THE LIBRARY 
 
 OF 
 
 THE UNIVERSITY 
 
 OF CALIFORNIA 
 
 LOS ANGELES 
 
 GIFT OF 
 
 COMMODORE BYRON MCCANDLESS 
 
 ^ 
 
 .^ 
 
 (PJ
 
 
 ^^y:^4>^^v-/<2^
 
 THE YANKEE MINING 
 SQUADRON
 
 THE YANKEE MINING 
 SQUADRON 
 
 OR 
 
 LAYING THE NORTH SEA 
 MINE BARRAGE 
 
 CAPTAIN REGINALD R. BELKNAP, U. S. N. 
 
 rhe Squadron Commander 
 
 ANNAPOLIS, MD. 
 THE UNITED STATES NAVAL INSTITUTE 
 
 1920
 
 Copyright, 1919 
 Copyright, 1920 
 
 BY 
 
 J. W. CONROV 
 
 Trustee for U. S. Naval Institute
 
 13h 
 
 / 
 
 PREFACE 
 
 In writing- of the " biggest ' mine planting stunt ' in the world's 
 history " — to quote a Christmas greeting from Rear Admiral 
 Clinton-Baker, head of the British minelaying force — I have en- 
 deavored to make an account that would be readable enough for 
 general interest, largely for the reason that, compared to other 
 operations, our undertaking received scant mention at the time. 
 Its very nature required preparation in quiet and precluded dis- 
 cussion of its progress. Unnecessary technical detail has there- 
 fore been suppressed, although much could be written that would 
 be welcomed by those versed in it. 
 
 The whole account is based on data obtained at first hand. The 
 description of assembling the squadron for a mining excursion 
 fits the third excursion rather than the first, but the difference is 
 a minor one, affecting only the numbers present — six ships on the 
 first excursion, ten on the third. All the rest is correct, in sub- 
 stance and details. 
 
 Besides influencing an early armistice, this great minelaying 
 operation marks an epoch in the use of submarine mines in war- 
 fare. It was an event in military history, as well as a prominent 
 operation, and the credit for it belongs not alone to the officers 
 and men who were actually present but also to those of the old 
 mine force, to whose services in developing, in our navy, the art 
 of handling and laying mines in large numbers, the success of the 
 great operation was so largely due. 
 
 Details of the mechanical development of the new mine itself 
 have not been gone into, for obvious reasons. Justice to that part 
 could be done only by those who were directly concerned in it, 
 but I am glad of the opportunity to express appreciation of the 
 valuable service which was rendered to our cause in the war by 
 Commander S. P. Fullinwider, U. S. N., in seizing upon and 
 developing the long-sought means for such an undertaking, and 
 by Lieut. Commander T. S. Wilkinson, U. S. N., and the officers 
 and designing engineers in the Bureau of Ordnance and at the 
 Naval Torpedo Station, Newport, R. I., by their skill and ingenuity
 
 6 Preface 
 
 in designing mechanical features, when normal experimenting 
 was impossible. 
 
 As for the ships — the personal study which Captain J. D. Beuret 
 (C. C), U. S. N., made of the mine elevator problem was the 
 foundation of its brilliant success, and the fact that, in the whole 
 period of service, few alterations or improvements in the mine- 
 layers were found desirable, although suggestions were called for, 
 is the best tribute to those who planned and carried out their 
 conversion. 
 
 Only very inadequate expression can be given here to my appre- 
 ciation of the services of my stafif, in particular Captain H. V. 
 Butler, U. S. N., whose excellent conduct of the flagship, sup- 
 ported by the indefatigable care of his navigator, Lieut. Com- 
 mander J. C. Cunningham, U. S. N., made it possible to approach 
 and navigate close to unmarked minefields in the open sea. And 
 I was fortunate to have one so thoroughly loyal and capable as 
 Commander B. L. Canaga, without whose unremitting attentive- 
 ness, and tactful management of countless details under diffi- 
 culties, our performance would have been far less creditable. 
 
 Inseparable from our recollections will always be the excellent 
 and friendly official and personal relations with the destroyer 
 escort, especially when H. M. S. Vampire led. Captain H. R. 
 Godfrey, C. B., D. S. O., writes, " It was the determination of 
 every officer and man in the 14th Flotilla, w-ho had the honor of 
 being entrusted with the screening of the U. S. Minelaying Force, 
 that no preventable attack by enemy submarine or surface vessel 
 should inflict damage on any ship of the Force." It is but speak- 
 ing for all of us to say, that is what we felt, from the first moment 
 of that grey morning's meeting on the day of arrival. 
 
 Newport, 15 June, 1919.
 
 CHAPTER CONTENTS 
 
 1. The IVIine Force Ready 1 1 
 
 2. The Need and the Means 17 
 
 3. 'I'he Bases in Scotland 22 
 
 4. The Supply of Mines 25 
 
 5. General Supplies and Transportation 30 
 
 6. A Sample of Quality x^ 
 
 7. Mine Assemhling and Embarking 35 
 
 8. The First Minelaying Excursion 39 
 
 Squadron Organization and Ships' Data 46 
 
 9. Athletics 49 
 
 10. The Squadron Complete 53 
 
 1 1 . Tactics 57 
 
 12. Some Incidents 61 
 
 13. Signals 67 
 
 14. The Barrier Across 6g 
 
 15. Finishing the Barrier yz 
 
 16. The Thirteenth Excursion yy 
 
 \y. Results 82 
 
 18. General Living Conditions 86 
 
 19. Farewell to the Highlands 89 
 
 20. Scapa Flow 92 
 
 21. Home 94 
 
 22. The Mine Sweepers 96 
 
 22,. The Mine Force, Old and New 98 
 
 24. After the War ic^ 
 
 Summary of Mines Laid no
 
 ILLUSTRATIONS p,^_e 
 
 The North Sea Mine Barrage Frontispiece 
 
 Mine Assembly and Storage Sheds 22 
 
 A Mine in Mid-Air, Being Hoisted in 25 
 
 Launching a Mine Through the Stern Port 26 
 
 The Sequence of Operations After a Mine is Launched 2^ 
 
 A Mine Carrier Steamer 30 
 
 Mines and Mine Anchors Awaiting Assembly 35 
 
 Loading Mines into Lighters 36 
 
 Squadron Flagship San Francisco ^,7 
 
 The Mine Squadron at Sea 40 
 
 Arrangement of Mine Tracks, Elevators, and Turntables, in Roanoke 
 
 Class of Minelayers 31 
 
 The Squadron in Minelaying Formation 59 
 
 Approaching and Laying the Fourth Mine Field 63 
 
 The Boston-New York Passenger Liner Massachusetts loi 
 
 The 20-Knot Minelayer Shazuniitt 102 
 
 Organization of the Mine Force 105
 
 THE YANKEE MINING SQUADRON 
 
 CHAPTER ONE 
 
 The Mine Force Ready 
 
 The national anthem at morning- colors woke me, and I arose 
 and looked out. What a glorious sight! Green slopes in all 
 freshness, radiant with broom and yellow gorse, the rocky shore 
 mirrored in the Firth, which stretched, smooth and cool, wide 
 away to the east and south, and in the distance snow-capped Ben 
 Wyvis. Lying off the entrance to Alunlochy Bay, we had a view 
 along its sloping shores into the interior of Black Isle, of noted 
 fertility. Farther out were Avoch, a whitewashed fishing village, 
 and the ancient town of Fortrose, with its ruined 12th century 
 cathedral. Across the Firth lay CuUoden House, where Bonnie 
 Prince Charlie slept before the battle. Substantial, but softened 
 in outline by the morning haze, the Royal Burgh of Inverness 
 covered the banks and heights along the Ness River, gleaming in 
 the bright sunshine. And how peaceful everywhere ! Canandaigita 
 and Sonoma lay near by, the Canonicus farther out — but no 
 movement, no signal, no beat of the engines, no throbbing pumps. 
 All seemed resting from those last four days of our passage over- 
 seas, which had all but done away with sleep. My responsibility 
 for the safe conduct of the squadron had ended at i a. m., when 
 it dispersed at the buoy, whence the routes to our bases at Inver- 
 ness and Invergordon diverged. The captains taking the ships 
 to their berths singly, Captain Butler was up until 5 o'clock, need- 
 ing daylight to take the San Francisco all the way in. Turned in 
 at last, his servant and orderly at 8 o'clock were 45 minutes 
 waking him. 
 
 The Senior British Naval ofificer. Captain H. F. J. Rowley, 
 R. N., came on board early, to give us welcome, and then we went 
 to our own chief, Rear Admiral Joseph Strauss, U. S. N., com- 
 mander of the Mine Force, whose headquarters were here at 
 Inverness, U. S. Naval Base 18. After taking a look over the 
 base itself. Captain Murfin's work and province, we stayed to 
 lunch at Kingsmills, a handsome place amid beautiful surround-
 
 12 The Yankee ^Mixing Squadrox 
 
 ings, bordering on the golf links, with gardens, tennis court, cro- 
 quet lawn, and fishing brook, which Admiral Strauss, Captain 
 ]\Iurfin, and some of the headquarters stafif had rented. It was 
 a satisfaction to everyone to see our chief so befittingly established, 
 and this came out very eflfectively later, at a picturesque and enjoy- 
 able garden party given there on the 4th of July, an occasion 
 which was being celebrated locally with unaffected cordiality. 
 Altogether, we could feel ourselves fortunate in the beauty and 
 attractiveness of our surroundings and also, as we soon found, 
 in the hospitality and kindliness of the people. 
 
 The American Mine Force had come to Scotland, arriving May 
 26, 1918, to cooperate with the British in laying a great barrier of 
 mines, from the Orkney Islands across the North Sea to Norway. 
 To provide for doing our share, the small minelaying force which 
 our navy possessed on entering the war, consisting principally of 
 the old cruisers San Francisco and Baltimore, had been augmented 
 by eight converted merchantmen. Only six weeks before, five of 
 them had joined the San Francisco, the squadron flagship, at 
 Hampton Roads, Virginia, fresh from the shipyards. 
 
 The program for the newly organized squadron contemplated 
 the ships being in Scotland, ready for a minelaying operation, in 
 45 days from the time they left the shipyards. The work of 
 conversion having been extensive and hardly finished, the new 
 ships were very raw, having had but a few days to shake down. 
 Troubles with engines and steering gear, lost anchors, fogs, and 
 missing stores repeatedly interfered with training. Up to May 5, 
 1918, not a day had passed without a mishap or some forced altera- 
 tion of plan. Instead of progressing to the rehearsal of a mine- 
 laying operation by the squadron, we had been unable even to keep 
 all together for a single whole day. Yet we were preparing for 
 an operation in which, with the ships steaming close together, all 
 must go like clock-work, for hours without interruption. 
 
 Another week of training before going across would, therefore, 
 have been amply justified, but the sense of urgency was too strong. 
 Besides, our mine bases in Scotland needed the 500 men we were 
 to bring them. So, after four hustling days and nights of final 
 preparation, we had stolen away from Newport, Rhode Island, 
 just after midnight of Saturday, May 11, 1918. 
 
 Started at last ! And, thanks to cooperation far and near, better 
 prepared than expected. There were a few quiet hours that
 
 Tiiii Yankee Mining Squadron 13 
 
 Sunday morning — then fog shut in thick until next day. This 
 was trying, so early on the voyage, but as we kept together all 
 through it, the experience only gave more confidence. Next, one 
 ship's steering gear broke down, and she just escaped a fatal 
 collision. The third morning, the same vessel broke down alto- 
 gether. Through lucky foresight, a powerful tug, Sonoma, was 
 with us, which towed the disabled ship 150 miles until next morn- 
 ing, when the break was repaired. 
 
 The submarines that soon afterwards appeared on our coast 
 were known to be crossing the Atlantic now, so we had target 
 practice next afternoon, to be ready for them. Then I felt we 
 could give a good account of any surface attack. Torpedoes, fire, 
 and collision were what we had to fear. All the ships had mines 
 on board and, since we steamed only 500 yards apart, an explosion 
 in one ship would have involved the others. 
 
 Crossing in our company was the big collier Jason, loaded with 
 an aviation station outfit for Killingholme, England, which after- 
 wards did good work. On the tenth day, heavy weather came 
 on, and Jason disappeared in a black squall, rolling heavily and 
 steering far off the course. She being a sister of the ill-fated 
 Cyclops, and no trace of her showing in four days, added con- 
 siderably to the anxiety felt as we entered the active submarine 
 zone. Radio calls brought no response. We had all but given her 
 up, when, at early daylight, just before the appointed rendezvous 
 with the destroyers, she came lumbering up astern. And so, not- 
 withstanding the many vicissitudes in 3000 miles steaming, we met 
 the escort with our number complete and right on the dot, in time 
 and place. 
 
 Our arrival off Inverness the following midnight. May 25-26, 
 191 8, made the Mine Force complete as to constituent parts neces- 
 sary for the operation in hand. The Baltimore and Roanoke had 
 preceded the others, making us seven. Three more were still in 
 shipyard hands, but there was no need to wait for them before 
 beginning the minelaying. 
 
 Between operations the squadron was divided for loading, half 
 at Inverness (Base 18), and half at Invergordon (Base 17), 30 
 miles away. Being intended for the storage and assembly of 
 mines — all that we used came from America — these bases had 
 scant means at first for assisting the ships. Their needs could be
 
 14 The Yankee Mining Squadron 
 
 supplied from the Royal Naval Dockyard and two depots, under 
 Rear Admiral E. R. Pears, R. N., and Captain Tancred at Inver- 
 gordon, and Captain Rowley at Inverness, who were always 
 cordially responsive to our requests. 
 
 The motto for all American naval forces abroad, however, was 
 to be self-supporting, and thanks to our provident first supply and 
 to regular replenishment by the mine carriers, we had to draw on 
 the British stocks for very little. After a month, the repair ship 
 Black Hawk arrived. She took no part in minelaying, being 
 always moored off Inverness, separate from the Mine Squadron 
 and flying Rear Admiral Strauss' flag, but her equipment of 
 machine tools and repair material made the Mine Force normally 
 independent in regard to upkeep. Except for docking, we asked 
 very little of the British in the way of repairs. 
 
 Upon one occasion, the soluble salt washers for the principal 
 safety device of the mines nearly ran out, the local atmospheric 
 conditions having caused many more to be used than estimated. 
 No washers of the right size and kind were obtainable anywhere 
 inside three weeks, and thus a shortage of these atoms — the size of 
 a peppermint " Life Saver '' — threatened to hold up the laying of 
 5000 mines. The Black Hazvk had a steam press, however, and 
 could make a die — and by the time they were needed, washers 
 in plenty were ready — incidentally of better quality than before. 
 
 While the ships were unloading the mines they had brought, 
 for overhaul on shore, and were coaling and otherwise preparing 
 for minelaying, the larger preliminaries were taken up at a con- 
 ference of Rear Admiral Strauss and myself with Admiral Sir 
 David Beatty, Commander-in-Chief of H. B. M. Grand Fleet. 
 Vice Admiral Brock, his Chief of Staff, Rear Admiral Clinton- 
 Baker, the British Rear Admiral of Mines, Captain Lockhart- 
 Leith, the head of his Staff, and Captain R. A. Pound, of the 
 Admiralty, attended this conference, which was held on board the 
 flagship Queen Elirjabctli, at Rosyth, Thursday, 30 May, 1918. 
 
 First came the subject of tactics, and I explained my plan, to lay 
 the mines with the squadron steaming in line abreast, ships 500 
 yards apart, making a trace on the chart like a music score. Three 
 vessels (later five) would be laying mines simultaneously. When 
 a ship had emptied herself of mines, her neighbor, ready and 
 waiting while steaming alongside, would begin. At the end of the
 
 The Yaxkke ^Mining Squadron 15 
 
 minefield, some temporary small buoys would be planted, by which 
 to pick the field up later, to continue it. This plan was accepted 
 without comment. 
 
 The area to be mined having been publicly notified two months 
 before, the enemy might have placed some mines there, on the 
 random chance of damaging our force. The only arrangement 
 practicable to meet such a contingency was for some of the de- 
 stroyer escort to explore for mines ahead of the minelaying forma- 
 tion as it proceeded. Only those ships would be fully protected 
 that might be following directly in the wake of the searching de- 
 stroyers, the main purpose being to discover the existence of an 
 enemy minefield in time for the squadron to maneuver aside. 
 
 A clear understanding was reached at the conference of the 
 relation of the mine squadron and its escort to the supporting 
 force. The mine squadron being lightly armed and of moderate 
 speed, it would have been at great disadvantage against even a 
 numerically weaker force of light cruisers, with their superior 
 batteries and speed. Hence the need of the support, which would 
 consist of a battleship or battle cruiser squadron, or both, and of 
 light cruisers, according to the estimated risk of attack at the 
 time. If attack threatened, the mine squadron and its destroyer 
 escort would seek safety in the direction ordered by the Support 
 Commander ; otherwise they would proceed on their mission and 
 return to base afterwards, according to the program for that 
 occasion. The destroyer escort would be of strength sufficient to 
 ward off any probable attack by submarines or by surface vessels 
 that might elude the supporting force and the regular patrols. 
 
 The location of the first minefield was decided upon ; then 
 further details were settled with Vice Admiral Brock and Rear 
 Admiral Clinton-Baker, for the first mining excursion, which 
 was to be done by the American and British squadrons at the same 
 time. Preparatory notice was to be given by the Commander Mine 
 Force to the Admiral of the Grand Fleet at least four days before 
 the time the mine squadron was expected to be loaded and ready 
 for an excursion. Upon a second, definite notice, not less than 48 
 hours in advance, when it was certain that the squadron would be 
 ready, a combined operation order would be issued by the Admiral, 
 naming all the forces concerned and containing the instructions 
 and intelligence necessary for all.
 
 i6 The Yankee Mining Squadron 
 
 After lunching on board with Admiral Beatty, Rear Admiral 
 Strauss and I took our leave. We had a look at Holyrood Palace 
 and a walk through Canongate Street that afternoon, returning to 
 Inverness next day. Not enough material had yet been accumu- 
 lated to assemble mines to fill all seven minelayers present, but 
 3400 would be ready in a few days, sufificient to lay a field 47 miles 
 long, consisting of one row of mines at each of the three levels 
 prescribed. A mine embarking schedule was made out accord- 
 ingly, to include San Francisco, Baltimore, Roanoke, Canandaigua, 
 Canonicits, and Honsatonic, for a start on June 7.
 
 The Yankee Mining Squadron 
 
 CHAPTER TWO 
 
 The Need and the Means 
 
 A barrier of high explosive across the North Sea — 10,000 tons 
 of TNT, 150 shiploads of it, spread over an area 230 miles 
 long by 25 miles wide and reaching from near the surface to 
 240 feet below — 70,000 anchored mines each containing 300 
 pounds of explosive, sensitive to a touch, barring the passage of 
 German submarines between the Orkneys and Norway — this was 
 the final five months' contribution of the American and British 
 mining forces towards bringing the war to a close. 
 
 To stop the enemy submarines near their bases, before they 
 could scatter on the trade routes, would obviously defeat their 
 campaign more surely than merely hunting them at large. That 
 was the purpose of the Northern Mine Barrage, which, with the 
 barrage at Dover, made it not impossible but extremely hazardous 
 to enter or leave the North Sea. That many a submarine came to 
 grief in attempting these barriers is now a certainty, and the 
 establishment of the Northern Barrage, which many had thought 
 impossible, insured the early finish of the submarine campaign. 
 
 The resumption of ruthless submarine warfare became a serious 
 threat to the cause of the Allies, and at the time of our entry 
 into the war their situation was critical — how much more critical 
 than the world was allowed to know at the time, Admiral Sims 
 has disclosed in his " The Victory at Sea." The relief brought 
 about through the convoy system, in which our destroyers, the 
 navy's first participants, had a large share, was immediate and 
 important. But the submarine menace was far from ended and — 
 according to the best information — would soon be greatly aug- 
 mented, while the increasing number of transports would offer the 
 enemy more opportunities, with the added horror of troopship 
 sinkings in prospect. 
 
 Of further measures, the most effective would be such a block- 
 ade as would keep the submarines in or from their bases. The 
 British had already mined a large area north and west from 
 Heligoland, but this obstruction was not insurmountable, for the
 
 i8 The Yankee ^Iixixg Squadron 
 
 Germans from nearby could always clear a passage through when 
 wanted. In any case, until the Skagerrack passage were closed, 
 the submarines might use that route without hindrance. Two 
 weighty reasons kept the Skagerrack open — unwillingness to vio- 
 late neutral waters, and the ease with which German forces could 
 raid any barrier near their bases. It may be recalled with what 
 sudden damage a small German cruiser detachment raided a 
 convoy just outside the Skagerrack, in October, 1917. 
 
 To be effective, therefore, any barrier must be beyond easy 
 reach of a raiding force and cover the Skagerrack, and must also 
 be far enough to the northward of the British bases not to hamper 
 the battle fleet's engaging with the enemy. Hence, the anti- 
 submarine barriers should be, one near Dover Strait, the other 
 across the North Sea, from Scotland to Norway. 
 
 The closing of Dover Strait, undertaken by the British Navy 
 alone, needs no further mention here. Although the strong tidal 
 currents there, frequent rough seas, and hard, smooth bottom 
 were unfavorable for minefields, other means — such as a line of 
 guard vessels moored not far apart and equipped with powerful 
 searchlights, together with numerous active patrollers — were em- 
 ployed with a considerable degree of success. 
 
 The Northern Barrage v/ould be too long a front, and much 
 of it too far from base, for effective patrol without a great number 
 of vessels. A wide, thickly sown minefield, however, would watch 
 night and day in all weathers without relief, and would be even 
 more effective against passage submerged than against passage on 
 the surface, because of the less wear and disturbance of the mines 
 by wave action, deep down under water. 
 
 Currents were not strong in the northern location, but the 
 bottom lay as deep as 900 feet, whereas 300 feet had heretofore 
 been the deepest water ever mined. Merely to provide the mines 
 meant a large undertaking, besides involving an enormous 
 quantity of the same high explosive which was likewise in heavy 
 demand for shells and bombs. Supposing the mines ready, the 
 planting of so many would be a long and dangerous operation, 
 employing all the Allies' existing minelayers indefinitely. And 
 neither the British nor ourselves yet had a mine that was quite 
 satisfactory for the prospective requirements.
 
 TiiR Yankee Mining Squadron 19 
 
 Our Naval lUireau of Ordnance, however, was intent on finding;' 
 the means for such a l)arrier, so that when, in May, 19 17, among 
 the many contrivances offered for wMnnin<;- the war, Mr. Ralph E. 
 IJrowne, an electrical engineer of Salem, Massachusetts, presented 
 his submarine gun for consideration, Commander S. P. Fullin- 
 wider, U. S. N., in charge of the Bureau's mining afifairs, saw 
 that, although the invention was not suitable for naval purposes 
 in the form offered, a new electrical device which it contained, if 
 ap])lied to the firing mechanism of a submarine mine, would result 
 in just what we were looking for — a mine at once sensitive and 
 far reaching. Mr. Browne collaborated wdth the Bureau of Ord- 
 nance in developing the new mine-firing device. By July, 191 7, 
 all doubt as to its practicability had been dispelled and the Bureau 
 of Ordnance was able to give assurance that, in urging the closing 
 of the German bases, our navy might offer the means. 
 
 Extravagant claims were common in the field of mining inven- 
 tions, and three years of war lessons in the perversity of mines 
 made the British naturally skeptical of this American find. An 
 experienced officer in mining was sent over to see. Lieutenant 
 R. H. DeSalis, R. N., who had received the D. S. O. for some 
 minelaying on the Belgian coast. As the new device was put 
 through its paces before him, the chill thawed out and in two 
 hours he had become almost an enthusiast. Upon his report the 
 British Admiralty took up the plan with active interest. 
 
 Upon returning from London in mid-October, 1917, Admiral 
 Mayo, of our Atlantic Fleet, brought back the outline of a pro- 
 posed minelaying operation. The paper was quite informal — un- 
 signed, undated, bearing in pencil across the top, " Admiralty 
 would be glad to learn whether Navy Department concur in the 
 plans as shewn." 
 
