Improvement of roads and water supply.
Favored by a continuance of fine weather, preparations for a fresh advance against the Turkish positions west and south of Jerusalem proceeded rapidly. Existing roads and tracks were improved and new ones constructed to enable heavy and field artillery to be placed in position and ammunition and supplies brought up. The water supply was also developed.
Advances of British troops.
The date for the attack was fixed as December 8. Welsh troops, with a Cavalry regiment attached, had advanced from their positions north of Beersheba up the Hebron-Jerusalem road on the 4th. No opposition was met, and by the evening of the 6th the head of this column was ten miles north of Hebron. The Infantry were directed to reach the Bethlehem-Beit Jala area by the 7th, and the line Surbahir-Sherafat (about three miles south of Jerusalem) by dawn on the 8th, and notroops were to enter Jerusalem during this operation.
It was recognized that the troops on the extreme right might be delayed on the 7th and fail to reach the positions assigned to them by dawn on the 8th. Arrangements were therefore made to protect the right flank west of Jerusalem, in case such delay occurred.
Three days of rain make roads almost impassable.
On the 7th the weather broke, and for three days rain was almost continuous. The hills were covered with mist at frequent intervals, rendering observation from the air and visual signalling impossible. A more serious effect of the rain was to jeopardize the supply arrangements by rendering the roads almost impassable—quite impassable, indeed, for mechanical transport and camels in many places.
Artillery support difficult.
The troops moved into positions of assembly by night, and, assaulting at dawn on the 8th, soon carried their first objectives. They then pressed steadily forward. The mere physical difficulty of climbing the steep and rocky hillsides and crossing the deep valleys would have sufficed to render progress slow, and the opposition encountered was considerable. Artillery support was soon difficult, owing to the length of the advance and the difficulty of moving guns forward. But by about noon London troops had already advanced over two miles, and were swinging north-east to gain the Nablus-Jerusalem road; while the Yeomanry had captured the Beit Iksa spur, and were preparing for a further advance.
Enemydefenceswest of Jerusalem captured.
As the right column had been delayed and was still some distance south of Jerusalem, it was necessary for the London troops to throw back their right and form a defensive flank facing east towards Jerusalem, from the western outskirts of which considerable rifle and artillery fire was being experienced. This delayed the advance, and early in the afternoon itwas decided to consolidate the line gained and resume the advance next day, when the right column would be in a position to exert its pressure. By nightfall our line ran from Neby Samwil to the east of Beit Iksa, through Lifta to a point about one and one-half miles west of Jerusalem, whence it was thrown back facing east. All the enemy's prepared defences west and north-west of Jerusalem had been captured, and our troops were within a short distance of the Nablus-Jerusalem road.
Operations isolate Jerusalem.
Next morning the advance was resumed. The Turks had withdrawn during the night, and the London troops and Yeomanry, driving back rearguards, occupied a line across the Nablus-Jerusalem road four miles north of Jerusalem, while Welsh troops occupied a position east of Jerusalem across the Jericho road. These operations isolated Jerusalem, and at about noon the enemy sent out aparlementaireand surrendered the city.
At noon on the 11th I made my official entry into Jerusalem.
There were many encounters between American ships and German submarines in the months of 1917, following the Declaration of War. Official accounts of the most important of these encounters are given in the following pages.
The destroyerCassinsights a submarine.
On October 15, 1917, the U. S. destroyerCassinwas patrolling off the south coast of Ireland; when about 20 miles south of Mine Head, at 1.30 p. m., a submarine was sighted by the lookout aloft four or five miles away, about two points on the port bow. The submarine at this time was awash and was made out by officers of the watch and the quartermaster of the watch, but three minutes later submerged.
TheCassin, which was making 15 knots, continued on its course until near the position where the submarine had disappeared. When last seen the submarine was heading in a south-easterly direction, and when the destroyer reached the point of disappearance the course was changed, as it was thought the vessel would make a decided change of course after submerging. At this time the commanding officer, the executive officer, engineer officer, officer of the watch, and the junior watch officer were all on the bridge searching for the submarine.
