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Naval War College

Historical Monograph Series

No. 12

The historical monographs in this series are book-length studies of the history

of naval warfare, edited historical documents, conference proceedings, and

bibliographies that are based wholly or in part on source materials in the Historical

Collection of the Naval War College. Financial support for research projects,

conference support, and printing is provided by the Naval War College

Foundation.

The photograph carried on the half-title page is of Captain Joseph K. Taussig, U.S. Navy,

18 May 1918. From The United States Navy in the World War, Official Pictures (Washington,

D.C.: Pictorial Bureau, 1921).

Our cover, a representation of the Return of the Mayflower in oil on canvas by Bernard F. Gribble, details the Wadsworth and the Porter leading a column of U.S. destroyers under

Commander Joseph K. Taussig, U.S. Navy, arriving off Queenstown, Ireland, on 4 May

1917. For the quotation "We Are Ready Now," please see endnote 84. The painting is on

display in the U.S. Naval Academy Museum collection and is a gift of the U.S. Navy

Department. The photo for this cover was kindly provided by Ed Finney Jr. of the Photo

Collection, Curator Branch, Naval Historical Center, Washington, D.C.

Cover designed and prepared by Joan Y. Mikosh-Johnson.
IJae Ouieensfown Patrol, 1917

The Diary of

Commander Joseph Knefler Taussig,

U.S. Navy

Edited by William N. Still, Jr.

Naval War College Press

Newport, Rhode Island

1996
Library of Congress Cataloging-in-Publication Data

Taussig, Joseph K. (Joseph Knefler), 1877-1947.

The Queenstown patrol, 1917 : the diary of commander Joseph

Knefler Taussig, U.S. Navy / edited by William N. Still, Jr. p. cm. —(Naval War College historical monograph series ; no. 12)

Includes bibliographical references.

ISBN 1-884733-07-7

1. Taussig, Joseph K. (Joseph Knefler), 1877-1947—Diaries.

2. World War, 1914-1918—Naval operations, American. 3. Destroyers

(Warships)—United States—History. 4. United States. Navy-

-Biography. 5. World War, 1914-1918—Personal narratives, American.

6. Admirals—United States—Diaries. I. Title. II. Series: U.S.

Naval War College historical monograph series ; no. 12.

D589.U6T38 1996 96-39103

940.4'5973—dc21 CIP

Printed in the United States of America
To the late Paul B. Ryan, Captain, U.S. Navy (Retired)

Contents

Foreword ix

Editor's Note xi

Introduction 1

I The First Month 5

II Escorts and Convoy 35

III Convoying 65

IV Escort Commander 99

V Home 145

Endnotes 181

About the Editor 209

Index of Monograph Series 211

Foreword

It is my pleasure to introduce this addition to our Historical Monograph Series,

selected from the personal papers of Rear Admiral Joseph K. Taussig, which are contained in the Naval Historical Collection Division of our Library. The

collection includes his diaries and journals, fitness and medical reports,

photographs, and miscellaneous items such as certificates, imprints, citations, and

newspaper clippings. Published here is the diary that Taussig kept during his time

in command of the first U.S. destroyers to arrive in the war zone in 1917.

Professor William N. Still, Jr., has chosen to mark a turning point in U.S. naval

history. The diary is more than interesting and colorful information about the

wartime exploits of a distinguished U.S. naval officer, and it is even more than the

"insider's" narrative of an operational challenge amply fulfilled. The entries,

letters, and reports reveal U.S. and Allied naval personnel grappling with the issues

of technological, tactical, and doctrinal innovation; the difficulties of the Navy's

early experiences in combined command, control, communication, and

coordination; the sometimes awkward matching of operational means with

strategic ends; the troubles in mastering both shallow-water and open-ocean

antisubmarine warfare; and even the distressing consequences of friendly fire.

Most importantly, we find in then-Commander Taussig's diary the earliest

glimpses of American naval participation in modern coalition warfare.

At the Naval War College, officers are encouraged to explore the historical

record with an eye for perspectives on contemporary challenges. This monograph

gives that opportunity to a larger audience, who will find the lessons of history

woven into a pleasurable reading experience. Enjoy the seamanship, the

personalities and the humor. Taussig must have been good company.