 The field was to be 230 miles long — the distance from Wash- 
 ington to New York — divided into three parts, the middle section, 
 of 135 miles, called Area A, allotted to us, because the reach of 
 the new American mines was greater than ordinary — three of 
 them covering the same extent as eight mines of other types. 
 Thus numbers and effort were saved. 
 
 There would be three " systems," each consisting of one or 
 more rows of mines just below the surface, dangerous to any craft, 
 and other rows at intermediate and extreme depths, so that,
 
 20 The Yaxkee ]\Iinixg Squadron 
 
 whether running' on the surface or at ordinary submergence or as 
 deep as 240 feet, a submarine had the odds against her. In the 
 absence of patrol vessels to drive them down, submarines would 
 naturally run on the surface, and so the rows of upper level mines 
 were made more numerous than those at deeper levels. The 
 stroke of a mine is sudden and powerful, and while a vessel on 
 the surface may survive it, to a submerged submarine it is usually 
 fatal. All classes of vessels shy at a minefield, and that the Ger- 
 mans shared this aversion was shown by captured papers, which 
 made it clear that the submarines dreaded nothing so much as 
 mines. 
 
 The scheme was unprecedented, and that its great magnitude 
 would involve a mass of detail requiring very careful adjustment 
 was evident on the most cursory examination. Some who heard 
 of it regarded it as impossible, and foolish to attempt. As to the 
 new mines, the very basis of the whole project — since a complete 
 unit would not exist for several months, the statement of Rear 
 Admiral Ralph Earle, Chief of the Naval Bureau of Ordnance, 
 that the mines would be forthcoming in season, had to be based 
 upon tests of the mine only by parts, with the assumption that all 
 would function properly when assembled. Action upon that assur- 
 ance would at once involve upward of forty million dollars, which 
 made his stand a bold one, inviting unmeasured odium, should the 
 mine after all fail. To await the mine's final proving, however, 
 would have been fatal to any possibility of beginning the bar- 
 rage before 1919. 
 
 The task of laying the barrier w'ould be hazardous in itself, with 
 constant danger of interruption by the enemy. A single minefield 
 in the open sea. or widely separated ones, presented no extreme 
 difficulties, but to lay a series of them so close together as to leave 
 no considerable gaps between, made a problem for which no really 
 practical solution w^as yet visible. 
 
 For four days the project was under consideration by the Naval 
 General Board at Washington. Time pressed, the need was great, 
 the new mine very promising. The attitude of our officers was 
 favorable. My own expressed view, based on three years' exper- 
 ience in mining, was that, though much greater difficulties and 
 magnitude would develop even than yet foreseen, the scheme was 
 nevertheless feasible, was within our minelaying experience in 
 ])rinci]jlc, and, though it could hardly be more than half or a
 
 The Yankee Mining Squadron 21 
 
 quarter effective, it was well worth doing. The British Admiralty's 
 approval and belief in the practicability of the scheme was implied 
 in the original paper, but an explicit confirmation was asked and 
 obtained by cable, on the basis of their three years' war experience 
 and knowledge of North Sea conditions. And so the plan went 
 to the Secretary of the Navy bearing the General Board's ap- 
 proval, as promising a sufficient degree of success to warrant 
 undertaking it.
 
 22 
 
 The Yankee ^Mining Squadron 
 
 CHAPTER THREE 
 
 The Bases in Scotland 
 
 The British Minelaying Squadron was to operate from Grange- 
 mouth, near Rosyth, on the Firth of Forth. As a mine assembHng 
 and operating base for the American Squadron, the British naval 
 authorities decided on Inverness and Invergordon, in the Scottish 
 Highlands, situated on Inverness Firth and Cromarty Firth, re- 
 
 
 U^\y 
 
 m 
 
 AIlXl:: ASSE.MIJLV AND SiURAGI;: SllLD; 
 
 U. S. Naval Base i8, Inverness. 
 
 spectively, which empty into Moray Firth about eight miles apart. 
 One base would have been enough and in some respects more 
 convenient, but the limited transportation means across Scotland 
 necessitated two. To require the slow mine carriers to navigate 
 the difficult passages around the north of Scotland would prolong 
 their exposure to submarines and cause more escort duty for de- 
 stroyers, so it was decided to discharge their cargoes on the west 
 side, at points which gave a short haul across Scotland — Fort 
 William, at the western terminus of the Caledonian Canal, and 
 Kyle of Loch Alsh, where one crosses to the Isle of Skye. The 
 cargoes were transported by canal motor-barge and by the High- 
 land Railway.
 
 The Yankee ^Mining Squadrox 23 
 
 In order lo issue mines to the ships ready in all respects for 
 planting, the bases needed a kirge number of men for shop work, 
 besides others for transportation, police, clerical work, messmen, 
 and sanitation. The entire establishment on shore was under 
 Captain O. G. Murfin, U. S. N., who had 20 American naval 
 officers and 1000 enlisted men at each base, 3 officers and 60 men 
 at each of the unloading points. Fort William (actually at Corpach 
 village) and Kyle. Headquarters was at Inverness, because of 
 its superior communications and more central location. Captain 
 Murfin had sailed November 13, for England, to supervise the 
 preparation of the bases. With him had gone Commander T. L. 
 Johnson, then commanding the small minelayer Dubuque, who 
 was to inform himself fully on the situation and return to Wash- 
 ington as soon as practicable with answers to a long list of ques- 
 tions — everything we could then think of as useful to know for 
 intelligent cooperation in the preparations. 
 
 The large, substantial, stone buildings of two idle distilleries, 
 Dalmore, three miles out from Invergordon, and Glen Albyn, at 
 Muirtown, where the Caledonian Canal locks out to Inverness 
 Firth — clean, dry, and well ventilated — gave excellent living ac- 
 commodations for the men. The smaller buildings made suitable 
 offices, but considerable additions were made for messing, cooking, 
 and washing arrangements. A Y. M. C. A. hut was established in 
 each base, and at Inverness the little Muirtown Hotel was trans- 
 formed into a small hospital. This, and similar provision at 
 Dalmore, all under Captain E. J. Grow (M. C), were for mild 
 or emergency cases. The main dependence for hospital care was 
 Strathpeffer — a " hydro " cure in peace time — 20 miles from either 
 base. There a U. S. Naval Base Hospital of 1000 beds had been 
 established, under Captain E. S. Bogert, Medical Corps, with the 
 Leland Stanford unit. 
 
 The buildings for mine assembly and storage were erected on 
 adjacent vacant land, spur tracks being brought in from the main 
 railw^ay line, thus making good communication between the two 
 bases, as well as with their receiving sources and shipping out 
 points. Most of the machine tools and other shop and office equip- 
 ment, as well as furnishings for the men's use, came from the 
 United States. 
 
 Some dredging was done in Inverness Firth to admit our mine- 
 layers into Beauly Basin, near the canal entrance. The navigation
 
 24 The Yankee ^Iixing Squadron 
 
 marks for entering the Firth were improved, because ordinarily 
 vessels of our size seldom came in there, and then only by day. In 
 addition, the whole length of the Caledonian Canal was lighted, 
 for night navigation by the mine carrying lighters. 
 
 Labor was scarce in the Highlands and the weather that winter 
 was severe. The work went slowly, delayed considerably beyond 
 expectation. Captain Murfin had many discouragements, and dis- 
 appointments in deliveries from the United States. In spite of the 
 kindness of all about him, he must often have felt very far away 
 from home ; but afterwards, the frank admiration repeatedly ex- 
 pressed by all visitors to the bases must have repaid his six long 
 months of effort. In the end, the bases w^ere ready in time, and 
 their capacity, and the rate of transportation as well, were twice 
 the original estimate, the two bases together being capable of 
 assembling looo mines a day ready for planting. 
 
 Sending over the base personnel began with small drafts in 
 December, but as accommodations for the full number were not 
 ready soon enough, and the demand to use all transportation 
 for troops became pressing during the Germans' great drive in 
 March, 1918, the base complements were not more than about 
 two-thirds full when the mine squadron sailed from the United 
 States coast in May. The greater part, 750, of the number then 
 lacking had therefore to be brought over by the squadron. Though 
 this retarded the proper organizing of the base personnel, it did 
 not delay the minelaying.
 
 The Yankki-: ^Fining Squadron 
 
 -D 
 
 CHAPTER FOUR 
 The Supply of Mines 
 In the same past six months other preparations, too, had lieen 
 pushing ahead, both at home and abroad. Providing the mines — 
 
 A Mine in Mid-Air, Being Hoisted in. 
 The Plummet is at the Lower Left Corner. 
 
 the task of our Naval Bureau of Ordnance — would alone make a 
 story of great interest. Considering how long it had taken to 
 develop previous types of mines, to have made a success of an 
 invention that was new since our entering the war was indeed
 
 26 The Yankee Mining Squadron 
 
 remarkable, the more so from inability to test a single mine com- 
 plete before ordering 100,000. 
 
 Mines for the open sea in great numbers, moored " flying " — 
 that is, by ships steaming at considerable speed — need anchors 
 with automatic depth regulation. Such mechanism had undergone 
 important changes during the war, and the new American mines 
 
 Launching a Mine Through the Stern Port. 
 There is a Nine-Foot Drop, from Rails to Water. 
 
 needed all the improvements, to make them sure to plant at the 
 intended level. They were to be much deeper than ever attempted 
 before, and also in deeper water. 
 
 Three British officers of considerable mine experience assisted 
 here, Lieut. Commander H. O. Mock, R. N. R,, Lieutenant R. H. 
 DeSalis, R. N., and Lieut. Commander Harold Isherwood, R. N. 
 V. R. The last was an expert designer, and had an important part
 
 Till': Yankee Mixing Squadron 
 
 27 
 
 in planning our new mine anchor, which was similar to a late 
 model British mine anchor. 
 
 A submarine mine of to-day consists of a mine case, shaped like 
 a ball or egg', about one yard in diameter, mounted on an anchor 
 in the form of an iron box al)out 30 inches square, connected by 
 a wire rope mooring cable, about § inch in diameter. The 
 mine case contains the charge of high explosive — 300 pounds of 
 TNT in our mines — and the iiring mechanism. The combina- 
 tion stands about 5 feet high and weighs 1400 pounds. Four 
 
 The Sequence of Operations After a Mine is Launched. 
 
 small car wheels on the anchor run on steel tracks, allowing the 
 mines to be easily moved along the decks to the launching point. 
 When the mine dives overboard, the mine and anchor come to 
 the surface and float for a time, still held together, part of the 
 mine case above water. Outside the anchor is a 90-pound plummet, 
 containing a reel of ^-inch diameter steel wire " plummet cord,'' 
 made the same length that the mine is to be below the surface. 
 Thus, if the mine is to be 160 feet beneath the surface, the cord 
 is made 160 feet long. The plummet drops off when the mine 
 goes overboard, unreels its cord, coming to the end with a jerk
 
 28 The Yankee AIinixg Squadron 
 
 that trips the shp hook which holds the mine and anchor together. 
 The puU on the cord also hfts the latch on the reel inside the 
 anchor, allowing the mooring wire to unwind. The nearly solid 
 plummet tends to sink faster than the more bulky anchor, thus 
 keeping the cord taut until the plummet strikes bottom. The 
 cord then at once slackens, releasing the latch, locking the reel, 
 and preventing any more mooring wire unwinding. The anchor, 
 continuing to sink, pulls the mine under until the anchor strikes 
 bottom. The mine is thus finally moored always at the desired 
 depth beneath the surface, no matter how irregular the ocean 
 bed may be. The mine cases are buoyant enough to pull straight 
 up from their anchors ordinarily, but in a current they are swayed 
 away from the vertical, which dips them down somewhat deeper 
 than intended. For this reason, any locality where the currents 
 are strong is unfavorable for a minefield — one of the difficulties 
 the British Navy had to contend with in closing the Dover Strait. 
 
 The new mine having, by October, been carried past the experi- 
 mental stage as to its principal features, by the Naval Torpedo 
 Station at Newport, R. L, some important mechanical details of 
 the mine yet remaining were now worked out by the Baltimore, 
 Captain A. W. Marshall, working directly under the Bureau of 
 Ordnance. By the time complete units were ready, the Baltimore 
 had been sent abroad, so the proof testing devolved upon the 
 San Francisco, Captain H. V. Butler. This came in March and 
 April. 
 
 No throw of the dice was ever watched more intently than those 
 first proof tests. Upwards of forty million dollars had been staked 
 on them and were already half spent. Results on the first day 
 made us feel easy, but it was two days more — from various de- 
 lays — before we succeeded in exploding a full loaded mine. This 
 had been planted in Chesapeake Bay, well marked and guarded, 
 in the very same deep hole where a whirlpool efifect troubled the 
 German submarine Deutschland on her first return trip. It was 
 not possible to place the mine far from the fairway, however, 
 since the water elsewhere was not deep enough for our purpose. 
 Early the second morning, the battleship Arizona came along, 
 heading too near it. The signal " You are standing into a mine- 
 field! " sent her rudder hard over and engines full speed astern. 
 We could see the mud stirred up, from two miles away. Since 
 we could not get the mine up, what a relief it was when it was 
 set ofif at last by sweeping !
 
 'rill-; \'.\NKi;i': ^Mixing Squadrox 29 
 
 The final proving- of the mine as a whole, which was completed 
 in April, off Cape Ann, did not take place until after several 
 cargoes of mine parts had been shipped abroad, but the mine's 
 success, from its first trials, showed how careful and observant 
 had been all those who were concerned in its designing and 
 testing. 
 
 The prospect in October was that the shii)ment of mines would 
 begin in January, but through delay in completing the detailed 
 j)lans and from the abnormal industrial conditions prevailing, 
 these shipments did not attain a regular flow until May, so that the 
 ships and the mines were ready together. 
 
 Secrecy, as well as timely delivery, caused the manufacturing to 
 be partitioned among 500 contractors and sub-contractors, some 
 of them as far west as the Mississippi. Certain mine parts from 
 different makers were put together by still others, and all parts 
 flowed toward Norfolk, Virginia, the trans-Atlantic shipping 
 point. Planning this dividing up, placing the contracts, and 
 arranging for the inspection of all — taking into account the trans- 
 portation involved and the many different kinds of firms — wire 
 rope makers, automobile concerns, foundries, machine shops, elec- 
 tricians, die-presses, and even candymakers — it was indeed a com- 
 plex web. What tireless industry and what endless patience 
 under pressure went into this work, only Commander Fullinwider 
 and his assistants can fully appreciate. 
 
 A large plant to charge the mines with explosive w^as built 
 alongside the Naval Magazine at St. Julien's Creek, near the Nor- 
 folk Navy Yard. This plant was of capacity larger than any other 
 of the kind, ample for handling 1000 mines a day. The high 
 explosive was melted in steam kettles to about the consistency 
 of hasty pudding, and drawn off, 300 pounds of TNT at a time, 
 into the mine spheres. An automatic device shut the flow off at 
 the right weight, and a mechanical conveyer carried the mines 
 along slowly, to the pier end, by which time they would be cool 
 enough to load into the waiting ship. Hot work around those 
 steam kettles through the long summer! A quiet but important 
 corner, handling 25,000,000 pounds of TNT, with constant 
 risk from fire. Several of the sailors were overcome by the 
 kettles' poisonous fumes, and one died. The duty w^as monotonous 
 and inconspicuous but was done with praiseworthy faithfulness.
 
 30 
 
 The Yankee Mining Squadron 
 
 CHAPTER FIVE 
 General Supplies and Transportation 
 Under the extraordinary demand prevailing- abroad for food 
 and all kinds of military material, it was only fitting that ordinary 
 supplies for our part of the Northern Barrage operation should 
 come from America, British sources to be used only for fuel 
 and fresh provisions. Details are needless here, except to men- 
 tion their completeness — largely due to the efforts of Captain G. C. 
 
 A Mine Carrier Steamer. 
 
 Twenty-Four of These were Constantly Employed to Transport the Mine 
 Parts Over to Scotland for Assembly and Laying. 
 
 Schafer of the Pay Corps. After starting things fair at home. 
 he sailed about mid-December for England, where the needs of 
 the bases could be best determined. With him went Assistant 
 Paymaster R. N. Smither, U. S. N. R. F., who later became his 
 successor, and Lieutenant Thomas Newhall, U. S. N. R. F., who 
 had been enrolled for duty principally in connection with trans- 
 porting the mine carriers' cargoes across Scotland. His experi- 
 ence in railroading and his tactful energy made a valuable asset. 
 After their departure, purchases and deliveries were followed up 
 indefatigably by Assistant Paymaster A. B. Peacock, U. S. N. 
 R. F., who was quite successful in bringing pressure to bear effec- 
 tively. One morning, after a certain freight car had been missing 
 for two weeks, he reported that eight railroad presidents were
 
 Till- Yankke Mining Squadron 31 
 
 now interested personally in the search — and t4ie car was then 
 found. 
 
 For transportation beyond the seaboard, cargoes of mines must 
 go in special ships, which could carry also the general supplies 
 for the operation. The mine carriers should be small rather than 
 large, to minimize the efifect on the progress of the operation in 
 the event of losing one. About 60,000 tons in constant employ- 
 ment being needed, 24 of the so-called " Lake " steamers were 
 selected, built on the Great Lakes for coastwise service, of 2500 
 tons average capacity. They were armed against submarines, 
 manned by naval crews, and would sail in convoy, two or three 
 every eight days, beginning in February. Their fitting out and 
 management came under the Naval Overseas Transport Service, 
 which furnished them according to schedule. Slow speed, due to 
 their small size and cheap build, made them good prey for sub- 
 marines, which sank one of these carriers in April, the Lake Moor, 
 with 41 of her crew — almost our only loss of life in the whole 
 operation. This was another part of the whole operation that was 
 obscure, though all-impOrtant, which would yet have been very 
 conspicuous had it not been so well done. 
 
 The great amount and the dangerous nature of these cargoes 
 needed special arrangements for embarking them, for which 
 Southern Railway Pier No. 4, at Pinner's Point, opposite Norfolk, 
 Virginia, was taken exclusively. This pier being large enough 
 to assemble several cargoes at once, the entire cargoes could be 
 loaded there, and that was the plan, until the great disaster at 
 Halifax aroused strong local opposition concerning the place of 
 loading the mines on board. It was too late then to relocate 
 the plant for charging the mines with TNT, and as the ground 
 of local opposition was undeniably well taken, a real problem was 
 presented. To take the loaded mines in lighters from the maga- 
 zine 17 miles to the Explosives Anchorage, as first proposed, 
 would have been very slow — almost impossible in bad weather — 
 even had ample towage, lighterage, and labor been available, 
 besides involving an extra handling for every mine, with attendant 
 damage and risk. Thanks to the timely exertions of Captain W. J. 
 Maxwell, U. S. N., who was in general charge of the loading and 
 despatch of mines, a channel was dredged up to the magazine pier, 
 where the steamers could embark the mines directly, after loading
 
 32 The Yankee ^Mining Souadrox 
 
 the unobjectionable part of their cargoes at Pier 4. Thus local 
 interests were quieted with the greatest measure of safety. 
 
 Several ingenious arrangements were devised for handling the 
 mine material quickly. Two mine anchors fastened together. 
 1600 pounds, could be trundled about by one man, making a con- 
 siderable labor saving on loading 2000 in one cargo. The pier 
 became also the sub-assembly point for some mine parts, requiring 
 a shop, as well as shipping organization. All was done by naval 
 enlisted men, under the supervision of Lieutenant A. J. Love and 
 Lieut. Commander R. E. Corcoran (P. C). It was not long 
 before these steamers began to take supplies also for our Battle 
 Squadron with the Grand Fleet, 500 tons at a time.
 
 The Yankee Mining Squadron 33 
 
 CHAPTER SIX 
 A Sample of Quality 
 
 While details were shaping for proving the mine early in March, 
 an urgent request came from the British Admiralty for one or 
 more minelayers to help lay a field in the North Irish Channel. 
 This passage was used by slow convoys to the west coast, making 
 port first at Lamlash in the island of Arran, and submarine activity 
 here needed to be checked. The sinking of the Tuscania had 
 taken place in this vicinity. 
 
 At that time, only the San Francisco and Baltiuwrc could be 
 considered for this duty, and as the former was flagship, the 
 Baltimore was sent. To " How soon can you go? " over long dis- 
 tance wire, Captain Marshall answered " Right away," guessing at 
 the destination, and on March 4 he sailed from New York to join 
 H. M. S. Leviathan as escort for a fast convoy out of Halifax. 
 
 By popular standards, the Baltimore was a musty back num- 
 ber — years older than many of her officers and crew — but she had 
 been at Manila Bay with Dewey and had otherwise distinguished 
 herself in a long and varied career. Though classed as a poor 
 steamer, the ease with which, time after time, she produced extra 
 speed at a pinch was a standing joke. Thanks to a good overhaul 
 early in the war and to the ability and contagious enthusiasm 
 of her engineer, Lieutenant R. P. Molten, U. S. N., she now 
 topped a 9-day transatlantic run at 13 knots, for the most part 
 in rough weather, with a three-hour spurt at 18.6 knots — 2 knots 
 faster than was supposed to be safe for her engines — just to keep 
 pace with the Leviathan. 
 
 She arrived at Greenock, Scotland, Alarch 17, ready for work, 
 but was so much earlier than expected that her first mines were 
 not delivered until April 13. Without any preparatory trials, 
 though the mines were British, of a type new to the Baltimore, 
 she went out at once, beginning the deep minefield between the 
 island of Islay and the Irish coast, which was to prevent sub- 
 merged but not surface passage. 
 
 More mines in excess of her reported capacity having been sent 
 to her, 10 had to be carried on the upper deck, and the last one 
 of these mines, in going down the elevator, was jambed, due to
 
 34 The Yankee Mining Squadron 
 
 the roll of the ship, and held suspended in the elevator shaft. 
 William J. Powers, gunner's mate, ist class, promptly of his own 
 initiative, at imminent risk of the 1800-pound weight falling or 
 one of the mine's firing horns breaking, removed the detonator 
 and with it the great menace to the ship. Before the Baltimore's 
 next trip, her own mechanics extended the launching deck tracks, 
 to accommodate 180 instead of 170 mines, since the British naval 
 authorities wished her to plant the larger number each time. Four 
 times more she planted 180 mines, April 18, 21, 28 and May 2, 
 planting always at night, in an area infested with svibmarines. 
 
 Extra careful navigation was required, both to lay the mines 
 just where intended, as their anchor cables had been cut to 
 fit (anchors not automatic), and to approach close to the mine- 
 fields previously laid, yet avoid them. In one such operation, the 
 gyro-compass went wrong at a critical moment. The navigator, 
 Lieut. Commander George W. Hewlett, U. S. N., kept his head 
 and held his peace, applying the corrections to the magnetic com- 
 pass with coolness and accuracy, as if maneuvering to avoid a 
 sand bank, instead of to clear a minefield by only 500 yards. 
 
 The Baltimore laid this whole minefield unassisted, 899 mines 
 in all. She worked directly under Rear Admiral Clinton-Baker, 
 R. N., who wired his congratulations upon the successful comple- 
 tion of the first three operations, and when, at the end of May, 
 she was recalled to our squadron, he wrote to Captain Marshall : 
 
 Once more I wish to thank you for all that you have done and for the 
 very willing help which you, your officers and ship's company have always 
 given. It is much to be regretted that the work which you commenced and 
 so admirably carried out is not to be completed, at any rate for the present, 
 though doubtless you will be doing equally useful work elsewhere in the 
 near future. Good luck to you and your ship. 
 
 This minefield accounted for two enemy submarines and there 
 was little further submarine activity in that vicinity, which should 
 be credited largely as an achievement of our squadron. And as 
 a sample of quality before the North Sea mining began, the Balti- 
 more's work gave our colleagues confidence that we could do 
 our part — by far the largest portion — in that great, open sea 
 operation. As immortalized in our song: 
 
 " The Baltimore was the first away. 
 Slie traveled a thousand miles a day, 
 To sliow the AlHes tlie lively way 
 Of the Yankee Mining Squadron."
 