Torpedo sighted running at high speed.
Torpedo strikes destroyer and depth charges also explode.
At about 1.57 p. m. the commanding officer sighted a torpedo apparently shortly after it had been fired, running near the surface and in a direction that was estimated would make a hit either in the engine or fire room. When first seen the torpedo was between three or four hundred yards from the ship, and the wake could be followed on the other side for about 400 yards. The torpedo was running athigh speed, at least 35 knots. TheCassinwas maneuvering to dodge the torpedo, double emergency full speed ahead having been signaled from the engine room and the rudder put hard left as soon as the torpedo was sighted. It looked for the moment as though the torpedo would pass astern. When about fifteen or twenty feet away the torpedo porpoised, completely leaving the water and shearing to the left. Before again taking the water the torpedo hit the ship well aft on the port side about frame 163 and above the water line. Almost immediately after the explosion of the torpedo the depth charges, located on the stern and ready for firing, exploded. There were two distinct explosions in quick succession after the torpedo hit.
Ingram's sacrifice saves his comrades.
But one life was lost. Osmond K. Ingram, gunner's mate first class, was cleaning the muzzle of No. 4 gun, target practice being just over when the attack occurred. With rare presence of mind, realizing that the torpedo was about to strike the part of the ship where the depth charges were stored and that the setting off of these explosives might sink the ship, Ingram, immediately seeing the danger, ran aft to strip these charges and throw them overboard. He was blown to pieces when the torpedo struck. Thus Ingram sacrificed his life in performing a duty which he believed would save his ship and the lives of the officers and men on board.
Nine members of the crew received minor injuries.
After the ship was hit, the crew was kept at general quarters.
Port engine still workable.
The executive officer and engineer officer inspected the parts of the ship that were damaged, and those adjacent to the damage. It was found that the engine and fire rooms and after magazine were intact and that the enginescould be worked; but that the ship could not be steered, the rudder having been blown off and the stern blown to starboard. The ship continued to turn to starboard in a circle. In an effort to put the ship on a course by the use of the engines, something carried away which put the starboard engine out of commission. The port engine was kept going at slow speed. The ship, being absolutely unmanageable, sometimes turned in a circle and at times held an approximate course for several minutes.
Radio officers improvise temporary wireless.
Immediately after the ship was torpedoed the radio was out of commission. The radio officer and radio electrician chief managed to improvise a temporary auxiliary antenna. The generators were out of commission for a short time after the explosion, the ship being in darkness below.
When this vessel was torpedoed, there was another United States destroyer, name unknown, within signal distance. She had acknowledged our call by searchlight before we were torpedoed. After being torpedoed, an attempt was made to signal her by searchlight, flag, and whistle, and the distress signal was hoisted. Apparently through a misunderstanding she steamed away and was lost sight of.
Another submarine fight.
At about 2.30 p. m., when we were in approximately the same position as when torpedoed, a submarine conning tower was sighted on port beam, distant about 1,500 yards, ship still circling under port engine. Opened fire with No. 2 gun, firing four rounds. Submarine submerged and was not seen again. Two shots came very close to submarine.
American and British vessels stand by.
At 3.50 p. m., U. S. S.Porterstood by. At 4.25 p. m., wreckage which was hanging to stern dropped off. At dark stopped port engine and drifted. At about 9 p. m., H. M. S.Jessamineand H. M. S.Tamariskstood by. H. M. S.Jessaminesignalled she would stand by until morning and then take us in tow. At this time sea was very rough, wind about six or seven and increasing.
Attempts to tow theCassinfail.
H. M. S.Tamariskprepared to take us in tow and made one attempt after another to get a line to us. Finally, about 2.10 a. m., October 16, theTamarisklowered a boat in rough sea and sent grass line by means of which our eight-inch hawser was sent over to her. At about 2.30 a. m.Tamariskstarted towing us to Queenstown, speed about four knots, this vessel towing well on starboard quarter ofTamarisk, due to condition of stern described above. At 3.25 hawser parted.