Rear Admiral, U.S. Navy

President, Naval War College

Editor's Note

World War One is often referred to as a forgotten or neglected war, particularly

American participation in it. In comparison to the American Civil War, World

War Two, or even the Vietnam conflict, this is true; it has generally been ignored

by American historians. The naval side has certainly been neglected. Unlike the

Civil War or World War Two, there are relatively few published accounts by U.S.

naval participants. Yet there is an abundance of unpublished, firsthand, personal

papers relating to naval activities in World War One in repositories scattered

throughout the United States. The "Queenstown Patrol" diary of [then]

Commander Joseph Taussig is one of these previously unpublished manuscripts.

I am indebted to a number of individuals and institutions for their assistance

in preparing this diary for publication. Dr. William Dudley, Charles Bodine, and

various staffmembers ofthe Operational Archives Division at the Naval Historical

Center, Washington, D.C., were most helpful in providing information about

Taussig. The same is true of Dr. Richard von Doenhoff, naval specialist and

archivist, Military Reference Branch, National Archives. The Naval War College

awarded a travel grant for this project, while East Carolina University provided

me with released time to prepare the manuscript. I am grateful to both institutions

for this help.

The manuscript would not have seen the light of day without the enthusiastic

support and assistance of Dr. Evelyn M. Cherpak, Director of the Naval Historical

Collection, Naval War College, Newport, Rhode Island. Dr. Cherpak was

instrumental in having the papers of Joseph Taussig donated to the Naval War

College by the Admiral's family.

I am grateful to Mrs. William A. Sherman, Admiral Taussig's eldest daughter,

for providing me with information about her father and other individuals

mentioned in the diary.

Finally, I cannot overemphasize the help of Ray Ashley, a former graduate

assistant. He spent countless hours researching various ships and other topics

mentioned in the diary. He also entered an early version of the diary, including

notes, into the computer. The final draft was prepared by Mrs. Terry Duncan. To

her I owe my most heartfelt thanks.

It is only appropriate that this volume be dedicated to the memory of Captain

Paul B. Ryan, U.S. Navy (Retired), who died in 1987. Captain Ryan conceived the

idea of publishing Taussig's World War One diary. He considered it important

not only because of the scarcity of personal accounts of naval officers who fought

in that war, but also because Taussig's division of destroyers was the first to arrive

in the war zone after the United States declared war. Captain Ryan was also aware

of the enormous respect that the pre-World War II Navy had for Taussig. Ryan
xii Queenstown Patrol

himself was a junior officer in the late 1930s and wrote how fortunate he was "in

knowing [Taussig] ... as a sage mentor and warmhearted friend.

,, Captain Ryan was not only a naval officer but also a prominent historian.

Between 1969 and 1972 he served as Deputy Director of Naval History in the Navy

Department. After retiring from the Navy, he joined the staff of the Hoover

Institution on War, Revolution and Peace at Stanford University. While there he

wrote a number of articles and collaborated with historian Thomas A. Bailey in

several books.

Captain Ryan died during the time he was editing Taussig's "Queenstown

Patrol" diary. I have made generous use of Captain Ryan's work. Many of his notes

have been incorporated into the published work and cited as "Captain Ryan's

note." His notes on interviews with Mrs. Taussig and other members ofthe family

have been included and appropriately credited. Silent editing was minimal, and

the editor's task was far easier thanks to Captain Ryan's dedicated work on the

diary.

William N. Still, Jr.
Introduction

ON6 APRIL 1917 the United States declared war on Germany and became a participant in World War One. Less than a month later, on 4 May 1917, a

division of destroyers arrived in Queenstown (now Cobh), Ireland, the first

American warships to be deployed in the war zone. The destroyers were

commanded byJoseph K. Taussig, Commander, United States Navy. Taussig kept

a diary for much of his career in the Navy, including his six months in the

Queenstown patrol.

The diary is, first of all, a chronicle of the operations of the destroyers under

his authority. The USS Wadsworth, the ship directly under his command, received

most ofhis attention. He recounts how well the American destroyers fared in their

fight against the submarine enemy during the early months of U.S. belligerency.

