louis, waiting for orders from the Admiral. After a brief exchange of courtesies, the Yale once more set out to scour the Caribbean Sea. This time she cruised westward, and the lookout had just reported a vessel ahead, which appeared like a sister ship of the Rita, when Admiral Sampson's despatch boat Dauntless bore down upon the Yale and signaled her to stop. From the men aboard the former filibuster, Captain Wise first learned of the bombardment of San Juan, news of which seemed, indeed, but scant compensa- tion for the interrupted chase that had promised such a valuable prize. That night, however, the Yale once more appeared off San Juan lighthouse, and, setting two white lights, drove past the harbor in full chase after a strange vessel that had answered her deceptive signals, only to douse her lights and disappear [32] U. S. S. HARRISBURG into the gloom when she apprehended the fate that awaited her from the swift coursing American cruiser. This vanishing apparition of a monster ship flashing her quick flaring lights through the darkness, so it has been learned, frightened the panic-stricken people of San Juan nearly out of their wits. There were shrill cries of "El Jumby!" from the terror-stricken women, while others shouted: "The Americans are coming." This was followed by a scene of indescribable disorder — frantic men, women and children rushing pell-mell through the streets as they called upon all the Spanish saints to save them from another American bombardment. These scenes were enacted again and again during the next three weeks while the Yale was engaged in upholding her single- handed blockade of Porto Rico. Having been relieved by the St. Louis, the Yale was dispatched to Cape Haytien and in the picturesque harbor encountered the St. Paul. Here she waited for the cable dispatches which were transmitted to Captain Wise by the American Consul, who came aboard at midnight, while sentries paced the decks, to and fro, between the gun crews sleeping at their quarters, with the head masters keeping a sharp lookout from the crow's-nest, it being known that the port was swarming with Spaniards. Having received orders to patrol the dangerous entrance to the harbor of Santiago, together with three other cruisers selected for the purpose, the Yale proceeded thence at once, arriving on May 22d. Here she was assigned to patrol a course next to that of the St. Paul, and from that day the four swift-moving cruisers rushed back and forth between pre- arranged points, like the stars swinging around their orbits and wig-wagged their observations as they came within sight of one another at ends of their elliptical course. On May 28th, the day that the St. Paul signaled to the Minneapolis and the Yale that three Spanish cruisers were emerging from the mouth of the harbor, the American Flying Squadron appeared and Commodore Schley, after relieving the auxiliary cruisers of their patrol, detailed the Yale to lend a line to the slow-laboring collier Merrimac. On the following day the Yale cast off to let the Texas and 3 [33] U. S. S. HARRISBURG the Marblehead coal from the Menimac, while she was ordered to proceed with the 5^. Paul to Port Antonio, and thence west- ward along the north coast of Cuba to Key West and join Admiral Sampson, On the way, while off Cape Maysi, she encountered the New Orleans steaming eastward and exchanged night signals, acquainting her with the whereabouts of the Spanish fleet and Commodore Schley's Squadron. Next day, Admiral Sampson's squadron hove in sight and Captain Wise immediately went on board of the Flagship and reported short fuel. Admiral Sampson promptly ordered the Yale home to coal and four days later she dropped her anchor in Hampton Roads with barely enough coal left in her bunkers to run one hour longer. During the three weeks that the Yale remained at Fortress Monroe she underwent changes. Her sides were covered with a dull gray war paint to make her conform with other fighting ships in the American Navy, all but one of her life-boats were sent ashore and eight 5-inch rapid fire guns were added to her battery. The officers received their commissions and the crew, which now numbered 430 men all told, provided themselves with a small black goat which they named "Eli" after one of the guns given by the college. On June 24th Brigadier-General Duffield came on board with 1,300 men of the 23rd and the 34th Michigan Volunteers, and the Yale started at once for Cuba. Within three days she hove alongside Admiral Sampson's flagship, the New York, lying off" Aguadores together with the Oregon, Iowa, Massachusetts, New Orleans, Vesuvius and other American men-of-war, and was ordered to proceed at once to Siboney, there to follow the example of the other transports of disembarking troops. In course of the same day all the Michigan soldiers were landed. While steaming up and down the coast to collect homeward bound mail from the many ships of the squadron and transport fleet, she was visited by the foreign military and naval attaches, who evidenced the liveliest interest in this great merchant con- verted into an auxiliary cruiser. From Santiago the Yale ran down to the other port of the North Atlantic Squadron blockading Havana and performed [34] U. S. S. HARRISBURG the same good offices for American ships there, touching finally at Key West. In the beginning of July she was ordered to Charleston to transport more troops. This time it was the 6th Massachusetts Volunteers bound for Porto Rico, and then with them came General Miles, Commanding the United States Army, together with his staff hurrying to the front at Santiago. By July 12th the Yale was once more off Siboney and General Miles was landed with such dispatch that he was able to reach the front before the surrender of the Spanish forces beleaguering Santiago. After the capitulations, General Miles returned to the Yale, which together with the other transports was awaiting him in Guantanamo Bay. The encampment of the marines established here by Captain McCalla, of the Marblehead, under a baptism of fire, had by this time grown to the proportions of a well- organized military camp, and from this point another army of invasion was preparing to pounce down upon the last Spanish possession in the western hemisphere. The expedition to Porto Rico started on July 22nd, and the Yale acted as flagship. The long drawn fleet of transports and convoying warships steamed slowly past the green shores of Hayti and Santo Domingo, to come to a final halt at the unexpected anchorage off Guanica, the spot selected by General Miles for his first debarkation and attack. Soon afterwards, when the American flag was seen to rise over the nearest Spanish stronghold, there was a scene of un- bounded enthusiasm among the troops and sailors gathered on the decks of the Yale, for they realized one and all that the conquest of Porto Rico had begun. Upon her return north from Porto Rico, the Yale was held for a fortnight in New York Harbor, coaling and overhauling her batteries until she was ready to make her third and last run to the front with a regiment of marines dispatched to garrison Santiago de Cuba. It was time for the marines to arrive, for most of the [35] U. S. S. HARRISBURG troops had been ordered home, and among these were the 3rd and 20th Infantry, who were assigned to the Yale. When Long Island was reached and the homeward bound soldiers had been landed at Camp Wikoff, the Yale was ordered to New York to disarm. On the last of August, her officers were mustered out of the naval service, or ordered to other ships, the crew paid off and the Yale went out of commission to resume her services in the American Liiie as the Paris. Officers of the U. S. S. Yale 34 Complement. Bluejackets 381 Marines 50 Battery. Eight 5-inch Rapid-firing guns. 1,200 Rounds of Ammunition. Four 3 pounders. 1,200 Rounds of Ammunition. The restoration of the American Liners from the cruisers of war to merchant steamers occupied but little more time than did the change from liners to cruisers, and when their peaceful occupation was resumed, there was not a mark to tell of the hazardous cruises, aggregating for the Paris a distance of fifteen thousand miles. Through the vigilance of her officers she escaped unscathed and her appearance was a matter of general surprise as, renovated, refurnished and dressed in the garb of peace and every whit as spick and span as when she made her maiden voyage she sailed out of New York Harbor to lake up once more her mission as an agent of commerce, the U. S. M. S. Paris. She was very successful in her schedule runs from New York to Southampton and Cherbourg, until one evening in 1900, during a thick fog, she ran on the rocks of Falmouth, England, and was hard and fast for a whole year. Eventually she was floated off with the aid of pontoons and towed to Belfast, Ireland. This was one of the largest salvage operations at- tempted up to that date. After being fitted out with new engines and boilers and generally remodeled she entered the mail [36] U. S. S. HARRISBURG and passenger service once more, her name being changed to the U . S. M. S. Philadelphia. It was in this overhauling that her third smokestack was removed. Sailing once every three weeks from New York to Southampton, she made seventeen round voyages in one year, a record that is known all over the United States and abroad, and by that name she has constantly traversed the North Atlantic since 1900, until taken over by the United States Navy in the present war, where, owing to the fact that there was a ship in the Navy having that name, she was renamed the U. S. S. Harrisburg. However, as many times as she has been scaled from trunk to keel, even recently her Christian name, the City of Paris, is plainly to be seen on her bow and all of the chipping and hammering that have pounded her sides have not removed it. It is like saying, "You cannot change the leopard's spots." In 1902 the U. S. M. S. Philadelphia began stopping in at the port of Plymouth, England, sailing from New York on a Saturday, arriving on the schedule time the following Saturday morning at Plymouth, going to Southampton in the afternoon of the same day, where a stop of a week was made for coaling and cargo, sailing on Saturday for New York, but stopping at Cherbourg, France, for passengers. In February, 1902, our ship was equipped with the Mar- coni wireless system, three years before the wireless came into use for commercial purposes, and was therefore the first ship to be fitted with wireless communications. Mr. Marconi himself carried on his experiments aboard this vessel, making several voyages during this time. In February, 1902, the first long distance message sent out from any land station was received in mid-ocean by the U. S. M. S, Philadelphia and an- nounced the fact that Cicero had won the English Derby. She remained in communication with the Marconi station at Land's End for a distance of 1,550 miles. The ship made constant eventful voyages from that time until the outbreak of the great war, August, 1914. She arrived at Southampton the day before the war was declared between Germany and France, having aboard Ameri- can representatives bound to the peace conference to be held at Berne, Switzerland. [37] Chapter IV ACTIVITIES FROM AUGUST, 1914, TO APRIL, 1917 When war was declared between Germany and France, the Philadelphia was in Southampton, and on the following day arrived at Cherbourg. War was declared between Eng- land and Germany, on Monday, the ship sailed for the States on the Wednesday after the war started, loaded to her capacity with homeward bound Americans. She was the first relief ship to sail from Europe for the States at the beginning of European hostilities. There were practically a million Americans stranded in Europe at that time and so quickly did the German hordes sweep down, and so quickly did Europe go on a war footing, that there was almost a panic among those visiting Europe. The ship was filled to overflowing — millionaires and bankers of prominence slept in steerage quarters and on the decks, in order to secure passage to their native land. Nor was there any complaint among the crowd as they were all too glad to be on an American vessel going west. This was her last voyage to Southampton, for after this time she ran to Liver- pool, going around the north coast of Ireland. She observed the rules and regulations of a neutral ship, and during this period had no conflict with the combatant parties. She had the American flag painted very conspicuously on her sides, amidships. On her voyage of December 30, 1916, New York to Liver- pool, she had on her long passenger list. Countess Dumas, and the American Ambassador to Spain, the Honorable Joseph E. Willard and wife. The ship left Liverpool on her return, January 12, 1917, leaving New York again January .27th, 1917, going into Liverpool after February 1st, when the Huns made their war zone declaration. In further defiance, she [ 39 ] U. S. S. HARRISBURG left Liverpool, February 14th without guns or convoy and ran at full speed through the war zone in utter darkness. Upon her arrival in New York the burning question was up, "would the United States allow the Imperial German Government to dictate, how^ and where our ships should go." The American Line refused to let its ships sail without an armed guard. In March, 1917, we sailed with two six-inch guns forward and two six-inch guns aft, manned by naval armed guards under Chief Boatswain Schryder, and returned to New York safely without encountering the German ships. Target practice was held during the voyage and the six- inch guns of the Spanish- American War type proved inadequate and were taken off when she arrived in port, and replaced with four-inch guns, two forward and two aft. In the interval, between the declaration of war in Europe, August 2nd, 1914, and April 6, 1917, two years and nine months, she made forty-three round voyages from New York to Liverpool, without convoy, having no accident of any kind. One of the Forward 4-inch Guns [40J Chapter V ACTIVITIES FROM APRIL, 1917, TO MAY, 1918 When war was declared between the United States and Germany, April 6, 1917, the ship was at Pier 62, North River, New York, ready to sail. She changed her merchant marine color for a solid coat of war-gray and after being held up by the port authorities for a day, she sailed April 16th for Liver- pool with the following officers: Captain H. Candy Chief Officer C. R. Newman First Officer A. R. RiccA Second Officer W. E. MuTZELL Third Officer W. F. TooMEY Fourth Officer C. F. Smith Fifth Officer H. E. Mayfield Purser J. A. Lock Surgeon H. Inglis Boatswain Ernest Sargent Carpenter J. J. Perfetti Chief Steward J. Nelson Chief Engineer William Joyce Senior Engineer Ernest Prince Executive First Asst. Engineer John Hynd Junior First Asst. Engineer JoHN Turner Senior Second Asst. Engineer. . .Alexander Allen Junior Engineers: JOHN Cardow, George Turn- STROM, William G. Walls, Walter McBride, Harry A. Quail, John Gunning. Chief Electrician William C. Squibb Machinist Charles Divett [41] U. S. S. HARRISBURG UNITED STATES NAVAL GUARD F, L. Riefkohl, Lieut., J. G., U. S. N., Commanding Forward ."