TheTamarisksucceeds in getting out a line.
Between this time and 10.37 a. m., when a towing line was received from H. M. S.Snowdrop, various attempts were made by theTamariskand two trawlers and a tug to tow theCassin. An eleven-inch towing hawser from theTamariskparted. All ships, except her, lost theCassinduring the night. TheCassinwas drifting rapidly on a lee shore, and had it not been for theTamariskgetting out a line in the early morning, the vessel would have undoubtedly grounded on Hook Point, as it is extremely doubtful if her anchors would have held.
About thirty-five feet of the stern was blown off or completely ruptured. The after living compartments and after storerooms are completely wrecked or gone, and all stores and clothing from these parts of the ship are gone or ruined. About forty-five members of the crew, including the chief petty officers, lost practically everything but the clothes they had on.
At the time of the explosion there were a number of men in the after compartments. How they managed to escape is beyond explanation.
The officers and crew behaved splendidly. There was no excitement. The men went to their stations quietly and remained there all night, except when called away to handle lines.
Efficiency of officers and men.
The work of the executive officer, Lieutenant J. W. McClaran, and of the engineer officer, Lieutenant J. A. Saunders, is deserving of especial commendation. These two officers inspected magazines and spaces below decks and superintended shoring of bulkheads and restaying of masts. Lieutenant (Junior Grade) R. M. Parkinson did excellent work in getting an improvised radio set into commission. W. J. Murphy, chief electrician (radio), and F. R. Fisher, chief machinist's mate, are specifically mentioned in the commanding officer's report for their cool and efficient work.
Twenty-two enlisted men are mentioned by name as conspicuous for their coolness and leadership.
Luck in favor of the submarine.
From the statement of all the officers it is evident that luck favored the submarine. The destroyer probably would have escaped being hit had not the torpedo broached twice and turned decidedly to the left both times—in other words, failed to function properly.
The results of the explosion.
The equivalent of 850 pounds of T. N. T. is estimated to have exploded in and upon theCassin'sfantail; this includes the charges of the torpedo and of both depth mines. No. 4 gun, blown overboard, left the ship to port, although that was the side which the torpedo hit. The gun went over at a point well forward of her mount. The mass of the wreckage, however, went to starboard. Explosion of the depth charges, rather than that of the torpedo outward or in throwback, supposedly effected this. About five seconds elapsed between the torpedo's detonation and those of the mines. They probably went off close together, for accountsvary as to whether there were in all two or three explosions.
The bulkhead buckles.
Of the two after doors, that to port threatened to carry away soon after the seas began to pound in. The main mass of the wreckage which dropped off did so upward of an hour after the explosions. It was at this time that the bulkhead began to buckle and the port door and dogging weaken. It was shored with mattresses under the personal direction of the executive. Up to this time and until the seas began to crumple the bulkhead completely, there was only a few inches of water in the two P. O. compartments; and even when theCassinreached Queenstown, hardly more than three feet. None of the compartments directly under these three on the deck below—handling room, magazine, and oil tanks—were injured at all. The tanks were farthest aft, and were pumped out after docking.
Freaks of flying metal.
One piece of metal entered the wash room and before coming to rest completely circled it without touching a man who was standing in the center of the compartment. Another stray piece tore a six-inch hole in one of the stacks.
The destroyer within signal distance at the time of the attack was the U. S. S.Porter. It is believed that she saw the explosion, at least of the two depth charges, and thinking that theCassinwas attacking a submarine, started off scouting before a signal could be sent and after the radio was out of commission.
TheAlcedo'slast voyage.
Low visibility hides convoy.
At 4 p. m., November 4, 1917, the U. S. S.Alcedoproceeded to sea from Quiberon Bay on escort duty to take convoy through the war zone. Following the northbound convoy for Brest, when north of Belle Ile formation was taken with theAlcedoon the starboard flank. At 5.45 p. m. theAlcedotook departure from Point Poulins Light. Darkness had fallen and owing to a haze visibility was poor, at timesthe convoy not being visible. About 11.30 visibility was such that the convoy was seen on the port bow of theAlcedo, the nearest ship, according to the commanding officer's estimate, being about 1,200 yards distant. Having written his night order, the commanding officer left the bridge and turned in.