He remarks on the weakness inherent in the "area patrol" tactics employed by the

British against submarines when he first arrived in Ireland. The success of

convoying as the most effective method of fighting the submarine is illustrated in

a number of entries in the diary. Also scattered throughout the diary are cryptic

remarks about the war in general, but especially the naval side of it. Taussig comments on his activities on shore; his conferences with Admiral Sir

Lewis Bayly, in charge of antisubmarine operations in the Irish Sea and all

warships (including American) in that command; liberty and recreation; and his

impression of the Irish and Ireland. He gives us detailed pictures of everyday life

in the British Isles during wartime, an aspect of war that is sometimes neglected

by writers, such as the First Sea Lord, Admiral Sir John Jellicoe, playing with his

small children; the senior U.S. naval officer's unhappiness over the habit of too

many American officers hanging out at the Yacht Club bar; Admiral William S. Sims, in command of U.S. naval forces in European waters, drying dishes in a British kitchen; and several clashes between Irish males and U.S. bluejackets.

Taussig at times also briefly characterizes various individuals with whom he comes

in contact. Interspersed in the diary are orders, telegrams, personal letters, and

newspaper clippings. The diary is generally well written, descriptive, and at times

absorbing. It suggests that Taussig was unusually observant, with a writing style

that was terse yet emphasized details. The diary, as with others that he maintained,
2 Queenstown Patrol

would become the basis for articles published in the United States Naval Institute

Proceedings.

Joseph Knefler Taussig was born of American parentage in 1877 in Dresden,

Germany, where his father, who also became a rear admiral in the Navy, was

stationed. His father was Edward David Taussig, a native of St. Louis, Missouri,

and his mother, Ellen Knefler Taussig, was a native of Louisville, Kentucky.

Taussig's father graduated from the Naval Academy in 1867 and retired in 1909,

ten years after his son completed his work at the Academy. Taussig graduated from

high school in Washington, D.C., in 1895 and was appointed to the Naval Academy

that same year. At Annapolis, young Taussig was known primarily as an all-around

athlete: he won first-place medals in the high jump, broad jump, and 200-yard

hurdles; he was a member of the crew, varsity football team, and runner-up for the

wrestling team.

During the Spanish-American War, as a naval cadet, he served on the flagship

USS New York, taking part in the battle of Santiago and in the bombardment of

the forts at the entrance to that harbor. In 1899 and 1900, he was on duty in the

Philippines and in China during the Boxer Rebellion. For conspicuous conduct

in battle near Tientsin, he was highly commended and advanced four numbers in

seniority. During that campaign he was seriously wounded.

Taussig was commissioned an ensign on 28 January 1901, having completed

the two years at sea as a midshipman that was then required by law before

commissioning. Following various assignments in the Asiatic and Atlantic fleets,

Taussig was appointed to command the destroyer USS Ammen in July 1911. While

at Norfolk that year, Taussig, by then a lieutenant commander, married Miss Lulie

Johnston of that city. Three children were born of the union, Emily (1913),

Margaret Stewart (1918), and Joseph, Jr. (1920).

In April 1912 Taussig was posted to the Navy Department's Bureau of

Navigation (which controlled naval personnel until the Bureau of Personnel was

created). Three years later he was at Bath, Maine, as the prospective commanding

officer of the new destroyer Wadsworth, with additional duty as Commander,

Division Six, Destroyer Force, Atlantic Fleet. The ship was formally

commissioned at the Boston Navy Yard on 23 July 1915. In July 1916 he was

ordered to the command of Division Eight, retaining command of the Wadsworth,

which flew his pennant. On 25 May 1917 Taussig received notification of his

commission as commander, dating back to 29 August 1916.