^ Aft W. J. Freeman In Charge R. W. Brooks In Charge G. N. Maynard Assistant J. G. Ridenour Assistant No. 1 Gun No. 3 Gun Gun Captain. Pointer Trainer Sight-setter. . Loader. . I. K. Lederman . . .J. F. Guess , .E. G. Gorman . .H. A. McPhee . . . A. T. Disher Gun Captain. . Pointer. ...... Trainer Sight-setter. . . . Loader CM. Hoyle . ..W. J. Wingate , C. A. Griesbaum .E. V. L'Hernault J. C. Wolski No. 2 Gun No. 4 Gun Gun Captain Pointer Trainer Sight-setter. . Loader . .J. M. Welch Gun Captain A. B. Jakobsen . . . R. I. Smith Pointer L. A. Neely J. D. Dunihoo Trainer W. H. Hunt G. T. Trawick Sight-setter D. R. Hartman J. C. Williams Loader .M. R. Beauchamp Machine Gun, J. Schneider Supernumerary, T. H. Rickard On this trip she had only 54 passengers and in addition a large amount of coal and cargo. In contrast with her first voyage from Europe, in August, 1914, it is evident there was no rush for passage across the Atlantic, as the Philadelphia sailed from Liverpool for New York, in 1917, with only 154 passengers, the most prominent being Rt. Rev. C. H. Brent, Bishop of the Philippines. Her next voyage in May was without special interest. She landed her cargo safely on the other side and on her return brought over to the States a number of American and British Naval officers, for consultation at Washington, On her third voyage she left New York, June 19, 1917, with only thirteen passengers, but with an important cargo, and upon her arrival in Liverpool, His Majesty, George V., of England, paid her a visit, coming aboard especially to inspect our armed merchantman and gun crews, who had so bravely defied all menaces of the submarine and to see the ship that [42] U. S. S. HARRISBURG was keeping up her schedule in defiance of so many obstacles and sailing without convoy. The ship was in Liverpool, July 4, 1917, sharing in the great celebration which JEngland held upon that occasion, commemorative of the anniversary of American independence. Sailing from New York on her fourth voyage, July 26, 1917, she left with 434 passengers, including large numbers of United States military officers and, needless to state, a vessel like this, running continuously across the Atlantic, carried a large number of the first 5,000 American soldiers taken "Over There." With this voyage began her c.ireer of getting our soldiers to France. Among them were the follow- ing Generals of the United States Army: F. H. French, Peyton C. March, S. P. Sturgis and A. Alboid. In relurnin?, Liverpool to New York, she brought His Grace, tho LorJ Archbishop of York. On May 20th, while coming out of the Mersey River at Liverpool, an accident occurred when the S. S. Alsatian r.ui into the Philadelphia, damaging her clipper-bow and forcing her to go into dry dock for 48 hours, after which she sailed for the States. It took five weeks to repair the damages done to the Alsatian. The first notice from the enemy was on June 26, 1917, near the Torilo Islands, off the north coast of Ireland, and bound for Liverpool, when a torpedo was fired at her, which, however, fortunately missed her by a few yards astern, the enemy submarine misjudging the speed and the zigzag course foiling her in getting an accurate calculation of the course of the liner. This was in broad daylight and although no sub- marine could be seen, the guns were trained and fired in the direction from which the torpedo had been fired. Thereafter, when she was coming out of Liverpool, the U-boats would show great activity, and she was frequently warned by the British naval craft, at one time putting into Queenstown for a brief lay-over and again into Lough Swilly and Belfast. In October, 1917, she received her first coat of camouflage, consisting of green and pink squares, one of the systems then in vogue and much used, to make a ship blend into the hazy [43] U. S. S. HARRISBURG atmosphere at sea. She retained this coat of camouflage for the remainder of her cruise as the U . S. M. S. Philadelphia. The next trip of interest was April 16th, 1918, her first voyage in a convoy. As the vessel left Ambrose Channel she joined five other vessels for convoy, the following day two new ships joined the convoy and on the next day the U. S. S. Seattle with five other ships joined in, making a total of fourteen vessels count- ing the escort cruiser. All went well until off the Irish coast, a submarine attacked one of the rear vessels in the formation and the English destroyers, which had just joined the convoy, started after the submarine which immediately submerged. However, four depth bombs were dropped with unknown results. This was on April 26th, and on the following afternoon a sub- marine attacked a small British trawler in the vicinity of the convoy and one of the English destroyers saved her from being sunk. The vessel dropped anchor in the Mersey River at 10.30 A. M., April 28th, taking twelve days to make the trip, being held back by a slow speed convoy. On her return, she left Liverpool, May 7, 1918, with a very slow convoy, the escort of British destroyers leaving after two days out, when the Philadelphia left the convoy astern and speeded for New York, arriving there May 16th. This was her last trip before the Navy took her over, having made eleven voyages to Liverpool since April, 1917. Im- mediately upon her arrival in New York, and after discharging her passengers and cargo, she proceeded to the Navy Yard, Brooklyn, to be overhauled and her troop-carrying capacity enlarged. [44 Part II U. S. S. HARRISBURG ITINERARY OF VOYAGES OF THE U. S. S. HARRISBURG Placed in Commission May 29, 1918 Voyage No. 1 — Left New York June 16 Arrived Liverpool July 1 Left Liverpool July 10 Arrived New York July 18 Voyage No. 2— Left New York July 21 Arrived Liverpool August 3 Left Liverpool August 12 Arrived New York August 20 Voyage No. 3— Left New York August 30 Arrived Brest September 12 Left Brest September 23 Arrived New York October 2 Voyage No. 4.— Left New York October 11 Arrived Brest October 21 Left Brest November 6 Arrived New York November 14 Voyage No. 5 — Left New York January 18 Arrived Liverpool January 27 Left Liverpool January 31 Arrived Brest February 2 Left Brest February 5 Arrived New York February 15 Voyage No. 6 — Left New York February 22 Arrived Liverpool March 4 Left Liverpool March 7 Arrived Brest March 9 Left Brest March 10 Arrived New York March 19 Voyage No. 7— Left New York. March 26 Arrived Liverpool April 5 Left Liverpool April 10 Arrived Brest April 11 Left Brest April 12 Arrived New York April 21 Voyage No. 8— Left New York April 28 Arrived Liverpool May 7 Left Liverpool May 13 Arrived Brest. May 14 Left Brest May 15 Arrived New York May 23 [47] 1918 1918 1918 1918 1918 1918 1918 1918 1918 1918 1918 1918 1918 1918 1918 1918 1919 1919 1919 1919 1919 1919 1919 1919 1919 1919 1919 1919 1919 1919 1919 1919 1919 1919 1919 1919 1919 1919 1919 1919 U. S. S. HARRISBURG Voyage No. 9— Left New York May 28, 1919 Arrived Liverpool June 6, 1919 Left Liverpool June 17, 1919 Arrived Brest June 18, 1919 Left Brest June 18, 1919 Arrived New York June 26, 1919 Voyage No. 10— Left New York June 28, 1919 Arrived Norfolk June 29, 1919 Left Norfolk July 14, 1919 Arrived Liverpool July 23, 1919 Left Liverpool August 4, 1919 Arrived Brest August 5, 1919 Left Brest August 20, 1919 Arrived New York August 28, 1919 Placed out of Commission September 25, 1919 JUST A VOLUNTEER Why didn't I wait to be drafted. And be led to the train by a band; Or put in my claim for exemption — Oh! Why did I hold up my hand? Why didn't I wait for a banquet, Why didn't I wait for a cheer? The drafted men got all the credit . I was only a volunteer. Nobody gave me a banquet. Nobody gave a kind word; The puff of the engine, the grind of the wheels. Were the only farewells that I heard. Then off to the camp I was hustled. To be trained for the next half year; And be in the shuffle forgotten . I was only a volunteer. But perhaps, some day in the future. When my child sits on my knee. And asks what I did in the conflict, And his little eyes look up at me, I will gladly look into the face That at me so trustingly peers, And tell him that I wasn't drafted I was one of the volunteers. [49] Chapter I ENTRY INTO WAR SERVICE On May 29, 1918, this famous liner was placed in coni- niission in the United States Navy as the LL S. S. Harrisburg, in the Navy Yard at New York. It was necessary to change her name again because there was already a vessel on the Naval Register of her former name Philadelphia. Practically all of the merchant officers went into active service in the United States Naval Reserve Force, being assigned to various duties. The officers and men who joined to serve on board and who remained on board this vessel until the cessation of hostilities are: Commander Hem-y A. Candy, U.S.N.R.F. Lieutenant-Commander William loyce, U.S.N.R.F. Lieutenant Charles F. Smith, U.S.N.R.F. Lieutenant (j.g.) William F. Toomey, U.S.N.R.F. Lieutenant John Hynd, U.S.N.R.F. Lieutenant John Turner, U.S.N.R.F. Lieutenant (j.a;.) Alexander Allen, U.S.N.R.F. . Lieutenant (j.g.) William G. Walls, U.S.N.R.F. Ensign Harry E. Mayfield, U.S.N.R.F. Ensign Harry A. Quail, U.S.N.R.F. Ensign William C. Squibb, U.S.N.R.F. Chief Pay Clerk John A. Lock, U.S.N.R.F. Carpenter Joseph J. Perfetti, U.S.N.R.F. Roatswain Ernest Sargent, U.S.N.R.F. Machinist Charles Divett, U.S.N.R.F. Chief Boatswain's Mate William Barker, U.S.N.R.F. Steward Frank Donnelly, U.S.N.R.F. Quartermaster 1st Class Rudolph Rubelli, U.S.N.R.F. When this ship was taken over the Navy was in its vast expansion and no time or thought was given to aught else but to the stern prosecution of the war. Therefore, but little ceremony took place to mark the occasion of the commissioning of the Harrisburg. At 10.00 A. M., May 29, 1918, the ship [50] U. S. S. HARRISBURG was officially turned over to the Commanding Officer, Com- mander Wallace Bertholf, U.S.N., by the representative of the Commandant of the Brooklyn Navy Yard, to whom the vessel had been turned over by the American Line of the Interna- tional Mercantile Marine Company. Colors and the commis- sion pennant were hoisted, Commander Bertholf read his orders from the Navy Department to command, and the ship was officially commissioned. The date of going into commission the following officers, in addition to those already mentioned above, were attached to the ship: Wallace Bertholf, Commander, U.S.N. Benjamin K. Johnson, Lieutenant-Commander, U.S.N. Wilbur V. Shown, Lieutenant, U.S.N. Valdemar Arntz, Lieutenant, U.S.N.R.F. Ray V. Tillett, Lieutenant, U.S.N.R.F. Ernest L. Posey, Lieutenant, U.S.N.R.F. Edwin M. Post, Lieutenant, U.S.N.R.F. Chester E. Morris, Lieutenant, U.S.N.R.F. Charles Keeman, Ensign, U.S.N.R.F. Truxtun H. Parsons, Ensign, U.S.N.R.F. Francis L. Sperry, Ensign, U.S.N.R.F. Patrick J. Guiney, Ensign, U.S.N.R.F. Carl H. Carlson, Ensign, U.S.N.R.F. Stuart G. Garrett, Ensign, U.S.N.R.F. Walter J. Flower, Ensign, U.S.N.R.F. Howbert Van Dyne, Ensign, U.S.N.R.F. Herbert A. Lichtenstein, Ensign, U.S.N.R.F. Charles E. Ryder, Medical Inspector, U.S.N. John G. Powell, Assistant Surgeon, U.S.N. Alvin A. Sibila, Assistant Surgeon, U.S.N. Philip S. McGann, Assistant Surgeon, U.S.N. Phillips Bradley, Assistant Paymaster, U.S.N. Beach M. Cheneweth, Assistant Paymaster, U.S.N.R.F. Harold V. Farnsworth, Assistant Paymaster, U.S.N.R.F. Oscar Eng, Boatswain (T), U.S.N. Warren Graeff, Ensign, U.S.N. Eskil W. Sohlman, Gunner (T), U.S.N. Charles A. Marlin, Gunner (T) , U.S.N. Lawrence B. Leonard, Pay Clerk, U.S.N.R.F. John J. Lane, Pay Clerk, U.S.N.R.F. James G. Anderson, Pay Clerk, U.S.N.R.F. James A. Kirkpatrick, Pharmacist, U.S.N. Halabie S. White, Carpenter, U.S.N. [ 51 ] U. S. S. HARRISBURG There were 278 men attached to the ship on the date of commissioning snd work was going on incessantly to convert her into a troop carrying transport, and Navy Yard workmen began their work which seemed to be "tearing the ship to pieces." This work was kept up day and night, Sundays and holidays, and soon the ship seemed to be an utter wreck, and then the work of conversion began. On June 8th, she left the Navy Yard pier "C" and entered the dry dock. Water was left in the basin in order to conduct an inclining experiment. All hands left the ship during the experiment and heavy weights to pull the vessel over to an angle sufficient to test her stability were applied to each side. The Hull Board examined the bottom and every test was made to be assured of her stability to safely transport troops. It is quite a different proposition in carrying troops to that of cargo, but the stability and seaworthiness of the Har- risburg was best proved by her thirty years' travel. She re- mained in dry dock until June 17th, when she was towed out a thoroughly rebuilt transport. No accident marred her conver- sion. She already had guns when she put in at the Navy Yard, but received a new style of camouflage. She left the Navy Yard under her own steam and went to her old pier, No. 62, Hudson River, where preparations were made for coaling and to embark troops. A new draft of men for the ship's comple- ment were received and they were busy loading stores and preparing for sea. They not only worked all day but far into the night. By midnight, June 19th, only two days after reach- ing her pier, all coaling, water and stores were on board and the workmen left the ship and reconstruction work was an- nounced complete. Over 5,000 bags of mail were aboard for the British Isles, 200 Naval recruits for transportation overseas, and 2,200 troops taken on from 8.15 P. M. to midnight, com- plete with their equipment. The Harrisburg was thus converted in a remarkably short time and ready for sea, her second cruise in the Navy. As the troops came aboard they were given instruction cards and safety regulations, some of which are reproduced here: [52] ,m U. S. S. HARRISBURG GENERAL AND SPECIAL SHIP ORDERS AND INSTRUCTIONS Decks The decks of this ship are numbered as follows: The highest deck on which one may walk from the bow to the stern is the First Deck. The decks are numbered 2, 3, 4, below this first deck and lettered "A" above this first deck. General Upon embarking, all flashlights and matches will be collected by the Army Officers and will be kept under lock and key until arrival at point of disembarkation, when they will be returned. No flashlights are to be kept, as they are the greatest menace to your safety; signals can be sent to the enemy by flashlights. No matches are to be used. A match being struck can be seen from two to three miles at night. Smoking lamps will be provided in the spaces where smoking is permitted. There will be no smoking during the daytime, except on the open decks. After sundown, smoking will be prohibited on the open decks. Troops may smoke from sundown until 8:45 P. M. in the troop mess hall and in no other place. Troops must keep out of the crew's quarters at all times, except where the arrangement is such that the troops must pass through crew's quarters to get to their own. Where this is necessary, troops will not loiter in crew's quarters. No smoking will be permitted in sleeping quarters at any time. No port hole is to be opened at any time for any reason. When conditions permit, certain port holes will bs opened by a regular ship's detail and by no one else. Nothing is to be thrown overboard for the reason that the enemy submarine will see it after the ship has passed and will be in a position to wireless ahead to another waiting submarine, which can result in disaster to the ship. Put trash, paper, etc., in the cans and boxes scattered throughout the ship provided for