The following is his report of the torpedoing:
"Submarine, Captain."
Attempts to avoid the torpedo.
At or about 1.45 a. m., November 5, while sleeping in emergency cabin, immediately under upper bridge, I was awakened by a commotion and immediately received a report from some man unknown, "Submarine, captain." I jumped out of bed and went to the upper bridge, and the officer of the deck, Lieutenant Paul, stated he had sounded "general quarters," had seen submarine on surface about 300 yards on port bow, and submarine had fired a torpedo, which was approaching. I took station on port wing of upper bridge and saw torpedo approaching about 200 feet distant. Lieutenant Paul had put the rudder full right before I arrived on bridge, hoping to avoid the torpedo. The ship answered slowly to her helm, however, and before any other action could be taken the torpedo I saw struck the ship's side immediately under the port forward chain plates, the detonation occurring instantly. I was thrown down and for a few seconds dazed by falling débris and water.
Submarine alarm sounded on siren.
Upon regaining my feet I sounded the submarine alarm on the siren, to call all hands if they had not heard the general alarm gong, and to direct the attention of the convoy and other escorting vessels. Called to the forward guns' crews to see if at stations, but by this time realized that gallant forecastle was practically awash. Theforemasthad fallen, carrying away radio aerial. I called out to abandon ship.
I then left the upper bridge and went intothe chart house to obtain ship's position from the chart, but, as there was no light, could not see. I then went out of the chart house and met the navigator, Lieutenant Leonard, and asked him if he had sent any radio, and he replied "No." I then directed him and accompanied him to the main deck and told him to take charge of cutting away forward dories and life rafts.
I then proceeded along starboard gangway and found a man lying face down in gangway. I stooped and rolled him over and spoke to him, but received no reply and was unable to learn his identity, owing to the darkness. It is my opinion that this man was dead.
Dories and life rafts are cut away.
I then continued to the after end of ship, took station on aftergun platform. I then realized that the ship was filling rapidly and her bulwarks amidships were level with the water. I directed the after dories and life rafts to be cut away and thrown overboard and ordered the men in the immediate vicinity to jump over the side, intending to follow them.
The ship sinks—Captain reaches a whaleboat.
Before I could jump, however, the ship listed heavily to port, plunging by the head, and sunk, carrying me down with the suction. I experienced no difficulty, however, in getting clear, and when I came to the surface I swam a few yards to a life raft, to which were clinging three men. We climbed on board this raft and upon looking around observed Doyle, chief boatswain's mate, and one other man in the whaleboat. We paddled to the whaleboat and embarked from the life raft.
Rescuing men from the water.
The whaleboat was about half full of water, and we immediately started bailing and then to rescue men from wreckage, and quickly filled the whaleboat to more than its maximum capacity, so that no others could be taken aboard. We then picked up two overturned dories which were nested together, separatedthem and righted them, only to find that their sterns had been broken. We then located another nest of dories, which were separated and righted and found to be seaworthy. Transferred some men from the whaleboat into these dories and proceeded to pick up other men from wreckage. During this time cries were heard from two men in the water some distance away who were holding on to wreckage and calling for assistance. It is believed that these men were Ernest M. Harrison, mess attendant, and John Winne, jr., seaman. As soon as the dories were available we proceeded to where they were last seen, but could find no trace of them.
Submarine ofU-27type approaches.
About this time, which was probably an hour after the ship sank, a German submarine approached the scene of torpedoing and lay to near some of the dories and life rafts. She was in the light condition, and from my observation of her I am of the opinion that she was of theU-27-31type. This has been confirmed by having a number of men and officers check the silhouette book. The submarine was probably 100 yards distant from my whaleboat, and I heard no remarks from anyone on the submarine, although I observed three persons standing on top of conning tower. After laying on surface about half an hour the submarine steered off and submerged.
