HISTORY OF THE
U.S.S. LEVIATHAN

CRUISER AND TRANSPORT FORCES
UNITED STATES ATLANTIC FLEET

COMPILED FROM THE SHIP’S LOG AND
DATA GATHERED BY THE HISTORY
COMMITTEE ON BOARD THE SHIP

PUBLISHED BY THE
BROOKLYN EAGLE JOB DEPARTMENT
305 WASHINGTON ST., BROOKLYN-NEW YORK

“LEVIATHAN”

Adele M. Marshall

Leviathan, thou noble ship,

Thou mighty monarch of the seas,

May thy stalwart form and mighty force

War’s desolating horrors ease.

We view the grandeur of thy bulk,

And gaze with wonder and with awe

At thy great magnitude and might

Which surpass visions we foresaw.

As now in peaceful anchor held,

The waves caress thy sturdy bow:

The ocean flirts and beckons thee

To sail away, away—and now

She lures thee with her shining crest,

But couldst thou see beneath the wave

The yawning jaws of cavern greed

From which a God alone can save.

She’ll lure thee out into her midst,

Then tantalize with storm and gale,

But these mere trifles bring no fear

As ever on you sail.

But deep within her somber soul

There lie devices born of hate,

In traitorous hearts and crafty minds

Hell’s strategies they propagate.

And will these mechanisms harm?

Will bomb or shot e’er rend thy bark?

Will cries of horrors fill the air

As dangers peer from ocean dark?

There is but One who knows thy fate;

Within the hollow of His hand

Thy safety lies. You can but wait

And place thy trust in Beulah Land.

We trust thee, ship, we give our sons

By thousands. Will they fill thy halls?

Oh bring them safe across the wave

Despite the whirlpool, storms and squalls.

The prayers and sobs from broken hearts

Will follow as thy course is run.

This prayer eternal, to heaven will rise—

“Thy will, not mine, Oh, God, be done.”

Leviathan, thou ship of state,

Sail on, sail on victorious.

Crush thou the tools of hate,

Come back with honors glorious

And bring with thee eternal peace.

Peace with honor, without stain,

And wear the crown “LEVIATHAN,”

Queen of the ocean’s vast domain.

FOREWORD

This is the story of the Leviathan’s part in the Great World’s War. The story of her career since the Stars and Stripes displaced the three barred flag of Germany at her taffrail constitutes one of the most remarkable and brilliant chapters in the maritime history of the world.

She was seized by the U. S. Customs officials in the early morning of April 6, 1917, turned over to the Shipping Board to be manned and operated, but after nearly three months’ effort on their part without the ship leaving the dock, she was finally, on July 25, 1917, turned over to the Navy Department and regularly commissioned as a Naval vessel and assigned to transport duty under the command of Vice-Admiral Albert Gleaves, U. S. Navy, Commander of the Cruiser and Transport Force, United States Atlantic Fleet.

The Leviathan’s record for carrying human beings across the ocean has never been approached by any other vessel in the history of the world. Back and forth she went across the Atlantic, almost with the regularity of clockwork, passing unscathed a score of times through the war zone, though the German submarines made several attempts in force to get her. Her performance constitutes one of the greatest marine achievements of the world and it would seem that fate had designed her to fulfil a mission of retributive justice.

The Germans said it could not be done, but true to their nature, they had not figured on the ingenuity, initiative and pluck of the American sailor. When the Armistice was signed this three-funnelled colossus of the waves had made ten trips across the Atlantic as a naval transport and had landed a grand total of 110,591 American soldiers in France and England. In other words, this single ship had transported to Europe one twentieth of the total number of the American Expeditionary Force.

This tremendous achievement did not depend alone upon the great size and speed of the ship; it was accomplished also by the splendid spirit of the officers and men of the Leviathan and their unfailing devotion to duty. It was due to their pride in their ship and their personal loyalty to Vice-Admiral Gleaves, their Force Commander, that kept the Leviathan constantly straining to do her best, and this spirit remained with the ship after the Armistice and nowhere is it better illustrated than in the records of the 15th and 16th trips, on which she returned to the United States a total of 28,412 troops, which amounted to 2,217 more than were carried on her two best previous voyages. These two trips were made in the fastest time she had ever made, less than 37 days elapsing for the two voyages.