this purpose. Garbage, trash and articles that float will be dumped over the side from regular garbage boxes at a specified time each day and at no other time. Spitting on the decks breeds and spreads disease and is prohibited. Chewing tobacco is forbidden. Passageways must be kept clear at all times. Do not loiter or sit in passageways. Keep moving through passageways at all times. Accoutrements must be placed on or under the bunks, or out of the way, so that men can leave and pass through these bunk spaces quickly in cases of emergency. No intoxicating liquor or beverages are permitted on board ship. [54] U. S. S.HARRISBURG Troops are not allowed in any part of the Engineer's Department for any reason whatsoever. Troops are positively forbidden to tamper with electric light switches and boxes. Whistling is not permitted on board Naval vessels, boatswain's mates carry small silver pipes with which to call attention before passing orders. They are appointed to do this, and are paid for it. Do not interfere with their job by your own whistling. After taps at night utmost silence must be maintained about the ship. In case of alarm of any kind, the important duty of each man is to maintain silence and be calm. Care of Living Spaces No washing of clothes will be permitted in troop spaces. Food will not be carried in living spaces. Cans and boxes will be provided in each living space and about decks, into which all refuse shall be placed. The police detail will see that these cans are emptied into the large garbage receptacles on the open decks as soon as they are filled. By keeping the living spaces clean the number of sick on board will be kept at a minimum, and each troop can assist the police detail materially by being careful not to scatter refuse about the living quarters. Any man vomiting on board will be required to clean it up. Troops are warned that there are cans provided for those that become seasick, and who cannot keep from vomiting. No nuisance will be permitted in living spaces or in the water- ways, or about the decks of the ship. The mail of troops will be handed into the Adjutant's desk, where it will be censored by Army Officers. Troops will not bs permitted to communicate with the shore at any time until they have actually disembarked. When troopers are not on duty but are walking about the decks, both day and night, they must report to the nearest lookout they see whenever they sight anything in the water, whether it is a box or a piece of wood. Periscopes have been found alongside of an apparently innccent-looking barrel or box, therefore it is necessary that each individual keep a lookout on the water for anything that floats. Wash Rooms, Showers and Latrines The supply of fresh water is very limited. Fresh water must not be wasted, and troops will be careful not to waste any water at the drinking fountains. No smoking or loafing will be permitted in wash rooms or toilets. [ 55 ] U. S. S. HARRISBURG The showers are salt water and it is necessary that salt water soap be used. This salt water soap may be purchased in the Ship's Store or obtained from the Welfare Workers aboard. Troops are informed that salt water showers are very healthy and beneficial, and they should take as many salt water showers as possible. Do not throw tobacco bags or tobacco tins, or refuse of any kind, in the urinals and latrines, as this will block them up, the result being that those troops living near the urinals and latrines will be in an unhealthy atmosphere and some of them may be taken sick. Efficient urinals and latrines are difficult to maintain without the proper co- operation of each individual man. Additional in Force at Sea Keep alert for submarines. Do not take off any clothing. Keep warmly clad. Keep your life-jacket and filled canteen on day and night. No hammocks for ship's company. Ship's company camp out nearest to stations as ordered. No lights after sunset. No smoking on open decks after sunset. Throw nothing overboard. Know your stations at drills. Do not spit on the deck. Warning ! Failure to comply — court-martial offense Routine The following routine for troops will continue throughout the voyage : 8:00 Reveille. 8:15 Assembly (for mess). 8:30 Compartment cleaning. 8:30 Mess. 11:00 Inspection of troop spaces. 1:00 Drills. 3:15 Assembly (for mess). 3:30 Mess. 4:30* Compartment cleaning. 5:30 Inspection of troop spaces. Sunset Retreat. Messing of Troops Troops will be messed twice daily, at 8:30 A. M. and at 3:30 P. M. Meals will be served as usual on the cafeteria plan, troops passing [56] U. S. S. HARRISBURG through mess hall continuously during mess hours. Troops will be routed in the following manner: Assembly will be sounded on the bugle and all troops will go to their parade or deck stations. As soon as the compartments are cleared, compartment cleaners will proceed to clean the allotted space while troops are on deck, and compartment cleaners will be served upon completion of this work. As soon as all troops have assembled at their stations single columns will form on the starboard and port side of First Deck. This will form double columns on both sides leading down the circular stairway through Second Deck to mess hall. There will be a continuous flow of men through main mess hall going out two forward doors, down circular stairways and out on deck. Troops will use their own mess gear and will wash mess gear in the troughs provided at the forward end of main mess hall. Troops will mess in the main mess hall on the Second Deck in compartment "E." Food will be issued on the cafeteria system, i.e., the food will bs given each man as he passes a food serving table, the man going to a table as directed by ushers; and when he has finished eating he will take his mess outfits to the wash trough, scrape the uneaten food from his mess outfit into a garbage can provided, wash his mess outfit in the wash trough, then go forward and up to the First Deck. In order that meals may be served hot and served promptly and quickly, troops will not loiter at any time from the time they start into the mess hall until they are up on deck again, except when they are actually eating their food. No food will be taken from the mess hall. Emergency Drills Troops are not required to take part in fire, collision or torpedo defense drills. When the fire alarm (rapid ringing of ship's bell), collision alarm (sounding of ship's siren), or torpedo defense drill (ringing of general alarm gongs) are sounded, troops will go to their designated stations quickly and quietly; if during time in bunks, go to bunk and await orders. If necessary, troops will be called upon to assist the ship's crew in an emergency. Abandoning Ship The Navy crew and troops are proportionally assigned boats and life rafts. As there are not sufficient boats for all hands, a certain number of blue- jackets and troops are assigned to life rafts. Boats are numbered from forward, aft, even numbers on the port side, and odd numbers on the starboard side. There are fourteen boats on board, numbered 1 to 14 inclusive; beginning with No. 1 forward on starboard side. [57] U. S. S. HARRISBURG At abandon ship, troops fall in abreast their boat on No. 2 Deck, starboard or port side, as the case may be. The location of each boat is shown by number painted on the bulkhead. Those assigned to rafts will fall in on No. 1 Deck, starboard and port side. Each group of rafts is numbered on the bulkhead. There is a Naval Officer and crew assigned to each boat for the purpose of lowering the boat and handling it after being launched. Troops will not assist or interfere in any way with the handling of the boats unless called upon. In case of an actual emergency, the boats will be lowered into the water, and troops will go over the side on Jacob Ladders and knotted ropes, which are provided for that purpose, and will either get into the boat alongside the ship, or, in case of rough weather, will swim for the boat, which will necessarily lay off the ship a few yards. The after boats are lowered first. Boats are lowered upon signal from the bridge, a mechanical horn being used. In some instances there are two boats on each set of davits, in which case the lowest number, or outboard boat, will be lowered first. At drill, and in case of emergency, it is absolutely necessary that all hands go to their stations quickly and quietly. Do not walk or loiter, but go on the double. It is necessary that as little noise as possible be made to facilitate the passing of orders in connection with the handling of boats, etc. In case of accident at sea there will be plenty of time for all hands to get off the ship by keeping cool and going quickly to their stations. Upon sounding of abandon ship call on the bugle, and passing of the word by the Boatswain's Mate, troops will go to their assigned station and fall in, keeping well inboard to leave a passageway. While at abandon ship drill no smoking will be allowed. Officers in charge of boats will see that all men are carefully instructed as to their duties at abandon ship and know the route even in the dark from the bunk to the boat, and at each drill a muster will be held and all men accounted for. Life Rafts Life rafts are placed at convenient places on the upper decks. These rafts have a capacity of fifteen to sixty men each, and are stowed in groups of sufficient rafts for all men assigned them. These rafts are designated by groups beginning with No. 1 group, starboard side of No. 1 Deck. Odd numbered groups on the starboard side and even numbered groups on the port side. In an emergency or at drill, men assigned to life rafts will go to their raft quickly and quietly and fall in in two ranks so as not to obstruct traffic. In the event of abandon ship, life rafts will not be launched until boats are clear [58] U. S. S. HARRISBURG of the ship, and in launching them great care will be exercised to see that they do not strike boats or men in the water. In case the ship is to be abandoned at sea, life rafts are lowered over the side and the men assigned will go over the side on the Jacob Ladders or knotted ropes provided and man the rafts. Under no circumstances will rafts be launched until ordered by competent authority. At sea men are required to have their life preservers with them, or handy, at all times, and while in the danger zone are required to wear them continually, except when sleeping, when they will be cau- tioned to keep life preserver nearby, ready for instant use. Troops will be cautioned to keep life preservers as clean as possible, and not to mutilate them, as they will have to be used by troops on the next trip. Upon leaving the ship, life preservers will be left in the bunks. Hospital The hospital is located aft on No. 2 Deck amidship and location for holding sick call is at the same place. Ship's Organization The ship's company was divided up into nine divisions as follows: First, Second, Third and Fourth Divisions — Deck. Fifth Division — Engineers. Sixth Division — Supply. Seventh Division — Medical. Eighth Division — Navigation. Ninth Division — Construction and Repair. In time of peace, one or two men are all that are required to man a lookout station. They generally stay in the crow's-nest on the foremast, unless in a fog when the lookouts are doubled and put in the eyes of the vessel. Looking for the periscope of a submarine is something very different from peace time operations; besides, the peri- scope is very small, extending only a few inches, perhaps, above the water and no larger than your arm. In this war, owing to the low visibility of a submarine's periscope, every man available was used as a lookout. Ninety per cent of battle with a submarine goes to seeing the sub- marine, and then, by manoeuvres, her tactics can be foiled. Forward on the foremast was a lookout station known as the foretop. In the war zone this lookout station was manned by one officer and two men. Directly over the bridge was the main lookout station known as the Control. It was a circle of lookouts, divided into eight [59] U. S. S. H A R R I S B U R G sectors of 45 degrees each, and with a man on each sector a vigilant watch was kept for the enemy. Each man would keep his glasses continuously glued on his own sector and thus the complete circle of the water all around the ship was always scanned. In addition to the eight lookouts there was a Control Officer, Assistant Control Officer, a man on the telephones to the guns, a man on the voice tubes to all the other lookout stations, another man on the telephones to the other lookout stations, and a messenger. On the stern of the vessel was the After Control Station, manned by one officer and two men. In addition to all these there were four lookout stations on each side of No. 1 Deck, each with a sector of 45 degrees to scan, on the mainmast a lookout station similar to that on the fore- mast. All of these stations had intercommunications by both voice tubes and telephones to the Control over the bridge. Before we begin our voyages, it is important to understand the vigilance exercised while in port to safeguard the ship against enemy agents. Some of the precautions taken were: 1. While lying at a dock all officers and men are enjoined to keep the most alert lookout, whether on actual duty or not, for any suspi- cious persons or happenings aboard the ship or in its vicinity. 2. Armed sentries will be posted at each gangway on the deck, one forward and one aft on the ship. 3. After dark no man will be permitted on the dock, or in the vicinity of the ship, who is not recognized as a member of the crew, or who has not a proper pass or other means of identification. Every person coming on board this ship will be required to pass over the forward gangway, and he will be held at the foot of the gangway until the sentry assures himself that the Officer-of-the-Deck is at the head of the gangway, ready to receive him and identify him. The after gangway is for the ship's working parties, ship's stores, garbage, etc. 4. The fact that a man is wearing the uniform of an Army or Naval Officer will not be considered as evidence that he is such, and unless the Officer-of-the-Deck identifies him, and finds out his business, he will not be allowed on board the ship until some officer comes to the gangway and identifies him. No civilian except Navy Yard work- men, wearing their proper badges, will be permitted to go anywhere around the ship without being accompanied constantly by an officer or man of this vessel. The Officer-of-the-Deck will require Army Officers to show a proper pass. [ 60 ] u. s. s. HARRISBURG 5. Special lookouts and guards will be stationed in the coal lighters and in the vicinity of the chutes while the ship is being coaled. The detail to be made out and the necessary orders issued by the Engineer Officer. 6. Every package going or coming, even of the smallest size, unless carried by an officer who is positively recognized as such, will be opened and carefully examined by the Officer-of-the-Deck or Junior Officer-of-the-Deck. 7. The Engineer Officer will keep a sufficient number of men on guard at night, in his department, to be certain that no injury can be done to the machinery of the vessel. 8. Under no circumstances will any small boat be allowed any- where near this vessel, and if boats do not stop, and keep clear when ordered to do so, sentries will fire on them. First, firing warning shots. 