 The Yankee ^Mixing Souadhox 
 
 35 
 
 CHAPTER SEVEN 
 
 Mine Assembling and Emuarkixg 
 
 Following the conference on board the Queen Elizabeth, our 
 bases worked full blast on the mines for the first operation. One 
 group assembled and tested the anchors, another the mines, a 
 third the plummet, a fourth the ])lummct and anchor together, 
 and a fifth, the final assembly, of mine and anchor complete — 
 called a unit. A section of mine track of standard gauge sufficed 
 to test the anchor wheels and thus obviate trouble on l)oard from 
 their binding or dropping l)etwcen the ship's tracks during mine- 
 
 MiNES AND MixE An'cixoks Awaitixg Asse.mdlv. 
 The Anchors were Shipped in Pairs, for Convenience in Handling. 
 
 laying, possibly causing an interrupted string. It speaks well for 
 the manufacture, for the testing at the bases, and for the ship's 
 mine track installations, that no such interruption ever occurred 
 in the whole series of operations. 
 
 The adjustment of firing mechanism was done in a locked room, 
 the secret entrusted only to a few. It was delicate w^ork, to be 
 done patiently and methodically, for its accuracy determined 
 whether the mine would be alive — or a dud. Fidelity in such 
 adjustments is hard enough to maintain when the repetitions are 
 numbered only by tens. Where hundreds and thousands are 
 involved the tax on attention becomes severe. 
 
 Before loading the mines into the cars, for transfer to the 
 lighters, each mine was primed with a mealed TXT " booster " 
 charge and the firing detonator was put in place — all ready for the
 
 36 
 
 The Yankee AIinixg Squadron 
 
 laying — and five safety devices were seen in place and in order. 
 These devices would prevent the firing" mechanism working until 
 the mine had reached a certain minimum depth under water and 
 had been in the water about 20 minutes, and would also prevent 
 exploding in case of loss overboard during' eml^arking. Such 
 devices usually function properly, and dependence is not placed 
 on one alone but on several together, any one of which will make 
 the mine safe to handle — by experienced men. At an early stage 
 in the training in mines, one learns to treat them with respect 
 akca\'s — no liberties. Even the safest explosives, the surest mech- 
 anism, have an occasional, inexplicable aberration. 
 
 Loading Mines into Lighters. 
 At Base 18, on the Caledonian Canal, at Liverness. 
 
 The ready mines are swung up into open freight cars, for haul- 
 ing to the water side, whence they go, 40 to 80 together, in lighters 
 out to the ships. After being landed on the tracks of the mine- 
 layer, one safety pin is removed — leaving four — and the mine is 
 then examined for any derangement during the three handlings 
 in transit from the store shed. 
 
 Ihe north of Scotland was a barred area, yet it was reported pos- 
 sible for information to get through to the enemy in 18 to 20 
 hours — time enough for interference to hatch out. With so much 
 activity at the bases, lighters going to the ships loaded and return- 
 ing empty, and a large destroyer escort coming in on 5 June, the
 
 The "S'^ankki-: ]\Iixixg Squadron 37 
 
 fact that an operation was in early pro.si)ect was oljvious. The 
 hour of departure at least could be kept secret, and the start was 
 fixed for midnii^ht. The two detachments of the mine squadron 
 and the destroyer escort would assemble at i o'clock a. m.. 7 June, 
 just outside the Sutors, the hish rocky headlands at the mouth of 
 Cromarty Firth. On this first occasion the preparations continued 
 until one hour before the ships wei.^hed anchor. 
 
 Rehearsal of this operation had been impossible except on paper, 
 but careful study of it had produced instructions that were com- 
 prehensive, yet elastic enough for emergency. The order for the 
 
 ?- 
 
 Squadron Flagship " San Francisco." 
 Receiving Mine Lighters Alongside in Inverness Firth. 
 
 operation gave a complete program, including a mining schedule 
 showing the time when each ship was to begin laying and how 
 many mines to plant. This was gone over with the captains, and 
 then Captain H. R. Godfrey, R. N., and I had a conference with 
 Rear Admiral Strauss, on the general features of the excursion. 
 Captain Godfrey, commanding H. M. S. Vampire and the 14th 
 Destroyer Flotilla, was our first escort leader. 
 
 Our operation was to be no " captains' fight." Teamwork was 
 indispensable. Every ship must keep in her station throughout 
 and do her allotted stint exactly on time. The instructions said, 
 " Once begun, keep strictly to schedule times, regardless of the
 
 38 The Yankee ^Mining Squadron 
 
 omission of signals or delay in them." Otherwise there would 
 be gaps in the barrier, impossible to fill without waste of time 
 and space, and mines would be brought back that should have been 
 planted. Teamwork in the high degree wanted meant every man 
 alive to his interest in the general result and sensible to his respon- 
 sibility for his part in it. All would learn this in time, but it 
 must be driven home beforehand. It was of utmost importance 
 that the first operation should be an unquestionable success. 
 
 Accordingly, after making the preliminary inspection of each 
 new ship, I spoke to each ship's company, partly to comment on 
 their work so far, but chiefly to enlist the best efforts of each 
 individual. Rumor and conjecture were the sources of all they 
 had learned hitherto of the work ahead of them. Now they were 
 told something of its magnitude and importance — that it had been 
 regarded as doubtful of accomplishment, but their squadron com- 
 mander had promised success in their name, promised the kind of 
 sticcess that comes only with the best teamwork throughout the 
 ship and by all ships in the squadron. Every man should realize 
 that now, in war, his utmost was called for, as never before in 
 his life; that however simple and unimportant his duty might 
 seem, it was his to do, and he was counted on not to be content 
 that any other man's work should be better done, and that, in our 
 work, prolonged through hours, the attention must never slacken — 
 the 6ooth mine must be as carefully tended as the first. The men 
 gave the closest attention — not an eye wavered, hardly a muscle 
 moved — giving back such confidence that, on board the Canonicits, 
 which I had found in fine condition, I could wind up with, " And 
 when the last mine is out, the only signal I expect to send to you 
 is ' Canonicus well done ' ! "
 
 The Yaxkek ^Mixing Squadron' 39 
 
 CHAPTER EIGHT 
 
 The I'^iKST A[in1':laving Excursion 
 
 The eve of our first departure was drizzling and misty. 
 Attempts for some advance sleep were of no avail — too much 
 pressure had directly preceded. When 11 o'clock came without 
 sign of the two ships due from the inner anchorage in Beauly 
 Basin, we in the flagship wondered why. The tide was falling, 
 another half hour passed — would they never come? Signals and 
 radio failed to get through. Very soon, if not already, they 
 would be unable to pass through the new dredged channel. At 
 last, near midnight, they appeared. The pilots had been delayed 
 through a misunderstanding on shore, in itself slight — but it was 
 a narrow escape from being 10 hours late, which, on our first 
 operation, would have made a bad impression, without and within. 
 
 The start is made without signals, all dark and noiseless on 
 board, except for the rumbling chain as the ship gets underway. 
 As the San Francisco heads out slowly, one after another the 
 signal quartermaster reports the other ships underway and follow- 
 ing. We take two-thirds speed now. The full number of lookouts 
 are at their stations and warned to be alert, and the men are now 
 sent to the battery, making a little stir for the moment, then quiet 
 falls again. Fort George show^s the signal for an open gate, w^e 
 increase to standard speed, and as the second ship passes out 
 through the submarine net, they all form single column astern 
 and close up — to 500 yards apart. The rocky shore looms high 
 and black on the left, not a single house light showing. On the 
 ofifshore side, small patrol craft can be dimly seen, on watch 
 against lurking danger. Fifteen minutes more and we see long, 
 low forms slinking against the dark background of North Sutor. 
 Those are the escort destroyers, going out to form a screen. Close 
 following them we make out larger, higher, moving shadows — our 
 detachment from the other base — one, two, three, four — five! 
 All there! The detachments are so timed that they reach the 
 junction buoy at the same moment, and the whole squadron stands 
 on, without pause, together, 10 ships in two parallel columns, 
 500 yards apart. Ahead and on either side are four destroyers, 
 12 in all. No signals, no lights, no sound but quiet tones on the
 
 40 
 
 The Yankee IMinixg Squadron 
 
 bridge and the swash of the water overside. Three miles along, 
 the water deepens to 60 feet. A screened flash from the flagship 
 to the opposite leader and the squadron, all together, slackens 
 speed, to get out paravanes — those underwater, outrigger-like 
 affairs which guard against anchored mines in one's path. Only 
 a few minutes, then up each column comes the sign " yes," passed 
 by ships in succession — another flash from the flagship, and we 
 resume standard speed again, keeping on, out Moray Firth, 
 through the one-mile wide channel, which is swept daily for mines. 
 
 The Mine Squadron at Sea. 
 Returnine; to Base After Laving the Ninth Minefield. 
 
 Ofif Pentland Skerries, near John O'Groat's House, we turn 
 east, and here as we pass, the supporting force files out of Scapa 
 Flow — six light cruisers, then a squadron of battle cruisers and 
 another of four battleships, each squadron screened by six de- 
 stroyers. Very impressive are these great ships, majestic in move- 
 ment, as they sweep off to the southward and eastward, disappear- 
 ing in the morning haze, which magnifies their towering bulk. We 
 see them no more until ne.xt day but know they are there, on 
 guard against raiders.
 
 The Yankke Mining Squadron 41 
 
 The British Minelaying Squadron is out, too, four ships with a 
 joint capacity of 1300 mines, but we do not meet. Though pro- 
 tected by the same heavy squadrons, we work independently, in 
 different areas. They are bound this time for the section near the 
 Norway coast. Area C it is called, while we are to begin at the 
 southeastern corner of the middle section, Area A, and work to 
 the westward. 
 
 Straight over to Udsire we go, a small island oft' the Norway 
 coast, the nearest good landmark from which to take a departure 
 for the minelaying start point. We make Udsire Light near 11.30 
 p. m., close in to about 1 1 miles distance, turn north for a sufficient 
 run to give a good tix, and then head oft-shore. Accurate determi- 
 nation of the minefield's position is necessary for use in kiNing 
 another field close by subsequently, and also for the safety of the 
 vessels sweeping the mines up after the war. There must be 
 steady steaming and steering, with a minimum of changing 
 course — no hesitation, no trial moves, for neither the time at dis- 
 posal nor the submarine risk will permit. 
 
 All goes smoothly until the turn to head off-shore, when one 
 destroyer crosses too close under San Francisco's stern and cuts 
 her " taut wire." This is fine piano wire, fvu^nished in spools of 
 140 miles of wire, the whole weighing one ton. A small weight 
 would anchor the end to the bottom, and then a mile of wire meant 
 a mile over the ground without question. 
 
 The wire is soon started again, and as the Baltimore is running 
 her wire on the other flank, and the weather is clear enough for 
 good navigational bearings and star sights, no harm is done. We 
 head for a position seven miles in advance of the start point, so 
 that the squadron may turn together to the minelaying course and 
 have still a half-hour in which to settle down. 
 
 It is a busy night and early morning, keeping the ships in 
 formation, verifying the navigation, keeping a keen lookout in 
 every direction for submarines — we are now in their regular 
 route — going over the mines for final touches and making other 
 preparations necessarily left to the last. About 4 o'clock, Lieut. 
 Commander Cunningham, the flagship's navigator, reports that 
 we shall reach the start point at 5.27 a. m. Captain Butler and I 
 check his figures, and at 4.27 the signal is made that minelaying 
 will begin in one hour. The crews go to mining stations, to see 
 all clear and then stand by. In the flagship we watch for the
 
 42 The Yankee Mining Squadron 
 
 reports of readiness. Ship by ship they signal in the affirmative. 
 They are ready, every one. 
 
 Now the last turn has been made and the signal is flying to 
 begin laying in seven minutes. The ships are formed in a single 
 line abreast, speeding towards the start point — like race horses 
 Avhen the starter's flag is up. It is a stirring sight. How will it 
 go, after all these months — for some of us years — of preparation? 
 Our work to-day will mean much to those in Washington. 
 
 No ship is off the line by so much as a quarter length. Com- 
 mander Canaga stands with watch in hand — " two minutes, one 
 minute, thirty seconds, fifteen ? " He looks up inquiringly. A 
 nod — all right. " Five seconds — haul down ! " Up go the red 
 flags on the first ships to plant, the sign that their minelaying 
 has begun, and word comes from the flagship's launching station 
 at the stern, " First mine over." All well so far. 
 
 The minelaying now runs entirely by the time table. Each ship 
 gives her successor five minutes warning and, as her last mine 
 dives overboard, shows the signal " Begin minelaying at once ; I 
 have suspended." The successor begins accordingly, showing 
 her red flag. The stafif officers on board the Sail Francisco watch 
 for these signals, comparing the times with what they should be, 
 and counting also the seconds elapsed between the launching of 
 successive mines, from the ships whose sterns we can see. A few 
 seconds out now and then — otherwise all goes according to sched- 
 ule, just as planned before leaving the United States. 
 
 The hardest task is on board the Housatonic — a new ship, with 
 a new mining installation, of type untried in service, and a crew 
 inexperienced in minelaying — dropping 675 mines without inter- 
 mission, I every 11^ seconds, during 2 hours and 10 minutes. Her 
 mate is standing by, ready for any interruption, but the Housatonic 
 completes the task without a break — making a world record, a 
 continuous line of mines, 28 miles long. On a later occasion, the 
 Canonicus planted 860 mines in 3 hours 35 minutes, an unbroken 
 line of 43 miles. 
 
 About 20 minutes after planting began, an explosion was felt 
 and a geyser seen astern. A few minutes later the same occurred 
 again, and other explosions followed, at varying intervals and 
 distances, some just visible on the horizon. Others which were 
 nearer, as evidenced by the sharpness of the shock, threw up no 
 geyser, indicating that they were at the middle or lowest depth.
 
 The Yank):I': AIinixg SniADuox 43 
 
 In the proof tests held off Cape Ann in April, it had been 
 observed that a mine at the middle level, 160 feet submerj^ence, 
 made no surface disturbance when detonated, until 8 seconds had 
 elapsed, and then only as much as the wash of a light swell over 
 a submerged rock. At the deepest level, 240 feet submergence, 
 a detonation produced no more surface upheaval than there is in 
 a glass of well iced champagne. The ship being aljout 800 yards 
 away, the shock was heavy and sharp. The water surface all 
 over could be seen to tremble with the shock, but directly over the 
 mine itself, when, after 27 seconds, the gas came up, there was no 
 more surface disturbance than a pleasure canoe could have ridden 
 with safety. A slick on the water would follow, but this could 
 not be distinguished at much over a mile distance nor at all if 
 there were a white cap sea running. 
 
 Observers recorded the number, times, and approximate posi- 
 tions of all explosions and, on board the San Francisco and Balti- 
 more, there were listeners stationed at the submarine signal re- 
 ceivers, so as to get a full count. All observers did not agree, as 
 the indications from sounds and shocks varied according to dis- 
 tance and depth. Some explosions gave a prolonged reverbera- 
 tion, at times sounding to the unassisted ear like two or three 
 explosions in rapid succession, but in the submarine signal receiver 
 each explosion made a distinct sound, unmistakable. 
 
 The count by the San Francisco and Baltimore, differing by 
 only 2, practically agreed on 100 explosions, or about 3 per cent 
 of all mines planted. Although a perfect record was desirable, 
 the detonations showed the minefield to be alive and sensitive, and 
 their number was not large for a new mine, not yet long enough 
 in service to refine out the minor defects. 
 
 Surprising enough on deck, where one could see. that first 
 explosion must have startled the men in the engine room, in the 
 coal bunkers, and on the lower mine decks. The blow rings 
 sharper down there, where resulting damage, in broken pipe joints 
 or started boiler tubes, might be expected first. Whether gun. 
 torpedo, or mine, however, it is all one — the duties go on just the 
 same. 
 
 As the mines on the launching deck move slowly aft, those on 
 lower decks move forward, to the elevators and up. Working- 
 spaces are cramped, passages narrow, bulkhead doors closed 
 wherever possible. At the right time, a door will be opened, the
 
 44 The Yankee ^Mining Squadron 
 
 portable section of mine track adjusted, the mines in that com- 
 partment hauled out, and the door closed again water-tight, all as 
 quickly as possible. Close, hot, foul with oily steam and sea- 
 sickness — it is sweating, disagreeable work below decks. But 
 complaint is nowhere in the ships. The feeling is well expressed 
 by one man, writing home : 
 
 When the first mine went over, I had a curious feehng of exultation. 
 The fear, the perils, the uncertainties that surround our work, slipped from 
 me like the foolish fancies of a nightmare. There, at last, was a nail in 
 the Kaiser's coffin. Come what might, I had justified my existence. Had 
 the whole German High Seas Fleet appeared in the offing, I am sure I 
 should have gone to my battle station with a shout of glee. 
 
 Prolonged activity, in preparing the squadron and bringing it 
 out, makes it trying now for me, to look on, hands folded — nothing 
 to do while everything goes well — yet constantly alert, for instant 
 decision in case of mishap. After nearly four hours, the schedule 
 is finished. Some marker buoys are dropped, for later use in 
 beginning another minefield. The line of ships then takes the 
 narrower route formation, and we head back for the base. Butler, 
 Canaga. and I exchange quiet congratulations. Our work to- 
 gether has been to good purpose. 
 
 The men clean up the decks, get a wash for themselves, and 
 those off duty drop asleep — anywhere — the deck is covered with 
 them. On top of the duties common to all men-of-war, to move 
 the 400-ton masses of mines, in slow but steady time, is very 
 fatiguing, even with steam winches to help. 
 
 We are not finished yet. Expectation of a quiet afternoon doze, 
 handy to the bridge, is rudely dispelled by a smoke screen started 
 by the destroyers. Unaware it is only an exercise, all hands 
 tumble up to battle stations. Then one minelayer must stop, to 
 tighten a nut working loose. Two destroyers are left to guard 
 her, all three overtaking us in a few hours. Next a dirigible 
 balloon heaves in sight, and then a widespread smoke covers the 
 horizon, developing into a convoy of 50 vessels. Finally, in the 
 midst of dinner, the siren of our next astern shrieks " Submarine 
 to port ! " 
 
 While the minelayers, upon signal, swing together away from 
 the danger quarter, the Vampire swoops by at 30 knots, to drop 
 two depth charges on the spot indicated. Captain Godfrey signals, 
 " Whatever was there, those charges will keep him down for a
 
 The Yankee Mining Squadron 45 
 
 considerable time." All quiet again, we return to our cold prov- 
 ender, remarking- that, as a name, mine squadron is ill chosen. 
 It should be " Crowded Hour Club." 
 
 Reports had now come in from all the ships that there had been 
 no casualties. All were prepared to undertake another operation 
 upon receiving the mines, and without further incident we re- 
 turned to our former anchorages, arriving at 3.30 next morning. 
 But ere that day closed, so memorable in our lives, I signaled 
 the squadron : 
 
 Tile operation to-day was an excellent performance by each ship and by 
 the squadron as a whole. The fact of some premature explosions does not 
 detract from the highly creditable mine handling and steady steaming. Con- 
 fidence in the personnel and faith in the undertaking are well justified, and 
 captains may well be proud of their commands, as the squadron commander 
 is of the squadron.
 
 46 The Yankee ^Iixing Squadron 
 
 SQUADRON ORGANIZATION AND SHIPS' DATA 
 
 Mine Squadron One, U. S. Atlantic Fleet 
 
 (Designated in H. B. M. Grand Fleet, Second Minelaying Squadron) 
 
 Captain Reginald R. Belknap, U. S. N., Squadron Commander 
 
 Flagship — U. S. S. Sail Francisco 
 
 Chief of staff *Captain H. V. Butler. 
 
 Aid and tactical officer Commander B. L. Canaga. 
 
 Squadron construction and mining 
 
 officer *Comdr. L. F. Kimball. 
 
 Squadron engineer *Lt. Conidr. F. R. Berg. 
 
 Squadron engineer from i October, 
 
 1918 *Lieut. G. J. Blessing. 
 
 Flag lieutenant and secretary Lt. Comdr. E. S. R. Brandt. 
 
 Aid and secretary after 2;^ August, 
 
 1918 Ensign Roger F. Hooper, R. F. 
 
 Squadron radio officer, also signal 
 
 officer after 2;^ August, 1918. . . . Lieut. R. C. Starkey. 
 
 Communication officer and aid Lt. (j. g.) R. L. White, R. F. 
 
 Squadron surgeon *Lt. Comdr. G. C. Riioades (M. C ). 
 
 Squadron surgeon from i October, 
 
 1918 -Lieut. H. P. Stevens (^L C), R. F. 
 
 Squadron supply officer *Lieut. C. R. Eagle (P. C). 
 
 Squadron athletic officer *Lt. Comdr. G. W. Hewlett. 
 
 Assistant squadron construction offi- 
 cer *Lieut. G. R. Arey (C. C). 
 
 San Francisco (flagship) — Captain H. V. Butler, U. S. N. 
 
 Launched at Union Iron Works, San Francisco, October 26, 1889, as 
 a protected cruiser; commissioned as a mine ship August 21, 191 1; 
 length 324 feet, beam 49 feet, extreme draft 24 feet, full load displace- 
 ment 4583 tons; twin screw, 18 knots; four 5-inch 51-caliber guns, two 
 3-inch anti-aircraft guns, 170 mines; officers 22, crew 350; additional 
 for flagship, officers 5, enlisted men 47 ; total on board 424. 
 
 Baltimore — Captain A. W. Marshall, U. S. N. 
 
 Launched at Cramp's Shipyard, Philadelphia, October 26, 1888, as a 
 protected cruiser; commissioned as a mine ship March 8, 1915; length 
 
 * Additional to ship duties.
 
 The Yankee Mining Squadron 47 
 
 335 feet, beam 48^^ feet, extreme draft 24 feet, 5482 tons; twin screw, 
 18 knots; four 5-inch 51-caliber guns, two 3-inch anti-aircraft guns, 180 
 mines; ofificers 21, crew 339; total 360. 
 Roanoke — Captain C. D. Stearns, U. S. N. 
 
 Launched August 30, 191 1, named El Dia; commissioned as a mine- 
 layer January 25, 1918, at Tietjcn and Lang's Shipyard, Hoboken, N. J. 
 Housatonic — Captain J. W. Greenslade, U. S. N. 
 
 Launched November 14, 1899, named El Rio; commissioned January 
 25, 1918, at Tietjen and Lang's. 
 Canandaigua — Captain W. H. Reynolds, U. S. N. 
 
 Launched in May, 1901, named El Siglo; commissioned March 2, 
 1918, at the Morse Dry Dock and Repair Company, Brooklyn, N. Y. 
 Canonicus — Captain T. L. Johnson, U. S. N. 
 
 Launched November 14, 1899, named El Cid; commissioned March 2, 
 1918, at the Morse Yard. 
 
 All four preceding were built at the Newport News Ship and Engine 
 Building Company, Newport News, Va., as freight liners for the 
 Southern Pacific Steamship Company (Morgan Line). Length 405 feet, 
 beam 48 feet, draft 20 feet, displacement 7000 tons; single screw, 15 
 knots; one 5-inch 51-caliber gun aft, two 3-inch anti-aircraft guns 
 forward ; 830 mines normally, 900 maximum, carried on three decks ; 
 officers 21, crew 400; total 421. 
 Quiniicbaug — Commander D. Pratt Mannix, U. S. N. 
 
 Launched October 14, 1898, named Jefferson; commissioned as mine- 
 layer March 23, 1918, at Robins' Dry Dock and Repair Company, 
 Brooklyn, N. Y. 
 Saranac — Captain Sinclair Gannon, U. S. N. 
 
 Launched in 1899, named Hamilton; commissioned April 9, 1918, at 
 James Shewan & Sons, Inc., Brooklyn. 
 