Thus during the war, in rushing troops to France, and after the Armistice in the great task of bringing them home again, the Leviathan proved herself of greatest value to the government and her great achievement will forever remain an undying credit to the United States Navy, and the men of the Navy who manned her.

DEDICATION TO SECRETARY DANIELS

To our leader—honored in the nation;
To our friend—steadfast and true;
To our shipmate—of happy memory;

The Bluejackets offer this dedication in gratitude and appreciation.

Secretary Daniels and Mrs. Daniels on Board the U. S. S. “Leviathan”

PREFACE BY SECRETARY DANIELS

The record of the U.S.S. Leviathan, queen of the troop transport fleet which made possible the successful participation of the United States in the war with Germany, is a record of consistent service and remarkable efficiency which upholds the best and noblest traditions of the United States naval service. The nation owes and gladly gives a great meed of praise to every officer and man, regular and reserve alike, who shared in the hardships, the dangers and the successes of the Leviathan’s great wartime service.

The potential strength of the 98,000 fighting men the Leviathan carried to the shores of France can never be estimated. We know that when the night was blackest, when the fortunes of the world hung in the balance and the eyes of all nations were turned toward the western continent, that the great Leviathan with her tremendous troop-carrying capacity was ready and that, trip after trip, without failures or accidents, the great transport plowed her way across the Atlantic, scornful alike of the submarine’s stilettos of the sea and the wrath of the elements, carrying to the shores of our nearly exhausted allies those inestimably precious cargoes of men who turned the tide and saved the day.

Although the Leviathan did not participate in any great naval engagement, although the battle flags never flew proudly at her mast-heads as she swept into the tempest of a modern naval engagement, her achievement in carrying across the sea more than three divisions of American soldiers entitles the gallant ship’s name to a place forever in the hall of American naval fame.

I cannot but feel a thrill of admiration for the efficiency, loyalty and devotion to duty of the officers and men of the Leviathan who repaired the damage wrought by the Germans, quickly and skillfully organized the ship for service at sea and who, week after week and month after month, “carried on” regardless of the lurking menace beneath the waves, in the face of an enemy who would have made any sacrifice to add the giant Leviathan to his list of victims.

On March 15, 1919, Mrs. Daniels and myself had the pleasure of going aboard the Leviathan with a party of naval officers who were accompanying me to Europe on important public business. The remembrance of this voyage will ever be among the most cherished memories of all the members of our party. The never-failing courtesy and kindness of both officers and men, the thoughtful consideration with which we were treated, will always cause us to remember the U.S.S. Leviathan with the warmest personal regard.

With all good wishes for the future for the crew of the Leviathan and the hope that the ship’s great work, so wonderfully carried out thus far, may be as successfully completed.

Josephus Daniels

Admiral Gleaves and Staff

Roster of Officers

Cruiser and Transport Force United States Atlantic Fleet

Vice-Admiral Albert Gleaves, United States Navy Commander Cruiser and Transport Force, U. S. Atlantic Fleet

U. S. S. Leviathan

CAPTAINS

Note: Captain J. W. Oman, U.S.N., assumed command on July 23, 1917, being relieved by Captain Henry F. Bryan, U.S.N., on March 3, 1918, who in turn was relieved by Captain W. W. Phelps, U.S.N., on Sept. 21, 1918, who in turn was relieved by Captain Edward H. Durell, U.S.N., on April 4, 1919, and who now is in command.

EXECUTIVE OFFICERS

NAVIGATORS

GUNNERY OFFICERS

FIRST LIEUTENANTS

SENIOR ENGINEER OFFICER

COMMUNICATION OFFICERS

SENIOR MEDICAL OFFICERS

SENIOR SUPPLY OFFICERS

CAPT. H. F. BRYAN

CAPT. W. W. PHELPS

CAPT. J. W. OMAN

CAPT. E. H. DURELL

WATCH AND DIVISION OFFICERS

COMMANDER J. H. BLACKBURN

COMMANDER A. STATON

GEO. T. VAUGHAN, U.C. LT. COMDR, RESERVE FORCE, U.S.N.

JOHN J. SNYDER COMDR, MEDICAL CORPS, U.S.N.

ENGINEERING OFFICERS

LT. A. W. MINUSE CONST. CORPS, U.S.N.

LT. W. E. MALLOY

LT. H. B. JUDKINS, (J. G.) AASST. PAYMASTER N.R.F.