9. All garbage and refuse leaves the ship via the after gangway, all inflammable refuse placed in a box provided for that purpose, and all tins and other metals are placed with the ashes. 10. Liberty parties will leave via the forward gangway, but will be mustered on the deck by the forward gangway before going out of the gate. Liberty parties will be marched to the gate by a com- petent petty officer, who will carry a belt. ARRESTED IN A ToREiSN^ J — -T=oi\-r — V [61] Chapter II FIRST VOYAGE At 8.15 A.M., June 20th, 1918, the Harrisburg left Pier 62, Hudson River, and steamed down the river amid cheers from the early morning ferryboat crowds, passed down the Bay, out of the Narrows and the Ambrose Channel to sea. She joined the convoy at 11.30, with the U. S. S. Montana as escort. The vessels in the convoy were as follows : U. S. S. Harrisburg S. S. Empress of Asia S. S. Anseini S. S. Euripides S. S. Canada S. S. Kinfauns Castle S. S. Delta S. S. Orduna S. S. El Penor S. S. Scandinavian S. S. Walmer Castle S. S. Teutonic At noon the vessels formed the convoy, the position of the Harrisburg was 600 yards astern of the S. S. Delta and 1,000 yards starboard beam of S. S. Kinfauns Castle, with the S. S. Teutonic in guide. This position had to be maintained to avoid danger of collision and required super-alertness on the part of those on watch. The standard speed was 13.5 knots and a zig- zag course was run. Weather clear and fine; sea smooth; course south 83 degrees east per standard compass. The Harrisburg was capable of much greater speed and it was a disappointment to the men of the ship to have to join in a slow convoy. At night, of course, all lights were out, and it was put up to everyone aboard to see that the rule regarding lights was strictly complied with. On the following day drills and exer- cises were held for the crew and troops, having general quarters and abandon ship drills. A ship the size of the Harrisburg, carrying over 3,000 men, has no spare room. If, in an emer- gency, the men of any one compartment were to go to the wrong [62] U. S. S. HARRISBURG station, a panic might ensue, as there would be no room any- where on the ship for them except the space allotted to them. The guns were always loaded and the gun crews at their stations ready for instant action. On the first night watch, June 22nd, rough weather necessi- tated removing the lookouts forward and the two forward gun crews. Towards midnight the wind and sea increased, the barometer falling slowly, ship laboring and seas washing for- ward decks. It was a dark night, this making it extremely difficult to keep the proper position in the convoy as the towing spar of the vessel ahead could hardly be seen. However, in a rough sea, the danger of being torpedoed by a submarine is not so great as in a smooth sea. On the following day the S. S. Delta could not keep up with the convoy and dropped astern and in a few hours after- wards she sent out the S.O.S. call, but the orders of the convoy took them onward and they could not go to her assistance. The sea continued rough and in the afternoon a heavy sea came aboard and carried away No. 3 and No. 5 starboard lookout stations on No. 1 Deck and destroyed the battery box on the starboard side. The following officers and men were injured at this time: Assistant Paymaster H. V. Farnsworth; scalp wound, severe. Wm. W. C. Ball, Yoe.l-cl; bruised on abdomen. M, S. Wasserman, M.Att. 3-cl; bruises on body. H. P. Suddath, F-3-cl ; compound fracture of left leg, serious. Edward P. Shea, MM 2-cI; multiple bruises. E. S. Torrence, Army Corp.; fracture of left leg, serious. R. L. Simmons, Pvt. Army; bruised back. B. M. Barry, Pvt. Army; bruised back. Ray E. Flynn, Corp. Army; fracture ankle, severe. Harry Weinberger, Corp. Army; chest bruises. Fred. C. Libarry, Pvt. Army; scalp wound, severe. Walter H. Chilton, Pvt. Army; bruises. Owing to the heavy sea the convoy was slowed down to seven knots at 2.30 P. M., and towards nightfall the wind and sea moderated. As the wind went down the speed was increased accordingly and by 5 P. M. the following day the standard speed of 13.5 knots was again reached. At 4.30 P. M. [63] U. S. S. HARRISBURG Robert A. Holtzapple, seaman second class, U.S.N., died of edema of the larynx, following cellulitis of the neck. His body was brought back to the States. When the weather permitted daily exercise of troops and crew at general quarters, abandon ship drills took place and in a short time it was marvellous how quickly 3,000 men could get to their places and all ready to leave the ship. Some foggy weather was encountered, which is dangerous enough to a ship sailing alone on the wide ocean, and in a convoy of eleven ships only a few hundred yards apart the hazardous situation is supreme; and aside from this no fog signals being sounded, as such signals would be liable to give away our position to the enemy. At noon, June 26th, the Harrisburg sighted a rowboat. With permission from the Montana, she left the convoy and investigated and found the boat unoccupied and practically new. She also found much wreckage in the vicinity. Owing to the speed of the Harrisburg, in an hour and a half she had com- pleted the investigation and returned to her position in the convoy, which had continued on its journey at a speed of 13.5 knots. On the following day, at 4.40 P. M., the S. S. El Penor dropped out of the formation owing to slight engine trouble. The convoy accordingly slowed down to give her a chance to make repairs, and at 6 P. M. she rejoined the formation, which proceeded on its way in clear weather with a smooth sea. On the following day the El Penor again had trouble with her engines, but this soon was made good and we proceeded on our fixed course. At 11.30 A. M. on this day we signaled the U. S. S. Montana for permission to test out our after six-inch guns, their mounts and foundations. One shot was fired from each gun and they were found to be secure and in excellent condition. Our escort left us on the following day, June 29th, and shortly after a heavy fog set in, but the ships sucessfully retained their positions and trusted to their own guns for protection. This was not for long, however, as we were near the Irish coast at the time. On the 30th we were met by our [64] ll U. S. S. HARRISBURG British escort, consisting of seven destroyers, and at 2.30 A. M. the following morning land was sighted. The Harrisburg arrived at Liverpool July 1st and anchored in the River Mersey overnight. Due to the very high rise and fall of the tide at Liverpool, it is necessary to have a great system of docks whereby the water can be locked in at high tide, and therefore it is only possible to enter or leave the docks at high water. The trip thus occupied ten days and a half, whereas the Harrisburg is capable of making it in six days. While in Liverpool liberty parties were shoved off every day. On July 4th the ship was dressed and the crew had the great pleasure of seeing the American Stars and Stripes flying on the streets of Liverpool, for England, too, celebrated the anniversary of our Declaration of Independence; the crew was given a holiday. The Harrisburg discharged her troops at Liverpool and started coaling and preparing for sea again; receiving one hun- dred passengers for transportation to the States, being Army and Navy and a number of the crew from the 5. 5. Lake Tulare, also a quantity of confidential Navy mail. At 9.50 A. M., July 9th, we left the dock and proceeded to the River Mersey and anchored until 10 A. M., July 10th, when the trip west was begun with seven British destroyers as escort and the following ships in the convoy: LJ . S. S. Harrisburg S. S. Canada S. S. Walmer Castle S. S. El Penor S. S. Orduna S. S. Anselm S. S. Megantic S. S. Scandinavian The convoy started at 11.30 A. M. outside of Liverpool channel, passed to eastward of the Isle of Man, then west, north out through the North Channel of the Irish Sea, then out to sea. On the following day, at noon, the destrover escort left the con- voy, the convoy dispersed, and the Harrisburg proceeded on its way alone at a speed of 17.5 knots, leaving the other vessels astern. On July 14th, at 3.34 P. M., in the middle of the North Atlantic, two of the most reliable lookouts sighted the periscope of a submarine extending about three feet out of the water, [66] U. S. S. HARRISBURG bearing 135 degrees, relative distance about 1,000 yards, lati- tude 45-35 N., longitude 41 degrees West, As the periscope was sighted the ship swung to a course in the zigzag plan 15 degrees to the left of the base course. Guns manned and gen- eral quarters sounded, but the periscope was not sighted again. Vessel continued on west passage, zigzagging, and with the submarine submerged it was impossible for her to give the Harnsbiirg a chase, because when the engineers were told that a submarine had been sighted close aboard and to make all possible speed, the engines answered to their vigor. All went well until July 17th, weather hazy and misty, sea smooth, light airs, 6 P. M,, New York summer time, when this vessel was 42 miles south, 55 degrees east true from Nantucket Shoal Light Vessel, a submarine of the German cruiser type, with two guns, one forward and one abaft of the conning tower, was sighted on the surface, bearing north 60 degrees west true from this vessel, distant about 12,000 yards. This vessel at the time was on a course north 89 degrees west true, speed 17.5 knots. The submarine was headed approxi- mately southwest, going along at a very reduced speed, if any speed at all. The gun crews being continually at the guns, the two for- ward guns' crews were immediately ordered to train on the submarine. At the time general quarters were sounded and the ship's course changed so as to bring the submarine directly ahead, knowing that 12,000 yards was too long a range for the four-inch guns. Emergency speed was rung up on the engine room telegraph in order to close in and engage the submarine at a closer range. Five minutes after sighting the submarine, the submarine submerged; and although a careful lookout was maintained, neither the submarine nor any evidence of it was again reported. As soon as the submarine submerged the course of the vessel was changed four points to the right for five minutes, then to the north 26 degrees west true, this course being approximately eight points from the original bear- ing of the submarine. The ship continued on this course at a speed of 18.5 knots for twenty-three minutes, at the end of which time the course was changed 30 degrees to the left; and [ 67 ] U. S. S. HARRISBURG every fifteen minutes subsequently the course was changed 30 degrees to the left, and in this way was able to go around the submarine and out-distance him, estimating the speed of the U-boat submerged as 10 knots. In one hour and eighteen minutes after sighting the submarine this vessel was back on north 89 degrees west true and continued towards New York. Upon sighting submarine an "alio" was immediately sent out and acknowledged by Siasconsett. At noon, July 18th, we moored to the north side of pier 62, North River, New York City. The commanding officer was informed that the ship was to sail July 22d, and immediately took steps to take on coal, water, stores, etc. The trip going over took ten and a half days, the return trip to New York eight days. THE "HARRISBURG" GOB Here's to the Harrisburg sailor, a man from head to toe; You cannot find a better sport, no matter where you go. He is the finest in the service, and as salty as can be, With a walk that does full justice to the rolling of the sea. He is a fine young leatherneck, an admirer of the squab; In short, he is just a dashing, smashing, crashing little gob. "ROXY." Upon arrival in New York, the following report was made: U. S. 5. Harrisburg, July 18, 1918. From: The Captain, To: Commander, Cruiser and Transport Force. Subject: Encounter with submarines. I have to report that during the westbound passage of this vessel, completed July 18, 1918, two submarines, nationality unknown, were sighted and the ship was handled as noted below: Survey (a) On July 14, 1918, at 3:34 G.M.T, two of the most reliable lookouts on the ship sighted a periscope of a submarine extending about three feet out of the water, bearing 135° relative distance, about 1,000 yards. The latitude was 45° 35' N.; longitude, 41° W. The ship was zigzagging at the time and as the periscope was [68] U. S. S. HARRISBURG sighted the ship was swinging to a course in the zigzag plan 15° to the left of the hase course. The guns were manned at the time, but when the periscope was sighted general quarters was sounded. The periscope was not sighted again and the vessel continued on west passage zigzagging. (b) July 17, 1918, at 6:00 P. M., New York summer time (10 P. M. G.M.T. ), while this vessel was on course N. 89° W. true, a sub- marine on the surface was sighted, bearing N. 69° W. true, from this vessel about 12,000 yards, the submarine being forty-two miles south, 55° east true, from the Nantucket Shoal light vessel. The submarine was apparently headed southwest true at a very reduced speed, if any speed at all. I immediately headed for the submarine with the intention of closing in and using my bow guns, thereby presenting a small target and having its entire length to fire at. Five minutes after sighting the submarine, which was after I headed towards him, the submarine sub- merged. I immediately changed course four points to the right, holding this course for five minutes, then changed to N. 26° true, which was eight points from the original bearing of the submarine, and continued on this course at a speed of 18.5 knots for 25 minutes. During this time I calculated that at the end of 25 minutes by changing my course 30° to the left every 15 minutes and maintaining a speed of 15 knots I could out-distance him and eventually continue my course towards New York Harbor. I estimated the speed of the submarine submerged as 10 knots and made my estimates accordingly. A bright lookout was kept by all hands, but the submarine never appeared again. There was an oil tanker in the vicinity and I warned him. He immediately changed his course and followed my proceeding. I also sent out an "alio," giving latitude and longitude, which was acknowl- edged by Siasconsett. There is enclosed a chart showing movements of the vessel after sighting the submarine. (Signed) Wallace Bertholf. [69 J KiaSW TRUE JULY 17" 1913 f\i e^" pn HANGE 30° TnUt NCRTm SHIPS COURSE Na9WTRUE [70 1 Chapter III SECOND VOYAGE In the Spanish-American war the mission of our vessel was that of a fighting cruiser. However, at this time her mission was simply "to transport successfully overseas," so she was soon made ready for her second voyage under the Navy. At 8.45 A. M., July 22d, 1918, in obedience to her command, she was ready to sail. Her cargo of human souls was as follows: Ship's crew 610 Ship's officers 45 Troops 2,345 Non-coms 15 Naval officers (overseas) 8 Army officers 71 Navy overseas 250 Total 3,344 The largest passenger list in her long career on the ocean. At 9.15 A. M. she left her dock, steamed down the river and out through Ambrose Channel to join her convoy, which wds formed at 11.45 A. M. and consisted of the following ships: U. S. S. Frederick (escort) U. S. S. Harrisburg S. S. Anchises U. S. S. Plattsburg S. S. Arlanza S. S. Canopic S. S. Carmania