 Both were built by John Roach & Sons, Chester, Pa., as coast-wise 
 passenger and freight liners for the Old Dominion Steamship Com- 
 pany; length 375 feet, beam 42 feet, draft 18^ feet, displacement 5150 
 tons; single screw, 16 knots; one 5-inch 51-caliber gun aft, two 3-inch 
 anti-aircraft guns forward; mines 612 normally, 642 maximum, carried 
 on two decks ; officers 18, crew 392 ; total 410. 
 Shawnmt — Captain W. T. Cluverius, U. S. N. 
 Aroostook — Captain J. Harvey Tomb, U. S. N. 
 
 Both vessels were launched in 1907 at Cramp's Shipyard, Philadelphia, 
 named Massachusetts and Bunker Hill respectively; commissioned as 
 minelayers at Navy Yard, Boston, Mass., December 7, 1917 ; length 387 
 feet, beam 52 feet, draft 17^ feet, displacement 3800 tons; twin screw, 
 oil fuel, 20 knots; one 5-inch 51-caliber and one 3-inch anti-aircraft 
 gun on the middle line aft, one 3-inch anti-aircraft gun forward; 320 
 mines normally, 352 maximum, all carried on one deck; officers 20, crew 
 346 ; total 366.
 
 48 The Yankee Mining Squadron 
 
 Totals of Squadron: 
 
 Tonnage, 54,000 tons. 
 Mines, normal 5530, maximum 5834. 
 Officers 208, men 3839; total 4047. 
 
 In addition, four sea-going tugs belonged to the squadron, as de- 
 scribed in Chapter 22.
 
 The Yankee ^Mixing Squadrox 49 
 
 CHAPTER NINE 
 
 Athletics 
 
 A shortage of some mine parts that had encountered (hfficuUy 
 in manufacture now delayed the prej^aration for a second excur- 
 sion, and the respite came opportunely, for we had l)een driving 
 hard for some time. 
 
 Though the minelayers were comfortable enough to live in 
 when empt}-, it was quite dififerent with mines on board. Then 
 only a few of the men could swing their hammocks, the others 
 having to lie on the decks. Crowding the mess tables together, 
 horns and sharp corners ever ready to tear the clothes, mines 
 were constantly at one's elbow, and everywhere were mine tracks, 
 half-knee high, or turntables, to trip the unwary or bark his 
 shin. No smoking was allowed below decks, and the space above 
 decks was very limited for crews so numerous. The men made 
 no complaint — such men will not complain of discomfort which 
 seems temporary and unavoidable, when incident to an under- 
 taking that interests them — but since the discomfort could not 
 be alleviated but. on the contrary, would increase with the fre- 
 quencv of excursions and with inclement weather, sufficient diver- 
 sion was imperative to maintain the fine, cheerful spirit which had 
 characterized the work so far. 
 
 Let the report on squadron athletics, written at the end of Sep- 
 tember by Ensign Walter P. Hanson, U. S. N. R. F., editor of our 
 Athletic Bulletin, tell what Avas done, in true sporting page style: 
 
 The situation was new, practically unparallelled, and called for immediate 
 action. With the exception of the San Francisco and Balt'unore, none of 
 the ships had the traditional atmosphere of a man-of-war, so essential to 
 the building up of esprit de corps. It was a new squadron, manned largely 
 by new men, performing a new operation in strange waters. Something 
 was needed to weld this war-sprouted organization into a solid, indissoluble 
 unit, to build up ship spirit and a high squadron spirit, recalling old tradi- 
 tions and laying the foundation for new ones, to fire the men's enthusiasm 
 to a pitcli that would insure the success of the gigantic operation in hand 
 and spell defeat for the German submarine forces. 
 
 There were other just as important reasons why an atliletic organization 
 was necessary. Minelaying in contested waters is not the easiest nor the 
 least dangerous of duties. To eat, sleep and work in close proximity to
 
 50 The Yankee ]\Iixixg Squadron 
 
 tons of the deadliest explosive known, and then to cruise day and night in 
 submarine infested waters with this same explosive for cargo — knowing 
 that one well-aimed torpedo, a well-placed mine, or a few enemy shells, 
 would wipe out an entire ship's company, and possibly the whole squadron — 
 i; not exactly the sort of recreation a worn-out business man would seek as 
 a cure for "nerves." And blue-jackets, despite a common fallacy in Amer- 
 ica, are no more than human. Numerous mining excursions, with no inter- 
 vening periods of recreation, were bound to tell on the men. 
 
 Relaxation and amusement they would get in one form or another. 
 Where were they to turn for it? To the theaters and amusement centers 
 of two Scotch, war-stricken villages? They were almost a myth and 
 couldn't hold a man-sized blue-jacket's attention for half an hour a week. 
 What then — the Y. AI. C. A.? Yes, to some extent, but even those faithful 
 workers couldn't solve the problem. Active amusement the men wanted, 
 excitement, thrills, an3'thing to take their minds off their work for a few 
 hours several times a week when they went ashore. 
 
 Obviously there was but one answer to the question and that was the 
 healthful recreation of organized, competitive athletics. Athletics of all 
 sorts and forms, teams organized on each ship, and an officially recognized 
 and governed organization to direct the activities of the entire squadron. 
 Spirited competition and clean sportsmanship was to be the keynote of 
 the movement, with one directing head, under the supervision of the 
 Squadron Commander. 
 
 The official " season " was formally opened on July 4, at both bases, with 
 eight teams com.peting. The initial success was most gratifying. The 
 spirit shown by the townspeople gave the day all the ear-marks of a regular 
 league opening in the states. The games were closely contested and the 
 players, cheered on by the rooting of hundreds of lo3'al " fans," displayed 
 an excellent brand of ball. Business houses had declared a holiday in 
 honor of our Independence Day and apparently the natives decided to 
 attend the festivities in a body, for at Inverness more than three thousand 
 of them were present, eagerly attempting to learn the intricacies of the 
 game. 
 
 From then on, the success of athletics in the squadron was assured. 
 When the ships were in port and the weather permitted, not a day passed 
 without one or more games pla3'^ed. Each team was loyally supported by 
 its own ship's company, even the officers forgetting their dignity long 
 enough to root long and loudly. In these demonstrations the men were 
 moderate, considerate of the neighbors, realizing that local custom did not 
 favor such noise, though indulged now with perfect good humor, since we 
 appeared to need it. 
 
 Athletic activities were not confined to baseball. Boat-racing, track, 
 tug-of-war teams, boxing and wrestling, were all taken up and encouraged. 
 On July 4, the entire morning was given over to boat racing. Excellent 
 time was made over the mile course and good seamanlike qualities were 
 displayed. The afternoon track events developed into a spirited contest, 
 in which the marks made would have done justice to any first-class Ameri- 
 can university. Again on Labor Day a similar athletic meet was arranged
 
 D]
 
 52 The Yankee IMixixg Squadron 
 
 and once more the same measure of success was attained, thousands of 
 townspeople in attendance. 
 
 Boxing and wrestling were taken up by the individual ships and, gener- 
 ally speaking, one evening each week was given over to " happy hours," for 
 bouts in the ring and on the mat. Ambitious youngsters w^ould send forth 
 bristling challenges, which were immediately snapped up by rivals in other 
 ships and the resulting encounter was the equivalent — seldom bloodless — 
 of a naval engagement in building up esprit de corps. 
 
 Excellent golf courses and tennis courts lay convenient to both bases, 
 and many a day the Squadron Commander returned from the Nigg links 
 with i8 officers crowding the barge. The squadron surgeon, Dr. Rhoades, 
 secured man}' recruits for the ancient and honorable game, with the result 
 that upward of 50 officers out of 200 entered the tournament played in 
 September. 
 
 From the start the good effect on the men was noticeable. A consistently 
 winning baseball team made that ship's company the envy of all others, and 
 fostered a spirit that could not confine itself to athletics alone but was 
 injected into drills, mining excursions and all forms of ship's work. In- 
 deed, it would not be overshooting the mark to state that the success of the 
 operation as a whole was due in large part to the spirit of enthusiasm 
 aroused among the men by organized competitive athletics. 
 
 The men and officers were benefited from a mental and moral, as well as 
 physical, standpoint. They had something really interesting to go to see 
 on shore and to talk about on returning aboard. Their minds were 
 taken absolutel}' away from war while the games were in progress, their 
 nerves relaxed and the tension removed. Their activities were directed 
 into healthful channels, whereas, thrown upon their own resources, they 
 might have sought amusement in some harmful form. 
 
 Not only did athletics benefit the men, it also played its part from an 
 international aspect, especially baseball. Essentially an American sport, it 
 typifies everything American — rapid thinking, quickness of action, and 
 purely American individualism, coupled with the keenest alertness in team- 
 work. These traits the British admire in the " Yanks." At any of our 
 baseball games, hundreds of British soldiers and sailors could always be 
 seen, wearing broad grins of appreciation and admiration of the cleverness 
 of their comrades in arms. So much were they taken up with the sport 
 that on some British ships they began to organize baseball teams, with the 
 hope in the near future to compete with their American cousins. And the 
 small boys in the towns were quick to take up playing ball with a stick 
 and an old string ball. All this helped in creating a spirit of cooperation 
 and good feeling between the Britisli and the Americans, so important to 
 both present and future common aims.
 
 The Yankei-: Mining Squadron 53 
 
 CHAPTER TEN 
 
 The Squadron Complete 
 
 After a conference with the commanding officers with the 
 various incidents of the first excursion fresh in mind, revised 
 instructions applying equally to every excursion were drawn up, 
 to be supplemented by the particulars for each successive occasion 
 issued at the appropriate time. The term excursion met with 
 ready adoption, for its cheerful suggestion of a return — weary 
 no doubt, but content. 
 
 A navigation memorandum of the intended courses, speeds, 
 and principal incidents, for the information of the escort leader 
 and each ship, accompanied the excursion order. An excellent 
 understanding, as well as good feeling, grew up between the 
 squadron and its escort. The escort commander would often dine 
 on board the San Francisco and discuss the coming excursion and 
 the two bodies soon came to move as one, changing course, night 
 or day, or changing formation, frequently with only a whistle 
 blast — a whole excursion sometimes without any tactical signal at 
 all between the two bodies, except for some unforeseen change of 
 course or speed. 
 
 Preparations had begun at once for the second excursion to 
 continue the first minefield, but change had become necessary, and 
 a line across Area C was ordered — not, however, until Roanoke 
 had been loaded with 830 mines of an adjustment not suited to the 
 changed plan, and these remained on board 33 days, the crew 
 living around, but keeping up cleanliness and order the same as 
 usual. So long a period fully loaded had not been contemplated, 
 but it showed one more thing these vessels could do when well 
 manned and commanded. 
 
 As before, assembly was at night 30 June, and Udsire the point 
 of final departure. The supporting force was the 6th Battle 
 Squadron of five American battleships under Rear Admiral 
 Hugh Rodman, U. S. N. Needless to say, every one came on 
 deck to see our handsome battle squadron, as it filed out past 
 Pentland Skerries and formed lin^^j disappearing to the south-
 
 54 The Yankee ^Mining Squadron 
 
 eastward. Twice during the afternoon submarine periscopes were 
 seen by the battleships and their destroyer screen, which opened 
 fire and dropped depth bombs, but without known effect. 
 
 Considerable current was found near the Norwegian coast, but 
 visibility was good until we passed to the northward of Udsire ; 
 then it became increasingly hazy. The run of the flagship, guid- 
 ing, was accurately determined notwithstanding, by other marks 
 to the northward before they too became indistinct. At 4.26 a. m., 
 minelaying began — great care taken not to lay any mines inside 
 Norwegian waters, yet to begin just outside them. Despite the 
 unexpected strong current at the critical moment, the first mines 
 were dropped within 250 yards of the intended spot, just outside 
 the three-mile limit. 
 
 Overcast sky prevented obtaining good observations to check 
 the run during the minelaying, and as there was no check on 
 latitude and the current was variable, the course was changed 
 slightly for the last third of the run, to be sure of clearing our 
 first field, towards which we were heading. This accounts for the 
 bend in that line on the chart. We were crossing the 150-fathom 
 deep water which skirts the Norway coast, three large ships, 
 Canonicus, Canandaigua, and Housatonic, led by San Francisco, 
 laying 2200 mines in two rows on a line 46 miles long. In spite 
 of repeated breaking of the distance-measuring taut ware, the 
 speed over ground was estimated closely enough to end the line 
 within one-half mile of the point intended, which was correct 
 within I per cent. 
 
 There were again no casualties and all the mines were planted. 
 Two ships planted 710 each in continuous strings, fully establish- 
 ing the success of the mining installations. There was no longer 
 any doubt of the ability of one of these ships to plant her entire 
 load of 860 mines without break. All vessels returned to base 
 ready for further duty. 
 
 The explosions of defective mines on this excursion amounted 
 to between 4 and 5 per cent, and reports received from British 
 trawlers watching the first minefield indicated that enough more 
 had gone off in that field since the first day, to bring the total 
 there up to between 5 and 6 per cent. Despite all remedy, these 
 explosions increased in number up to the 5th excursion. Then 
 the cause was found to be due not to unskilful, negligent, or other- 
 wise faulty procedure in either the ships or the bases, but to lie
 
 The Yankee Mining Squadron 53 
 
 parti}' in supersensitivcncss in the mines" adjustment, partly in 
 imperfection in manufacture — inevitable in such lar,<j;e numbers 
 made under prevailing industrial conditions, especially of a new 
 design. 
 
 On June 29, just before departure on the second excursion, the 
 minelayers Shazvmttt, Captain W. T. Cluverius, Aroostook, Com- 
 mander J. H. Tomb, and Saranac, Commander Sinclair Gannon, 
 and the repair ship Black Hawk, Captain R. C. Buhner, had 
 arrived from the United States. Uncompleted work had not 
 delayed them like the others, but the trial runs of the Sliaivmut 
 and Aroostook showed their fuel consumption to be much larger 
 than had been estimated — no data having been available when their 
 conversion was planned — making their fuel capacity insufficient 
 for the passage over. Indefinite delay, until a tanker could 
 accompany them, was averted by the captains hunting up enough 
 oil hose to fuel the ships at sea. Their departure on June 16 
 took place during the German submarines' activity on the New 
 England coast — not a favorable condition for ships just out of a 
 navy yard. Twice during the crossing, the Black Hawk took the 
 Shawmut and Aroostook in tow, to give them fuel oil. Though 
 a new operation to all hands — likewise new ships, new crews, half 
 a gale of wind, and oil hose twice as heavy as proper — it was 
 done well, without mishap, and all four arrived at our bases ready 
 for service. 
 
 The third excursion could therefore be made by the full squad- 
 ron of ten. It was to continue the first minefield, and as some of 
 our mark buoys were known to have broken adrift — we had 
 passed two on the second excursion — the flagship's navigator, 
 Lieut. Commander Cunningham, was sent out in the squadron tugs 
 Patuxent and Patapsco, to verify what might remain of the buoy- 
 field. Finding half the buoys in place, he planted two new ones as 
 a precaution. Then he passed along both our minefields, listening 
 for further explosions, but heard none. The necessary improve- 
 ment in the buoy moorings was now made, so effectively that they 
 could be counted on thereafter. Each ship carried four buoys 
 on her quarters, ready to drop on the instant. One stroke of an 
 axe, or pull on a slip would release a buoy and its looo-lb. sinker 
 together, the mooring wire cable being so looped up around the 
 buoy as to pay out clear. Thus the ship had no need to reduce 
 speed nor any fear of getting her screw foul of the buoy.
 
 56 The Yankee ^Mining Squadron 
 
 Embarking" mines for the third excursion had already begun 
 when a message came that no mines were to be placed west of 
 zero longitude for the present, a restriction that shortened the 
 intended line by 30 miles, quite upsetting the embarking arrange- 
 ments then in progress. 
 
 Meantime, the original plan had, in London, undergone con- 
 siderable modification as to the constitution of the barrage. Origi- 
 nally of three systems, each comprising three lines of mines — 
 upper, middle, and lower levels- — the necessity which had developed 
 for wider spacing between mines, to avoid structural damage to 
 neighboring mines when one was detonated — 300 feet instead 
 of 150, as originally planned — made it seem desirable to increase 
 the number of lines of mines, so as to maintain the same density of 
 the mine barrage as a whole. The revision aimed to increase the 
 risk to surface passage considerably. No effective patrol being 
 maintained along the barrage, submarines would naturally prefer 
 the surface. The revised plan, in brief, made 10 upper level rows 
 instead of 3, and 4 middle and 4 lower level, instead of 3 each, 
 or a total of 18 rows instead of 9. 
 
 Rather than shorten our line and again employ only part of 
 the squadron, the Commander of the Mine Force took up the 
 revised scheme at once, ordering 5400 mines prepared, for a field 
 of 5 parallel lines 54 miles long. All 10 ships were loaded nearly 
 to full rapacity, Honsafouic taking 840 mines. Departure was 
 taken at 2 p. m., Sunday 14 July, hauling down, as we got under- 
 way, the dress bunting which had been hoisted in honor of the 
 French Bastille Day.
 
 The Yankee Mining Squadkon 
 
 CHAPTER ELEVEN 
 Tactics 
 
 Ten shi])s laden with hii^h ex])losive, navi,L;alin^- in mine-swept 
 channels, in submarine thoroughfares, and near minefields beyond 
 si.^ht of fixed marks — compactness of the minefield demanding 
 that the layers steam as near together as safe — necessity for keep- 
 ing together in fog, darkness, or submarine attack — these were 
 the conditions governing our tactics. 
 
 Thus, the mining excursions were not merely arduous in prepa- 
 ration and execution. Precision and quickness of action while at 
 sea were imperative, from start to finish. To foster these, a steady 
 tension was kept up throughout the squadron, a tension wdiich 
 likewise helped the individual ships to maintain a careful habit 
 among the men, without making them jumpy or fearful. To 
 sustain attention and prevent over-confidence growing w'ith famil- 
 iarity, unremitting pains were exercised to note and correct any 
 irregularity or apparent slackness — not to find fault but to keep 
 things taut everywhere. Only in this way could compliance with 
 all details be insured — so very important in our work. 
 
 From assembly at the buoy until the return to it after the 
 excursion, the Sail Francisco, leading the squadron, would main- 
 tain a steady pace, sometimes increasing to make up for adverse 
 current, but rarely slackening speed for anything. The squadron's 
 position was frequently compared with the time schedule, and no 
 effort was spared to carry through the excursion with preci- 
 sion. There was time enough, we had speed enough, but none 
 too much of either, and the whole body felt a constant urge 
 towards a direct and clean-cut movement out to the field, over it, 
 and back to the base. 
 
 Stretched in two mile-long columns while in mine-searched 
 waters, which were comparatively narrow, the formation would 
 widen and shorten upon reaching the 50-fathom line, so as to 
 diminish the depth of the target offered to a submarine. Ap- 
 proaching the mine start point, the vessels would take the relative 
 positions which they would occupy wdien the mining was begun — 
 not too soon, because such a formation was unwieldy, and if
 
 58 The Yankee ^Mining Squadrox 
 
 maneuvering into position involved much turning", the formation 
 would become disordered. The 10 vessels were of 5 different 
 types, with different handling qualities and having very small 
 speed reserve with which to regain lost position. On the other 
 hand, the change had to be made early enough for all vessels to 
 get settled in station, at standard speed, before the minelaying 
 began. 
 
 As the planting progressed, we had to make use of large, lighted, 
 navigation buoys, planted in the open sea, obviously for our use. 
 The British had warned us, from their own experience, of the 
 enemy's habit of moving all such buoys whenever seen, or plant- 
 ing mines near them — sometimes doing both. Working far away 
 from the nearest landmark, we would pass close to these buoys 
 in order to determine the position of the mine start point accu- 
 rately. Against enemy mines which might be around the buoys, 
 our paravanes were counted upon for protection, but here came 
 in a complication. While paravanes would protect against ordi- 
 nary mines, they actually increased the risk from any of our own 
 mines which they might touch. To keep the paravanes out until 
 after clearing the buoy, then take them in before approaching one 
 of our fields, would have been simple enough, but for the neces- 
 sity of maintaining steady speed and course from the buoy to the 
 mining start point, which precluded slowing down to take the 
 paravanes in. Since the risk could be measured from our own 
 mines but not from the enemy's, the paravanes were always 
 kept in use. 
 
 Pressure of time and division of the ships between two bases 
 while in port limited the tactical training of the squadron to what 
 could be done while crossing the Atlantic and while going to and 
 from the minefields. The special equipment to facilitate accurate 
 station keeping which is usually found in men-of-war was lacking 
 in these ex-merchant vessels. They had comparatively small 
 rudders, and the nice regulation of steam to the engines, necessary 
 for steady steaming in company, was very difficult with their 
 deficient means for that purpose. Moreover, on the first excursion 
 by the complete sf[uadron of 10 vessels, 4 of them took part for 
 the first time. The excellent performance of the squadron as a 
 whole was all the more rcmarkal)le. 
 
 Passing through the mark l)Uo\s, which the sloop H. M. S. 
 Lahnrnum pointed out. the squadron, formed in three lines abreast,
 
 The Yankkk Mining Squadron 59 
 
 stood on beyond, to allow distance in which to steady down on 
 the reverse course, then turned ships 90 degrees right together, by 
 divisions in succession. This evolution formed the squadron in a 
 single column which steered about SSW, until within two miles 
 of the previous mineiield. Two of the 10 vessels were on the 
 right flank, so that a second, simultaneous turn, ships right, 
 brought the squadron into the planting formation, consisting of a 
 line of 8 ships abreast, stretching a mile and three-quarters, the 
 remaining two in an advance line, 500 yards ahead, with three 
 
 The Squadron in Minelaying Formation. 
 Two Ships of British Minelaying Squadron in the Left Background. 
 
 miles still to go, allowing 15 minutes time in which to settle 
 down, before the order to begin planting. The execution of the 
 operation was seamanlike to a degree, and the alignment, dis- 
 tance keeping, and handling of the vessels, in approaching and on 
 the planting line, were excellent throughout. 
 
 It would have widened the field unnecessarily to dispose all 10 
 ships abreast. The advanced ships would ease back into the main 
 line as soon as two of the 8 ships directly astern had finished their 
 minelaying and speeded ahead, leaving vacancies. Ample time 
 was allowed to do this slowly, before their time came to plant, 
 so as to avoid the extra demand on their engines which might 
 be caused by dropping back too fast. The ships were neither new 
 nor decrepit, but there was no excuse for taking unnecessary
 
 6o The Yankee Mixing Squadron 
 
 chances of spoiling a good performance by ihe squadron as a 
 whole. Steady steaming and steering were important for safety — 
 as well as for regularity of the mine-spacing. God help a ship 
 whose engine broke down or rudder jammed during the mine- 
 laying! With a strong head wind, she would drift into the mine- 
 field, before even a destroyer could tow her clear. It was partly 
 for such an emergency that the sweepers originally included with 
 our force were wanted — powerful, handy, seagoing tugs, able to 
 assist in any circumstances. The tugs that we had were not fast 
 enough to keep up with the squadron. Fortunately, engine or 
 steering disablement never occurred during planting, but two did 
 occur just afterward, and once, in Fair Island Channel, on the 
 way to plant, a ship had to stop for a disabled feed pump. It was 
 1 1 o'clock at night, pitch dark, with the tide turning strong towards 
 the 9th minefield, and in tkic submarines' thoroughfare. As I 
 slowed the squadron and waited for report of the probable length 
 of delay, I felt what a reliance a good tender would have been ! 
 
 The support force on the third excursion, the 4th Battle Squad- 
 ron, came close enough to observe the minelaying, steaming along 
 parallel, four miles distant, for an hour. Its commander, in 
 H. M. S. Hercules, was Vice Admiral Sir Montague E. Browning, 
 who, with the French Rear Admiral Grasset, had come from 
 Bermuda in the earliest days of our entering the war, to attend the 
 first conference on our naval participation, and as their flagships, 
 H. M. S. Leviathan and the Jeanne d'Arc, stood in to Hampton 
 Roads, the San Francisco had been the vessel to salute their flags. 
 Now, in the same ship, it was a pleasure to lead a large, new mine 
 squadron, performing so creditably before such an observer, the 
 more so as Admiral Browning had sent a special message of 
 welcome upon our arrival from America. 
 