LT. F. S. WATT.

MEDICAL OFFICERS

SUPPLY OFFICERS

CHAPLAIN

SPECIAL DUTY

WARRANT OFFICERS

Secretary of War Baker and Welfare Secretaries A. R. C., K. of C., Y. M. C. A., J. W. B., A. U. A.

PAY CLERK G. F. POGGI

CHIEF PHARMACIST C. I. CAMPBELL

LT. E. E. JONES

PAY CLERK C. W. WATERS

PILOT W. S. McLAUGHLIN

LT. D. A. GRANT

LT. STANLEY MORRILL

SHIP’S HISTORY COMMITTEE

SHIP’S HISTORY COMMITTEE

Medical Department
Juhnke, Walter A.C.P.M.
Maloney, Leo G.P.M., 1c
Engineering Department
Gish, G. B.C.Y.
Lusk, J. R.MM., 1c
Navigation Department
Mallay, JulesBugler
Herrman, SidneyQ.M., 2c
Gunnery Department
Collup, Floyd I.C.G.M.
Martin, WesleyG.M. 3c
Armstrong, G. A.C.E.R.
Deck Department
Devers, D. F.B.M., 1c
Supply Department
Flowers, Frank L.C.C.S.
Nelson, JamesY., 1c
Construction Department
Hankison, L. A.C.C.M.
Sherrill, H. C.C.M., 1c
Yeoman to Committee
Fitzgerald, J. J.Y., 1c
Prescott, John W.Sea.
Chaplain E. E. McDonaldU.S.N.
Photos by
Ensign Herbert A. Rowedder,U.S.N.

HERBERT B. ROWEDDER ENSIGN, U.S.N. SR. WATCH OFFICER

GUNNER H. BURNS

MACHINIST W. A. DUNDON

BOATSWAIN FRED. C. WATTERSON

BOATSWAIN W. JOHNSON

Carpenter E. P. Hudgins

Executive Order

Whereas, the following Joint Resolution adopted by Congress was approved by the President May 12, 1917:

“Joint Resolution Authorizing the President to take over for the United States the possession and title of any vessel within its jurisdiction, which at the time of coming therein was owned in whole or in part by any corporation, citizen, or subject of any nation with which the United States may be at war, or was under register of any nation and for other purposes.”

Resolved, by the Senate and House of Representatives of the United States of America in Congress assembled: That the President be, and he is hereby, authorized to take over to the United States the immediate possession and title of any vessel within the jurisdiction thereof, including the Canal Zone, and all territories and insular possessions of the United States, except the American Virgin Islands, which at the time of coming into such jurisdiction was owned in whole or in part by any corporation, citizen, or subject of any nation with which the United States may be at war when such vessel shall be taken, or was flying the flag of or was under register of any such nation or any political subdivision or municipality thereof; and, through the United States Shipping Board, or any department or agency of the Government, to operate, lease, charter, and equip such vessel in any service of the United States, or in any commerce, foreign or coastwise.

Sec. 2. That the Secretary of the Navy be, and he is hereby, authorized and directed to appoint, subject to the approval of the President, a board of survey, whose duty it shall be to ascertain the actual value of the vessel, its equipment, appurtenances and all property contained therein, at the time of its taking, and to make a written report of their findings to the Secretary of the Navy, who shall preserve such report with the records of his department. These findings shall be considered as competent evidence in all proceedings on any claim for compensation.

And whereas, the following vessels were, at the time of coming into the jurisdiction of the United States, owned in whole or in part by a corporation, citizen or subject of the Empire of Germany, a nation with which the United States is now at war, or were flying the flag of or under the register of the Empire of Germany, or of a political subdivision or municipality thereof:

It is, therefore, ordered that through the United States Shipping Board there be taken over to the United States the possession and title of the aforementioned vessels. The United States Shipping Board is further hereby authorized to repair, equip and man the said vessels; to operate, lease or charter the same in any service of the United States, or in any commerce, foreign or coastwise; and to do and perform any and all things that may be necessary to accomplish the purposes of the Joint Resolution above set forth.

Woodrow Wilson.

The White House, June 30, 1917.

(No. 2651)

Copy of Order

UNITED STATES SHIPPING BOARD

Washington, D. C, July 11, 1917.