S. S. Diomed S. S. Grampian • S. S. Lancashire S. S. Minnekahda S. S. Neleus S. S. Nevassa S. S. Northumberland S. S. Orca S. S. San Gennaro In the afternoon the crew and troops were exercised at general quarters and abandon ship drills. A short while after this one of the ships of the convoy broke out the signal of a [71] U. S. S. HARRISBURG submarine being sighted and immediately the U. S. S. Frederick fired several rounds in the direction of the sighted object; and, after scouting around, although not seeing anything of the sub- marine, dropped a depth charge as a warning to the enemy. The Navy Department had no further reports of the enemy's activities in this vicinity at the time, and it is thought tliat it was one of the American submarines out on patrol duty. There is no distinction between our own submarines and those of the enemy when running submerged with only the periscope visible several thousand yards away. The rules governing convoy were to fire upon sighting periscope, and, obviously, if one of our own submarines, she makes no delay in securing her own safety. Even at that some of our own submarines have been badly damaged by the quick and accurate firing of our ships. The convoy continued on its way at its standard speed of 13.5 knots, zigzagging throughout the day and night and all lights out after sunset. On August 1st, two days out of Liver- pool, six British destroyers joined the convoy as escort and the U. S. S. Frederick turned back to the States. Just before entering the North Channel of the Irish Sea, the destroyer escort sighted a periscope about four miles off the convoy and set out at full speed, firing as they proceeded in its direction. The submarine submerged; nevertheless, a number of depth charges were let loose; results to the enemy unknown. The convoy failed to arrive at the bar in tim? to enter the river at night high waters, and stood to the westward and back to the eastward, waiting for morning to enter the river. During this time the most vigilant watch was kept, all lights out, as, although so close to its destination, it was not entirely immune from submarine attacks. The following morning the convoy stood up the River Mersey and anchored. This trip covered a period of twelve days. On August 4th the Harrisburg laid fast to the stage in Liverpool and discharged her troops, that night going into the Sandon Dock and made arrangements to discharge cargo and to receive mail. Owing to labor troubles it was impossible to get stevedores to coal the ship, and it therefore fell to the crew to do this [ 72 J U. S. S. HARRISBURG work in order not to cause any delay in sailing. A number of naval men were received aboard for transportation to the States. Ail hands forfeited their liberty in order to coal the ship and receive on board cargo, stores and other necessary supplies. On August 11th the ship was ready for sea again, leaving at 2 P. M. and anchoring in the river to await the departure of the convoy, which took place the following day at noon. The following vessels composed the convoy: [/. S. S. Harrisburg U. S. S. Plattsburg S. S. Lancashire S. S. Belgic S. S. Baltic S. S. Dunvegan Castle S. S. Katoomba S. S. Diomed Upon forming the convoy, six British destroyers joined as escort, proceeding north, east of the Isle of Man, then west, to the northward of the Isle of Man, then north, through the North Channel to sea. All guns loaded and manned, and lookout stations on the alert, proceeding with all caution through a calm sea. At 6.20 A. M. the following day the 5. 5. Ortega, with an American destroyer as escort, joined the convoy. This for- mation only lasted until the afternoon, when the destroyer escort left the convoy and the same dispersed. The Harrisburg with her speed out-rivaled the other ships of the convoy with the exception of her sister ship, U. S. S. Plattsburg, and it was decided to make the westbound trip in company with our sister ship. The next morning the vessels were still in the very heart of the submarine zone with very bad weather, being overcast and foggy throughout the day and the sea heavy, making it very hard to discern the movements of the other vessel. At 8.20 A. M. the U. S. S. Plattsburg signaled, "Cease zigzagging and continue on base course." The Plattsburg suddenly slowed down and dropped astern. Seeing this, the Harrisburg went slow speed, but still her sister ship continued to fall astern and it was noticed that she was steering various courses. As this was the submarine area, and as the Plattsburg^ did not send any signal for assistance or information, it was decided to proceed [73] U' S. S. HARRISBURG west without waiting for her. Before getting out of sight of the Plattsburg it was noticed that she was still under way, steer- ing on a course a little to the northward. Another hour she was out of sight and the Harrisburg continued westward alone. On the evening of the same day our radio operators heard enemy submarines using wireless within twenty-five miles of the ship and shortly thereafter received an "alio" from 5. 5. Dunvegan Castle, which was one of the ships in the original convoy. x\lthough every exertion was made to detect any further activity on the part of the enemy, no other movements were recorded. In passing through this area an overturned life-boat was dis- covered, but apparently it had been in the water a long time, as it was covered with marine growth. It was then decided to make a slight departure from the original course and to shape a course across the Grand Bank of Newfoundland, twenty miles south of Virgin Rocks. The heavy seas continued for a period of two days. Fortu- nately, the weather cleared up, as icebergs were sighted in close proximity, the largest of these rising 200 feet above the water and 500 feet long. Six of these huge icebergs were in the immediate vicinity and reports of them were made to Cape Race. Being in touch with the radio at Cape Race, weather reports were received indicating clear weather and smooth sea, and it was therefore considered in order to cross the Grand Bank, which usually is the most foggy area in the North Atlantic. Now nearing the end of the voyage, being two days out of port, target practice was held. Two conical shaped targets were made to represent the conning tower of a submarine and were dropped over the stern, and the vessel manoeuvered in order to approach the targets in such a way as to bear on each bow, and when they bore 45 degrees all batteries opened fire and the targets were soon destroyed. The vessel arrived in New York August 20th and moored to the south side of Pier 62 at 2 P. M., discharging her passen- gers and unloading her cargo, together with making arrange- ments to coal ship and receive stores for her next voyage, which was accomplished in nine days. [74] u. S. S. HARRISBURG THE ICEBERG By C. E. Redinger, Ph.M.2c, U.S.N., U. S. S. Harrisburg (Written on the occasion of passing icebergs in the North Atlantic, August 17, 1918. Latitude 46° 47' N.; longitude 47° 55' W.) 'Twas in the lonely Arctics, Many miles from paths of men, That I spied a floating city, Like a new Jerusalem. All glimmering, shimmering brightness. With a dazzling mystic sheen, A mighty crystal palace Of some strange celestial queen. Like of old Aladdin's princess. Brought here by some magic art. And doomed to melt in bitter tears In this gloomy world apart; Or an outcast of Valhalla, — Would thy sorrow we might know. Ere you pine away with weeping Tears as cold as Arctic snow. I have wondered in cathedrals, Stood spellbound in cloistered halls. But the marvels of man's handiwork Are at best but childish scrawls; Only God could build such temples, Make them lords of northern seas; Set them drifting so majestic. As a sign, "Whose works are these?" [75] U. S. S. HARRISBURG Only He who shaped my body, Who broke of clay a handful free, Who shaped thy purer crystal form From a handful of the sea. Ah, then we're both His children. As we cruise on Life's broad sea. And 'tis chance of wind directs us Which strand our port shall be. And our fates we share in common. Both led onward by His light, As we drift through ways of darkness To the shore far but out of sight. Let us then face storms together Ride the ways and stay the foe. Till the watch upon the lookout In glad relief cries out, "Land HoF C. E. R. £V£Hr //V LIV£R.P00L I 76 Chapter IV THIRD VOYAGE On August 27th, 1918, Commander Wallace Bertholf was detached from command of the U. S. S. Harrisburg and at 1-30 P. M. officially turned over the command to Lieutenant Commander Henry A. Candy, U.S.N.R.F., who was formerly captain of the vessel before she was commissioned in the Navy. [Now Commander Candy, U.S.N.R.F,] August 29th the ship finished coaling, the taking on of stores, water and cargo and received on board the following personnel for transportation overseas: Army officers, 76; troops, 2,296; total, 2,372; which, together with the ship's complement of 636, made a total of 3,008 persons aboard. The vessels got under way at 1 P. M., August 30th, with instructions to join the convoy at 3 P. M. at Ambrose Channel Lightship. The convoy was delayed, making it necessary to wait until 6.35 P. M. before proceeding further. Convoy and escort as follows: U. S. S. Frederick (escort) U.S. S. Plattsburg U. S. S. Calhoun (destroyer escort) ' U. S. S. Harrisburg U. S. S. Susquehanna U. S. S. Kroonland The convoy proceeded at a standard speed of 15 knots with clear weather, smooth sea and southerly airs. At 9 A. M. the next morning another eastbound convoy was sighted, and at 10 A. M. the following vessels joined the convoy: U. S. S. Pueblo (escort) S. S. America U. S. S. Bell (destroyer escort) S. S. Caserta S. S. Tenadores S. S. Duca D'Aosta [77] U. S. S. HARRISBURG U. S. S. Pueblo left the convoy shortly thereafter, as it was deemed that her services were more essential in bringing another convoy. The following day the destroyers U. S. S. Bell and Calhoun left the convoy, the U. S. S. Frederick now being the only escort with eight vessels in the convoy. The zigzag course was con- tinued for several days, when it ceased on account of rising seas. The danger of collision in a close convoy of so many vessels in a zigzag course is paramount should any of the vessels make any delay in turning at the proper time; and this danger is increased with heavy seas, as it is difficult to hold the vessel on a course. The speed of the convoy was therefore reduced to 10 knots. The rough weather continued throughout the following day, increasing to a gale, with all ships making heavy weather, and it was necessary to further reduce the speed to two-thirds. The weather continued with increasing force, accompanied with heavy rain-storms, and the convoy was forcibly scattered. The weather moderated somewhat by Sep- tember 5th and the speed was increased to standard, but the following ships were missing from the convoy: S. S. Kroonland -S. S. Tenadores S. S. Caserta The above vessels, after some hours, rejoined the convoy, which proceeded again zigzagging during all hours. An American destroyer joined the convoy upon reaching longitude 20° 48' and the next day seven other destroyers joined the convoy and the U. S. S. Frederick left, proceeding to the west- ward. This made one destroyer to guard each vessel, and while the transports proceeded at a speed of 15 knots the destroyers were steaming at 20 knots, thus covering the entire course of the convoy, assuring a clear track for the big liners. The convoy was now nearing the Bay of Biscay for the port of Brest, where the greater number of American troops disembark, and at this particular time troops were being landed at the rate of 300,000 a month and this body of water was the most infested area of the war zone. The convoy went through the area of [78] / ^/ U. S. S. HARRISBURG danger without any observation of the enemy, receiving only radio warnings, and anchored safely in Brest Harbor at 8.59 A. M., September 12th. The troops were disembarked on lighters and sent to the landing stage. There are no docking facilities at Brest, and it is therefore necessary for vessels to anchor in the roadstead or shackle up to a mooring buoy inside the breakwater. Owing to a quarantine in the port at this time, due to the influenza, it seemed as though shore leave could not be granted to the crews of ships in the harbor. However, shortly after our arrival the quarantine was lifted and liberty was granted to officers and men alike. As there were many ships lying in the roadstead at this time, and coal being difficult to obtain, together with the scarcity of labor for coaling, it was necessary for all crews to coal their own ships; then only one or two lighters could be secured at a time, which made it possible for a portion of the crew to secure liberty every day, . inasmuch as this quantity could be easily handled by even half of the crew. As this northwestern part of France is particularly famous for its incessant and disagreeable rainy and foggy weather, the harbor would at times be so rough that it was impossible to work, or lighters would be rolling and plunging alongside, thus delaying our coaling; and coaling under the best of conditions is not easy work, as anybody knows who has experienced it. However, with patience and hard work our bunkers were filled and the ship made ready for sea. Just before leaving we had the sad work to perform — but into which every man who was detailed put his heart — of bringing on board 144 wounded soldiers for transportation home, practically every one a stretcher case. Aside from this number of sick and wounded, the crew of the 5. S. Lake Fernwood were brought on board, due to this ship being taken over by the Government for a trans- port. We also received forty-five members of the Overseas Welfare Association and a number of army officers, the latter returning home as military instructors. On the afternoon of September 23d, at 4 P. M., we raised our anchor and got under way. Our convoy was formed and four American destroyers led the column out. [80] J\ ^ I '^-x>' 1 J / ( u / I ,M. m u. s. s. HARRISBURG Just outside the harbor of Brest there was a heavy head- swell, accompanied by squally weather, causing the ship to pitch heavily, and at times it seemed as though some of the destroyers would be swamped. Although close aboard there were moments when they could not be seen. On the following day the escort left the convoy in order to pick up other inbound transports, but as the weather moderated the convoy proceeded westward in fine weather. On September 29th target practice was held, but in this instance, instead of using a frame target which might leave floating debris on the surface, cans were used with a small hole in them so that they would finally sink if not destroyed by shells and thereby leave no telltale clues to the enemy. Nantucket was soon passed, and early on the morning of October 2d the lightship, or the Atlantic Highlands, hove in sight, and we arrived at an anchorage below the city at 7.30 A.M. But we were delayed until the afternoon in reaching our dock. The time of this passage home was eight days, eighteen hours and six minutes, and our average speed was 15.43 knots. The total distance was 3,243 miles from Brest to Ambrose Lightship. VIHAT '. AFTeRKETCHliT^ ^oU IN THE novies^ WITH THAT CO/tU-He/H U. S. S. HARRISBURG served, consisting of sandwiches, chicken croquettes, ice cream, cakes