Division Eight under Taussig's command was the first U.S. naval force sent

abroad during World War One. In November 1917 he returned home to bring the

USS Little (DD 79) into commission. In April 1918, in command of the Little, he

returned to the war zone. For five months the Little operated with U.S. naval forces

in French waters, patrolling the Bay of Biscay and convoying ships in and out of

French ports.
Introduction 3

Promoted to captain, Taussig was ordered back to the United States in August

o as head of the Division of Enlisted Personnel in the Bureau of Navigation. While

in this position he became involved in a bitter controversy with the Assistant

Secretary of the Navy, Franklin D. Roosevelt, over the latter's policy of returning

rehabilitated convicted sailors to service in the fleet. This incident undoubtedly

affected Taussig's advancement in the Navy after Roosevelt became president.

Nevertheless, in the post-World War One years, Taussig's distinguished career guaranteed that he would receive choice assignments. First came a year at the

Naval War College, where his performance as a student prompted his superiors to

retain him as an instructor. Then followed command of the USS Great Northern

(AG-9) and USS Cleveland (C-19) as well as a tour as Assistant Chief of Staff, U.S.

Fleet. In 1923 he returned to the Naval War College as a member of the faculty.

During the next ten years, Taussig commanded a cruiser—the USS Trenton

(CL-1 1) and a battleship—the USS Maryland (BB-46) and served as Chief of Staff

to the Commander in Chief, U.S. Fleet. In 1932 he was promoted to the rank of

rear admiral and ordered to the Navy Department as Assistant Chief of Naval

Operations, a post comparable today to that of Vice Chief.

Taussig served as Assistant Chief under Admiral William H. Standley, Chief

ofNaval Operations (CNO), from May 1933 until June 1936. It was widely believed

in the Navy that Taussig was being groomed for CNO, but the coming to power of

Franklin D. Roosevelt in 1933 ended this possibility. Taussig later wrote, "When

I returned to Washington on duty as Assistant Chief of Naval Operations in 1933,

Mr. [Louis] Howe informed the Secretary of the Navy that I was persona non grata

with the President and requested that I not be allowed to remain on duty in

Washington. This did not satisfy the Secretary or me, so I personally put it up to

the President as to whether or not I was persona non grata and he said everything

was all right." Nonetheless, Taussig did not receive a high command.

His final years at sea began in 1936 when he became commander of Battleship

Division Three (USS Mississippi, USS New Mexico, and USS Idaho). A year later he

raised his flag on the USS Chicago as Commander, Cruisers, Scouting Force. In

May 1938 he became Commandant, Fifth Naval District, Norfolk, Virginia, and

Commander, Naval Operating Base, Norfolk. While in this command Taussig

became embroiled in a controversy that resurrected his differences with Roosevelt.

In April 1940, Senator David Walsh requested the Admiral to testify before the

Senate Naval Affairs Committee concerning expansion of the fleet. Taussig, who

had received permission from Admiral Harold Stark, Chief of Naval Operations,

spoke bluntly of the inevitability of war with Japan, that it would be primarily a naval war, hence the need to significantly expand the Navy. His remarks made

headlines; even The New York Times carried the story on page 1. Although Taussig

had informed the committee that he was speaking for himself, his testimony

angered Admiral Stark, Secretary of State Cordell Hull, and of course, Roosevelt.
4 Queenstown Patrol

The president, in a telephone conversation with the CNO, said that "he was a little

tired ofJoe anyway because he had been saying a lot of loose things all around for

the last two or three years" and wanted him relieved of his command. Stark,

however, was able to convince Roosevelt that it would not be wise; instead, Taussig

12

received an official letter of reprimand.

Taussig, who insisted to a close relative that "a reprimand of this nature does

me no harm whatever," was more than likely correct if for no other reason than

he would reach the mandatory retirement age of sixty-four the following year.

He retired on 1 September 1941. On 22 October 1941 he was advanced to the rank

of vice admiral and would have remained retired from the Navy except for U.S.

entry into World War Two.

Taussig returned to duty in 1943 and was assigned to the Procurement and

Review Board, the Naval Clemency and Prison Inspection Board, and the Naval

Discipline Policy Review Board. He continued active duty with the Office of the

Secretary of the Navy until mid-1947. In ill health, he retired a second time, and

he died on 29 October 1947.

Taussig has been described as "outspoken," "blunt," "gutty," "caustic," and "a

fighter." The columnist David Lawrence compared him to General Billy Mitchell.

