"Not only are the vessels well constructed and the officers and men thoroughly competent, but the organization is admirable. It was no slight matter for so many ships to come 3,000 miles across the Atlantic to fight in European waters. The decision raised several complicated problems in connection with supplies, but those problems have been surmounted with success. There has never been anything like it before in the history of naval warfare, and the development of the steam-engine has rendered such co-operation more difficult than ever before, because the modern man-of-war is dependent on a constant stream of supplies of fuel, stores, food, and other things, and is need of frequent repairs."
In addition to doing signally effective work in hunting down the submarine, and in protecting ocean commerce, our war-ships have relieved England and France of the necessity of looking out for raiders and submarines in South Atlantic waters: we have sent to the Grand Fleet, among other craft, a squadron of dreadnoughts and superdreadnoughts whose aggregate gun-power will tell whenever the German sea-fighters decide to risk battle in the North Sea; war-ships are convoying transports laden with thousands of men—more than a million and a half fighting men will be on French and English soil before these words are read—escorting ocean liners and convoying merchant vessels, while in divers other ways the navy of this country is playing its dominant part in the fight against German ruthlessness.
When the Emergency Fleet Corporation announced its programme of building ships the Navy Department at once began its preparations for providing armed guards for these vessels as soon as they were commissioned for transatlantic service. Thousands of men were placed in training for this purpose and detailed instructions were prepared and issued to the Shipping Board and to all ship-building companies to enable them to prepare their vessels while building with gun-emplacements, armed-guard quarters, and the like, so that when the vessels were completed there would be as little delay as possible in furnishing them. In all details relating to the protection of these merchant vessels the navy has played a most vital part and not least of the laurels accruing to this department of the government war service for work in the present struggle have been those won by naval gun crews on cargo-laden ships.
The administrative work in connecting many vessels of this class is a not inconsiderable of itself. The romance of the armed merchantmen affords material for many a vivid page, and when in its proper place in this volume it is set forth somewhat in detail the reader will grasp—if he has not already done so through perusal of the daily press—the fact that all the glory of naval service in this war has not resided within the turrets of the dreadnought nor on the deck of destroyer or patrol-vessel.
The navy organized and has operated the large transport service required to take our soldiers overseas. At this writing not a single transport has been lost on the way to France, and but three have been sunk returning. Transports bound for France have been attacked by submarines time and again, and, in fact, our first transport convoy was unsuccessfully assailed, as has been the case with other convoys throughout the past twelve months. In the case of the Tuscania, sunk by a torpedo while eastbound with American soldiers, that vessel was under British convoy, a fact which implies no discredit upon the British Navy, since it is beyond the powers of human ingenuity so to protect the ocean lanes as to warrant assurance that a vessel, however well convoyed, shall be totally immune from the lurking submarine. Again, it should be remembered, that the British have taken about sixty per cent of our expeditionary forces across the ocean.
In the line of expanding ship-building facilities the Navy Department has in the past year carried on vigorously a stupendous policy of increased shipyard capacity, which upon completion will see this country able to have in course of construction on the ways at one time sixteen war-vessels of which seven will be battleships.
In January, 1917, three months before we went to war, the Navy Department's facilities for ship-building were: Boston, one auxiliary vessel; New York, one battleship; Philadelphia, one auxiliary; Norfolk, one destroyer; Charleston, one gunboat; Mare Island, one battleship and one destroyer. At the present time the Brooklyn Navy Yard has a way for the building of dreadnoughts, and one for the building of battleships. At Philadelphia two ways are being built for large battleships and battle-cruisers. Norfolk, in addition to her one way for destroyers, will soon have a way for battleships. Charleston will have five ways for destroyers. The navy-yard at Puget Sound will soon have a way for one battleship.
The building plans include not only the construction of ways, but also machine, electrical, structural, forge, and pattern shops in addition to foundries, storehouses, railroad-tracks, and power-plants. This increase in building capacity will enable the government through enhanced repair facilities to handle all repair and building work for the fleet as well as such for the new merchant marine. Three naval docks which will be capable of handling the largest ships in the world are approaching completion while private companies are building similar docks under encouragement of the government in the shape of annual guarantees of dockage.
An idea of what has been accomplished with respect to ship-building is gained through the statement of Secretary Daniels, June 2, that his department had established a new world's record for rapid ship construction by the launching of the torpedo-boat destroyer Ward, at the Mare Island Navy Yard, California, seventeen and a half days after the keel was laid. The previous record was established shortly before that date at Camden, New Jersey, where the freighter Tuckahoe was launched twenty-seven days and three hours after the laying of the keel.
In 1898, twenty years ago, the first sixteen destroyers were authorized for the United States Navy. These were less than half the size of our present destroyers, and yet their average time from the laying of the keels to launching was almost exactly two years. During the ten years prior to our entrance into the present war Congress authorized an average of five or six destroyers a year. The records show that in the construction of these the average time on the ways was almost exactly eleven months, the total time of construction being about two years.