Mr. Anthony V. Lynch,
New York, N. Y.

Sir: The President has issued an Executive Order authorizing the United States Shipping Board, on behalf of the United States, to take possession and title to the Vaterland, now lying or shortly to arrive at Hoboken, New Jersey, and you are hereby authorized and appointed by the United States Shipping Board as its agent to take possession of said vessel as contemplated in said Executive Order. Proceed aboard of said vessel at once and take possession of her in the name of the United States Shipping Board for and on behalf of the United States of America, affixing this Order on some conspicuous part of the ship, and leaving a true copy in its place when the original is removed. You are instructed thereupon to make Return, under oath, upon this Original Order of your action in the premises.

Very truly yours,

United States Shipping Board,

(Signed) John A. Donald,
Commissioner.

To the United States Shipping Board:

I hereby certify that I have complied with the instruction contained in the foregoing Order.

(Signed) Anthony V. Lynch.

July 14th, 1917.

Part I
The United States Takes Over the German Merchant Ship, “Vaterland”

REPAIRING THE “VATERLAND”

Organization and Trial Trip

O. J. H.

When the Vaterland of the Hamburg-American Line was taken over by the United States Navy it was found to be in urgent need of repairs throughout and the work of fitting the ship out for service as a Navy Transport was accomplished by civilian labor and the ship’s force. The force at that time consisted of men of the Regular Navy and the United States Naval Reserve Force. These men worked long and faithfully to accomplish a task which the Germans claimed could not be done.

One of the hardest propositions that was accomplished aboard the ship was the repairing and the tracing up of the plumbing of the ship, i. e., the fresh water and salt water lines. The plans of this plumbing could not be found and had evidently been destroyed by the German crew. In a great many instances it was found that lead fresh water lines had been cut and the ends squeezed together. In other instances entire sections of lines were cut out altogether and from investigation it looked as if this was done maliciously when it was rumored that these vessels were to be seized by the United States Government. These pipe lines are all installed behind the panelling of the ship and when the water was first turned on numerous floods were caused throughout the ship. An amusing incident occurred on the trial trip to Guantanamo Bay, Cuba, when the entire forward section of the ship’s officers’ rooms on the starboard side was flooded with about fourteen inches of water.

The work of refitting deck gear and getting in shape lifeboat equipment was accomplished entirely by the ship’s force and when the ship was finally ready for oversea service she carried more lifeboats than any other ship afloat. The outboard lifeboats, except in a few cases, are fitted with the Welin gear. This gear is electrically operated and when a boat is sent out over the ship’s sides it can be dropped from the highest deck, i. e., “A” deck, to the water with safety within sixty seconds. There is life equipment aboard, consisting of lifeboats and the latest type of life rafts for over 17,000 persons, so that a landsman sailing on board the Leviathan is well provided for and need not worry.

The Leviathan is without doubt the most wonderfully constructed vessel below the water-line in the world. The ship is subdivided into fourteen water-tight compartments and every precaution was taken from the time the ship sailed from the Port of Embarkation until her return, to safeguard the vessel. The officers and men were untiring in their efforts. During a period of ten months and twenty-six days, this vessel carried over 100,000 persons, a total of approximately one-twentieth of the entire American Expeditionary Forces which were landed overseas. Four or five thousand additional troops could have been carried on board, but for the health and comfort and safety of all concerned, this additional number were not transported.

The Leviathan is the only vessel in the American Transport Service which can sustain a speed of twenty knots across the Atlantic regardless of weather conditions. A vessel, one of the Navy Transports, claims that she beat the Leviathan by three hours in a homeward bound voyage, but the Leviathan steamed 100 more miles in return than this other ship and also had to slow down when within fourteen hours of New York on account of the height of the tide, as she can only go through the Ambrose Channel, the entrance to New York, at high tide.

The Leviathan made a round trip in sixteen days and eighteen hours; this included a stop of forty-eight hours overseas to coal ship. At that time she took on board over 1,500 tons of fresh water and 4,500 tons of coal. This coal was placed alongside in lighters and was discharged by a working force of Army stevedores on the starboard side and the ship’s company on the port side. In addition to this the cargo was handled and discharged by the ship’s force, this being a creditable record. The commanding officer, officers and crew received a telegram of commendation from Vice-Admiral H. B. Wilson and Admiral Sims.