Yet his son characterized him as calm and rational. "My father was a very gentle

person," Joseph Taussig said. "He never raised his voice. He never used foul

language." He was a "wonderfully immoderate moderate personality." He was

not an intellectual, according to his eldest daughter Emily, but practical and very

sharp. Captain E.R.G.R. Evans (later Admiral Lord Mountevans), a famous British

naval officer who was assigned as liaison with Taussig's destroyers, wrote in his

book Keeping the Seas that "Taussig was full ofbrains and go, and I was very much

impressed with him." Rear Admiral Frederic S. Withington believed that Taussig

"had the best mind among the senior officers" in the pre-World War Two Navy,

"and he was sorely missed when the war came upon us." Taussig may not have

been "academically oriented," but he knew the Navy. He was a keen analyst of

naval matters, writing some forty-five articles for the U.S. Naval Institute

Proceedings between 1922 and 1947.

Although his exploits in World War One made him a well-known figure, it was

Vice Admiral Taussig's exceptional ability as a naval officer that earned him the

respect of the Navy between the wars. As Captain Ryan wrote, "he was a splendid

example for the junior officers of his fleet commands."
I

Tke First Montk

Friday

April 6, 1917

USS Wadsworth

Base 2

York River, Virginia

At 7:00 p.m. today, the Pennsylvania, flagship of the Atlantic Fleet, sent the

following signal to all vessels present at Base 2 (York River, Va.):

Mobilize for war in accordance with department confidential mobilization plan of

March 21. Particular attention invited paragraphs 6 and 8. This signal, of course, was the announcement to the Fleet that war had been

declared. It has looked for a long time as if it would be impossible for the United

States to refrain from taking part in the war so long as Germany insisted on

carrying out her policy ofunrestrained submarine warfare. So it was not surprising

to the larger part of the personnel of the Fleet that the declaration has at last been

made. In fact, the Fleet has been on a war footing, more or less, ever since

diplomatic relations were severed in February. While in Cuban waters during

February and March, the Fleet was guarded by destroyer pickets and patrols, and

by picket launches. All movements were made in screen formation, and the Fleet

came north by an untraveled route with a destroyer screen, and ships darkened at

night.

The present base, inside the York River, is protected by a net screen across the

18 river, picket launches on duty, and by the Baltimore and two destroyers guarding

the gate through the net.
6 Queenstown Patrol

Some of the officers have their wives at Yorktown or Gloucester Point, but the

accommodations are very poor and there are not sufficient rooms to go round. I 19

feel fortunate in having the base so near Norfolk where Lulie and Emily are now

living with Lulie's mother and father. If I am not able to see them often, at least I will be able to see them now and then, which will be a great comfort.

We are now wondering what the future has in store for us—how will we

operate—and will the fleet take any real active part in the war? It is the general

impression that the fleet will remain at home and that cruisers and destroyers will

patrol the coast.

20

At present I am in command of the destroyer Wadsworth and Division Eight,

Destroyer Force, Atlantic Fleet. The other vessels of the division and their

21 commanding officers are:

22 23

Conyngham Lt. Comdr. A.W. Johnson

Porter

24

Lt. Comdr. W.K. Wortman25

Tucker26

Lt. Comdr. B.B. Wygant27

Wainwright2* Lt. Comdr. F.H. Poteet

29

Jacob Jones

30

Lt. Comdr. D.W. Bagley31

The vessels are 315 feet long overall and have a 30-foot beam. They carry four

4-inch 50-caliber guns and four twin twenty-one-inch torpedo tubes. The

32

torpedoes have a range of 10,000 yards.