 After this excursion was over and all the reports were in from 
 the several ships, showing that all mines had been planted, with 
 no mishaps of any kind, and that the vessels were ready to under- 
 take another excursion, the following signal was sent : 
 
 The squadron commander extends sincere congratulations upon the com- 
 pletion of to-day's mining operation by the wliole squadron. It was a 
 handsome performance that would have done credit to a squadron of long 
 experience. The squadron commander, the captains, the officers, and every 
 man may rightly feel deep pride in having earned a success worthy of our 
 navy's best traditions. 7.45 p. m., 15 July, 1918.
 
 The Yankee Mining Squadron 6i 
 
 CHAPTER TWELVE 
 Some Incidents 
 
 By consensus of opinion, the limit of safe approach to a mine- 
 field in the open sea was five miles. Where apprecialjle current 
 exists, a heavy sea may cause mines to step aloni;", or " mi.iL;rate " — 
 there is no telling" how far — and the danger from mines adrift is 
 naturally greater near a minefield than elsewhere. Mines are 
 desig'ned to become safe on breaking adrift and many of them are, 
 but far from all. Submergence in salt water may derang'e the 
 mechanism for that safety j)urpose. There was very little current 
 across Area A. however, and the fine tactical qualities shown by 
 the squadron lent confidence that it could be safely conducted much 
 nearer to our minefields than five miles. Since the barrage plan 
 had been revised, this closer approach had become necessary, if 
 we were to get the whole barrage in between the southernmost 
 line, already laid, and the northern limit, which had been publicly 
 proclaimed. There was some aversion to proclaiming a new limit 
 and we had no mind to say it was necessary. So, instead of 
 lapping the ends of adjacent minefields, the practice was adopted 
 of "butting" the new field close to the end of its neighbor, thus 
 continuing the same line with only a small gap between adjacent 
 ends. 
 
 Our first news of damage inflicted on the enemy came in mid- 
 July, soon after the second excursion, though the barrier was then 
 hardly more than begun. The information was authentic but not 
 very circumstantial — the standing policy was against that. Four 
 submarines were mentioned. One of them lost nearly all her fuel 
 and called by wireless for help, so loudly that it was overheard and 
 a British force was sent out to capture or destroy her — but too 
 late. Another German submarine had come to her aid, and the two 
 got safely back. Further details are lacking. 
 
 The third excursion, together with the British minefields in 
 Area C, completed the equivalent of one system, extending from 
 the Norway coast as far west as o degrees longitude. The prohibi- 
 tion against laying any mines farther westward than that was 
 still in force— although the enemy submarines had changed their
 
 62 The Yankee jMining Squadron 
 
 route so as to pass clear to the westward of the partial barrier. 
 So our fourth excursion began a second " system/' parallel to and 
 five miles distant from the first. 
 
 Leaving the bases during the night of 28 July, and taking final 
 departure from Buoy No. 2, which marked the north end of the 
 division between Areas A and C, we ran south, clearing the ends 
 of three British deep minefields by three miles — quite safe to do 
 if they were all in their intended places. Then, by an " isodromic " 
 maneuver — not easy and little favored, on account of the preci- 
 sion that is requisite, but necessary on this occasion — our three 
 columns, with San Francisco making a fourth on the left, formed 
 a single line to the right, of eight ships, with two more in an 
 advanced line, all steering about WSW. Being on the outside of 
 the turn, the old San Francisco had to spring from 12 to i6i knots 
 within a few minutes, to gain her station on the southern flank 
 in time, but no parade ground evolution could have been done more 
 smoothly, and the quickness with which all ships steadied into 
 accurate distance and bearing showed that, in future, the steady- 
 ing interval could be safely reduced. Originally a half hour, it 
 was cut down to 75 seconds. 
 
 Commander Moir, a new escort leader, in H. ]\I. S. ValJialla, 
 smiled slightly as he read over the mining order for the first time 
 and I asked whether it were about this isodromic movement. He 
 replied. No ; he was wondering how they could execute one of the 
 intermediate changes which the order prescribed to be made en 
 route, to sort the ships out from the assembling order to the 
 arrangement which they would be in preparatory to swinging into 
 minelaying formation. It did look mixed at first glance, there 
 was no denying, but I said, " Watch them do it, the Rules of the 
 Road will govern " — and when the time came, I felt quite willing 
 for any one to be a witness. 
 
 At the end of a minefield, the wing and the center shij^s simul- 
 taneously would drop mark buoys, 250 yards from the last mines, 
 and again one mile farther on, making in all six buoys in two 
 lines. When we came back after 10 days or so, to continue that 
 field, a destroyer would go well ahead, to sight and stand by the 
 outermost buoy, and the flagship would lead for it, but not steer 
 towards the minefield side of it until the inner line of buoys had 
 been sighted — those which were only 250 yards from the mines. 
 The outer buoys were regarded with suspicion until some of the
 
 The Yankee Mining Squadron 
 
 ^\S 

 
 64 The Yankee Mining Squadron 
 
 inner ones were seen to be in place. It was then deemed safe to 
 lead between the two lines of buoys, for as long as there were 
 any between the ships and the minefield, ships would be at least 
 250 yards clear. Passing" in column midway between the lines 
 of buoys to make the start, and allowing for the simultaneous 
 turn into line abreast, the squadron could begin mining by the 
 time the outer buoys were passed, thus leaving a gap of but little 
 more than a mile between the mines in the old field and those in 
 its continuation. 
 
 An early care while fitting out had been to organize and train a 
 good lookout service. This duty is a severe tax on the men, and 
 when, time after time, they see nothing suspicious, they tend to 
 relax. Fearing this, as we had yet seen no submarines, barring an 
 alarm on the first excursion, a special warning to lookouts was 
 issued, which, fortunately was well supported on our next trip. 
 A beautiful, peaceful evening ofT the Orkneys was rudely inter- 
 rupted by messages from three difl:"erent sources within the space 
 of a minute, reporting a submarine estimated to be a half -hour 
 ahead of us, outbound, making for Fair Island Channel. Taking 
 no chances on its having innocent intentions towards us, Captain 
 Godfrey turned his flank destroyers outward and bang! bang! 
 went four depth charges, and four more on the other side — just 
 to let the sub know he might except a hearty reception. The 
 Aroostook's siren then shrieked for " torpedo to starboard ! " the 
 ship charging ahead across another's bows, and the Housatonic's 
 steering chain took that occasion to break. Serenity was gone, for 
 a time at least, but being in a swept channel, there was small choice 
 for maneuvering. All we could do was to shorten up our forma- 
 tion before dark shut in and trust to our escort and a good 
 lookout. 
 
 In the event of a submarine appearing, our role was to make oflf, 
 leaving the attack to the destroyers and being careful not to harm 
 them by our own fire. The escort was prepared to engage its own 
 kind, as well as submarines, and even to make a sacrifice attack on 
 light cruisers, to assist our escape under cover of a smoke screen, 
 but our moderate speed — 15 knots at best when keeping together — 
 and the small number and caliber of our guns, made us rather 
 helpless against an enemy cruiser's long-range, 6-inch gunfire and 
 high speed.
 
 The Yankee Mining Squadron 65 
 
 Upon returning from an Allied conference in Malta on mining 
 the Mediterranean, Kcar Admiral Strauss came out with the squad- 
 ron, on the seventh excursion, 26 August, hoisting his flag in the 
 San Francisco. This was the first time our program was inter- 
 fered with by fog, which shut in thick soon after assembly. 
 Incidentally, our tug Patiixcnt, going out ahead with her sister 
 Patapsco to observe, found herself in the midst of a large convoy 
 from Norway that night and had a collision, which fortunately 
 was not serious to either vessel. 
 
 After four hours' delay by fog, we made our departure buoy 
 and steered for the end of the 5tli minefield, 13 miles distant. Fog 
 shut in again when we were half way, but fortunately lifted just 
 before we should have had to turn back, and minelaying began, 
 although the weather was still far from settled. Twice during 
 the schedule, dense fog enveloped us, but the planting went on 
 without interruption. It was rather ghostly to hear and feel the 
 explosions of the defective mines, yet see nothing — not even the 
 neighboring ship. Several times Admiral Strauss expressed 
 admiration for the steady alignment of the formation, and upon 
 leaving the San Francisco when we had returned to port, he 
 signalled, " The Commander Mine Force congratulates Mine 
 Squadron One on the seamanlike manner in which the seventh 
 excursion was accomplished by all ships." 
 
 On this occasion, for the first and only time, one ship had to 
 drop out from an excursion, the Saranac having a smash inside 
 the cylinder of her main circulating pump shortly after the squad- 
 ron had assembled. Temporary repairs being impossible soon 
 enough, she returned to base. The absence of her 580 mines left 
 the 7th minefield incomplete, and to make good the defect a 
 special excursion was ordered for the Shawmut, Captain Clu- 
 verius, and Aroostook, Captain Tomb, the two fast minelayers. 
 
 Met off Cromarty buoy at 6 a. m., 31 August, by Commander 
 Lowry in H. ]\I. S. Wrestler, with three other destroyers, the 
 detachment proceeded, first at 15 then at 17 knots, by the usual 
 route to the end buoys of the seventh field, then close along the 
 northern side of the field. The Baltimore had been on that flank, 
 and after planting all her mines had dropped a buoy and again, 
 at about 9-mile intervals, two other buoys, while steaming 500 
 yards abeam of the nearest planting vessel. A fresh breeze was 
 now blowing, making the buoys none too easy to pick up. Fog
 
 66 The Yankee ^Mixing Squadrox 
 
 had prevailed while the Baltimore was dropping the buoys, making 
 uncertainty as to their position and also as to whether they were 
 there at all. Accordingly, the detachment first ran parallel to the 
 minefield, from looo to 2000 yards outside the line of buoys, so 
 as to sight them all ; then it turned back and began planting, 
 Shazvmiit first. The mines were laid in one line averaging 600 
 yards outside the line of buoys, or about iioo yards from the 
 nearest line of mines, thus completing the original field neatly 
 without wasting space. The mining installations of these fast 
 ships worked as well at 17 knots as they had at 12, and altogether 
 the excursion gave the two a good try out. They were back in 
 their berths 26 hours after leaving them, in ample time to embark 
 their mines for the squadron's next excursion, and with a record 
 to their credit for laying 580 mines on the closest parallel to a 
 deep-sea minefield that had ever been run.
 
 The Yankee Mining Squadron 6'j 
 
 CHAPTER THIRTEEN 
 
 Signals 
 
 Signals had come well to the front in the course of the first 
 excursions, not only for tactics but also for assembling data 
 quickly, so that a fairly comprehensive report of the excursion 
 might go to headcjuarters by the first boat to shore after arrival. 
 Spelling out messages by Morse or semaphore proved too slow 
 and inaccurate for reports from nine ships in one afternoon, often 
 in hazy weather, so a collection of phrases, and questions to be 
 answered by reference number, was established, to be signaled by 
 hoists of flags. 
 
 As we had expected to use the British signal system, a special 
 training class was formed at Newport in January, while the mine- 
 layers were fitting out. In consequence, from first falling in with 
 British destroyers, the San Francisco communicated easily, and 
 British flags could be used on the first excursion. But neither the 
 British system nor our own was found to suit our needs, and to 
 combine British flags with American meanings made a risk of 
 misinterpretation at a critical time. So the American flags were 
 restored to use and the British ones discontinued, except a few 
 retained by each ship for calls and other routine uses, while the 
 flagship kept a full set, for communicating with the escort by the 
 British code. A new system, embodying several of the British 
 features, was devised, mainly by Lieut. Commander E. S. R. 
 Brandt, then flag lieutenant, and was put into cfi'ect on the second 
 excursion. The main feature was that the meaning of tactical 
 signals — those which required immediate action, affecting the 
 ships' movements — was self-evident to anyone who knew the 
 names of the flags. 
 
 Flags and associations already familiar having been utilized, the 
 signalmen quickly learned. Separation among three anchorages 
 prevented signal practice by the squadron as a whole in port, 
 but drills several times daily at each anchorage and on the way 
 out to the mining ground enabled the new code to be used on the 
 full squadron's first trip. Great interest was evident among the 
 signal forces of all ships. Signals were habitually hoisted only
 
 68 The Yankee Mining Squadron 
 
 just long enough, as determined by experience, for the average 
 vessel to repeat the hoist. Competition became keen not to be the 
 cause of delay, and very soon the signaling attained an accuracy, 
 rapidity, and style comparing favorably with the best performance 
 of any type of vessel. Once or twice the Qiiinnehaug — whose 
 mast was not high — beat the flagship in getting her own signal up 
 to the yardarm. Less than a minute by day, and often only 30 
 seconds, would suffice between giving an order for a tactical signal 
 and beginning its execution by the squadron — without a glance 
 at a key book or card at either end. Most efficient telephone ser- 
 vice would hardly equal that. 
 
 The Vampire soon picked up our new system, so that signals 
 to her could frequently be dispensed with. Upon one of ours 
 going up, the corresponding British signal on Vampire would be 
 seen in a few moments. 
 
 Accuracy of transmission and of record being very important 
 where so much was done by signal, these were stimulated by daily 
 comparison of the signal records of all ships. A " discrepancy " 
 sheet was compiled, to show the errors and omissions of each ship 
 for the previous day, and directly after each excursion, the signal 
 officers would meet, to compare the signal records of the trip. 
 A further check was kept by a staff officer being constantly on 
 watch on board the San Francisco when at sea, taking notes upon 
 incidents and errors in signals, station-keeping, and the behavior 
 of ships. The Recording Angel could not have been more obser- 
 vant. I would edit the rough record at the end of a watch, 
 references to the pertinent instructions were entered, and a smooth 
 " Discrepancy Report " was sent to all ships at the end of the 
 excursion, as a reminder of their sins. 
 
 Had the signal officers been regulars and but one system of 
 signals been in use from the beginning, the high standard main- 
 tained would have been commendable. The attainment of such a 
 standard by inexperienced personnel, adopting a new system on 
 very short notice, was highly creditable to all concerned. Espe- 
 cially should there be mention of Chief Quartermaster William H. 
 Kerins, of the San Francisco, and the other chiefs, whose training 
 and management of their signalmen and whose own skill and 
 fidelity made our quick and accurate communication possible.
 
 The Yankee Mining Squadron 69 
 
 CHAPTER FOURTEEN 
 The Barrier Across 
 
 The barrage began to show results early in July, after our 
 second excursion, although not yet half across. The enemy sub- 
 marines changed their route then, so as to go through Fair Island 
 Channel, south instead of north of the Shetlands. Thus they 
 would pass west of the partial barrage, through the 60-mile wide 
 passage still open. The fact of Area A having been proclaimed 
 gave ample warning, and even the enemy could not complain 
 of being ambushed, if he sustained damage there. Advertising a 
 minefield two months in advance was certainly fair play. But 
 now came the mining of Area B, which would carry the barrier 
 clear across the last 45 miles of the 230-mile stretch. This was 
 not published, but the enemy might have assumed that it would be 
 done sooner or later. 
 
 A joint excursion by the two squadrons was arranged, Rear 
 Admiral Strauss commanding the whole, flying his flag on board 
 San Francisco again. The squadrons joined ofif the middle Ork- 
 neys the morning of 7 September, and began the minelaying a 
 few miles to the northward, starting from a buoy placed by 
 H. M. S. Laburnum and removed by her after we had passed. As 
 we were directly in the submarines' thoroughfare, special patrols 
 were provided, surface and air, in Fair Island Channel and also 
 well to the southward of us. The American squadron planted 
 six upper level lines, the British squadron planted one similar line, 
 after the completion of which it separated to the southward, re- 
 turning to its base at Grangemouth, Firth of Forth. On the way, 
 one of them had a collision in the fog with a destroyer of its 
 escort, which later sank in consequence. 
 
 Our squadron turned north at the end of our minefield, ran 
 taut wire to Buoy No. 5, thence paralleled the minefield at five 
 miles distance for observation of defective mine explosions, steer- 
 ing west to the Orkneys and returning to the base on the reverse 
 of the outbound courses. Fog came on soon after mining was 
 finished, continuing intermittently until we made port. For this 
 reason, San Francisco did not cut her taut wire at Buoy 5 but kept
 
 yo The Yankee ^Mixing Squadron 
 
 it running until the squadron slowed to take in paravanes, near 
 Cromarty — 122 miles of wire run out, without a break. 
 
 The succeeding excursion was similar, with Rear Admiral L. 
 Clinton-Baker, R. N., in H. ]\I. S. Princess Margaret, in command 
 of the whole force, Rear Admiral Strauss again on board San 
 Francisco. On the way out, it was not permitted to pass between 
 the Orkneys and the westei-n end of the minefield planted just 
 previously, but instead, the squadrons were routed NW'ly, through 
 Stronsay and Westray Firths, in the Orkneys, thence E'ly through 
 Fair Island Channel, and down to within five miles north of the 
 other minefield. 
 
 \\'hile standing through Stronsay Firth in a long, single column, 
 the British squadron, w^hich was in the lead, opened fire on its 
 starboard quarter, its escorting destroyers gathering to drop bombs 
 about a certain spot. Upon signal from the Princess Margaret, 
 the starboard wing destroyers of our escort speeded ahead to 
 join the attack, but the port wing destroyers remained on station, 
 although the leading squadron's destroyers had left theirs. In a 
 few moments, a submarine broached about 1500 yards, two points 
 on San Francisco's starboard bow, heading across to port, through 
 the column, between the two squadrons. Some destroyers followed 
 and continued bombing. Smoke screens were laid by our escort 
 {Vampire, Captain Godfrey, and 11 others of 14th Flotilla) and 
 by our own ships, which thus had a good test for their smoke 
 outfits. Roanoke chanced to have a steering engine disablement 
 just at this moment, causing her to sheer out and shift to hand 
 gear, and the Housatonic also had some steering trouble, but there 
 was no mishap, and the submarine also for the time escaped. By 
 good luck, an official photographer happened to be on board San 
 Francisco, and he got some pictures of genuine activity. 
 
 A delay at the morning rendezvous, the long distance round 
 about, and adverse current combined to make a late mining start. 
 While the mining was in progress, the bodies of two German 
 sailors were passed, and a heavy explosion was observed in the 
 eighth minefield, five miles distant, in a position that plotted in 
 the same place a submarine would be wliieh had been reported 
 shortly before. 
 
 Darkness shut in about an hour before planting was completed 
 but it caused no suspension nor interference. At the end of the 
 field, buoys were dropped as usual, and all ships together turned
 
 The Yankee Mining Squadron 71 
 
 left, without signal but on orders given before dark, to the eourse 
 north, then formed in two columns for the run home. The British 
 and American squadrons had now separated and they passed back 
 through Westray Firth in succession after daylight next morn- 
 ing. Off Pentland Skerries a suspicious craft ahead caused 
 another submarine alarm, and the escort again enveloped the 
 squadron in a smoke screen, but the alarm proved false. 
 
 This time, the 10 American vessels had planted six lines, two 
 at each of the usual levels, 46 miles long, 5520 mines in all, the 
 maximum of any excursion; the 4 British vessels planted one line 
 at deep level, 1300 mines, 32 miles long, making altogether 6820 
 mines on the excursion, the largest single minefield ever planted — 
 done in 3 hours and 50 minutes. Upon returning to the bases, 
 Admiral Strauss signaled " The Commander Mine Force con- 
 gratulates the squadron on this biggest and most successful ex- 
 cursion."
 
 72 The Yankee jMinixg Squadron 
 
 CHAPTER FIFTEEN 
 Finishing the Barrier 
 
 The conference at Malta at which Rear Admiral Strauss was 
 the American representative recommended extensive mine bar- 
 rages in the Mediterranean, in locations where the depths of 
 water were much greater than any yet mined, involving" winter 
 operations for us. As a first step, Captain jMurfin was sent down 
 to Bizerta, near Tunis, to establish a base there, like his two in 
 Scotland — though under much less favorable conditions. Con- 
 siderable experimenting at home was likewise involved, to develop 
 a suitable extra-deep mine and its moorings. Experienced per- 
 sonnel being needed for this, orders came placing the Baltimore at 
 disposition of our Naval Bureau of Ordnance for the purpose. 
 Accordingly, on the tenth excursion, 26 September, she parted 
 company off Scapa Flow, sailing thence two days later for home. 
 In the nine other ships, 97 per cent of the mine capacity remained, 
 but as an experienced vessel of regular man-of-war type, the 
 Baltimore's value in the squadron had far exceeded her propor- 
 tionate capacity. 
 
 The minelaying squadrons were now doubling and trebling the 
 barrage, which had been carried clear across the North Sea on the 
 eighth excursion, 7 September. Hitherto we had been favored by 
 good weather, but the season of frequent storms was approaching 
 and already the lengthening hours of darkness made a considerable 
 difiference. 
 
 Our one loss of life at sea occurred just as the Baltimore left us. 
 The Saranac's port paravane was running badly and, in clearing it, 
 George C. Anderson, chief boatswain's mate, stepped out on the 
 davit — a sudden jerk! and he was gone. Although search was 
 made, he was never seen again. He had been an energetic yet 
 safe leader, never allowing another man to go overside without 
 a bowline around him, but of himself had been less careful. 
 
 An almost unbroken record of ten excursions carried through 
 without breakdown or delay made such a performance now seem 
 a matter of course. The artificer personnel of all ships made a 
 fine showing in upkeep and in steady steaming at sea, notwith- 
 standing that overhaul time was very limited. On returning to 
 port, the squadron would prepare immediately for another excur-
 
 The Yankee Mining Squadron 73 
 
 sion and would then wait from day to day for the escort, under 
 notice too short for the extensive overhaul desirable. As the 
 operation progressed, making more wear and tear, the intervals 
 between excursions became shorter and bad weather frequently 
 necessitated keeping steam ready, in case the anchors dragged, 
 as often they did, all which reduced the repair time. Unfinished 
 details of conversion, hard usage in former hands, absence of 
 spare feed pumps and similar secondary dependencies, and a large 
 amount of auxiliary machinery for the vessels' size, — all these 
 were work-making factors. Yet, except for wear, the general 
 condition of all machinery steadily improved. 
 
 A large amount of self-repair was done, the Roanoke being 
 almost wholly self-sustaining, resorting very little even to our 
 own repair ship Black Hawk. The San Francisco's carpenter 
 gang built an excellent emergency cabin under the bridge in about 
 10 days. Then the Sliazaniut and Aroostook by themselves in- 
 creased their oil fuel capacity by 50 per cent, which later enabled 
 them to make the run homeward unassisted and unescorted. 
 
 Procedure in conducting the squadron aimed at steadiness in 
 steaming and steering. No unnecessary chances were taken, but 
 neither was the treatment tender. The ships always worked near 
 their speed limit, with only the reserve needed for tactical reasons. 
 Their good performance was due to careful, intelligent foresight, 
 and the rarity of even minor disablements is proof of noteworthy 
 ability and fidelity on the part of the engine and fireroom per- 
 sonnel. No ship was ever late, no minelaying operation ever 
 interrupted,, only one hot bearing occurred, only once did a ship's 
 engine have to stop — for but a few minutes — in 8400 miles 
 steaming. 
 
 As for steady station-keeping, some ships, notably Canandaigua, 
 were always there — hour after hour, night and day — and the 
 others were seldom out. Approaching and during the minelaying, 
 they were very accurate. As one visiting officer from the fleet 
 said, " You've got it on the battleships," and it was officially 
 reported by Admiral Mayo that 
 
 The minelayers, though of diverse types, maneuvered well together and 
 kept station very well indeed ; they appeared to be under excellent control, 
 both individually and as units, at all times. The laying operation which 
 was witnessed was carried out according to plan without hitch of any kind, 
 thus indicating the efficacy of the preparation, including planning, and the 
 thorough understanding of the work by all concerned.
 