According to a New York newspaper the credit was given to an Army Quartermaster officer. This officer had nothing to do with the handling of the cargo, the coaling of the vessel, or debarkation of troops, except to supply a working party of stevedores to assist the ship’s force in coaling. The coaling of this vessel by the ship’s force, when from 4,500 to 5,000 tons of coal are taken on, is a large task, the largest coaling proposition ever accomplished by a Navy crew, as our largest battleships only carry about 2,800 tons of coal and they coal from colliers which are fitted with modern machinery for handling coal cargoes.

Too much credit cannot be given to the crew of the Leviathan. They worked faithfully, earnestly and cheerfully. The men were all young, the probable average age being not more than twenty years. They were clean cut Americans, well behaved and willing and anxious to carry out orders and to whip the Germans.

Seizure of the “Vaterland” by the United States

When the World War broke out the Vaterland, Germany’s largest passenger ship, was at her pier in Hoboken, New Jersey, ready to sail August 1, 1914. A mass meeting was held on this date at Atlantic Garden, Hoboken, by firemen, seamen, oilers and machinists of German ships in Hoboken, to discuss the war. All German ships that were in Hoboken had been ordered not to sail. Being a part of the German Naval Reserve they were subject to the orders of the German Admiralty. The Vaterland had booked 720 first class, 420 second class and 2,500 third class and steerage passengers. The Hamburg-American Line lost more than $500,000 as a result of keeping the Vaterland from sailing on August 1st.

The piers were stormed by angry crowds that had expected to sail and had purchased their tickets. The Hoboken police had much difficulty in handling the disappointed crowds. An extra guard was placed around the ship and at night searchlights and inspectors guarded the giant ship.

Ten thousand German reservists on August 6th, demanded of the German consul that they be sent back to Germany on the Vaterland so that they could join their regiments. There were nine German ships in Hoboken at this time—the Prinzess Irene, Friedrich der Grosse, Vaterland, President Lincoln, Pennsylvania, Barbarossa, Prince Joachim, George Washington and Martha Washington.

Count Von Bernstorff, the German Ambassador, arrived in Hoboken from Germany on the S. S, Noordam, on August 24th, for a brief visit.

The clearing ship for all German officers in this country was the Aeolus. These officers came from all parts of the world. They had secret orders to go aboard that particular ship and stay until all arrangements were made for them to travel aboard outbound steamers. These officers played an important part in the interest and welfare of the Fatherland. This continued until the United States entered the war, when all German ships on this side were seized. The captain of the Aeolus, the chief engineer and the purser were ordered to Philadelphia to take ship to Germany. They ran the English blockade and succeeded in getting home. This captain was given command of a Zeppelin. He made a few successful raids, but was afterwards brought down and killed near London. When news of his death came all the flags on German ships were hoisted at half mast.

On board the Friedrich der Grosse (renamed Huron), the entire personnel were kept busy making bombs. These bombs were carried off the ship in separate parts and assembled at the main factory in Hoboken, which was disguised as a fertilizer plant. This was soon broken up, the men tried and sent to jail.

The officers and men interned had many schemes for making money. A bazaar held at Madison Square Garden, New York, cleared at least $85,000 in a week. Moonlight excursion trips up the Hudson netted more money. This money was supposed to be for the wives, mothers and children of the men, but through the craftiness of a high functionary it was used for his own personal benefit and the upkeep of the German spy system. It was found that he used some of this money also for private speculation.

When news of the sinking of the Lusitania came the German sailors celebrated and German officials made ready to destroy German ships in port at a moment’s notice, for they knew that war with the United States was imminent. But on the morning of April 1st, the Germans were surprised to see one of our destroyers, No. 533, anchored off Pier 2. They thought this a great joke, but on April 5th, the United States officials rounded up German officers and men and sent them to Ellis Island for distribution to Federal prisons.

On this date, United States armed forces seized ninety-one German ships in different ports. The Vaterland was taken over at 4 A. M., on the morning of April 5th. The seizure was made without any trouble or disturbance by the crew and they were marched off and sent to Ellis Island for transfer to Fort Oglethorpe, Ga. The night before the seizure took place, a conference was held on the Vaterland between three representatives of the American Government and the German commanders of the interned vessels. The German commanders were given to understand that there must not be any violence when the ships were taken over. They made no resistance.