and coffee. At 1.30 dancing was resumed until the soft strains of "Home, Sweet Home" reminded us that it was nearing 3 o'clock. As they entered each guest had received a large white carnation, and as they passed out each was handed a folder containing a large picture of the U. S. S. Harrisburg, taken while she was steaming slowly into port the previous Wednesday with her human cargo of 3,101. By most of us these will be framed and kept always. We have heard many enthusiastic comments, such as these: "When can we have another ball?" "If you'll have another the next time in, you can have my whole month's pay," etc., but Dr. Cuthbertson summed it up well when he said, "I have attended nearly a dozen similar Naval affairs, but none of them ever moved off so smoothly and happily.' To the members of the four committees who served ably and faith- fully we owe a thousand thanks, particularly to the Committee on Arrangements. They gave up much of their leisure time for more than a month, planning ahead and working out the hundred puzzling details. Their co-operation and untiring efforts made the ball a glad reality. We rejoice that there is an increasing abundance of that spirit of unselfish service. Yes (ha! ha!), we do other things for amusement besides dancing. Our weekly program reserves Sunday for worship; church in the morning, Bible Class in the afternoon, and a Sacred Song Service and Chaplain's talk in the evening. Mondays, Wednesdays and Saturdays are movie nights. Tuesday is for boxing, and, believe us, bo', we have some exhibitions of the manly art of self-defense, particularly when the ship is loaded with her human cargo of troops. Thursday is Song Night, with an occasional Chaplain's talk sandwiched in. And if you think sailors can't sing, you should get a new "Navy Song Book" and find a place on one of the Mess Hall benches on a Thursday night, when the band is jaz- zing along, with "Bob" leading, and hear the Harrisburg gobs raise "Lil' 'Liza Jane." Then Friday night, according to the regular program, is "Stunt Night," when we "pull off" anything for wholesome fun from swat club games and rope spinning to pie-eating contests. Often we vary the schedule with a "smoker" or some other little affair that we know is appreciated from such overheard remarks as, "Gee, this is the best yet — makes a fellow think it's his birthday." [ 132 ] Bj S-' "> n 52. o w « 3" 3 en 3- cr re S' S >T1 > re CL -1 p. 90. 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H-K !-+> ?o t/) p o n> >< > o -? o r* 3- H •-1 < w ^ 1* St «. <« o-o 3 w. 3 "< ^ a- fa w a o a w •i r+ •-'• r-t 3 a- o O Z. O u) su ■ T3 g-cg. -3- ■ S ■73 C cr C/3 tD B.& Crt."*; 5^ (B 3 V 3. s: (" ="5 > 3 .5 rt. n t 5^ r U. S. S. HARRISBURG Minstrel shows from time to time add to the joviality aboard, but for the old reliable entertainment we hand the laurels to our band of merry music makers, always ready, always willing — none better. Dancing, singing, playing, looking or listening, the Harris- burg sailor is a true sport, appreciative and enthusiastic. We are jolly good sailors all. Our Ship's Newspaper The puffing little tugs chugged us into our berth; the ropes were made fast and, before a single eager soldier could put his restless feet on the dock, that greedy little army of reporters came crowding "double time" up the gang-plank. We don't embrace newspaper men, we endure them — but this time it was different. The first question they asked us was, "Can we have copies of your Ship's Paper?" Our reply expressed our curiosity: "How did you know we published a paper?" And the answer was what won our hearts: "All the best ships are publishing papers; we judge a ship's spirit by its paper." Now that wasn't an individual compliment for the Harris- burg, but it made us feel mighty good. We puffed our chests out an extra two inches with true nautical pride and produced the copies — with no apologies. The little sheet speaks for itself. We weren't ashamed of it then, and we never have been. It's our paper, printed in our shop, "for the good of our ship." Its editor is our Chaplain; its publishers are our printers, Haberman and Wuestefeld; its contributors are "everybody"; its readers are "all hands," the soldiers who "sail the seas over" with us, and the "folks back home." "Sea Life" serves a triple purpose: (1) It is our best announcement sheet; (2) it instructs us with its news and edi- torials and amuses us with its cartoons and jokes; and (3) it is the record of our trips, which goes home regularly, there to be read by our dear ones and then filed by loving hands as our "Sea Life" diary. [133] u. S. S. HARRISBURG The paper, coming every Tuesday and Friday, has unques- tionably done more than any other one thing to bind us together as a crew and to create that intangible but splendid esprit de corps which makes our ship so fearfully famous to our enemies and so famously friendly to ourselves. We began publishing "Sea Life" when the George Washing- ton's "Hatchet" was the only other paper to our knowledge in the Cruiser and Transport Force, and we shall continue as long as the "Old Harry" is needed by her Uncle Sammy. Athletics The Navy fosters athletics, but the sea doesn't. Life on the briny blue keeps us physically fit, all right; but the rolling waves do not train track men nor develop football stars. We have the brawn and the brains — in other words, the spirit is willing — but we lack the time and the place. And all this is even more true in the Transport Service than in the Fleet. Boxing From the beginning the ever-present "Y" has kept us sup- plied with a full complement of boxing gear. Everybody knows — some gladly, some sadly — that a sailor is handy with his fore- [ 134 ] U. S. S. HARRISBURG paws; many and memorable have been out fisticuff's and esca- pades. On our regular weekly program of entertainments Tuesday is Boxing Night. After the Captain of the Hold has stretched the ropes, and the Crew's Welfare Committee has placed the seats, many a Tuesday night the old Mess Hall has resounded with merry cheers as each Division called for its favorites or backed its own. A boxing champion is the ship's idol. Names like these will remain indelibly in memory's his- tory as frequent participants in the "manly art of self-defense": O'Donnell, 3 (Ship's Champion); Kuhlman, 2; Landreth, 1; Fitzgerald, 4; Donahue, 4; Kohler, 5; Anderson, 5; Clarke, 6; Sellars, 7; Pond, 7; Phillips, 7; Placides, 6; Ronolo, 6; Drum- mond, 5; Waclawski, 1, and Wildman, 5. Other Sports While we have lacked a suitable wrestling mat, "Whitey" Daniels has amply demonstrated his right to wear the laurels as our Champion Wrestler. There are other indoor sports possible on ship-board that deserve mention here. For example, four punching bags have been completely knocked out. The rope net, stretched on the starboard side of the promenade deck amidships, have saved many an outward bound medicine ball from a watery grave. Soccer has ruined more shoes and shins on the Harrisburg than the Germans ever will. The rope quoits furnish a rather tame form of exercise; but we have pained our sides laughing at the swat club games. We scarcely know whether to include this under the caption of athletics, but the Harrisburg lays undisputed claim to have harbored in one Hauser the pie-eating champion of the Navy. Basketball In the line of major sports, the Harrisburg enters for basket- ball and baseball honors. Athletic Director Davis of Stevens' Institute generously gave us the use of the Walker Gymnasium floor for basketball practice. The whole Ship's Company was invariably pleased with our Five, and the Von Steuben was the only ship in the Transport Service that humbled our pride. We had the satisfaction once of beating St. Mary's Hospital Port [135] U. S. S. HARRISBURG Champions, who lost only two out of twenty-four games all season. Our regulars were Shaw (Captain) and "Red" Both- wick, forwards; "Whitey" Daniels and "Doc" Rackleff, guards; and Hauser, center. Kuhlman, Dietzman, Nyberg and Tinker were ready substitutes. Always when we played in the Hoboken High School Gymnasium we finished the evening happily with a dance under the chaperonage of Miss Edith Shaw of the War Camp Community Service. Baseball So many lovers of America's great national game have been candidates for the Harrisburg Nine that at this writing we hesitate to name the regulars, as changes are yet to be made in the ship's line-up. However, we are ready at the first oppor- tunity to cross bats with any other vessel in the Cruiser and Transport Service. We have recognized the ideal of true athletics, namely, to get as many men playing as possible. And a number of divisional teams have been organized, resulting in good-natured rivalry and much fun. We carry twenty-seven uniforms, twenty-four gloves, ten bats, etc., besides the other regular equipment, and already we have enjoyed five ship's games. During one stay in Liverpool the Black Gang trimmed the Deck Force to the tune of 16 to 14, and then turned around and beat the ambitious officers 12 to 2, while McGovern's Cubs took a 16 to 10 game from Morganstern's Huskies. During good weather we keep the nets stretched on deck, and the men have opportunity to work out across the low after hatch as they choose. So, even out on the bosom of the deep, the spirit of play is encouraged and it has done much to make ours a happy ship. Divine Services Church on shipboard is often conducted under circumstances that are scarcely conducive to a worshipful atmosphere. Fortu- nately for us on the Harrisburg, our present Crew's and Troop's Mess Hall was the first-class dining-room in the old American Liner Philadelphia. Overhead, much of the beautiful glass- work and elegant carvings of the old days remain untouched, [ 136 ] U. S. S. HARRISBURG and the high, arching ceiling lends a "churchy" air to a room that would otherwise be commonplace indeed. The greasy deck, the creaking mess tables, the noisy benches collapsing just at the inopportune time, and the notorious rolling of the old ship herself, — all these and the other conditions make it often diffi- cult for the Chaplain and unpleasant for the men. But, despite the handicaps, we rejoice that, whenever we will, wherever we are, we may worship the Almighty. And we endeavor to forget the material surroundings, remembering that "God is a Spirit, and they that worship Him must worship Him in spirit and in truth." So, every Sabbath morning at sea, the church call is blown, and the Chaplain's flag is hoisted, while worshippers sing their praises, offer their prayers and listen to the message. At 2 in the afternoon the faithful gather in the Army Officers' Ward Room for Bible study. And in the evening at 8 the band ren- ders an appropriate concert, we have a Sacred Sing and another Chaplain's talk. In port, the Church Party "shoves off^" at 10, returning at 1; and in the evening the Chaplain's Church Party goes in a body to hear some eminent minister with a promising message. The recognition and welcome accorded Harrisburg men on these occasions by warm-hearted Christians make us always glad we have gone. From time to time we have had with the troops such notable chaplains as Orin B. Caward, of Chicago, and Francis P. Duffy, of New York. For three happy months Cecil H. Lang, Army Chaplain, traveled with us and generously served both crew and troops. And then "Dad" DeKay, our genial Y. M. C. A. Secretary, with thirty years' ministerial experience, has been always ready, always willing. Although none of the three Red Cross Majors, nor the K. of C. or Jewish Welfare Secretaries who have been attached to this ship have participated in public worship, they have served acceptably in their spheres and have done much to keep up that morale of which we are justly proud. [ 137 ] u. s. s . HARRISBURG In the old days, during the war, soldiers and sailors alike were naturally religious. We have laughed at the colored troops going over who "shot crap" while the sea was smooth but who, when the old ship began to roll and pitch, immediately held a prayer-meeting. We've laughed, and then we've done the same thing, only differently. The Chaplain has, in the danger days, addressed an audience of 750 earnestly attentive sailors, and taught a Bible Class with 400, gobs only, present. And now, alas, how soon we go back to "crap shooting" — sometimes there are not fifty faces to count! But "despite his faults, we love him still," and every sailor, no matter how "salty" his exterior, nor how "hard-boiled" he would appear, is religious in his heart of hearts. And most of them are Christians, though seldom do you find one keen about publishing that fact by over-zealous church attendance. Francis Lee Albert, Lieut, (j.g.). Chaplain Corps, U. S. N. HAD Hm ON ]i>oAKl [138] Lieu Lieu Lieu Lieu Lieu Lieu Lieu Lieu Lieu Lieu Lieu Lieu Lieu Lieu Lieu Lieu Lieu At Signing of Armistice Commanding Officer Commander Henry A. Candy Watch and Division Officers Com. R. V. TiLLETT Com. William Joyce Wilbur W. Feineman Valdemar Arntz Raymond L. Marshall Chester E. Morris Charles F. Smith John Hynd John Turner (j.g.) Howbert Van Dyne (j.g.) William F. Toomey (j.g.) Truxtun H. Parsons (j.g.) Stuart G. Garrett (j.g.) Alexander Allen (j.g.) Willia'm G. Walls (j.g.) George R. Pond (j.g.) Robert B. Holt Ensign D. D. Dewart Ensign Robert P. Dodds Ensign L. T. Forbes Ensign W. D. Ford Ensign John Carroll Ensign Felix B. Snowden Ensign John J. Sharon Ensign George W. Dunn Ensign Thomas C. McGuire Ensign William E. Tracy Ensign David L. Dodd Ensign Harry C. Quail Ensign William C. Squibb Gunner Charles A. Marlin Gunner Eskil W. Sohlman Gunner Walter R. Heyman Carpenter Joseph J. Perfetti Machinist Charles Divett Boatswain Ernest Sargent Medical Corps Lieut.-Com. Morris B. Miller Lieut. John G. Powell Lieut. Alvin 0. Sibila Lieut. James L. Ballou Lieut, (j.g.) Allen Hetler Pharmacist James A. Kirkpatrick Pay Corps Lieut. Phillips Bradley Ensign Beach M. Chenoweth Ensign Harold V. Farnsworth Chief Pay Clerk John A. Locke Pay Clerk Laurence Leonard Pay Clerk John J. Lane Pay Clerk James C. Anderson [140] U. S. S. HARRISBURG Chaplain Lieut, (j.g.) Francis L. Albert Officers Attached After Armistice John M. Reiber, Lieut, (j.g.), U.S.N.R.F., Jr. W.&D. Officer. Roy Cuthbertson, Lieut.-Com. (M.C.), U.S.N., Medical Officer. J. L. Ballou, Lieut. (M.C.), U.S.N., Asst. Medical Officer. Edward M. Lundegaard, Lieut. (M.C.), U.S.N., Asst. Med. Officer. Edwin W. Buckingham, Lieut, (j.g.) (M.C.), N.R.F., Asst. Medi- cal Officer. Abram C. Joseph, Ensign Pay Cor., N.R.F., Asst. Supply Officer. William W. McKellar, Pay Clerk, U.S.N., Asst. Supply Officer. Donald Lewis, Pay Clerk, U.S.N.R.F., Asst. Supply Officer. R. J. Bennett, C.B.M. (Cadet), N.R.F., Training. A. P. Dorgan, C.B.M. (Cadet), N.R.F., Training. W. S. Merrill, Lieut., U.S.A., Adj. Personnel Officer. Charles Noggle, K. of C, Welfare Worker. C. DeKay, Y.M.C.A., Welfare Worker. Cecil Lang, U.S.A., Chaplain. Former Ship's Officers, Noiv Detached WiLBURN E. Saye, Lieut. (M.C.), U.S.N., Asst. Medical Officer. George R. Pond, Lieut, (j.g.), N.R.F., Sig. & Comm. Officer. Kenneth J. Blundon, Ensign Pay Cor., N.R.F., Asst. to Sup. Officer. T. C. McGuiRE, Ensign, N.R.F., Training Complement. A. M. Mitchell, Lieut. (M.C.), U.S.N., Asst. Medical Officer. William G. Harrington, Lieut, (j.g.), N.R.F., Training Comple. Henry C. Hersey, Lieut, (j.g.), N.R.F., Training Comple. Alfred V. Kidd, Lieut, (j.g.), N.R.F., Training Comple. Stuart G. Garrett, Lieut, (j.g.), N.R.F., Communication. Patrick J. Guiney, Ensign, N.R.F., Training Comple. Edward H. Hammond, Ensign, N.R.F., Training Comple. Henry W. Tucker, Ensign, N.R.F., Training Comple. - Warren Graeff, Lieut, (j.g.), U.S.N., Sr. Asst. Eng. Officer. Harry E. Mayfield, Ensign, N.R.F., J.O.W.