 74 The Yankee AIinixg Squadron 
 
 Aluch official interest was taken in our operation and brief 
 visits to the bases and the ships were made during the summer 
 by \'ice Admiral Sims, Admiral Sir Rosslyn Wemyss, the British 
 First Sea Lord, Vice Admiral Ommaney of the Admiralty, Rear 
 Admiral Clinton-Baker, R. N., the House of Representatives' 
 Naval Committee, and Assistant Secretary Franklin D. Roosevelt. 
 Several of our naval officers went out on excursions, and Lieut. 
 Commander DeSalis, R. N., always a welcome, enthusiastic sup- 
 porter, went on several of them. They all admired the orderly, 
 complete, and ample arrangements of the mine assembling bases 
 and were especially complimentary about the new minelayers. 
 
 Officers and men felt intense pride in their ships, and spared no 
 efitort to keep them in regular man-of-war condition. The ten 
 made a handsome squadron, and in capacity for carrying mines, 
 in equipment for handling and planting them continuously, and 
 general arrangement and quality, the new American minelayers 
 were admittedly superior to any others. 
 
 Their capacity and performance was the subject of much favor- 
 able comment and careful study by the British Admiralty. Besides 
 large mine capacity, their mine elevators were a striking feature. 
 The very first thing considered in the plans had been how to get 
 the lower deck mines up to the launching deck, so that a ship's 
 entire load might be planted in one unbroken string. The Otis 
 Elevator Company's representatives had been called in at the 
 outset and, after several alternatives had been examined, their 
 standard platform type was decided upon, each elevator lifting 
 two mines every 20 seconds. Six elevators in the four largest 
 ships, four in two others, were in use 9 months in all kinds of 
 weather at sea. Only one of the 32 elevators ever failed, and that 
 one just once ! 
 
 The British minelayers had had trouble from the mine tracks 
 opening and closing with the working of the ship in a seaway. 
 In ours, the tracks were secured to steel crossties mounted on 
 wooden bolsters, the strength and stiffness of the tie, with the 
 elasticity of the bolster, keeping the rails true to gauge, notwith- 
 standing they were lighter rails than the British used. Special 
 interest was taken also in the simple, light switches used in our 
 ships' mine tracks. Some of the Admiralty officials were hard to 
 convince that these switches actually worked, even when operated 
 before their eyes.
 
 TiiK YankkI': Mining Squadron -j^ 
 
 V/hile the shi])s were embarking mines and coaling' for the 
 twelfth excursion, Admiral H. T. Mayo, Commander-in-Chief. 
 Atlantic Fleet, accompanied by Captain O. P. Jackson, his Chief 
 of Staff, Rear Admiral Strauss, and Captain N. C. Twining, Chief 
 of StafT to Vice Admiral Sims, made an informal ship inspection, 
 after which Rear Admiral Strauss published the following: 
 
 8 October, 1918. 
 
 Admiral Mayo, commander-in-chief, left the licadciuarters of the mine 
 force yesterday evening for the south. 
 
 He expressed himself as highly pleased witii tlie zeal, loyal cooperation 
 and efficiency of the mine force both ashore and afloat and congratulated us 
 on the work we have accomplished. 
 
 The commander of the mine force is unable to give any data as to the 
 number of enemy submarines that have been destroyed as a result of our 
 efforts, but it is practically certain that the toll is considerable. 
 
 The commander-in-chief emphasized the part that the mine force is 
 taking against the enemy as a distinct military offensive, thoroughly known 
 and appreciated at home. 
 
 Admiral Mayo found things in their normal condition, with no 
 preparation made for him, as some ships were coaling, others 
 embarking mines. He was evidently pleased with all that he 
 saw, and he remarked how fortunate it was that we had been 
 training in that kind of work, in the old, small mine force, for two 
 years past. 
 
 Bad weather during some part of an excursion became no.w the 
 rule. Coming through a narrow passage in Westray Firth one 
 morning, strong tide against a strong wind made an ugly cross 
 sea, knocking us down to eight knots. One destroyer broached to, 
 and for a few moments lay between our columns, wallowing 
 heavily, as if the next roll would surely take her under. 
 
 Shortly afterwards, one arm of the Ouiiiiicbaug's rudder quad- 
 rant broke, and the other arm bent almost to the point of fracture. 
 Had it too gone, she could not have escaped wreck on the rocky 
 channel side. Fortunately she was able to gain partial shelter ; 
 in two hours she made repairs and, taking after the rest at top 
 speed, she arrived at Invergordon only 45 minutes behind them. 
 As a coastwise merchant liner, she was often behind time, but in 
 naval hands she developed speed to spare, frequently maintaining 
 on natural draft 10 per cent more than her former best speed 
 under forced draft. 
 
 Passing mines adrift was a frequent occurrence. Occasionally 
 we would have to turn out for them. If of the moored type
 
 'j^) The Yankee Mining Squadron 
 
 originally, broken away from their anchors, they should be safe 
 when drifting'. But of course safety devices, like all others, not 
 infrequently fail to function, especially after immersion in sea 
 water. A\'e let the mines alone, but occasionally an escort de- 
 stroyer would fire a few rounds, to sink them. 
 
 A German floating mine, upon one occasion, was sighted nearly 
 ahead by the Qumnehang, at a moment when her port paravane, 
 running foul, had been hauled in, to clear it. Thrown overboard 
 bodily, the paravane fell on its back, and fortunately righting 
 itself, came in contact with the floating mine, which apparently 
 had a mooring line attached to it, and towed it along with the 
 ship for probably 30 seconds — when the mine detached itself and 
 floated astern. While this was going on on deck, a fire broke 
 out below, in the midst of the mines on the stowage deck. The 
 ship's cooks, who were in the galley at work, with the greatest 
 promptness seized hand fire extinguishers, climbed over between 
 the mines and extinguished the flames. The Quinnebaiig started 
 planting within two minutes after this danger was averted. 
 
 How such a fire would have spread in one of these ships, so 
 full of woodwork, was shown on board the sister ship, Saranac, 
 after our return, in January, 1919. at Hampton Roads. The very 
 night after discharging her mines a fire broke out, spreading with 
 such rapidity that the sleeping officers had to escape in their night 
 clothes, losing all their effects, and the men in the engine room 
 were barely able to attend the pumps without suffocation. 
 
 The longest single minefield on record was the twelfth, laid on 
 13 October, — first an 8^ mile stretch 5 lines wide, then 65 miles 
 3 lines wide, '/2)2 miles in all. It was begun at 7.33 a. m. and 
 finished at 2.52, over 7 hours. In the latter part, we ran closer 
 than usual to the adjacent field, to keep inside the proclaimed 
 barrage limits. That night, steaming at easy speed so as not to 
 make the entrance to Westray Firth before daylight, radio orders 
 were received from the Commander-in-Chief, Grand Fleet, about 
 II o'clock, to proceed with despatch into Westray Firth. Other 
 messages were intercepted, indicating that enemy vessels were out, 
 and as we passed Pentland Skerries next forenoon an unusually 
 large number of British destroyers and sweepers and an observa- 
 tion balloon were searching that vicinity for mines and sub- 
 marines. Quiet was returning, after a night of greater activity 
 than for a long time.
 
 The Yankee Mining Squadron 77 
 
 CHAPTER SIXTEEN 
 The Thirteenth Excursion 
 
 The thirteenth minefield was to be partly in Area A, extending 
 from its southeast corner across Area C towards Udsire Island, 
 ending at a point three miles short of a minefield which the Nor- 
 wegians had planted around Udsire. All mines were of the upper 
 level, and, as the depth varied from 70 to 150 fathoms, three kinds 
 of anchors were used, which necessitated special care as to the 
 order in which mines were stowed in the ships. The purpose of 
 this field was to close the gap between the British and American 
 minefields in Area C, and the American minefields in Area A, and 
 also to increase the surface obstruction across Area C by two 
 more lines of upper level mines. 
 
 No duty could surpass this series of mining excursions for 
 interest sustained to the end. The few events and noteworthy 
 features so far mentioned may perhaps seem to conflict with this 
 statement, but the smoothness of operation constantly striven for 
 tended to eliminate interior incidents, and no mere description can 
 ever impart an adequate impression of our experiences. Keen 
 anticipation, attention ever alert, and a sense of adventure were 
 fresh on each occasion. There was sameness enough in the 
 occupations while in port — coaling, cleaning, embarking mines, 
 and liberty in small towns, but life underway meant something 
 doing all the time which every one felt worth while. Until back 
 at the buoy again, inward bound, it was all activity, the hours 
 often crowded, the whole period sleepless for those in command, 
 never dull for any one. Only as the anchors went down and the 
 tension relaxed could one realize how fast we were living. To 
 quote a Saranac poet — 
 
 "They gave us a job we had to do, 
 A little bit risky — yes — that's true ; 
 A good deal like work, botli night and day 
 But a darn good game for a man to play."
 
 /8 The Yankee ^Iinixg Squadron 
 
 From the earliest discussion of the Northern Barrage project, 
 one of its probable developments was, by general acceptance, to 
 draw out the German fleet, and that ever present possibility gave 
 an added spice to the work. Someone characterized our opera- 
 tions as " An important military offensive with a front seat at 
 the second battle of Jutland,"' and at the time of the thirteenth 
 excursion it seemed as if the mine squadron might indeed be the 
 bait. Due to the prospect of the German fleet coming out, the 
 squadron was ready a full week before Admiral Beatty could spare 
 a destroyer escort for us. 
 
 The San Francisco and six other planters made this excursion, 
 the Roanoke and Canandaigna being omitted. They had been 
 docking at Newcastle-on-Tyne when the mine embarking was 
 done, and although they returned in time to have joined without 
 altering the loading of the other ships, other considerations, 
 external to our Force, determined that they should not go. With 
 Vampire, Captain Godfrey, as escort leader for the tenth time, 
 departure was made from Cromarty buoy at 1.30 p. m., Thursday, 
 24 October. An earlier departure had been first ordered, but a 
 message from the Grand Fleet held us back a few hours. 
 
 A storm warning was out as we sailed, and that night the storm 
 overtook us, continuing with varying intensity all the next day 
 and night. Friday forenoon, H. M. S. Primrose pointed out and 
 verified Buoy No. 3, and a lull in the storm gave hope that the 
 mining might be carried out that day ; but the wind freshened 
 again before the starting point was reached. The ships rolled 
 deeply with their heavy loads, from 27 to 32 degrees each way, 
 but suffered no damage, and the mine installations stood the 
 severe test very well. Through Friday night the squadron cruised 
 back and forth 15 miles either side of the buoy, as far as adja- 
 cent minefields would permit. We could not afford to go far 
 away from the buoy, as the time within which we must complete 
 the task was limited and was now scant. ^\fter the first turn 
 about, the destroyers disappeared in the darkness, and it was a 
 relief to feel that at least they were clear of possible collision. 
 We needed no screen in such weather and could dispense, with 
 them for the night. In the morning they were back again, the 
 weather moderated, Vampire pointed out the buoy, and we could 
 proceed.
 
 TiiK Yankee Mining Squadron 79 
 
 Mining began at 1.27 p. m. and continned according to schedule 
 until two hours after sunset. The sea and swell had died out so 
 quickly that conditions were very good for mining. All went 
 smoothly ; 3760 mines were planted, the last 37 miles being over 
 water up to 150 fathoms deep. As the first four vessels completed 
 their strings, they were ordered to cross ahead of the remaining 
 planting vessels and take station on the southern wing, ofif Sail 
 Francisco's starboard quarter, where they would be clear of the 
 British minefield which lay just to the north of us. Three destroy- 
 ers with high-speed minesweeps out preceded the line of planting 
 vessels until an hour after dark, 5.30 p. m. They then joined the 
 other destroyers to starboard and southward of us. In darkness, 
 and in silence except for the mine detonations astern from time to 
 time, the San Francisco, Canonicus, and Honsatonic, in line 
 abreast, stood on a half-hour longer, to the end of the mining 
 track, with no vessels to sweep or to screen ahead as we drew 
 near the coast. The coastal mountains of Norway and a search- 
 light playing on the clouds were sighted at considerable distance, 
 but not distinctly enough at any time to make an identified bearing. 
 Udsire Island was dimly sighted in the direction expected, but it 
 was too dark to obtain a definite fix, as its light was not burning. 
 On our left was a field of British mines, eight miles away by the 
 chart, but of uncertain distance in fact, since storms and the 
 coastal current might have moved some of the mines in the ten 
 weeks since they were planted, or broken some adrift. The ships 
 kept on to within three miles, by the chart, of the Norwegian mine- 
 field ahead — presumably in place and the mines presumably safe 
 if broken adrift. One lacks, however, the same confidence in 
 other people's mines and minefields as in one's own, and more 
 than the usual relief was felt when our schedule was finished. 
 
 Then, promptly, all ships and destroyers turned right 90 degrees, 
 again turning right, five minutes later, 70 degrees more, to course 
 W. by S. The squadron then formed in two columns and, when 
 seven miles clear of the minefield, ran parallel to it on the reverse 
 of the mining course, for observation. A curious efifect was 
 experienced here, the first occasion where we were heading 
 generally toward a freshly laid field, instead of directly away. 
 The vessel's movement through the water towards the mines 
 enhanced the sharpness of shock from the exploding defective 
 ones — to such an extent that both ofticers and men came on the 
 6
 
 8o The Yankee Mixixg Squadron 
 
 bridge in real concern, reporting that we must have struck 
 something. 
 
 It was noteworthy during this thirteenth excursion that 
 the management of the ships, always good before, continued 
 so, in spite of the heavy weather. About 9.00 p. m. following a 
 hard squall which came in the midst of a turn, causing the ships 
 to get considerably out of station, three successive 90-degree turns 
 were made and the squadron was then formed, upon signal, in a 
 new order, for more convenience during the rest of the night. All 
 was done in good time, yet without any vessels coming uncom- 
 fortably near in the course of it. Next day, the last two hours of 
 mining were after sunset, but no lights were shown nor tactical 
 signal made. All maneuvers at the finish were made at prescribed 
 clock times, in obedience to signals sent before dark. 
 
 The supporting force sighted us about 1.55 p.m. Friday, 12 
 miles ofif, then stood to the westward. About 9.30 a. m. Saturday 
 a light cruiser of the support communicated and at 2.00 p. m. the 
 whole support was sighted again, to the southward, consisting of 
 the second battle cruiser squadron, the fifth battle squadron, and 
 the seventh light cruiser squadron. Vice Adnnral Pakenham, in 
 H. M. S. Lion, commanding the Battle Cruiser Force, was in com- 
 mand of the whole. This excursion took our squadron farther 
 afield than it had been since June. After the third excursion, all 
 our planting had been done behind a barrier of our own making 
 or else close to British waters, but on this occasion we were on 
 the exposed side of the whole barrage. 
 
 Late Sunday night, 27 October, the squadron returned to port, 
 and by the following Wednesday, 30 October, all nine ships were 
 again loaded, and there they waited, for 12 days of vile 
 weather, ready for another excursion. The one planned would 
 have completed the fourth system, extending northeasterly from 
 the end of the twelfth minefield. But no more mining was neces- 
 sary, and upon the signing of the armistice, the mines on the 
 launching decks were disembarked from the ships, to give more 
 space for the crews. Preparations were then taken up for return- 
 ing to the United States. 
 
 Of six months in European waters to the date of the armistice, 
 on 33 days the squadron or some of its ships were under- 
 way, steaming in the North Sea more than 8400 miles. So far as 
 readiness of the s(iuadron was concerned, the excursions could
 
 The Yankee Mining Squadron 8i 
 
 have been made with greater rapidity — never was an excursion 
 delayed on account of a ship's not being prepared. During the 
 five months of minelaying activity, the intervals between excur- 
 sions averaged lo days. The time actually consumed in em1)ark- 
 ing mines, coaling, and routine overhaul came to less than four 
 days, so that four excursions a month could have been made, but 
 for the delays incident to maiuifacture and to considerations 
 external to our Force.
 
 82 The Yankee ^Iining Squadron 
 
 CHAPTER SEVENTEEN 
 Results 
 
 Altogether there were 13 regular excursions and two 
 special ones by the American squadron, and 11 by the British 
 squadron. In all, 70,117 mines were planted, of which 56,571, or 
 four-fifths, were American. In its 230 miles length, the barrage 
 varied in width from 15 to 35 miles, so that a submarine could not 
 attempt a crossing- without being in danger for from one to three 
 hours, or twice as long, if running submerged. The obstruction 
 extended to a depth of 240 feet, except over the eastern section 
 of 50 miles length, where the deepest mines were submerged 125 
 feet. 
 
 In small fields, of a few score or hundreds of mines, laid piece- 
 meal by fixed marks, the mines in adjacent lines are usually 
 " staggered," so as to halve and block the opposite intervals, but 
 in an open-sea minefield of immense area, far beyond sight of any 
 marks and laid at 12 knots speed or faster, no such nicety is pos- 
 sible or necessary. The great Northern Barrage opposed from 6 to 
 10 lines of mines to a submarine on the surface and three to four 
 lines more at whatever depth the submarine might think he could 
 safely pass. Absolute impassability never was attained nor 
 expected. At the thickest part a submarine had one chance in ten 
 of getting through. The explosion of defective mines had left 
 some thin spots — but who could tell where? Such a minefield is 
 not so much like a Chinese wall as it is like a stretch of rough, 
 treacherous country, whose crossing would always be a desperate 
 venture. 
 
 Submarines are known to have crossed the barrier, but they all 
 feared it, and as early as 8 July, 1918, some experienced its deadly 
 effect. From the very circumstances of the barrier's great extent 
 and the absence of observers, the full toll, in damage as well as 
 destruction, may never be known. The official statistics of lost 
 German submarines, compiled March i, 1919, credit the North- 
 ern Barrage with the destruction of four submarines certainly, 
 two more probably, and possibly still two more. An equal number 
 were severely damaged, though not destroyed, and it is considered 
 probable by the British Admiralty that the loss of five other sub-
 
 liiK Yaxkei-: Mixing Squadron 83 
 
 marines, the cause of which cannot be definitely proven, is ac- 
 counted for Ijy the Northern Barrage. Thus Ijy rehalile records, the 
 toll was 17. Indications during" the sweeping up of the barrage 
 tend to confirm this. Besides these, to the squadron's credit, 
 should be added the two sul)marines reported lost in the North 
 Irish ChaiuK'l, in the field which consisted of British mines laid 
 by our Baltimore. 
 
 The summary of Activities of U. S. Naval Forces in European 
 Waters, issued by Admiral Sims, says further: 
 
 There is no doubt that this barrage had a considerable moral effect on 
 the German naval crews, for it is known that several submarines hesitated 
 some time before crossing. Also, reports from German sources are that the 
 barrage caused no small amount of panic in some of the submarine flotillas. 
 
 It is also probable that the barrage played a part in preventing raids on 
 Allied commerce by fast enemy cruisers. 
 
 In thus deterring a sally by enemy cruisers, the barrage aided 
 the mission of the American Battleship Division Six, under Rear 
 Admiral T. S. Rodgers, U. S. N., flagship Utah, which was sent 
 over to guard the convoys and was based on Berehaven, Ireland. 
 
 One of^cially reported statement of a German submarine cap- 
 tain said that three submarines, including his own, had been 
 damaged by the barrage but all had reached port. The injury in 
 his case prevented his diving. Other accounts, in the press and 
 from individuals, give some indication of the moral effect pro- 
 duced by this great mine-field, reaching to the German Army and 
 also among civilians. 
 
 It would be interesting to know what proportion of the sub- 
 marines that passed the line of the barrier were harmed by it, 
 but the eft'ect upon the enemy went far beyond such tangible 
 injuries. Every successive case of being damaged yet escaping 
 destruction would increase the moral effect, and magnify the num- 
 ber of losses that would be attributed to the barrage, as other 
 submarines failed to return. Official summaries rate depth 
 charges first, mines next, in importance among the five most 
 effective measures against submarines. 
 
 A mark of royal approval was indirectly conferred upon the 
 Mine Force undertaking after only one excursion, in the bestowal 
 upon Rear Admiral Strauss of the honor Knight Commander of 
 St. Michael and St. George, and our o])erations received mention 
 later by the First Sea Lord of the r)ritish Admiralt\- in his reply
 
 84 The Yaxkee [Mining Squadron 
 
 to the congratulatory message of Admiral Sims upon the con- 
 clusion of the armistice : 
 
 We recognize with a feeling of gratitude the debt we owe to the United 
 States Navy for its wholehearted support during the past i8 months, 
 not only in the submarine campaign and extensive minelaying programme, 
 but also in sending the xA-tlantic squadron to reinforce the Grand Fleet . . . 
 
 During the four months intervening, the press made occasional 
 brief reference to the effectiveness of the North Sea barrier but, 
 compared to other operations, ours received scant mention. A 
 veil of general silence was deemed necessary for our doings, and 
 the policy of concealing the destruction of submarines stood in 
 the way of even telling our men the few authentic reports we did 
 receive of damage to the enemy from our own work. 
 
 One accoimt, widely copied in the British and home press, 
 described the barrier, which we had begun and were still at work 
 upon, as already a fact and a British accomplishment ! And when, 
 in October, the story was released in America, the accounts which 
 reached us dwelt mainly upon the parts of the work done on 
 shore. As the Secretary of the Navy put it, the minelaying was 
 done with " no glamour nor romance nor appreciation." 
 
 It was not in the character of our officers and men, however, 
 to feel discontent. Thoroughly interested in their work and con- 
 vinced of its importance, they were satisfied to have it progressing 
 well, and to wait for their part to receive its due. 
 
 Admiral Sims expressed his recognition shortly before we 
 sailed from Portland, England, for home. All the commanding 
 officers, many other officers, and 25 men from each mine- 
 layer were assembled on board the San Francisco, and when the 
 admiral came on board, his flag was broken at the main truck. 
 After brief mention of the large numbers and the many activities 
 of our naval forces in European waters; he said that the Mine 
 Eorce — 
 
 had done a stunt the like of which had not been done in the world before. 
 After we came into tlie war we designed a mine, built it, equipped the 
 minelayers, sent them over to this side and planted more mines in less 
 space of time than any nation in the world ever thought of doing before. 
 As to the efficiency of the mine barrier, that is something that has not con- 
 cerned you so particularly as those who designed it ; but fitting out the 
 vessels, learning to handle the mines, planting them, and going through the 
 strenuous work has been really one of the finest accomi)lishments of the 
 
 navy on this side as a nautical feat, a piece of seamanship, it has 
 
 been perfectly successful.
 
 The Yankee Mining Squadron 85 
 
 Anotlicr thing particularly gratifying is tliat the conduct of the men of 
 the Mine h'orce at their hases and at sea has been exemplary. I think one 
 thing that has impressed itself on this side more than any other is the con- 
 duct of our men. They were inclined to regard us, when \vc first came over 
 here, as men out of the wilds of America. I think they rather wanted to 
 strengthen their police force when we came around. They found out it was 
 not necessary. Not only have you created a good impression by your 
 conduct as far as seamanship is concerned, but you have created a splendid 
 impression socially. We hear it on all sides 
 
 I wish you a Merry Christmas and a Happy New Year; and when you 
 get back there you can tell them all about it. You need not feel that you 
 have to tell them you did the whole thing. Just tell them a straight story 
 and you may be more than satisfied with that 
 
 The Secretary of the Navy's annual re])ort characterizes the 
 Northern Barrage as " the outstanchng" anti-suhmarine offensive 
 project of the year," and elsewhere he wrote of it as " a truly 
 wonderful work," the story of it " one of the thrilling- contrihu- 
 tions of what the navy men did in the war." 
 
 Admiral Benson, Chief of Naval Operations, our highest pro- 
 fessional authority, considered the achievement of the Mine Force 
 
 one of the most successful efforts of the whole war by any of the forces 
 engaged. Not only has the North Sea barrage had a deterring effect neces- 
 sarily on the enemy, but it has convinced the European nations that there 
 is no task which the United States once undertakes to perform that they 
 cannot and will not successfully carry through. I believe that the moral 
 effect alone of the North Sea barrage, not only on the enemy, but on our 
 friends, to say nothing of the excellent training to our own personnel, will 
 be worth more to the country than all the money and time spent upon it. 
 