The English Navy maintained a steady and vigilant patrol outside the three-mile limit of America.

Description of the Vaterland and General Data

The Vaterland was built at Cuxhaven, Germany, by Blohm and Voss, shipbuilders, of Hamburg, assisted by German naval architects and German army engineers. It was launched in the early part of 1914.

The ship is equipped with 46 Yarrow boilers, German built, and are arranged in four firerooms separated by four watertight bulkheads. 8,731 tons of coal are carried and an average of 700 tons at 17½ knots up to 900 tons at 21½ knots, is burned during twenty-four hours. 5,670 tons of fresh water are carried. This allowed every man aboard, including troops carried later and crew, six gallons per day. Cooking, drinking and water for washing is included in these figures. The ship is divided into fourteen watertight compartments and all doors in the engine room spaces are controlled by compressed air and may be closed from the bridge by a master lever in case of accident or emergency.

The following list of dimensions may also be of interest: The bridge is 87 feet above the water-line. The boat deck is 101 feet above the keel. From the top of the smokestacks to the water-line is 146 feet. Fore and aft diameter of funnels is 29 feet. Athwartships diameter of funnels is 18 feet.

A crew of 1,200 was carried by the Germans and a crew of 2,240 was carried when operated by the United States Navy. This included gun’s crews, additional men for coaling at Brest, and a training complement. The ship is driven by four propellers. The shafts to which these propellers are attached are twenty-one inches in diameter. The propellers have four blades and are without a doubt the largest in existence, being fourteen feet from tip to tip. The shafts are driven by eight Parsons turbines, four in a cruising combination and four in a manœuvering combination.

The ship is equipped with five passenger and six freight elevators, each capable of lifting more than a ton.

The rudder and steering gear are the largest known and the rudder and steering engine are the largest and most powerful installed on any vessel afloat.

Concerning the ground tackle, the data is:

Stem anchor24,000lbs.;chain150fathoms
Starboard, lower22,000””150fathoms
Port, lower22,000””165fathoms
Spare22,000”
Stock or stream anchor7,000”

The ship is equipped with a 36,000 candle power searchlight and when lighted at night may be seen for a distance of forty miles.

A German Account of the Seizure

The following is a translation of a clipping from a German newspaper, the Tageblatt of Wurtemberg, taken from a dead German soldier, by a first-class private of Headquarters Troop, 27th Division, A. E. F.:

It was translated and loaned by him to the ship’s history committee while en route from France to the United States on board the Leviathan.

The soldier while serving as an interpreter and doing intelligence work with the headquarters came upon this clipping in a queer manner on or about August 31, 1918, immediately after Kemmel Hill had been evacuated by the Germans. The lines had formerly been held by the British and had been stationary for about four months until the Twenty-seventh and Thirtieth American divisions were given that sector. After being in the line a short while the Germans evacuated, fearing that the Americans might attack and his Imperial Majesty’s Army had no wish to meet up with some of Uncle Sam’s fire-eaters. While going over the field after the Germans had left, this man came upon a German soldier who had been shot in the head. He evidently had been dead for some weeks. Being a part of his work and duty, he took from the pocket of the dead man a newspaper, expecting to find some information that might prove valuable. He found the following translation which he immediately cut out and saved to show a friend on the Leviathan,

Wie man aus »Vaterland« den »Leviathan« machte.