Boats leave scene of disaster.
I then proceeded with the whaleboat and two dories searching through the wreckage to make sure that no survivors were left in the water. No other people being seen, at 4.30 a. m. we started away from the scene of disaster.
TheAlcedowas sunk, as near as I can estimate, 75 miles west true of north end of Belle Ile. The torpedo struck ship at 1.46 by the officer of the deck's watch, and the same watch stopped at 1.54 a. m., November 5, this showing that the ship remained afloat eight minutes.
A French torpedo boat rescues the Captain's party.
The flare of Penmark Light was visible, and I headed for it and ascertained the course by Polaris to be approximately northeast. We rowed until 1.15, when Penmark Lighthouse was sighted. Continued rowing until 5.15 p. m. when Penmark Lighthouse was distant about 2½ miles. We were then picked up by French torpedo boat275, and upon going on board I requested the commanding officer to radio immediately to Brest reporting the fact of torpedoing and that 3 officers and 40 men were proceeding to Brest. The French gave all assistance possible for the comfort of the survivors. We arrived at Brest about 11 p. m. Those requiring medical attention were sent to the hospital and the others were sent off to thePantherto be quartered.
Crews of two other dories safe.
Upon arrival at Brest I was informed that two other dories containing Lieutenant H. R. Leonard, Lieutenant H. A. Peterson, Passed Assistant Surgeon Paul O. M. Andreae, and 25 men had landed at Pen March Point. This was my first intimation that these officers and men had been saved, as they had not been seen by any of my party at the scene of torpedoing.
The destroyerJacob Jonesis torpedoed.
At 4.21 p. m. on December 6, 1917, in latitude 49·23 north, longitude 6·13 west, clear weather, smooth sea, speed 13 knots zigzagging, the U. S. S.Jacob Joneswas struck on the starboard side by a torpedo from an enemy submarine. The ship was one of six of an escorting group which were returning independently from off Brest to Queenstown. All other ships of the group were out of sight ahead.
Attempts to avoid the torpedo.
I was in the chart house and heard some one call out "Torpedo!" I jumped at once to the bridge, and on the way up saw the torpedo about 800 yards from the ship approaching from about one point abaft the starboard beam headed for a point about midships, making aperfectly straight surface run (alternately broaching and submerging to apparently 4 or 5 feet), at an estimated speed of at least 40 knots. No periscope was sighted. When I reached the bridge I found that the officer of the deck had already put the rudder hard left and rung up emergency speed on the engine-room telegraph. The ship had already begun to swing to the left. I personally rang up emergency speed again and then turned to watch the torpedo. The executive officer, Lieutenant Norman Scott, left the chart house just ahead of me, saw the torpedo immediately on getting outside the door, and estimates that the torpedo when he sighted it was 1,000 yards away, approaching from one point, or slightly less, abaft the beam and making exceedingly high speed.
Lieutenant Kalk acts promptly.
After seeing the torpedo and realizing the straight run, line of approach, and high speed it was making, I was convinced that it was impossible to maneuver to avoid it. Lieutenant (Junior Grade) S. F. Kalk was officer of the deck at the time, and I consider that he took correct and especially prompt measures in maneuvering to avoid the torpedo. Lieutenant Kalk was a very able officer, calm and collected in emergency. He had been attached to the ship for about two months and had shown especial aptitude. His action in this emergency entirely justified my confidence in him. I deeply regret to state that he was lost as a result of the torpedoing of the ship, dying of exposure on one of the rafts.
Torpedo strikes fuel-oil tank below water line.
The torpedo broached and jumped clear of the water at a short distance from the ship, submerged about 50 or 60 feet from the ship, and struck approximately three feet below the water line in the fuel-oil tank between the auxiliary room and the after crew space. The ship settled aft immediately after being torpedoedto a point at which the deck just forward of the after deck house was awash, and then more gradually until the deck abreast the engine-room hatch was awash. A man on watch in the engine room, D. R. Carter, oiler, attempted to close the water-tight door between the auxiliary room and the engine room, but was unable to do so against the pressure of water from the auxiliary room.