 Actual serious damage to submarines, in amount comparing 
 well with that done by patrol and escort vessels in thrice the 
 period of time, panic among submarine flotillas, probable 
 deterrence of cruiser raids, and considerable moral effect at home 
 and abroad — these results were well worth while. And is it not 
 more than probable that the barrage weighed heavily towards the 
 German collapse? Imperfect though it was — expected to be so in 
 its first consideration — still, there it stood, a deadly menace 
 already, which could and would become more and more effective, 
 the more the submarine campaign was persisted in. That cam- 
 paign could not hope to survive it.
 
 86 The Yankee Mining Squadron 
 
 CHAPTER EIGHTEEN 
 General Living Conditions 
 
 No account of the mining excursions would be complete without 
 some description of the conditions in which the ships' companies 
 worked. The accommodations on board were sufficient for their 
 officers and, when clear of mines and the weather such as to 
 permit hatches and air ports to be open, the crew's quarters were 
 roomy and comfortable. Upon embarking mines, however, the 
 crew spaces in all ships except Sliazviintt and Aroostook became 
 very cramped, and as the season advanced, mines were on board 
 during a greater part of the time, while rainy weather became 
 more frequent, thus making more discomfort on board with less 
 diversion on shore. The simplest movement below decks was 
 interfered with by the mines ; moreover, their presence forbade 
 moving pictures on board, restricted smoking, and limited the 
 " happy hours " and similar forms of diversion, so common in our 
 navy and so particularly desirable in our circumstances. 
 
 After the third excursion it became the rule to embark the 
 mines as soon as possible after returning to base. For the one 
 night following a planting, the ships' decks would be clear for 
 hammocks, and all the watch below might then swing on their 
 billets. Occasionally there would be one more night before the 
 mines would be in the way again, but generally most of the ships 
 would begin to take coal or mines on the day following their 
 return to port. Thus the period of rest allowed, after the physical 
 exertion and the tension of a mining excursion, was brief. 
 
 Ventilation was always poor at sea, especially in the Roanoke 
 and Qidnnehaug classes. The intended ventilation systems had 
 not been completed, no ship having more than 60 per cent of the 
 designed supply of air and some less than 40 per cent. On the 
 lower mine decks, with steam on the elevator pumps and mine 
 winches, and considerable numlicrs of men in the track crews, 
 the air became very close, foul, and hot. As the weather grew 
 bad, causing seasickness below, the condition of the lower decks 
 and the air may be imagined, making an extensive cleaning and 
 airing out imperative immcfliatcly on reaching \)c>\-{.
 
 The Yankee Mining Squadron 87 
 
 All the ships' crews numbered considerably more than originally 
 intended, because extra men were found to be needed and still 
 others were taken, in training for the general naval supply. Not- 
 withstanding the crowding and other unfavorable conditions, 
 partial inspections in the course of the summer and thorough 
 inspections at the close showed that in upkeep and cleanliness — as 
 well as in mining, steaming, signaling, tactical handling, boating, 
 messing, and discipline — the state of affairs in all departments 
 was highly creditable to any type of ship. 
 
 The crowded conditions on board, the lack of deck space, and 
 the tense and arduous character of the men's normal work, made 
 diversion on shore more than ordinarily necessary. Thanks to 
 the energy and tact of Commander Canaga and the squadron 
 athletic officer, Lieut. Commander Hewlett, and to the co-opera- 
 tion of the ships' athletic officers, interest in athletics was well 
 sustained, a series of well-played baseball games giving entertain- 
 ment to the townspeople as well as the men, and doing much to 
 promote friendly relations, as described in an earlier chapter. 
 And thanks are due in large measure to the local residents for 
 their hospitality extended to both officers and men. The opening 
 of the Northern Meetings' building, well equipped, by the Amer- 
 ican Y. M. C. A., and a large reception by Captain and ^Xfrs. 
 Rowley at Inverness, and a similar initiative by Rear Admiral and 
 Mrs. Pears at Invergordon, gave such things a good start, which 
 carried on throughout our stay. 
 
 Inverness being headquarters for the relief of prisoners of war 
 in Germany belonging to the Cameron Highlanders, and Inver- 
 gordon for the Seaforth Highlanders, our people attended the 
 fairs and sports in considerable numbers, bringing in new life and 
 spirit, as well as swelling the receipts. The bands from our two 
 bases and from the San Francisco w^ere in constant demand 
 through all the neighboring country, and exhibition games of 
 baseball made another drawing feature. After the Black Isle 
 fete, at the ancient little town of Fortrose, the manager wrote 
 that the San Francisco's band had brought in £27 from the sale 
 of programs alone, and the whole intake was more tlian double 
 the previous year's. 
 
 For the Cameron Highlanders' sports, the Countess of Elgin 
 organized a toy-making competition, offering souvenir prizes. 
 Our men entered into the idea with more interest than expected,
 
 88 The Yankee Mining Squadron 
 
 producing many articles of real value, none that did not bring a 
 good price, and helping materially to make the toy stall a great 
 success. Before sailing for home, the men afloat and ashore com- 
 bined in presenting a fund exceeding $500 to equip a new school 
 playground for the Inverness boys and girls. 
 
 When the summer had passed and darkness came on early, 
 dances became frequent, the Scottish lassies cjuickly learning the 
 American steps. The erstwhile quiet little Queensgate hotel did 
 a rushing business, its ball room being taken, by sailors or officers, 
 six nights in the week. And the men of Base 18, together with 
 amateur talent of Inverness, staged a show, of which Admiral 
 Sims, who saw it in London, said : 
 
 I saw your show, the second part of it, in London the other day. It had 
 anything of its kind I have seen skinned to death. There isn't another one 
 that holds a candle to it. It is particularly gratifying tliat the show in- 
 cluded a number of the young girls of Inverness. The show was clean and 
 refined and splendid in every way. It was a pleasure to go behind the 
 curtain and thank them and to kiss that wee bit of a girl who used to do the 
 dance. 
 
 These diversions kept the men in good spirits and up to the mark 
 in their work. They were the more useful because of our com- 
 parative isolation and concealment. The best was made of 
 whatever came, with tmabated zeal, steady improvement, and 
 cheerfulness always. Despite the high prices of clothing and the 
 excessive wear and tear on uniforms from the mines, the crews 
 kept themselves, as well as their ships, in creditable appearance. 
 Their discipline was excellent, their behavior on shore on all 
 occasions repeatedly evoking favorable comment, both official and 
 private, and their fine spirit showed also in a handsome subscrip- 
 tion to the Liberty Loans, the squadron taking of the fourth loan 
 five dollars for each mine in their fields. As a visiting naval 
 officer reported : 
 
 The whole Mine Force is short on criticism and complaints, but long on 
 work and results, and the navy should be intensely proud of them.
 
 The Yankee Mining Squadron 89 
 
 CHAPTER NINETEEN 
 
 Farewell to the I1i(;iilands 
 
 The squadron's task was nut tinished with the signing of the 
 armistice, for some of the unused mines had to be carried back. 
 Two weeks passed before orders came for home — all kinds of 
 rumors were rife meanwhile, and the wait was the more trying 
 because of the influenza quarantine against amusement resorts. 
 This had its benefit, in that the Mine Force escaped the epidemic 
 almost entirely, but with the season too far advanced and rainy 
 for athletics and the Y. M. C. A. closed, the quarantine bore hard 
 on the men afloat. 
 
 So long as the mines were on board, no relaxation of discipline 
 could be permitted, and in order to keep the men well occupied, 
 infantry and rifle practice were added to the ship drills, and formal 
 inspections of ships were begun. The prospect of these inspec- 
 tions always keys things up. All ships did well, but the last one 
 inspected, Roanoke, Captain Stearns, surpassed all expectation, 
 being a model — judged by the highest standard — of efficient 
 organization, training, and administration, pervaded by a uni- 
 formly high and loyal spirit. 
 
 One great test was to rig for getting the mines out in case of 
 fire — though a forlorn hope at best, since 15 minutes (the time 
 in which the mines would explode when exposed to fire) would 
 scarcely suffice to begin discharging.. The promise of Commander 
 Beck, Roanoke's executive officer, to be ready in 10 minutes was 
 received by his colleagues with derision. When the test came, he 
 stood quietly by, letting his men work without coaching. A flicker 
 of patient resignation came over his face as he saw that some 
 zealot had disabled one of the winches to be used by putting oil on 
 the friction-clutch, because " it looked like bright work." But in 
 spite of the consequent delay, all was ready in only six minutes. 
 " I thought I was some little executive myself," said one colleague, 
 " but I've got nothing more to say." 
 
 Fortunately the quarantine was raised in time for full enjoy- 
 ment of our last week in the Highlands. Our friends omitted 
 nothing in hospitality and goodwill. Entertaining on board had
 
 90 The Yankee Mining Squadron 
 
 been an extreme rarity during the minelaying, but now it could 
 be permitted, and the squadron had the honor of a visit from The 
 [Mackintosh of Mackintosh, chief of Clan Chattan, colonel of 
 the Cameron Highlanders, lord lieutenant of Invernesshire, who 
 had been most hospitable to us. All the captains were assembled 
 on board the San Francisco to receive him and afterwards to 
 lunch with him. He inspected the crew -and ship with Captain 
 Butler, his first visit to an American man-of-war since 1870 in 
 Gibraltar, on board the old Kcarsarge. Chancing to ask a man's 
 name, the reply " Scott, sir," made everything after that go 
 smoothly. 
 
 On our national Thanksgiving Day, Rear Admiral Clinton- 
 Baker sent a message to Rear Admiral Strauss, which, with the 
 latter's reply, expressed cordial satisfaction in working together 
 and in the mutual regard and respect sprung up, which would 
 help to bring the two great navies into still closer union. A 
 theater party and reception at Invergordon and a formal dinner 
 and ball at Inverness were given that day by British naval officers. 
 The ball was held in the " Xorthern ^Meeting " rooms, the annual 
 assembly place of all the Highland nobility and gentry. This was 
 the first dance there since the war began, and it was a most enjoy- 
 able afl:"air, picturesque with dress kilts and lively with the 
 Highland fling. Next day the enlisted men were given a ball in 
 the same place, which usually held 700, but on this occasion 1400. 
 Next morning my orderly, Rose, could not wait for me to appear 
 but woke me up to hear, " Commodore, the British treated us 
 Hue!" 
 
 On Saturday, the American officers gave a return ball, which 
 was as well attended as we could desire, and so, at midnight, fes- 
 tivities ended. 
 
 Our sailing being set for Sunday midnight, there could be no 
 gatherings at the actual departure, but just before noon Captain 
 Rowley came out to the San Francisco with Mrs. Rowdey and a 
 small party, to say goodbye, and at Invergordon Rear Admiral 
 I 'ears went on board the Roanoke, to use her radio telephone for 
 his parting message to me. From late that afternoon until mid- 
 night the flagship's signal bridge had no respite, farewell messages 
 and replies continuing until we were clear of the harbor. All were 
 the same tenor — aj)preciation of the work accomplished, " pleasant 
 and friendly memory, goodbye and God speed." The recollections
 
 Thk Yank Eli ]\Iinixg Squadron 91 
 
 taken away of beautiful country and kindly people could only 
 make us wish to revisit them. 
 
 Among the last signals exchanged with the shore were : 
 To : Commander Mine Squadron One : 
 
 The Commander Mine Force wishes to thank the officers and the men 
 of the Mine Squadron for their efficient work and loyal cooperation and 
 wishes them a Iiappy return to the United States. 
 
 To : Commander Mine Force : 
 
 The Squadron Commander in behalf of the captains, officers, and men 
 of Mine Squadron One returns sincere acknowledgment for the Com- 
 mander Mine Force. Signal of thanks and good wishes. The Squadron 
 is deeply gratified to receive his approbation for its part in his unprece- 
 dented undertaking so successfully accomplished.
 
 92 The Yaxkee ]\Iixixg Squadron 
 
 CHAPTER TWENTY 
 ScAPA Flow 
 
 The ]\Iine Force was not represented at the surrender of the 
 German fleet, but on our way to Portland, where leave was to be 
 given before sailing for home, we passed through Scapa Flow to 
 see the surrendered ships. 
 
 As our long, single column approached the British squadrons 
 lying at anchor, on guard, a signal invited us to steer between their 
 lines, and as we wound in between the battleships and battle 
 cruisers, their crews were assembled on deck — very striking in 
 solidity of mass and evenness of rank and file. They cheered each 
 passing minelayer, our crews running from side to side to make 
 response, the bands playing the national airs, and signals being 
 exchanged. 
 
 To : Admiral First Battle Squadron. 
 From : Commander JNIine Squadron One. 
 
 Captain Belknap presents his compliments and regrets that his movement 
 orders do not permit paying his respects in person to Admiral Madden. 
 The U. S. Mine Squadron sends congratulations upon the great success 
 that has brought about this unprecedented spectacle. 0919. 
 
 From : Admiral Madden. 
 To : Captain Belknap. 
 
 Thank you for your 0919. I wish the Mining Squadron speedy return 
 home and have much regret in parting with such a splendid force. 
 
 Then silence was ordered, as we neared the Germans' anchor- 
 age. First came the destroyers, to the left, moored in pairs with 
 a few British destroyers at their head, and then, on the west side 
 of Cava Island, the large ships came into view. Many signs of 
 their downfallen state were evident, and the sight was to me the 
 more impressive from having seen that fleet in its ascendancy. 
 Now, in some ships scarcely a man was to be seen, on others the 
 rails were crowded, officers and men mingling together, to gaze 
 on their untouched bait. 
 
 In quiet procession we had nearly passed them all, when the 
 British trawlers on the opposite side, holding the net across Hoy 
 Sound — had been holding it in fair weather and foul, for three 
 long years — seeing our flag and knowing what our work had
 
 The Yanki:!': Mining Squadron 93 
 
 been, broke out in lonj;' and lnud blasts of tbeir whistles — 
 having crews too small for an audible cheer. The San 
 Francisco responded with the usual three wdiistle blasts, which 
 the ships following re])eated in succession, but one of them blew 
 her siren instead, and that started them all again. For a few 
 moments there was? a fearful din, and how this must have struck 
 the British ships, on the other side of Cava, was indicated by the 
 next signals exchanged soon afterwards : 
 
 From : Captain Belknap. 
 To : Admiral Madden. 
 
 Many thanks for your kind message. The Mine Squadron has much 
 enjoyed its duty with the Grand Fleet and is mucli lionored by the asso- 
 ciation. 
 
 From : Admiral Madden. 
 To: Captain Belknap. 
 
 Reply. — Thank you. For your hilarious Mining Squadron, a speedy trip 
 home and have much regret in parting with such a brave bunch. 
 
 Clearing the island, we passed H. M. S. Lion, flagship of Vice 
 Admiral Pakenham, who had commanded the support on our last 
 excursion. The Lion was steaming back and forth across the way 
 out, like a sentry on his beat, a ready check on any German ship 
 that might attempt escape. 
 
 Replying to my greeting, the Lion flashed from Vice Admiral 
 Pakenham : 
 
 I greatly regret that only a farewell signal is possible. You take with 
 you not only my personal regards, but the gratitude and admiration of the 
 Battle Cruiser Force and united wishes for a happy return to your country. 
 
 As the squadron passed out of the harbor, the garrisons at the 
 entrance turned out and cheered and one of the seaplanes that had 
 patrolled for submarines while the squadron was planting on 
 some of its excursions sailed over and around the San Francisco, 
 each time nearer, until he swooped by with a roar and a wave of 
 the hand, so near that his wing tip passed not 20 feet from the 
 bridge. 
 
 Three months afterwards came a letter from Vice Admiral 
 Sir William C. Pakenham : 
 
 I trust old friends on your side have enjoyed return to tlieir own coun- 
 try, but we miss them much over here. When your Force steamed through 
 Scapa, I thought Providence as well as skill must have been on your side 
 to enable you to pass through a period of such dangerous service, and yet 
 to take all home.
 
 94 The Yankee Mining Squadron 
 
 CHAPTER TWENTY-ONE 
 Home 
 
 Until departure from Scotland, the squadron had been almost 
 free from the influenza epidemic prevailing elsewhere so seriously, 
 but during the ten-day stay at Portland some cases appeared 
 among men returning from leave. Among 427 persons on board 
 the Sail Francisco, there were 113 cases before the disease was 
 finally checked. Enough officers and leading men escaped, how- 
 ever, to warrant sailing for home with only one day's delay, but 
 leaving 40 men in Portland hospital. A few mild cases developed 
 on board the other ships, fortunately with no serious outcome. 
 
 On Saturday, 14 December, the SJiawmut and Aroostook sailed 
 for the Azores, en route for Bermuda and Hampton Roads, their 
 limited fuel radius making these stops necessary. The rest of the 
 squadron followed on Tuesday, 17 December, taking the direct 
 route. The rule of no homeward-bound pennants for less than 
 two years' absence being relaxed on account of exceptional con- 
 ditions, all ships on leaving Portland flew long streamers — one 
 so long and large from the Roanoke, a steam winch was needed 
 to hoist it. 
 
 Immediately encountering bad weather, for three days less 
 than half the desired progress was made, and the Sa)i Francisco 
 had a serious breakdown of her steering gear. Several men were 
 injured while steering by hand, wdiich had to be discontinued, 
 because the sea drove so heavily on the rudder. The ship was then 
 steered by the screws alone for four days until temporary repairs 
 could be made. Upon the weather clearing, it was decided to 
 divide the squadron, allowing Roanoke, Canandaigua, Honsatonic, 
 and Quinnebaug to continue the direct run, which their remaining 
 coal and daily consumption warranted doing, while the San Fran- 
 cisco, Canonicus, and Saranac, with shorter fuel supply and larger 
 consumption, proceeded by the Azores. 
 
 Like other forces coming home, we wished to come into New 
 York, for a touch of the limelight after being so long in obscurity, 
 and because the location was central for letting the men go home. 
 With mines on board, we could not expect a welcome anywhere.
 
 The Yankee Mining Squadron 95 
 
 and at New York bare permission was doubtful — especially so 
 soon after the Perth Amboy explosions. With no prospect of 
 being invited there, we sailed with destination announced as New 
 York as the one possible chance of getting there, but orders soon 
 came to steer for Hampton Roads instead. 
 
 Near mid-passage on Christmas night, after dinner, a British 
 collier collided with the Roanoke, opening a good-sized hole in her 
 port side forward. Supports of the bridge being knocked away, 
 its end sloped down, making it seem at first that the ship was 
 rapidly settling. Steam from a broken pipe came forth in volumes, 
 to which the red glow of the port sidelight lent the appearance of 
 smoke and flames. Collision and fire, with 500 mines on board, 
 far at sea in cold, misty weather, would have been indeed serious. 
 It needed just that to round out our experiences, but fortune was 
 with us, and the situation was promptly brought under control. 
 
 The Quinnebaiig saw the collier safe into Halifax, and then 
 overtook the other three, all four minelayers arriving at Hampton 
 Roads without further incident on 30 December. The Shawmut 
 and Aroostook had already come in on the 27th. The rest, pur- 
 sued by bad weather 10 days out of 16, both Christmas and New 
 Year spent at sea, and feeling our way into port through fog, the 
 San Francisco and the two with her arrived early January 3, 1919, 
 making the squadron once more complete, except for the Balti- 
 more, still absent on experimenting duty. 
 
 In due course, the last mine was safely discharged from our 
 ships, making a clear record of over 60,000 mines handled without 
 mishap. And yet we were not to disperse without one more ex- 
 perience — a serious fire. The very night after the Saranac had 
 landed her mines, a fire broke out in the wardroom, spreading so 
 rapidly that, until outside help came, it seemed impossible to pre- 
 vent her being completely gutted. Only great exertions saved 
 her and the incident showed that our strict guard against fire had 
 been no idle precaution.
 
 g6 The Yankee ^Mining Squadron 
 
 CHAPTER TWENTY-TWO 
 The Mine Sweepers 
 
 With the removal of the mines in peace, the sweepers came into 
 prominence, which gives occasion to mention an inconspicuous 
 part of the jMine Eorce work, too easily overlooked. There were 
 four large seagoing tugs in the mine squadron, Patuxent, Lieu- 
 tenant J. B. Hupp ; Patapsco, Lieutenant W. E. Benson ; Sonoma, 
 Lieutenant J. S. Thayer ; and Ontario, Lieutenant E. J. Delavy. 
 These, as fleet tenders had towed targets, carried passengers, mail, 
 stores, and the like. All this continued after they were assigned 
 to the original Mine Force, yet, by a more systematic apportion- 
 ment of their former duties, time was gained for training in 
 mining and sweeping, enough to arouse a keen interest and foster 
 the Mine Force spirit. In the fleet's tactical and strategical exer- 
 cises the tugs took part, and upon our entering the war, the anti- 
 submarine net tasks and the experimenting that were assigned to 
 the Mine Force were possible of accomplishment only by the use 
 of these tugs, together with our mine carrier vessel, the Lebanon, 
 Lieutenant H. N. Huxford. In seaworthiness, power, and equip- 
 ment, these vessels had what was needed, but their chief value lay 
 in the resourcefulness and energy of their personnel. Lieutenant 
 E. S. R. Brandt, U. S. N., was their division leader, commanding 
 the Sonoma, during their first i8 months in the Mine Force. 
 
 Night and day, they were always ready, and it seemed as if their 
 power and seaworthiness would take them anywhere. Well 
 equipped for salvaging, they played an important part in saving 
 the U. S. S. Olympia and afterwards the Texas, when they 
 grounded, in 19 17. Often they had long hours of hard duty, but 
 could always be counted on. Service in them gave excellent ex- 
 perience for both officers and men, and many were the capable 
 petty officers turned out. The question "Can you do it?" was 
 never asked, nor " Are you ready ? " It was necessary only to 
 say go and do, and whether foggy or clear, the tug that was sent 
 would nose her way through somehow. 
 
 These tugs were not properly equipped for mine sweeping, 
 lacking the special type of wincli needed for that purpose, but
 
 TiiK Yankee Mining Squadron 97 
 
 their 18 months' experience with improvised arrangements yielded 
 information of great vaUie for the new design of a comhined sea- 
 going tug and mine-sweeper type, of the Bird Class, contracted 
 for during the summer of 19 17. I>y the original plan for the 
 Northern Mine Barrage, the first 12 to be completed of these new 
 sweeping vessels were assigned to the mine s(|uadr(jn, and con- 
 tinued efiforts were made to expedite their com])leti<)n, but without 
 success so far as concerned their joining the mine squadron. 
 
 Meantime, in the experiments and tests of the mine, in training 
 the new personnel, and in every kind of transportation and other 
 assistance to the new minelayers during the month pre])aratory 
 to sailing, the four original tugs were invaluable. The new 
 sweejKrs not being ready, the original four were fitted out to take 
 part in the work abroad. When the mine squadron left Hampton 
 Roads late in April, 19 18, the Patuxtcnt and Patapsco were tem- 
 porarily detached, to proceed by way of Bermuda, the Azores, and 
 Brest, escorting a convoy of submarine chasers across. Rear 
 Admiral Wilson, U. S. N., commended them for being the first to 
 deliver such a convoy intact. They finally arrived at Inverness 
 24 June, 1918, where they were used to inspect and observe mine- 
 fields, to communicate between the detachments of minelayers at 
 the two bases, and to train men. 
 
 The larger pair, Sonoma and Ontario, were retained with the 
 minelayers until their final sailing' for abroad. The Sonoma, 
 Lieutenant J. S. Trayer, accompanied the squadron on its trip 
 across, making a notable passage for a vessel of her size. Always 
 ready for any duty, up to station, and able to steam at maximum 
 speed at the end of a 3000-mile run, she earned commendation for 
 her captain and her engineer officer, Lieutenant L. W. Knight, 
 U. S. N. 
 
 With the Ontario, which accompanied a convoy of submarine 
 chasers across, the Sonoma, after a brief stay in Scotland, went to 
 Queenstown, where the need for that type was greater than with 
 the Mine Force. In this assignment their rescue of submarine 
 victims was a continuation in greater degree of similar pre-war 
 assistance, in home and Cuban ports, ofif Hatteras and Cape Maysi, 
 rendered to vessels in distress from collision, breakdown, and fire 
 at sea.
 