Als die Amerikaner am 6. April 1917, am Tage der Kriegserklärung, den Dampfer »Vaterland« mit Beschlag belegten und die Besatzung von Bord brachten, fanden sie die Maschinen unbrauchbar gemacht. Es dauerte Monate, bis es ihnen gelang, das Schiff so weit auszubessern, daß es wieder seetüchtig wurde. Das Schiff war auch zu ganz anderen Zwecken bestimmt als der Massenverschiffung von Soldaten und Munition. Um es einigermaßen seiner neuen Bestimmung anzupassen fielen die Amerikaner, lt. Köln. Z., wie die Vandalen mit Äxten und Sägen und Hämmern über den stolzen Bau her und rissen die kostbare Inneneinrichtung mit solcher schmachvollen Rücksichtslosigkeit heraus, daß die prachtvollen Edelhölzer nur noch als Brennholz zu verwerten waren: 20 Eisenbahnwagen wurden mit den Trümmern gefüllt und in Hoboken verkauft. Nur das große Gemälde im Treppenhause wurde herausgenommen und im Hotel Baltimore aufgehängt. Von den erhofften 12000 oder gar 15000 Soldaten war kaum die Hälfte unterzubringen, wie überhaupt die gestohlenen Personendampfer der beiden deutschen Linien nicht die Fassungskraft aufwiesen, die man ihnen zugeschrieben hatte. Mit den 16 deutschen Schiffen waren im ganzen nur rund 28000 Mann und 5500 Offiziere auf einmal zu befördern, und die Hoffnungen der Amerikaner erfuhren infolgedessen eine empfindliche Enttäuschung. Die geraubte deutsche Flotte ist schon recht erheblich gelichtet worden, denn unter den 40 versenkten Truppenschiffen der Amerikaner befanden sich sicherlich verschiedene deutsche. Mindestens wissen wir aus amerikanischen Quellen, daß der »Präsident Lincoln« am 31. Mai einem deutschen Torpedo zum Opfer fiel, und nun ist die »Vaterland« gefolgt. »Präsident Lincoln« war eines der vier Schiffe, denen die Räuber den ursprünglichen Namen belassen hatten: die andern drei sind der »George Washington«, der »Präsident Grant« und die »Pennsylvania«. Die »Vaterland« dagegen wurde in »Leviathan« umgetauft, die »Kronprinzessin Cecilie« in »Mont Vernon«, der »Kaiser Wilhelm II.« in »Agamemnon« und der »Amerika« in »America«.

How the “Vaterland” Was Made Into the “Leviathan”

On the Declaration of War, April 6, 1917, the American robbers seized the steamer Vaterland along with others of the German merchant fleet that was interned in the United States. The crew and most all the ship’s equipment have been taken off. However, they found the machinery unfit for use and it took them months to repair it and get the ship in a seaworthy condition. The big ship was never built to carry troops and ammunition, and to make it fit for such uses the thieves tore out all of our beautiful art and all of the fine woodwork, regardless of all feeling. Twenty freight cars full of wood and furnishings were taken from the ship and loaded in Hoboken to be burned. Only one great painting was accounted for. This was located above C deck at No. 1 stairway, and it now hangs in the Hotel —— in New York. They hope to accommodate 12,000 or 15,000 troops. This they will never be able to do, not even half that amount. On the sixteen stolen ships there was only room for 28,000 men and 5,500 officers, so the Americans will have to change their hopes.

The stolen German fleet has been greatly reduced, for surely of the forty troopships that have been sunk there must have been some of ours amongst them. Nevertheless, we know through American sources that the President Lincoln fell to the mercy of a German torpedo on May 31st. The President Lincoln was one of the four sister ships seized by the robbers. The other three were the George Washington, President Grant, and the Pennsylvania. Some names have been changed to the following: The Vaterland to the Leviathan, the Kronprinzessin Cecilie to the Mount Vernon, the Kaiser Wilhelm II to the Agamemnon and the Amerika to the America.

The Vaterland lay at Hoboken with her German complement of officers and men intact and protected by the splendid neutrality of the American Government. To the date of the declaration of war, April 6, 1917 (Good Friday, 1.13 P. M.), the huge ship aided the German Red Cross by a series of social entertainments on board given under the auspices of ship’s officers. A great number of prominent people attended these fetes.

Upper—Engine Operation Board.

Center—B Deck Promenade.

Lower—Alongside Pier 4.

Upper Left—Looking Aft from the Bridge.

Upper Right—Paravane.

Lower Left—The Stem Anchor.

Lower Right—The Fog Bell.

Early in April, 1917, the ship was taken over by the United States Customs Officials. The customs officials inspected her and put aboard guards which were later replaced by several civilian employees of the U. S. Customs. The guard was increased later to about sixty men from the Police Reserve from the 37th Precinct, New York City.

Damage Done to Ship Before Seizure

The lower decks were found to be in a filthy and unsanitary condition, only the upper decks, open to inspection, were found clean and inviting. The ship’s furnishings in the staterooms and public assembly rooms were magnificent and showed a high degree of taste and art. The paintings of different notables, Bismarck, Lincoln, Washington, Roosevelt, etc., were later removed. In the engine room, fire room and dynamo space, much deterioration had taken place.