Effects of the explosion.
The deck over the forward part of the after crew space and over the fuel-oil tank just forward of it was blown clear for a space athwartships of about 20 feet from starboard to port, and the auxiliary room wrecked. The starboard after torpedo tube was blown into the air. No fuel oil ignited and, apparently, no ammunition exploded. The depth charges in the chutes aft were set on ready and exploded after the stern sank. It was impossible to get to them to set them on safe as they were under water. Immediately the ship was torpedoed, Lieutenant J. K. Richards, the gunnery officer, rushed aft to attempt to set the charges on "safe," but was unable to get further aft than the after deck house.
Impossible to use radio.
As soon as the torpedo struck I attempted to send out an "S. O. S." message by radio, but the mainmast was carried away, antennae falling, and all electric power had failed. I then tried to have the gun-sight lighting batteries connected up in an effort to send out a low-power message with them, but it was at once evident that this would not be practicable before the ship sank. There was no other vessel in sight, and it was therefore impossible to get through a distress signal of any kind.
Confidential publications are weighted and thrown overboard.
Immediately after the ship was torpedoed every effort was made to get rafts and boats launched. Also the circular life belts from the bridge and several splinter mats from the outside of the bridge were cut adrift and afterwardsproved very useful in holding men up until they could be got to the rafts. Weighted confidential publications were thrown over the side. There was no time to destroy other confidential matter, but it went down with the ship.
Men jump overboard.
The ship sank about 4.29 p. m. (about eight minutes after being torpedoed). As I saw her settling rapidly, I ran along the deck and ordered everybody I saw to jump overboard. At this time most of those not killed by the explosion had got clear of the ship and were on rafts or wreckage. Some, however, were swimming and a few appeared to be about a ship's length astern of the ship, at some distance from the rafts, probably having jumped overboard very soon after the ship was struck.
The ship sinks stern first. Depth charges explode.
Before the ship sank two shots were fired from No. 4 gun with the hope of attracting attention of some nearby ship. As the ship began sinking I jumped overboard. The ship sank stern first and twisted slowly through nearly 180 degrees as she swung upright. From this nearly vertical position, bow in the air to about the forward funnel, she went straight down. Before the ship reached the vertical position the depth charges exploded, and I believe them to have caused the death of a number of men. They also partially paralyzed, stunned, or dazed a number ofothers, including Lieutenant Kalk and myself and several men, some of whom are still disabled but recovering.
Rafts and boats float.
Immediate efforts were made to get all survivors on the rafts and then get rafts and boats together. Three rafts were launched before the ship sank and one floated off when she sank. The motor dory, hull undamaged but engine out of commission, also floated off, and the punt and wherry also floated clear. The punt was wrecked beyond usefulness, and the wherry was damaged and leaking badly, but was ofconsiderable use in getting men to the rafts. The whaleboat was launched but capsized soon afterwards, having been damaged by the explosion of the depth charges. The motor sailor did not float clear, but went down with the ship.
Submarine appears and picks up one man.
About 15 or 20 minutes after the ship sank the submarine appeared on the surface about two or three miles to the westward of the rafts, and gradually approached until about 800 to 1,000 yards from the ship, where it stopped and was seen to pick up one unidentified man from the water. The submarine then submerged and was not seen again.
The captain's boat steers for the Scillys.
I was picked up by the motor dory and at once began to make arrangements to try to reach the Scillys in that boat in order to get assistance to those on the rafts. All the survivors then in sight were collected and I gave orders to Lieutenant Richards to keep them together. Lieutenant Scott, the navigating officer, had fixed the ship's position a few minutes before the explosion and both he and I knew accurately the course to be steered. I kept Lieutenant Scott to assist me and four men who were in good condition in the boat to man the oars, the engine being out of commission. With the exception of some emergency rations and half a bucket of water, all provisions, including medical kit, were taken from the dory and left on the rafts. There was no apparatus of any kind which could be used for night signaling.