&D. R. A. Cross, Ensign, N.R.F., Fire Control. Frank Melsom, Gunner (T.), U.S.N., Elec. Gunner. Erwin S. Beecher, Lieut., N.R.F., Navigator. Francis L. Sperry, Ensign, N.R.F., J.O.W.&D. Walter J. Flower, Ensign, N.R.F., Communication. Herbert A. Lichtenstein, Ensign, N.R.F., J.O.W.&D. Carl H. Carlson, Ensign, N.R.F., Asst. 1st Lieut. Harold M. Levy, Ensign, N.R.F., J.O.W.&D. [141] U. S. S. HARRISBURG George P. McDonald, Ensign, N.R.F., J.O.W.&D. Robert D. Longyear, Ensign, N.R.F., J.O.W.&D. R. C. Lewis, Ensign, N.R.F., J.O.W.&D. R. F. McNally, Ensign, N.R.F., J.O.W.&D. Philip S. McGann, Dental Surg., U.S.N., Dental Officer. Wallace Bertholf, Commndr., U.S.N. , Captain. William W. Turner, Lt. Commndr., U.S.N., Executive. John A. Whiteside, Lieut, (j.g.), N.R.F., W.&D. Officer. Charles E. Ryder, Med. Insp., U.S.N. , Medical Officer. Oscar Eng, Boatswain, U.S.N. (T.), Boatswain. Chiefs November, 1918. Joseph Schneider, Chief Boatswain's Mate. William Barker, Chief Boatswain's Mate. William Douglass, Chief Boatswain's Mate. Axel G. Johnson, Chief Boatswain's Mate. Alfred Ludwig, Chief Boatswain's Mate. Frank S. Moore, Chief Gunner's Mate. Thomas J. Flannery, Chief Quartermaster. Artemus W. Philleo, Chief Quartermaster. Oscar L. Guthrie, Chief Electrician (G.). Paul N. Hickman, Chief Electrician (R.). Harry C. Ensor, Chief Carpenter's Mate. Joseph L. Temple, Chief Carpenter's Mate. Otto W. Dettmar, Chief Machinist's Mate. Edmund P. Reardon, Chief Machinist's Mate. John Logan, Chief Water Tender. Louis J. Lubawski, Chief Water Tender. Thomas F. McGovern, Chief Water Tender. George J. Morganstern, Chief Water Tender. James Nolan, Chief Water Tender. Walenty Pelz, Chief Water Tender. John Shaw, Chief Water Tender. Alfred McNally, Chief Yeoman. Joseph E. Moore, Chief Yeoman. Earl W. Nelson, Chief Yeoman. Charles W. Richardson, Chief Yeoman. Paul S. Riker, Chief Yeoman. Paul Schwartz, Chief Yeoman. William A. Stenstrum, Chief Yeoman. Leslie L. Sutherland, Chief Yeoman. Joseph Troy, Chief Yeoman. Donald E. Turner, Chief Yeoman. Joseph E. Yarnall, Chief Yeoman. [ 142 ] Carpenters and Plumbers Supply Division [143] u. s. s. H A S B U R G R. A. GiBLER, Band Master. Edwin B. Ambrose, Chief Commissary Steward. Ramson p. Doak, Chief Commissary Steward. Bernard S. Hobdell, Commissary Steward. Harold J. Dimon, Commissary Steward. Benjamin T. Wells, Commissary Steward. David M. Wormley, Commissary Steward. C. p. (J".s. Ship's Band Robert A. Gibler Bandmaster A, W. Philleo Assistant Conductor Robert J. P. Maloney Solo Cornet Harry J. Rydahl Assistant Solo Cornet George W. Garbe Second Cornet Laurence E. Hemminger Third Cornet Carl E. Ackerman Piccolo Edward 0. Baumgarten Solo Clarinet Elmer W. Wrage Assistant Solo Clarinet Everett T. Beigh Second Clarinet. Roy V. PiSTORious Third Clarinet Carl M. Matthieson E (flat) Alto Saxophone J. Warren Alexander Tenor Saxophone Orville N. Hartwell First E (flat) Horn AiKO Davids Second E (flat) Horn Carlton W. Crawford Third E (flat) Horn Carl A. Gray Baritone George Ellis First Trombone George W. Lonngren Second Trombone Glenn 0. Sawin E (flat) Bass Forrest J. Woodman BB (flat) Bass Elmer E. Stein Drains and Traps Verne C. Miller Bass Drum and Percussionist [144] The following named men are now serving on board this ship: Barker, William CBM. Douglass, William H CBM. Johnson, Axel G CBM. Ryan, Albert L CBM. Schneider, Joseph CBM. Wingate, William J CBM. Welch, John M BMlc. Wuotila, George W BMlc. Armstrong, William T BM2c. Brown, Charles L BM2c. Disher, Arthur T BM2c. James, Walter A BM2c. Hunt, William H BM2c. King, Ernest E BM2c. Olson, Par W BM2c. Appleton, Edmund E Cox. Carter, Charles W Cox. Cochran, Bryce Cox. Jaeger, Carl T Cox. Keating, Earl M Cox. Landerth, Clyde H Cox. McGinnis, John Cox. Monnink, Joe Cox. Moss, John F Cox. Troisi, Joseph Cox. Yule, Alexander Cox. Pomes, George P GMlc. Dolan, Earl G CQM. Flannery, Thomas J CQM. Rubelli, Rudolph QMlc. Gunby, Matthew QM2c. Sig. Bell, Orion B QM3c. Sig. Price, Edgar V QM3c. Beth, Alvin E Sea Siglc. Butler, Thomas Sea Siglc. Leach, Charles Sea Siglc. Alkievicz, Joseph Sea Barney, Raymond M Sea Bishop, Harry B Sea. Brayerton, William B Sea. Brierly, Ernest E Sea. Brookhuis, Jake Sea. Burger, Herman Sea. Burns, William F Sea. Cahill, Richard J Sea. Caldwell, Paul W Sea. Carty, Thomas F Sea. Chimera, Charles S Sea. Cilik, Frank M Sea. Clark, John C Sea. Colclazier, Walter Sea. Corcoran, Thomas P Sea. Curry, Donald F Sea. Dahl, Charles H Sea. Daly, Thomas J Sea. Darner, Harold L Sea. Dennison, Harry E Sea. Desjardins, Felix F Sea. Dillman, Noe E Sea. Elias, Charles T Sea. Farrell, John F Sea. Fitzgibbons, Joseph T Sea. Gates, Earl H Sea. Gibbons, Frank A Sea. Gresenz, Reinhardt Sea. Haley, Clarence D Sea. Hart, Fred D Sea. Higgins, Leo E Sea. Jerde, Ernest A Sea. Johnson, Harold E Sea. Karch, Richard J Sea. Keane, William T Sea. Keys, William M Sea. Kirk, Charles W Sea. Kruczkowski, John Sea. Langdon, Thomas J Sea. Litman, Harry L Sea. Louis, Herbert J Sea. [146] u. s. s. ARRISBURG Lundgren, William Sea. McDonald, John F Sea. Martin, Samuel B Sea. Martin, William Sea. Meyn, Frederick W Sea. Moody, Claude G Sea. Nyberg, Claude A Sea. O'Donnell, Peter D Sea. Olson, George A Sea. Pearson, Edward H Sea. Peterson, Ralph Sea. Prouty, Herbert J Sea. Richardson, Verna J Sea. Roberts, Joseph W Sea. Saunders, Axel H Sea. Schaef er, John G Sea. Shaw, Jerold Sea. Thomas, Earl S Sea. Smith, Robert J Sea. Tiddes, John Sea. Tuohey, Clarence L Sea. Tuttle, Oliver A Sea. Vicchio, Joseph A Sea. Waclawski, Eugene Sea. Warner, Charles S Sea. Weidmann, William Sea. White, Lawrence Sea. Williamson, Joseph W Sea. Wood, Chester L Sea. Woysak, Roman V Sea. Wylie, Chester B Sea. Young, Andrew Sea. Abare, Austin II Sea2c. Bullard, Harley T Sea2c. Burton, Jessie L Sea2c. Cahill, William H Sea2c. Cameron, Ronald F Sea2c. Carey, Jessie G Sea2c. Carlson, Hilding Sea2c. Carlson, George A Sea2c. Carlson, Oscar B Sea2c. Carroll, George T Sea2c. Cedartree, Joshua Sea2c. Christensen, Carl M Sea2c. Donahue, John J Sea2c. Fitzgerald, James E Sea2c. Frank, Raymond F S3a2c. Gilpin, David Sea2c. Harmor, William J Sea2c. Heller, Philip Sea2c. Holle, August E Sea2c. Keating, William J .Sea2c. King, Lewis R Sea2c. Knowlton, Gilbert A Sea2c. Kuhlmann, Charles Sea2c. Kull, Carl H Sea2c. LaPlante, Philip Sea2c. Lawton, Harold E Sea2c. Lindsey, Ellis M Sea2c. Mathiesen, Peter Sea2c. Miles, Thomas V Sea2c. Myers, Ralph W Sea2c. Norton, Henry V Sea2c. Palmer, William Sea2c. Peisel, Louis Sea2c Shepherd, Loran V Sea2c Starnes, Dock Sea2c. Thompson, Robert W Sea2c, Tuker, Fitzhugh L Sea2c. Vaughn, Patrick J Sea2c. Westmoreland, Thomas L Sea2c. Wood, Milo D Sea2c. Zapp, Michael Sea2c. Guthrie, Oscar L CE (g) Kasten, Frederick B Elc (g ,' . Kennedy, William. V Elc(g). Snow, Wilson B Elc(g} Williams, George E Elc(g). Reiling, George F CE(r). Trevey, Clyde B Elc(r). Welch, John F Elc(r). Dodds, Wylie B E3c(r). Moore, Wiley R CCM. Balletta, Joseph CMlc. Robert, George E CM2c. Henneke, Henry A CM3c. Carlozzi, Nicholas Swght. Herbert, Sidney Swght. Lund, William H Swght. Getman, Ray SFlc Wohlemuth, Isidor W SF2c. Fallon, James S P&F. Diskstein, Isador P&F. Lds for Campbell, Paul F SMM. Smith, Edward M CSK Knosher, Charles J SKlc Sullivan, Francis E SKlc. Weber, Philip H SKlc. Duren, Charles E SK2c. Osborne, Alyis T SK2c. Haberman, Benjamin Prtrlc. Wuestefeld, Henry A Prtr2c. Tomorowitz, Ernest Ptrlc. Joscelyn, Guy Ptr3c Clickner, William H CMM. Dettmar, Otto W CMM. Manow, Edward J CMM. Reardon, Edmund P CMM. Ballard, Ray MMlc. Campbell, John J MMlc. Chambers, Thomas C MMlc. Hutchins, Howard P MMlc. Koller, Charles J MMlc. Little, Stanhope S MMlc. [147] u. s. s . ARRISBURG Wilson, William A MMlc. Allan, John M MM2c Anderson, James MM2c. Bessey, George H MM2c. Brinkman, Louis H MM2c. Drummond, Samuel H MM2c. Evans, Rufus T MM2c. Hearn, Bernard A MM2c. Knapp, Clifford M MM2C. Lacoste, Rufus C MM2c. Milton, John MM2c. Mohyde, William C ■.MM2c. Pauly, Anthony J MM2c. Stepanek, Karl J MM2c. Webster, Richard G MM2c. Anderson, Samuel A Englc. Cwiklinski, Walter C Englc. Bramlett, Palmer Englc. Frazier, Henry Englc. Lima, Lewis Englc. Phillips, Joel P Englc. Rhodes, Emmet S Englc. Schultz, Harold B Englc. Smith, Elmer Englc. Strenzel, William Englc. Swett, Carl C Englc. Williams, Walter W Englc. Beals, Harry M Eng2c. Brock, Robert R Eng2c. Brown, Thomas J Eng2c. Dodge, Harry P Eng2c. Dry, Joseph A Eng2c. Egeter, George Eng2c. Finn, Henry F Eng2c. Ford, Carl B Eng2c. Frost, William J Eng2c. Golczynski, Michael A Eng2c. Gray, John G Eng2c. Kranz, Joseph F Eng2c. Sampson, John W Eng2c. Taylor, Charles W Eng2c. Woolard, Emmett B Eng2c. Zuercher. Andrew En2;2c. Boner, William E CWT. Conroy, Richard B CWT. Logan, John CWT. McGovern, Thomas F CWT. Morganstern, George J CWT. Pelz, Walenty CWT. Campbell, Gordon WT. Cole, Stanley H WT. Cox, Willie E WT. Evans, Arthur H WT. Harris, Remi J WT. Hitchcock, Wilber WT. Kinsky, Henry A WT. McCanless, Albert E WT. Robinson, Wallace J WT. Rosenblath, Fred L WT. Wilson, Arthur D WT. Simendinger, Fred Bmker. Nafus, Merritt C Csmthlc. Schuster, Charles Oiler Backus, Robert M Flc. Baer, Joseph Flc. Bahrenfuse, Walter J Flc. Benson, Alfred Flc. Bresien, Bernhardt T. Flc. Burke, William K Flc. Cappalute, J. F Flc. Carson, John A Flc. Case, James H Flc. Cofer, Byron J Flc. Desnoyers, Jules M Flc. Dippel, Frank J Flc. Dobschultz, William Flc. Edwards, Marion F Flc. Fitzsimmons, Edward D Flc. Frederick, Albert E Flc. Frost, Clark B Flc. Gibney, Thomas J Flc. Holland, Edward J Flc. Hunt, C. A Flc. Hunt, Aubrey Flc. Jeffery, Albert A Flc. Jodoin, Philias M Flc. Johnson. Clifford E Flc. Joyce, Thomas J Flc. Keeley, Thomas Flc. Keller, Joseph S Flc. Kennedy, Paul Flc. Kirkpatrick, R. A Flc. Larkin, Frank Flc. Lawson, David G Flc. Lichtenfels, John A Flc. Livengood, A. C Flc. Lundien, Elmer D Flc. McFarland, John H Flc. Mallison, Marion B Flc. Mast, G. J Flc. Miller, Adam P Flc. Magruder, Howell J Flc. Peltz, Howard R Flc. Pfitzinger, Frank Flc. Pongratz, Florian H Flc. Potwin, Glenn P Flc. Pratt, Nelson E Flc. Rainey, Richard Flc. Rankine, Thomas Flc. Recchione, Louis Flc. Reed, B. L Flc. Reid, Henry N Flc. Robertson, David E Flc. Rosenthal, Lawrence H Flc. [148] u. s. s. HARRISBURG Roten, Robert M Flc. Roza, Arthur G Flc. Ryan, Frank W Flc. Sampson, Edward J Flc. Sjostrom, Alfred Flc. Smith, Forest R Flc. Smith, Otto C Flc. Spor, Jay W Flc. Sporer, David Flc. Squires, Harry M Flc. Stansberry, Samuel E Flc. Stewart, Robert J Flc. Stout, Don Flc. Sundlie, Sivert E Flc. Tarp, Arthur Flc. Theriot, Necess A Flc. Thompson, Gervase S Flc. Tinker, Fay A Flc. Verville, Louis Flc. Wert, Charles J Flc. Westgate, Wallace A Flc. Wettleson, Otis Flc. Whalen, Luke Flc. Woods, Vernia D Flc. Wheeler, George C Flc. White, Melvin E Flc. Willard, Walter L Flc. Wingate, Thomas N Flc. Winkler, John J Flc. Wisler, Melvin Flc. Adkins, Lihue F2c. Angus, Charles H F2c. Roland, John J F2c. Royle, Edward F2c. Brieger, Nolan N F2c. Buckey, Charles G F2c. Christopher, Alfred H F2c. Chappell, Charlie H F2c. Costello, Thomas W F2c. Daniel, Samuel F2c. Fitts, Ira J F2c. Freshley, Frederick M F2c. Geisler, Walter C F2c. George, James F2c. Hart, Bernie D F2c. Hill, Leander E F2c. Hurley, Eugene T F2c. Johnson, George C F2c. Lippard, Hoyt M F2c. Logan, Edward J F2c. Longley, Theodore F2c. McCall, Clarence J F2c. McFee, Esley L F2c. Manly, Leirry L F2c. Pambianco, Guida F2c. Perkins, Earnest E F2c. Plotka, John F F2c. Plummer, Charles F2c. Pritchard, Joseph G F2c. Rusiecki, Valerius F2c. Sadler, Hobart F2c. Shride, Lloyd M F2c. Soldwisch, Ernest A F2c. Spencer, Paul F F2c. Stewart, Lee F2c. Stuart, John E F2c. Thompson, Vernon F2c. Vetter, Emil E F2c. Waters, James R F2c. Watson, Lester F2c. Webb, Clyde L F2c. Weiland, Edward F2c. Wentworth, Russell J F2c. Whidden, Jay C F2c. Wildman, Vernon S F2c. Allen, Frank F3c. Baker, James A F3c. Berry, Joe F3c. Borst, Edward F3c. Fiorenze, Joseph F3c. Hollys, William H F3c. King, Clarence W F3c. Loepp, Herman F3c. Mitchell, Louis F3c. Moon, Clarence G F3c. Pearl, Robert F3c. Peterson, Waefud A F3c. Pierce, Clifford E F3c. Priestley, Walter R F3c. Reynolds, Dewey F3c. Reynolds, Henry A F3c. Towns, Egar L F3c. Ward, John E F3c. Watkins, Roy E F3c. Wogenson, Leonard F3c. Cassaday, Louis Vail CY. McNally, Alfred CY. Moore, Joseph E CY. Nelson, Earl W CY. Richardson, Charles W CY. Schwartz, P CY. Turner, Donald E CY. L"Hernault, Emile V Ylc. Matsch, Leo G Ylc. Hallgren, Oscar Y2c. Hoff, Frederick L Y2c. Wall, Frederick J Y2c. Wenner, Joseph J Y2c. Gimilan, William G Y3c. Goodwin, Ross W Y3c. Ryan, Milo J Y3c. Thomas, Donald W Y3c. Joerger, John W CPhM. Kistler, William D CPhM. [149] u. s. s. HARRISBURG Baldridge, James G PhMlc. Dixon, Leon M PhMlc. Nolen, Everett E PhMlc. Cooley, Harold L PhM2c. McAviney, John N PhM2c. Peccolo, John F PhM2c. Rackliff, Melvin M PhM2c. Sallwasser, Emmett M PhM2c. Sellars, Rod PhM2c. Ward, Harry A PhM2c. Wilcox, Paul H PhM2c. Howard, George W PhM3c. Phillips, Willie C PhM3c. Pond, Ford W PhM3c. Robinson, Robert L PhM3c. Seraff, William PhM3c. Stevens, William W PhM3c. Wright, William R PhM3c. Taylor, Herman HA2c. Fischman, William L Bug. Gibler, R. A Bmstr. Ackerman, C. E Muscle. Alexander, J. W Muscle. Beigh, Everette T Muscle. Crawford, C. W Muscle. Davids, Aiko Muscle. Garbe, Gustiv Muscle. Gray, Carl A Muscle. Hemminger, L. E Muscle. Lonngren, G. W Muscle. Maloney, R. J Muscle. Matthiesen, C. H Muscle. Miller, V. C Muscle. Pistorius, R. V Muscle. Rydahl, H. J Muscle. Sawin, G. Muscle. Stein, E. E Muscle. Woodman, F. J Muscle. Wrage, E. W Muscle. Garver, Floyd Musc2c. Ambrose, Edwin B CCStd. Hobdell, Bernard S CCStd. Boli, Herman E SClc. Cameron, Charles L SClc. Fitzgerald, Maurea T SClc. Grennan, Joseph T SClc. Middleton, Horace S SClc. Pantley, Ralph B SClc. VanPelt, William H SClc. Bryan, Archie H SC2c. Cavanaugh, Luke SC2c. Hale, Frank D SC2c. Leach, Lloyd SC2c. LeClair, Anthony W SC2c. Yoeck, Oscar S SC2c. Bane, Joseph H SC3c. Goldstein, Charles SC3c. Kelaher, William L SC3c. Lang, James P SC3c. Mahoney, Garrett E SC3c. Massey, Ernest D SC3c. Whelan, Patrick J SC3c. Walker, Lewis Sc, Lds for Clark, Harold J Bkrlc. Davis, John Bkrlc. Eckett, James M Bkrlc. Evans, Horace E Bkrlc. Paulus, George P Bkrlc. Capitan, Victor E Bkr2c. Clements, Earl F Bkr2c. Henkin, Max Bkr2e. Donnelly, Frank CabStd. Ferguson, Harry S CabCk. Bogiages, Christos C WRStd. Hyka, William L WRStd. Edwards, Jingers M WRCk. Nichols, George E WRCk. Smith, Henry WOCk. Harrison, J. H WOCk. McDowell, Walton WOCk. Benford, James MAttlc. Benito, Eugenio M MAttlc. Gaskin, Argul G MAttlc. Gross, H. F MAttlc. Halcrow, John MAttlc. Hall, J. A MAttlc. Jackson, Emmett MAttlc. Kjar, Axel MAttlc. Olsen, Thorstein E MAttlc. Powell, James MAttlc. Sellers, Ernest T MAttlc. Reese, Neiphus MAtt2c. Spampinato, Christie MAtt2c Communiello, Carmine MAtt3c. Cormier, Harvey J MAtt3c. Delia Valle, James MAtt3c. Duino, Joseph MAtt3c. Goldberg, William W MAttSc. Hael, Albert G MAtt3c. Hall, R. L MAtt3c. Hannigan, A. J MAtt3c. Jacobson, Jack MAtt3c. Kelly, John