The vast accumulation of ship’s stores and provisions, the high class wines, the magnificent table linens and china and glass ware and about $150,000 worth of silver ware were taken off the ship and placed on the pier for further disposition. Much of the medical supplies and provisions as well as different furnishings from the staterooms were found to be missing. It is said that these were taken by the German personnel before the ship was taken over by the American authorities. The latter destroyed some of the medical stores found on board fearing that drugs and medicines might have been tampered with and poisonous drugs compounded with non-poisonous and placed in chests bearing false labels.

A marine construction company sent down divers to do necessary work scraping the bottom and to locate the propellers. Owing to the destruction or disappearance of all blue prints as to the location of the various propellers, it was a matter of some delay. These blue prints were later found in the Hamburg-American Line’s office and some of them proved inaccurate. United States Secret Service Agents raided the Hamburg-American’s office on Broadway, New York City and discovered them with other secret diplomatic correspondence showing the machinations of Germany in Mexico and South America. In the hull of the ship many articles of German handiwork and craftsmanlike skill were found, such as small toys, probably carved by the crew for sale among the visitors to the ship in order to obtain some spending money.

The crew of the Vaterland numbered 1,200 during her transatlantic voyages. But at the time of her seizure they numbered only about 300 as a large number of the crew, in order to make a livelihood, left the ship and established themselves in different positions in hotels and restaurants of nearby cities and upon other ships.

When the United States Customs Officials took charge, at 4 A. M., April 6th, they searched everybody who came aboard thereafter and detected a number of men having articles of destruction. Several attempts to smuggle small bombs and explosives into the coal chutes from the coal barges alongside were frustrated by the guards. When the Navy took over coaling the ship, a more vigilant guard was maintained. The guards had orders to keep off all unauthorized boats at a distance of 100 yards. There was much reason for this strict order. The United States Customs Officials turned over the Vaterland to the United States Shipping Board. Among the shipping board employees was a number of hardy Filipino and Hawaiian firemen, very sturdy and enthusiastic about their work. They were presumably from merchant ships in or about the harbor and they gladly offered their services in behalf of their adopted country. “Africans” was a favorite sport with them.

During the hot spell of July, 1917, several of the Filipino firemen were affected by the intense heat and were removed to the hospital for observation. All employees on the ship had their identification cards with their photograph attached. Hoboken was a hotbed of pro-Germanism and our officials could not be too careful.

Upper—Leaving New York.

Center—In Mid-ocean.

Lower—Entering New York Harbor with 27th Division.

At 10 A. M., July 25, 1917, the American flag was hoisted under the orders of the Navy Department. This interesting ceremony, which meant so much to the oppressed peoples of the world, was witnessed by only a few men. The first draft of seventy-one firemen came aboard later in the day. The main dining room was converted into a mess hall for the troops, and the beautiful swimming pool of Pompeiian decoration was turned into a baggage room. The after baggage room was turned into a brig (or ship’s prison), and a powder magazine.

The first entry in the official log of the former German ship Vaterland follows:

8 A. M. to Meridian

At 10 A. M., July 25, 1917, the U. S. S. Vaterland was placed in commission by Captain J. W. Oman, U. S. N., in accordance with letter C-467-4 from the Commandant of the Navy Yard, New York.

The watch was set. The following officers were attached to this ship:

Captain J. W. Oman, U. S. N.; Ensign A. H. Bateman, U. S. N.; Assistant Paymaster L. B. Foster, U. S. N. R. F.; Assistant Paymaster H. B. Judkins, U. S. N. R. F. Fifty-five (55) workmen were on board, work going on in the engineering department and on deck under the direction of the shipping board and customs officials. Divers cleaning bottom.

(Signed) Fred K. Harper, Lt. (j. g.) U.S.N.R.F.

During this period work was progressing steadily under the direction of the different heads of the departments and there is nothing of special interest to relate.

A carrier pigeon, w-7463, fluttered through the air and dropped dead on C deck.

One fireman was court-martialed for using profanity, thus showing the quick application of Navy discipline.

Named “Leviathan”

On September 6th the name of the German ship Vaterland was changed by order of the Secretary of the Navy, without ceremony, to the U. S. S. Leviathan, meaning monster of the deep and mentioned in the Book of Job in the Old Testament.

Small fire on board, September 23, 3.50 A. M., “F” Deck, aft.