Survivors are picked up.
After a very trying trip during which it was necessary to steer by stars and by the direction of the wind, the dory was picked up about 1 p. m., December 7, by a small patrol vessel about 6 miles south of St. Marys. Commander Randal, R. N. R., Senior Naval Officer, Scilly Isles, informed me that the other survivors had been rescued.
One small raft (which had been separatedfrom the others from the first) was picked up by the S. S.Catalinaat 8 p. m., December 6. After a most trying experience through the night, the remaining survivors were picked up by H. M. S.Camellia, at 8.30 a. m., December 7.
The number lost.
I deeply regret to state that out of a total of 7 officers and 103 men on board at the time of the torpedoing, 2 officers and 64 men died in the performance of duty.
The behavior of officers and men under the exceptionally hard conditions is worthy of the highest praise.
Lieutenant Scott's valuable services.
Lieutenant Norman Scott, executive officer, accomplished a great deal toward getting boats and rafts in the water, turning off steam from the fireroom to the engine room, getting life belts and splinter mats from the bridge into the water, in person firing signal guns, encouraging and assisting the men, and in general doing everything possible in the short time available. He was of invaluable assistance during the trip in the dory.
Calmness and efficiency of other officers.
Lieutenant J. K. Richards was left in charge of all the rafts, and his coolness and cheerfulness under exceedingly hard conditions was highly commendable and undoubtedly served to put heart into the men to stand the strain.
Lieutenant (Junior Grade) S. F. Kalk, during the early part of the evening, but already in a weakened condition, swam from one raft to another in the effort to equalize weight on the rafts. The men who were on the raft with him state, in their own words, that "He was game to the last."
Lieutenant (Junior Grade) N. N. Gates was calm and efficient in the performance of duty.
Men recommended for commendation.
During the night, Charlesworth, C., boatswain's mate first class, removed parts of his own clothing (when all realized that their lives depended on keeping warm) to try to keep alive men more thinly clad than himself. This sacrificeshows his caliber and I recommend that he be commended for his action.
At the risk of almost certain death, Burger, P. J., seaman second class, remained in the motor sailer and endeavored to get it clear for floating from the ship. While he did not succeed in accomplishing this work (which would undoubtedly have saved 20 or 30 lives) I desire to call attention to his sticking to duty until the very last, and recommend him as being most worthy of commendation. He was drawn under the water with the boat, but later came to the surface and was rescued.
Kelly, L. J., chief electrician, and Chase, H. U., quartermaster third class, remained on board until the last, greatly endangering their lives thereby, to cut adrift splinter mats and life preservers. Kelly's stamina and spirit were especially valuable during the motor dory's trip.
Gibson, H. L., chief boatswain's mate, and Meier, E., water tender, were of great assistance to the men on their rafts in advising and cheering them up under most adverse conditions.
The foregoing report is made from my own observations and after questioning all surviving officers and men.
The American naval authorities early recognized that the swift destroyers were the most effective instruments for hunting down German submarines, and the most efficient guardians for the loaded troop and food ships crossing the Atlantic. Life on board one of these swift and powerful boats is described in the following narrative.[1]
FOOTNOTE:[1]Transcriber's Note: This narrative will be found in Vol. III of this series.
[1]Transcriber's Note: This narrative will be found in Vol. III of this series.
[1]Transcriber's Note: This narrative will be found in Vol. III of this series.
Transcriber's Notes:Obvious punctuation errors repaired.Many words were hyphenated or not depending on the article. Examples: battlefield, battle-field; bridgehead, bridge-head; varied forms of cooperate, co-operate, coöperate.The remaining corrections made are indicated by dotted lines under the corrections. Scroll the mouse over the word and the original text willappear.
Obvious punctuation errors repaired.
Many words were hyphenated or not depending on the article. Examples: battlefield, battle-field; bridgehead, bridge-head; varied forms of cooperate, co-operate, coöperate.
The remaining corrections made are indicated by dotted lines under the corrections. Scroll the mouse over the word and the original text willappear.