 98 The Yankee 3iIining Squadron 
 
 CHAPTER TWENTY-THREE 
 The AIine Force, Old and New 
 
 Details of preparation have been only briefly touched upon in 
 the preceding chapters, though actually their influence on the 
 success of the operation deserves more prominence. It will not 
 be supposed that the new squadron just grew, or that in the active 
 operations everything just broke fair. On the contrary, success 
 was earned by logical, consistent preparation, extending back over 
 years and by sound organization and execution when the plan was 
 launched. Hard work, development of doctrine, and prospective 
 study, between 1914 and 1917, bore fruit, and, for the navy's 
 credit, the foresight which produced it deserves record along with 
 the achievement itself. 
 
 While suitable and adequate material would ever be the first 
 essential in such an operation, the all-important question lay in the 
 personnel afloat. The excellent qualities of the new mine would 
 be of no avail without proper laying of the barrage. Fortunately 
 we already had a minelaying force, small but capable, so that we 
 did not look abroad for instruction. 
 
 Prior to 1914, minelaying from a ship underway had received 
 little attention in our navy, but when some early events of the 
 great European war showed what a part mines were likely to play 
 in the future, mining affairs were made the principal duty of 
 Captain G. R. Marvell in the Navy Department, the conversion of 
 two more minelayers was pushed to completion, and mine training 
 was taken up in earnest in the fleet. 
 
 The hitherto solitary mine ship San Francisco was taken out of 
 the heterogeneous group known as the Auxiliary Division of our 
 fleet, to become the flagship of a separate organization for mining 
 and mine sweeping, which was established on July 10, 191 5, while 
 Admiral F. F. Fletcher had the Atlantic fleet. 
 
 In the develoi)ment of this new l)ranch. which was under my 
 command until September, 191 7, one truth came out forcibly, that 
 the sustained attention recjuisite throughout mining operations 
 could only Ije insured by keeping everything up in man-of-war 
 style. Laying and recovering mines was messy work, and in a
 
 The Yankee Mixing Squadron 99 
 
 ship of a type long obsolete, classed as auxiliary, and using a 
 weapon of stealth barely tolerated, to maintain such a standard 
 was not easy. As Sir Eric (leddes, First Lord of the British 
 y\dmiralty, said in a si)eech in New York, " Before the war, mine- 
 laying was considered unpleasant work for a naval man, an occu- 
 pation like that of rat-catching, and not attractive." 
 
 Whatever aversion may have been felt quickly vanished in the 
 growing interest that had been aroused. Besides its own specialty, 
 the new branch joined the fleet's tactical, gunnery, and strategic 
 exercises, these last leading to new activities and to study of the 
 possibilities of mines and of the logical functions of the Mine 
 Force. Both Admiral Fletcher and his successor, Admiral II. T. 
 Mayo, did all in their power to establish the new element firmly 
 as a regular part of the mobile fleet. Their interest and encourage- 
 ment had immediate efifect in confirming the personnel's sense of 
 value, which had been engendered by the variety of their employ- 
 ment, the stimulating results of their efforts, and belief in the 
 power of their weapon. 
 
 Experimenting with submarine nets was also taken up, and in 
 our first six months of war, the Mine Force was employed chiefly 
 in planting three nets in Chesapeake Bay, and one each in Long 
 Island Sound and at Newport entrance. Success with the Long 
 Island net, over five miles long, was only achieved after a hard 
 struggle with a five-knot current, which time after time swept the 
 net away or, crushing its buoys, pulled it under and entwined it 
 with tons of kelp. 
 
 Such in outline was the scope of ]\Iine Force activities during 
 the 28 months prior to preparing for the North Sea expedition. 
 We had not yet laid any minefields during the war, but as if in 
 practice for the very operation to come, the Force, early in 
 December, 1916, had laid a minefield oft" the Jersey Coast, below 
 Sandy Hook — 200 loaded mines, in three parallel lines laid simul- 
 taneously, and all taken up by next day — the press not notified. 
 Various arrangements in connection with the handling and trans- 
 portation of mines had been planned and actually practiced. For 
 result — when the Northern Barrage project came under consider- 
 ation, the question of practicability of the operation could be 
 answered yes with confidence, and the subsequent working out of 
 mining installations, organization, and training was guided by 
 reliable data — all from our own experience.
 
 loo The Yankee Mining Squadron 
 
 Alany-sided experience had produced a well-knit organization 
 of units that were resourceful, self-reliant, and mutually helpful, 
 well trained on sound lines in minelaying", singly and together. 
 Long hours and work in all weathers were a matter of course. 
 Quiet self-confidence was the mark of the Force spirit. And thus, 
 although the original Mine Force was much too small for the 
 great task ahead, its value as a nucleus and leaven for the greatly 
 enlarged mine squadron to be formed could hardly be overstated. 
 
 Since the autumn of 19 16, the principal Mine Force officers had 
 been myself, as Force Commander, Commander H. V. Butler, 
 commanding the flagship San Francisco and senior aid. Com- 
 mander A. W. Marshall, U. S. S. Baltimore, and Commander 
 T. L. Johnson, U. S. S. Dubuque. All these were to take part in 
 the North Sea operation and were concerned in its preparation — 
 myself in charge, Butler training the new crews, IMarshall experi- 
 menting with the new mine, which Butler concluded, and Johnson 
 helping to select the new ships, then going abroad for information. 
 Their experience and their ships were invaluable both in prepar- 
 ation and afterwards. On the principle that, let material be old 
 or new, discipline may be the best, the style of these seasoned men- 
 of-war, aiming to match the highest naval standard, was always 
 a strong influence in the squadron. 
 
 In October, 191 7, with the original order to go ahead, which was 
 accompanied by a word of strong approval, from the President 
 down, the development of plans and co-ordination of all prepa- 
 rations became my principal duty in the Office of Naval Opera- 
 tions. Command of a minelayer and two years at the head of 
 mining affairs in the Atlantic fleet had given me experience that 
 was directly pertinent. 
 
 The intention being to lay the barrage as soon as possible, and 
 counting five days as the least time between minelaying oper- 
 ations — coaling, embarking mines, out, laying, and back — the 
 expected manufacturing output of 1000 mines a day demanded 
 a minelaying squadron with capacity of 5000 mines at one time. 
 Towards this, our San Francisco and Baltimore carried together 
 only 350 mines. The eight new vessels would add 5350, thus pro- 
 viding- a good margin, either for the loss of a ship or for speeding 
 up. 
 
 No time was to be lost. The demand for ships, ship-yard work, 
 and sliip efnii])nicnt for other purposes was increasing every day.
 
 'I'liK \'ankee AfiNixr, Squaduox 
 
 lOI 
 
 Within lo days the Eastern Steamship C(n-])()rati(»n's fast pas- 
 senger hners Massachusetts and Bunker Hill, running daily 
 hetween New York and Boston, were ])urchased outright. l)ecom- 
 ing the Shawmut and Aroostook. Within a month the Southern 
 Pacific freight steamers El Rio, El Dia, El Cid, and El Sii:^lo were 
 taken over, becoming Roanoke, Housatonic, Canonicus, and Can- 
 andaigua, respectively. Carrying 860 mines each they soon be- 
 came known as the Big Four. The Old Dominion steamers 
 Hamilton and Jefferson, familiar to passengers between New 
 York and Norfolk, followed by December 6, 1917. 
 
 The task of making four freight ships habitable for crews of 
 400 men. at the same time carrying twice as many mines as any 
 
 M, 
 
 
 9 %jkjtrtfk: 
 
 ^ 
 
 ^nrm^^ 
 
 _ ^ ^ ./JJV'W^^^ 
 
 -n ,r»n .nr-i JrTn i'r rninr r^ r.r ■T^i^f^*" ;-»^ 
 
 1 
 
 JJllTTffr-ri-mr ^rn•fT^rr>r• 
 
 triirrro rrriTT'JTITTI'ir 
 
 The Boston-New York Passenger Liner " Massachusetts." 
 Before conversion into a minelayer. 
 
 Other vessel of their size, is not done by a wave of the hand, and 
 as for the four passenger steamers taken, they were gutted like 
 fish — saloons and cabins ripped out — before their conversion could 
 begin. Although plans had to be based upon what could be done 
 within a reasonable time, with material and labor scarce, all 
 features had to conform to the requirements of the mining instal- 
 lations. These were almost entirely new on the scale contemplated, 
 either in our own or any other service. There was little data 
 available of similar installations, except some British mining 
 memoranda and a few belated blueprints. Lieutenant DeSalis, 
 R. N., kindly placed his experience at our disposal, which was a 
 help, but attempts abroad had not made a success of mine eleva- 
 tors — which would form a cardinal feature of our installation —
 
 I02 The Yankee JMinixg Squadron 
 
 nor had others gone in for mine-carrying capacity to the extent 
 we contemplated — which was the maximum number consistent 
 with not squeezing the crew intolerably. Hence, little of their 
 information proved applicable to our case. Experience in our own 
 minelayers, however, San Francisco, Baltimore, and Dubuque, 
 during the past three years, enabled many details to be decided 
 with a confidence that subsequent results confirmed. 
 
 That winter of 1917-18 will be long remembered ! Material was 
 scarce, transportation congested, labor unsettled, fuel short, 
 weather severe, haste and high prices everywhere. Aluch delay 
 came from lack of interest among workmen. The campaign of 
 
 \-/..Jni\'.l,ri 
 
 The 20-Knot Minelayer " Shawmut." 
 Formerly the coastwise passenger liner Massachusetts. 
 
 addresses by good speakers explaining the need for the ships and 
 the men's own interest in doing their best, did not begin until 
 sometime in February, and then only in a small way. There was 
 insufficient supervision, the contractors were converting vessels 
 to a type for which no model existed, and plans were not forth- 
 coming as fast as wanted, often not in the logical order. Besides 
 delays and losses of material in transportation, one trade in which 
 labor was shortest — shipfitter — was the one on whose work much 
 of the other had to wait. 
 
 By constant urging and anticipating probable delays, the work 
 as a whole was kept always progressing, even if at times slowly. 
 The captains to be, and their principal officers, came to the ships 
 soon after their taking over, and by January 25, 1918, two of the
 
 The Yankee Mixing Squadron 103 
 
 largest ships, Roanoke and Hoiisatonic, were enough advanced 
 to be commissioned. Living conditions were extremely rough 
 amid the dirt and disorder, made worse by the slush and mud in 
 the unpaved shipyards; but the presence of officers and men on 
 board exerted constant forward pressure, while they were becom- 
 ing acquainted with their ships. In the conversion of the Shaw- 
 miit and Aroostook at Boston Navy Yard, the ships' companies 
 worked in industrial gangs alongside the civilian employees, with 
 such actual accomplishment and setting such an example, as to 
 advance the date of completion materially. At the same time, 
 their training progressed so well that, on June 16, 1918, only one 
 week after completion, they started across. 
 
 Every 10 days or so during the five months shipyard work, 1 
 would go from Washington for a conference with the captains 
 and the navy yard officers at New York and Boston, to keep in 
 touch with the actual progress and the matters that appeared to 
 need special attention. These conferences eliminated infinite 
 writing and enabled closer touch to be kept with all preparations, 
 additional efifort to be more appropriately applied, than were pos- 
 sible by regular procedure alone, especially amid the swollen 
 volume of correspondence in general. They developed, too, a 
 good understanding among the officers, which made for future 
 harmony and gained time towards the squadron's readiness. 
 
 Before the new ships were delivered, a special camp at Newport 
 had been provided for training their crews under Mine Force 
 officers. The San Francisco and Baltimore gave some practical 
 instruction on board, and the camp was supplemented elsewhere, 
 so that few, if any, wholly untrained men went to any ship. 
 Three gun crews were trained in the battleships for each mine- 
 layer, and the engineer personnel were kept under training at 
 Philadelphia until wanted. For the officers, similar measures were 
 taken to put them in touch with the methods and experience of the 
 Mine Force, as far as this could be done with ships most of the 
 time at shipyards, fitting out. 
 
 Unlike the old IMine Force, the new was to consist of organiza- 
 tions on shore as well as afioat, and for this an officer of flag rank 
 was wanted. Rear Admiral Joseph Strauss, U. S. N., was selected 
 as the new Commander of the Mine Force. 
 
 Long identified with ordnance matters and of distinguished ex- 
 perience at the Naval Ordnance Proving Ground and Smokeless
 
 I04 The Yankee ]\Iinixg Squadron 
 
 Powder Factory, he was Chief of the Bureau of Ordnance for 
 some years before going to command the U. S. Battleship Nevada, 
 which he quitted to take command of the mine operation. On 
 February 15, 1918, he came to temporary duty in the Office of 
 Naval Operations, where he familiarized himself with all infor- 
 mation bearing on the operation and its preparation, and after a 
 tour of inspection to the ships and acquainting himself with the 
 mine situation, he sailed for England with his aid. Lieutenant 
 Noel Davis, U. S. X. On IMarch 29, 1918, he assumed command 
 of the ]\Iine Force, with headquarters at U. S. Naval Base 18, 
 Inverness, Scotland. Thereupon the original Aline Force, con- 
 sisting only of ships, became Mine Squadron One. and it became 
 my part to complete its preparations in the United States and 
 command the active force afloat. 
 
 The new Mine Squadron One was organized on Wednesday, 
 April 10, 1918, at Hampton Roads, Virginia, on board the 
 scjuadron flagship San Francisco. I relieved Captain H. V. 
 Butler, U. S. N., who liad been in command of the Mine Force in 
 the interval. He remained as captain of the flagship and was also 
 my chief-of-stafif — the same association that we had in the old 
 Mine Force. Commander Bruce L. Canaga, U. S. N., who 
 had been my invaluable assistant in Washington since the prepa- 
 rations began in November, came as my senior aid. 
 
 To us who had struggled through the long winter's difficulties, 
 it was a memorable event when the first new minelayer, the 
 Roanoke, Captain Stearns, joined the flag, on Friday. 12th April. 
 1918. She was followed closely by the Housatonic, Commander 
 Greenslade, and by the Canandaigita, Commander Reynolds, 
 next day. All was arranged for their loading with mines, and 
 they began at once. By a week later the Qtiinnebaug, Commander 
 Mannix, and Canoniciis, Commander Johnson, had joined, com- 
 pleting the number ready for service at that time. 
 
 Almost immediately the Roanoke was sent across ahead of the 
 others, an inspection only 16 days after leaving the shipyard show- 
 ing that her excellent condition warranted it. She was to help the 
 Baltimore, already there, to finish laying the minefield in the North 
 Irish Channel, described in a previous chapter, but though she 
 arrived in good season and ready, through a change of plan the 
 Roanoke was not employed there, proceeding instead to Inver- 
 gorden.
 
 The Yankee Mining Squadron 
 
 lo: 
 
 tn
 
 io6 The Yankee Mining Squadron 
 
 The other four, Avith the San Francisco, continued the training 
 program. An engine accident in the Hoiisatonic, needing lo days 
 at Norfolk Navy Yard to repair it, delayed us a week, which was 
 profitable for tying up the many loose ends left by the shipyards. 
 Our second great event came on Sunday, 28 April, 19 18, when the 
 new squadron got underway together for the first time to exercise 
 tactics and signals while en route from the Chesapeake for 
 Provincetown. The day began and ended with steering gear 
 troubles, and was followed by 40 hours of fog, which deprived us 
 of valuable time that had been counted on. Tuesday, at 5 p. m., 
 the Sa)i Francisco and Hoiisatonic arrived at Provincetown. The 
 Canandaigua was already maneuvering on the measured mile 
 course while her diver was searching for a lost anchor. Canonicus 
 was anchored inside. Quinnehaug reported herself anchored in 
 the fog ofif Nantucket Lightship, repairing an engine break. 
 
 Next day, the morning fog lifted enough for all to begin stand- 
 ardizing over the measured course, afterwards proceeding to 
 Gloucester Harbor, Massachusetts, where the final mine proving 
 and the first practice minelaying by the new ships would be done. 
 Strenuous days these, especially for captains! Hoiisatonic asked 
 permission to lag behind awhile, arriving at Gloucester very late. 
 " Sorry to drag you over at this unchristian hour, Greenslade, but 
 I wanted to see you about to-morrow's work." " Oh ! never mind, 
 sir. This is the life!" 
 
 Quinnehaug joined next afternoon, but she still needed some 
 engine repairs which required navy yard assistance, and was ac- 
 cordingly ordered at once to Boston. More than unwelcome there 
 with mines on board, the work and her departure were heartily 
 speeded. 
 
 After scarcely any let-up since the ships had left the shipyards 
 four weeks previously, a Sunday, May 5, 1918, was devoted to a 
 well-earned rest. And now had to be decided whether to continue 
 training longer or not. Outside of the ships singly, little had been 
 done. They had not even been all together since the first evening 
 at sea. Yet the mine bases were in such need of the 500 men that 
 we were to bring them that, although only a meager part of the 
 training had been carried out, it was decided to push on. There 
 would be tactics and gunnery exercise en route, and possibly other 
 training that had been omitted might be made up then too.
 
 The Yankee Mining Squadron 107 
 
 And so the original period of time, estimated as necessary to 
 prepare, was adhered to, namely: in 45 days after leaving the 
 shipyards to be at the North Sea base, with coal and mines on 
 board, ready for a minelaying operation. Despite the numerous 
 delays and mishaps, our arrival in Scotland, May 26, 1918, was on 
 the fortieth day from the fifth ship leaving the yard, and all ships 
 were ready for duty.
 
 io8 The Yankee ^Mining Squadron 
 
 CHAPTER TWENTY-FOUR 
 After the War 
 
 The war over, the reorganized United States fleet was to include 
 only the Sail Francisco, Baltimore, Shaivmut, and Aroostook as 
 minelayers. The Big Four ships were to bring troops home, and 
 the Quinnehaug and Saraiiac to go back to their owners, the Old 
 Dominion Steamship Company. The San Francisco needing re- 
 pairs, the squadron flag was transferred temporarily to the Balti- 
 more. This took place 17 January, 19 19, at Newport, Rhode 
 Island; whence we had sailed on our mission eight months before. 
 
 Never before in all my experience had I been in an organiza- 
 tion where harmony, mutual confidence, good will, and loyalty 
 prevailed so completely as in this ]\line Squadron. The high spirit 
 of the officers and men showed in the condition of their ships, 
 their work, their discipline, and their individual personal bearing. 
 To command such a body was an honor that could not be laid down 
 in silence, and so, before the two pioneer minelayers parted, I 
 spoke to their assembled officers and men as follows : 
 
 I am speaking to you to-day as representing the Squadron. It is very 
 appropriate that, on this occasion of temporarily transferring the flag, I 
 should get together the officers and crews of the two old war horses, San 
 Francisco and Baltimore, that have made our success possible. The work 
 in the Northern Aline Barrage did not begin only a year ago. It began for a 
 squadron of mining ships when the Baltimore and the Dubuque joined the 
 San Francisco, in the middle of 1915. These old ships set an example that 
 made the rest aspire to follow, to live up to the high standard and steady 
 pace necessary to accomplish what we have done. 
 
 To-day marks the end of the " Yankee Mining Squadron," that did four- 
 fifths of the Northern Mine Barrage. I do not need to tell you how highly 
 mentioned our work has been. When the reports have been published, no 
 doubt it will be highly thought of in this country and by all who read about 
 it in the future. This success is due, not to any one of us, not to any few 
 of us, it is due to all of us. I am very proud to have commanded such a 
 force. It is a deep gratification to have such a success come as a result of 
 the efforts we have made through four years. Naturally, I shall never 
 forget, but I wish to let you know that you should never forget it. 
 
 The Squadron is now reorganizing. Some of you may go to other duty, 
 some may go out into civil life, where you will work during the conditions 
 of peace which you helped to bring about. And now let me remind you
 
 The Yankee AIixing Squaurox io<) 
 
 o£ the principles on which we won success ni our part in tliis war and on 
 which we always did our work. Remember this ! that the everyday things 
 are the easiest to forget, and it is because we have carefully kept before us 
 the importance of doing the everyday things right that we have earned 
 success. We have not been afraid of work, we have never shied at any 
 job. Every man has felt his part as important to do properly as any other 
 man's part, and as long as the work was to be done he has kept up his 
 attention. That has been the main principle — not to slack down — that a 
 job is not finished until it is done, and it is not done until it is done right. 
 We have not sought the easiest way but the right way, and we have gen- 
 erally found that the right way was the easiest way in the long run. And 
 further, that a job, to be rightly done, must be as good at the end and in 
 the middle as in the beginning. We have not slackened. The 86oth mine 
 of the Canonicus, of the longest string ever laid, was as good as the first or 
 the 300th or any other mine. 
 
 I congratulate you all on the work you have done. It will be a very satis- 
 factory and proud memory for you and for all those connected with it. But 
 I congratulate you most on the preparation that it gives you to do still 
 more, to be better men, to be better citizens. Nothing more valuable could 
 come from our work than that. 
 
 You can fancy what my associations are with these two ships. I made 
 my first cruise as a commissioned officer in the Baltimore ; and the past 
 four years in her and the San Francisco have been the most interesting 
 I ever had. I am very sorry to leave you of the San Francisco even for a 
 short time, but I could not leave under happier conditions. To leave at a 
 time of a success like this happens only once in a lifetime. Good luck to 
 all of you. 
 
 Long before the barrage was finished we were studying how to 
 sweep it up, and soon after the signing of the armistice, experi- 
 ment began towards safeguarding the sweeping vessels. Before 
 leaving for home the squadron transferred over 400 men to the 
 bases for the 'sweeping duty, and subsequently a number of new 
 sweepers were sent over from the United States, in groups com- 
 manded by officers formerly of the mine squadron. 
 
 The British authorities took steps immediately to mark otit the 
 barrage area, with light-vessels and gas buoys, and actual sweep- 
 ing began as early as December, 1918. It will take months to com- 
 plete, but well inside a year from its laying the Northern Barrage 
 will have become a thing of the past. 
 
 It served its purpose, and more besides. Throtigh the part 
 played in former wars, submarine mines grew in recognition, 
 though slowly, as important means of defense. In this war they 
 came into extensive employment in offense, the largest as well as 
 most striking oft'ensive use being the Northern Barrage, which, 
 in popular phrase, put mines on the map.
 
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 <
 
 UNIVERSITY OF CALIFORNIA LIBRARY 
 
 Los Angeles 
 IE on the last date stamped below. 
 
 AM 
 
 Form L9-32m-8,'58(5876s4)444
 
 000 977 172 6 
 
 AA 
 
 D 
 590 
 
 'SXneT»B^o7h^„^^",5^erh.,, Ro«r.. 
 
 MILITARY ORDER, W. VV. 
 
 The Military Order of the World War 
 has secured the services of Sherrard 
 ^nl'^rF ^^ v^^''^ recorder generalV he 
 will devote his entire time to hulldinfr un 
 the orgranfzation and will make trips 
 irom time to time to the corps headnuar- 
 ters and to local chapters "^aaquai 
 
 loHn^ ^,1?'/^''^' P^ *^:? "^'^ Monthly Bul- 
 letin will he issued within htc next 
 three weeks. The first issue will be 
 mai ed to all members who have at nnv 
 time' belonged to the organizStTon ^ 
 
 At a meetmg- of the executive com 
 mittee last Monday a letter was re^d 
 from Congressman Georee tt«i5^^ 
 
 T'nkham acknowledging7hTrec"p Of 
 the resolutions passed by the Greater 
 Boston Chapter at its April 6th bamniet 
 recommending and u/ging unlversai 
 military training. In which he Qt/fi^ 
 that he had filed the Teso^utlSn In the 
 House of Representatives 
 *Jt '?^*^'" '^^^ ?^so received from Sena 
 tor Henry Cabot Lodge statins- tw 
 he would refer the resolutions^o the 
 Committee on Military Affairs ^^ 
 
 Another letter was read from Ra^ «* 
 War John W. Weeks, in which he wenf 
 on record as heartily Indors n^ thp.^t=* 
 olul.ons. Other favorable rep^iieSVefe' 
 read from Senator David I. Wallh and