H MAtt3c. Liquigan, Anachlito MAtt3c. Manning, Andru MAtt3c. Milligan, Reaver D MAtt3c. Miranda, Florincio MAtt3c. Plasides, Sebastian MAtt3c. Ronolo, Hinoro MAtt3c. Sylvester, Willard MAtt3c. Villarial, Sergio MAtt3c. [151] u. s. s. HARRISBURG The following named men have seen service on this ship during the war, but have been transferred, discharged and released from active duty. Ferguson, Samuel A .CBM. Higgins, Thomas CBM. Ludwig, Alfred CBM. Peltz, Leo James CBM. Vanek, William CBM. Cornell, George E BMlc. Gale, Leland D BMlc. Gamwell, Stanley P BMlc. Hoyle, Charles M BMlc. Thornton, George BMlc. Yarborough, Ernest BMlc. Akalaitis, George J BM2c. Auth, Joseph F BM2c. Barr, Samuel B BM2c. Graef, Walter B BM2c. Hart, Ernest W BM2c. Hooper, Earl W BM2c. Mack, Hugh BM2c. MacQuarrie, Angus A BM2c. Pedro, William J BM2c. Rown, Harry C BM2c. Schramm, Leo BM2c. Bunnell, George Cox. Coen, Joseph F Cox. Ferree, Oscar W Cox. Fredette, Omer F Cox. Friedly, Earl R Cox. Gillespie, Willie K Cox. Harrington, Frank J Cox. Hazzard, Norman K Cox. Jones, Carl W Cox. Kirley, Patrick F Cox. Kruse, James W Cox. Leary, Robert E Cox. Luth, Henry J Cox. McGoldrick, Dennis B Cox. Mattox, Alle B Cox. Morris, Joseph Cox. Paulding, Russell I Cox. Peterson, Edwin Cox. Pointer, Burt P Cox. Rafferty, William F Cox. Reiley, John K Cox. Moore, Frank S CGM. Pio, Charles F CGM. Freaman, William J CGM. Myers, William E GMlc. Cavanaugh, Matthew I GM2c. Etienne, Charles GM2c. Lassiter, Lacy E GM3c. Foster, Gilbert W GM3c. Fuller, Charles J GM3c. Frederick, Claude F CQM. Philleo, Artemus W CQM. Richelson, Frank R CQM. Dolan, Earl G QMlc. Spears, John J QMlc. deBrower, Kenneth N QM2c. Lotter, Charles A QM2c. Pollock, Robert A QM2c. Bunch, Eli QM3c. Keefe, Waldo D QM3c. Milestead, Everett QM3c. Ulrich, George QM3c. Vaught, Milton B QM3c. Walters, Arthur L QM3c. Williams, Ralph T QM3c. Day, David A SeaSiglc. Elwyn, Leo SeaSiglc. Francis, Henry H SeaSiglc. Kenney, John J SeaSiglc. Moran, John P SeaSiglc. Adams, John C Sea. Barnes, Charles P Sea. Baity, William M Sea. Bush, Harry J Sea. Butter, William Sea. Campbell, Harry J Sea. Carlson, Clarey T Sea. Charles, Herbert G Sea. Christie, William E Sea. Cichy, Lawrence Sea. Coats, Franklin H Sea. Courtney, Thomas L Sea. Cole, James K Sea. Covell, Ellsworth L Sea. Denbo, Harold Sea. Dietzman, William P Sea. Doring, Paul F Sea. Duerr, Henry A Sea. Evans, Evan B Sea. Evans, Willard J Sea. Flynn, John P Sea. Forker, George W Sea. Frajko, Michael Sea. Gauthe, Van Jean M Sea. Graves, Edward R Sea. Greer, Lilburn Sea. Grzann, Arthur C Sea. Hancox, Percy A Sea. Harmer, Frederick J Sea. Hennessy, John L Sea. Hewitt, Leroy F Sea. Highley, Charles Sea. Hynes, Herbert H Sea. Jayne, Lewis R Sea. Ingram, Charles I Sea. lobe. Otto Sea. [152] u. S. S. HARRISBURG Kappel, Scofield Sea. Keller, Lawrence P Sea. Kenney, John J Sea. Larson, Elmer T Sea. Lowe, Jacob B Sea. McCarthy, Chester W Sea. McCloskey, James F Sea. McPhee, Harry A Sea. Means, William Sea. Monasmith, Ralph T Sea. Moore, L. B Sea. Morse, Albert Sea. Pike, William E. . .^ Sea. Puchta, Lawrence G Sea. Putt, Douglas A Sea. Queripee, Herbert Sea. Rossiter, William M Sea. Silver, James R Sea. Squire, Cleo A Sea. Swan, Samuel B. ... - Sea. Szumachowski, John J Sea. Taylor, John A Sea. Thompson, Herbert D Sea. Whitney, George W Sea. Young, Howard H Sea. Young, Marston D Sea. Anderson, James W Sea2c. Atkin, Harry Sea2c. Beckwith, John H Sea2c. Brooks, Morris Sea2c. Boorom, Gilbert L Sea2c. Campbell, Ray E Sea2c. Cavanaugh, Maurice F Sea2c. Collins, William F Sea2c. Conlon, Eugene P Sea2c. Coon, George A Sea2c. Cooney, Thomas C Sea2c. Donnelly, Francis P Sea2c. Duerst, Elmer A Sea2c. Erickson, Carl L Sea2c. Farley, Walter Sea2c. Finnerty, Edmund V Sea2c. Finerty, Lawrence E Sea2c. Frederico, John J Sea2c. Gallei, Theodore Sea2c. Griffin, John C Sea2c. Harra, Frank J Sea2c. Insley, Roy F Sea2c. Harden, . Paul W Sea2c. Hauser, Percy J Sea2c. Herkner, Walter F Sea2c. Himmelreich, Edward L Sea2c. Holtzapple, Robert A Sea2c. Houlihan, Bartley J Sea2c. Johnson, Johl Sea2c. Jones, Ira E Sea2c. Kane, John J Sea2c. Karr, Overtora O Sea2c. Kuhn, Charles Sea2c. Levine, Max G Sea2c. Moore, Sidney H Sea2c. McAleer, Frank E Sea2c. Mueller, Albert H Sea2c. Muenzmaier, Carl A Sea2c. Morris, Ned A Sea2c. Munn, Robt. O Sea2c. Ott, Charles F Sea2c. Petrillo, John Sea2c. Robbins, John A Sea2c. Rolleston, Thomas F Sea2c. Rosenstein, Benjamin W Sea2c. Rothstein, Isaac Sea2c. Schneider, Edward F Sea2c. Schwarzenbath, Fred Sea2c. Sheffer, LeRoy J Sea2c. Skooboe, William J Sea2c. Tompkins, Homer S Sea2c. Turbino, Reno Sea2c. Watts, Henry L Sea2c. Westmoreland, Thomas L Sea2c. Wischoever, Victor C Sea2c. Cowdrey, Archie A AS. Melson, Frank CE. Garner, Robert D Elc. Lush, Albert F Elc. Stuart, Thomas Elc. Winter, Henry J Elc. Blackmore, Ludwig E2c. Brennan, William J E2c. Gilbride, Bernard I E2c. Johnston, Edward F E2c. MacMorris, Peter E2c. Olson, Arthur J E2c. Ormiston, John A E2c. Cunningham, Martin J E3c. Gilbert, Paul E E3c. Nunley, Arthur W E3c. Cunningham, Thomas E CE. Dederick, Leo D CE. Hickman, Paul N ....CE. Chase, Irvie E Elc. Templeton, Everett M Elc. Hall, Hiram S E2c. Hiles, Charles E E3c. Shea, James B E3c. Weston, Morgan S E3c. Ensor, Harry C CCM. Jackson, Reuben CCM. Temple, Joseph L CCM. Sutor, Fridolin J CMlc. Allen, Herbert W CM2c. Niles, Seth B CM3c. Conway, James J CM3c. Thrasher, Frank B CM3c. [153] u. s. s. ARRIS U R G Noel, George H SFlc. Hayes, James J SF2c. Smith, Donald P Sw'ght. Miller, Harold Swght. Himhele, John J P&F. Campbell, James A Ptrlc. Coger, Marcel S Prtrlc. Fuller, William D Prlr2c. Sullivan, Timothy E. SKlc. Edwards, James M SK2c. Troy, William J. SK2c. Collins, Timothy SK3c. Davis, Leslie E SK3c. Mooney, Francis I SK3c. Stotler, Montie T CMM. Borthwick, Alonzo J MMlc. Bryner, James H MMlc. Edwards, George MMlc. Greene, Francis H MMlc. Hargraves, Horace P MMlc. McBain, Leroy E MMlc. McGowan, Thomas J MMlc. Pierce, Joseph MMlc. Wood, Abram R MMlc. Elliott, Fred C MM2c. Julyan, Ralph MM2c. Oliver, Grant G MM2c. Sargent, Daniel D MM2c. Wallis, Leland M MM2c. Ward, George MM2c. Welch, Robert MM2c. Cross, John Englc. Heinemann, Otto L Englc. Holmes, Edwin F Englc. McCauley, William J Englc. O'Connor, Charles B Englc. Weldorm, Hubert M Englc. Anderson, Charles L Eng2c. Fonda, Earl J Eng2c. Luece, Charles R Eng2c. Ray, Fred Eng2c. Ward, Homer R Eng2c. Barnes, Albert CWT Brewer, Roy D CWT. Gettinger, Charles CWT. Logan, John CWT. Lubawski, Louis J CWT. Nolan, James CWT. Shaw, John CWT. Welborn, Grover E CWT. Anderson, Burrell G Wt. Brennan, Frank J Wt. Campbell, Roy Wt. Davis, Robert H Wt. Holton, Parker M Wt. Fain, Richard F Wt. McAllister, Harry A Wt. [154 Rought, Leonard Wt. Skelly, Francis F Wt. Sutter, Frank C Wt. Taylor, George A Wt. Minnaugh, Patrick I Bmkr. Blanchard, Emile J Flc. Borror, Fred W Flc. Bray, Lawrence E Flc. Crawford, Samuel A Flc. Davidson, Ray P Flc. Grau, Eli Flc. GiUen, John P Flc. Hardman, Charles F Flc. Jobbins, J. S Flc. Jones, William C Flc. Kessell, Stephen B Flc. Knapp, John A Flc. McBride, L Flc. Kron, Nicholas Flc. Meyer, Cecil Flc. Murphy, Joseph Flc. Palmer, J. M Flc. Peterson, George J Flc. Quigley, J. J Flc. Salyers, Luke B Flc. Schearing, Fred J Flc. Schoemaker, Earston F Flc. Schou, Leroy Flc. Shotts, Benjamin H Bsmth. Slonaker, Thomas U Flc. Sommerhouse, Edward F Flc. Specht, Niel L Flc. Stephenson, Charles A Flc. Storey, Orman Flc. Tempera, James Flc. Thayer, Neil H Flc. Thompson, E. M Flc. Thompson, John E Flc. Tyler, Frederick E Flc. Webber, Dott Flc. Whaley, Claude Flc. Williams, John C Flc. Wilson, Jesse F Flc. Allen, Howard F2c. Bailey, George L F2c. Bower, Clifford A F2c. Buinson, Fred L F2c. Buckley, Forrest E F2c. Burton, John L F2c. Cautrell, Seldon J F2c. Chappell, Charlie H F2c. DeHaven, Lafayette F2c. Douglas, Wyatt S F2c. Eisel, John F F2c. Fields, Harold J F2c. Greene, Francis M F2c. Jekel, Harry L F2c. ] u. s. s. HARRISBURG Johle, Gus H F2c. Little, Walter C F2c. McShane, John F ....F2c. Murray, Thomas F2c. Oest, Andrew H F2c. Olszenski, Stephen F F2c. Saltsider, Koswell W F2c. Sanders, Rexford F2c. Sharpe, Jack M F2c. Smith, William F2c. Stothers, Joseph L F2c. Trevena, William J F2c. Tyler, William F2c. Vordeldonk, Edward F F2c. Webber, Willie G F2c. Wood, Patrick F F2c. Ashcrof t, Claude T F3c. Ballentine, William J F3c. Colburn, Leonard M F3c. Cullen, John F F3c. Cullen, Jobe F F3c. Dean, Sem R F3c. Freeman, Gus E F3c. Hathaway, Wilmot C F3c. Kennedy, Thomas F3c. Lighthall, Leonard R F3c. Moore, Walter E F3c. Price, Martin F F3c. Rochester, William H F3c. Shide, Homer F F3c. Sudduth, Henry P F3c. Syfrett, Frank E F3c. Thornton, Charlie B F3c. Tynion, Benjamin J F3c. Veazey, Eleigh E F3c. Williams, Henry H F3c. Barnard, Alfred L CY. Bena, August CY. Bohman, Carl A CY. Donlan, James J CY. Haskins, Merrill D CY. McCallum, Leonard CY. Myers, Waher E CY. Richartz, Paul B CY. Riker, Paul S ...CY. Stenstrum, William CY. Sutherland, Leslie L CY. Troy, Joseph L CY. Yarnall, Joseph E CY. Ball, William W Ylc. Dwyer, Jeremiah Y2c. Dunlap, Martin C Ylc. Reives, Harold W Ylc. Schwartz, Philip Ylc. Supvenant, Valmore J Ylc. Webb, Frank Ylc. Goldsmith, Valentine Y2c. Handrick, Thomas F Y2c. . McKineey, Harold M Y2c. Morgan, John R Y2c. Rogers, Thomas J Y2c. Sweeney, James B Y2c. Tinn, John S Y3c. Guy, William J Y3c. Levinger, Harold W Y3c. Lynch, John T Y3c. Marshall, Ernest Y3c. Scales, Walter R Y3c. Smith, Nathaniel Y3c. Thompson, Clarence Y3c. Waterhouse, Ray C Y3c. Hamm, Mason J Lds. for Y. Surface, Arthur L CPhM. Gladney, James C PhMlc. Hinkley, Amos B PhMlc. Russell, Ernest E PhM2c. Woodmansee, William F PhMlc. Franklin, George PhM2c. Lewis, Daniel E PhM2c. Rubel, Jeff Leo PhM2c. Yates, H. L PhM2c. Bullock, Gerald H PhM3c. Cole, Ray Jay PhM3c. Quail, Harold H PhM3c. Levin, Benjamin PhM3c. Redinger, Clyde E PhM3c. Ward, Aubrey V PhM3c. McClintock, Herbert L HAlc. Weaver, Wilbur W HAlc. Schneberger, Hugo C HAlc. Swenson, Walter M Lds. for HA. Baumgarten, E. O Muscle. Ellis, George 1st Muse. Hartwell, O. W Musc2c. Counsell, Robert A Bug. Faltus, Eugene W Bug. Gleck, Carl J. Bug. Doak, Ramson P CCStd. Ittmann, Louis A CCStd. Kelly, James F CCStd. Bittner, Peter ComStd. Dimon, Harold J ComStd. Jarvis, Harry R ComStd. Levinson, Morris L ComStd. Lindley, Frank H ComStd. Mesloh, George H ComStd. Reynard, Carl H ComStd. Wells, Benjamin T ComStd. Wormley, David M ComStd. Yarmas, Athanasios ComStd. Cobley, Robert H SC2c. Kenheke, George R SC2c. Kyle, Leon SC2c. Lipani, Vincenzo SC2c. [155] u. S. S. HARRISBURG Morrison, Joseph A SC2c. Jackson, James M SC3c. Smith, Alexander SC2c. Trozzo, Vincent SC2c. Calta, Charles S SC3c. Jacobs, Albert I SC3c. Reymann, John H SC3c. Sweeting, Richard F SC3c. Chernon, Abraham SC4c. Dimpson, Alexander SC4c. Cropper, Louis SC4c. Hailes, John SC2c. Lockwood, Horatio SC4c. Marshall, Mealldy F SC4c. Nickerson, Arthur J SC4c. Wasserman, Max S SC4c. Polzin, Albert Lds. for SC. Atchison, Claude H Bkrlc. Hannon, James W Bkrlc. Williams, Keith D Bkrlc. Cannon, Malachi M Bkr2c. Karp, Jack Bkr2c. Nourse, Elmer H Bkr2c. Bianco, Angelo A CabStd. Howes, Clifford F CabStd. Wynn, Lemuel A CabCk. Bell, J. H CabCk. Perazio, Joseph M WRStd. Rabbino, Louis WRStd. Smith, Lee Roy WRStd. Smith, Samuel H WRStd. Wallace, Edward WRStd. Watson, Thaddeus WRStd. Calcaquine, Anthony WRStd. Monroe, Lewis WRStd. Gilroy, P. M WRStd. Lewis, Joseph H WRStd. McLeod, Herod E WRCk. Williams, Emanud StgCk Carmichael, Fitzraymond MAttlc. McCollins, Arthur F MAttlc. Salop, Morris MAttlc. Tinkler, Robert I MAttlc. Douglas, William A MAtt2c. Falcone, Anthony MAtt2c. Harding, Patrick J MAtt2c. Ingram, Lorenzo B MAtt2c. Arline, Cola R MAtt3c. Blackman, Bennie MAtt3c. Caputo, Amiello MAttSc. Cohen, Samuel MAtt3c. Criscuola, Anthony J MAttSc. Doran, John J MAtt3c. Emelock, Charles MAttSc. Genatt, Benjamin MAtt3c. Kemack, Abe MAtt3c. McVey, Bernard MAtt2c. Manlapaz, Juan MAtt3c. Moore, Thomas J MAtt3c. Pagano, Thomas MAtt3c. Orine, Ensigio Y MAttSc. Petrozza, Louis MAttSc. Sheehy, Michael MAttSc. Sylvester, Willard MAttSc. White, Thomas J MAttSc. Writht, Tommie MAttSc. [156 1 W 9 3 o Q CM H . en t« << 5 22 w ^ ^ z o ° °^ D O Q U. S. S. HARRISBURG Flagship of Cruiser and Transport Force United States Atlantic Fleet Force Special Order 0236 In Reply Refer to Mail and Telegraph Address Telephone No. Steneck Building, Hoboken, N. J. Hoboken 3090 GL-M-44-20 (2-0) JIZ 26 June, 1919. From: Commander Cruiser and Transport Force. To: Cruiser and Transport Force. Subject: Secretary of War and Secretary of Navy Commend Operations of Navy Transport Fleet. 1. The following letter is quoted for the information of the Force and compliance with paragraph 3 : 28963-689 Op.-46 12 June, 1919. Navy Department, Washington, D. C. From: Secretary of the Navy. To: Commander Cruiser and Transport Force. Commander Battleship Force One. Via: Commander in Chief U. S. Fleet. Subject: Operations of Transport Fleet during the month of May. 1. The following letter to the Secretary of the Navy is quoted for your information: "My Dear Mr. Secretary: "The operations of the Transport Fleet during the month of May has been so successful that I believe it appropriate at this time to extend to you and the Navy, particularly the officers and men directly connected with the operations of the Cruiser and Transport Fleet, my hearty congratulations and appreciation of the War Department for the splendid service they have rendered during our overseas operations. "It is a source of great gratification to the War Department, and it must be to the Navy, to look back over the past year and a half and note the success of these operations and to summarize just what has been accomplished in the matter of transporting troops and supplies to France. I am sure that this successful operation is due more to the close co-operation and splendid team work which has existed between the two services than to any other one thing. [158] u. S. S. HARRISBURG "I might mention by name a number of distinguished officers of the Navy who have been directly connected with this important work, but I much prefer to commend as a whole the efficient and loyal per- sonnel of both the Army and Navy whose steadfast and untiring efforts have made possible the great success of this unprecedented undertaking. "If it meets with your approval, I will be very much pleased if you will make known to the Naval force engaged in the transport work the contents of this communication and assure them that the War Department fully appreciates the magnitude of the work they have performed for their country. 'Cordially yours, "(Signed) Newton D. Baker. "Secretary of War, 2. The Navy Department concurs with the Secretary of War in his appreciation of the operation of the Transport Fleet, not only during the month of May, but during the past year and a half as well. 3. Copies of this letter will be forwarded by the Force Com- mander concerned to Commanding Officers of all ships under their commands, and these Commanding Officers will publish the letter to officers and crews of their ships on the first opportunity after its receipt. (Signed) Josephus Daniels, Secretary of the Navy. Albert Cleaves. [159] BROOKLYN EAGLE PRESS «' ♦, V ^Or . v^ '^. \r 4 o c- WS. .Z.-:^' %'""> W -^° >' — '"* ti. * » . 1 • f 0- .- ,%"'-\^* .* .«y •** --SI?,' . * /.^'.\ .'"••^-•-°- yy^i^'X "' - "- -^ °V^^B'- ^ov^ :W^^^^ '^^0^ f^'^^ffi^'-. ^ov^" f" :L'. ->