33 My officers on the Wadsworth are: Lieutenant J.H. Everson

Lieut. (J.G.) E.W. Broadbent

Lieut. (J.G.) J.H. Falge

Ensign N.P. Earle

Saturday

April 14 [1917]

New York

During the past week the Wadsworth has been employed as mail vessel for the

Fleet at Base 2. Our general schedule has been to leave York River at 2 p.m., arrive

Hampton Roads at 4 p.m. Leave Hampton Roads the following morning at 9:20

a.m., arrive York River at 1 1 :30 a.m. I was very glad to have this detail, because it gave me the opportunity of seeing Lulie and Emily every night, and it was much

better to keep going than to swing around an anchor off Yorktown. In making the
The First Month 7

mail trip, the Wadsworth carried passengers to and from the Fleet. At different

times we had on board Admiral Mayo, Captain Rodman, Captain Niblack,

Commander O.P. Jackson, Lt. Commander Hyland, Lieut. J.B. Glennon

(returning from a five-day honeymoon), several [of the] reserve officers who were

joining the fleet daily, and many others. It was very interesting to have these

passengers on board and their presence gave some color to an otherwise

34 monotonous routine.

One night Lulie came to Old Point and we stayed at the Chamberlin. It is always

nice to spend a night at this hotel. Lulie and I spent the first night of our

honeymoon at this hostelry.

The other night I went to Norfolk, which had the advantage of my being able

to see Empsie Pemsie. I usually arrived at 502 Pembroke Ave. about her bedtime,

and we had a session with "Mother Goose" before she went to sleep and Lulie and

35

I went down to supper.

Last night at this time I was in Norfolk. Tonight I am writing in New York.

The transition was very swift and very unexpected.

Lulie and I were booted and spurred for the Easter German. We [had] just

opened the door at 9:30 p.m. to get in the auto when the telephone bell rang.

Somebody on long distance wanted to talk to Captain Taussig. I went to the phone

and found Falge on the other end of the line at Old Point. He said, "Captain, this

is Falge; I have bad news for you. We have just received orders to leave at daylight

for New York to fit out for long and distant service. I think we are going abroad."

It came like a thunderbolt to me and I must admit that the thought ofseeing active

service at the front did not prevent me from being very unhappy about leaving my

family.

I told Falge to have a boat at the landing for me at 1 1 : 15 and I went upstairs to

change my clothes and pack my bag. In the meantime, Robert and Abbie, Warren

and Emily were waiting to go to the [Easter] German, but they insisted that the

auto take me to Main and Granby Streets where I told Lulie good-bye and boarded

the 10 p.m. express for Old Point.

On arriving aboard my ship my orders were awaiting. They were brought down

from the Fleet by the Jacob Jones, the vessel that was to relieve the Wadsworth of

38

her duties in connection with the mail.

I copy the orders below:

In reply refer to No.M-51-30

Destroyer Force Atlantic Fleet

U.S.S. Seattle,

29 Flagship

13 April 1917
8 Queenstown Patrol

Confidential

From: Commander Destroyer Force

To: Commanding Officer, U.S.S. Wadsworth

Subject: Movement Orders

1. The Wadsworth is hereby relieved of her present duties in connection with mail.

Proceed at daylight 14 April 1917 to Navy Yard, New York. Dock and expedite all necessary preparations for special service.

2. The Davis, Conyngham,McDougal, and Wainwright are expected to join you at Cape Henry and to proceed on the same duty.

3. Further instructions will be forwarded later. 42

Albert Gleaves

These orders, requiring me to leave at daylight, could only mean that I was

expected to arrive at New York before dark. Otherwise I could have left at any time

during the day and been at the Navy Yard early the following morning. So at 5:30

a.m. the Wadsworth was underway. We left ashore fifteen men ofthe crew who were

not due back from liberty until 8 o'clock.

Near Cape Charles lightship we joined company with the Conyngham, Davis,

McDougal, and Wainwright. By running from 26 to 28 knots, we arrived at the New

York Navy Yard at 6 p.m. It was Saturday night, and of course nobody paid any

attention to us. So, just as I supposed, the great emergency requiring us to sail at daylight was no emergency at all, and it would have been much better had I been

given some discretion in the matter and allowed to remain in Hampton Roads

until my liberty men returned. But it is the way we have in the Navy. Somebody

A 2 somewhere is generally prone to "fly off the handle."

The censorship rules in force at the Navy Yard, New York, are very strict and

have resulted in all the telephone pay stations being removed. Consequently I was

unable to find a phone where I could call up Charles and Mother and Father

to let them know that I was in New York. Some of the Captains and some of my

officers went ashore. Falge of course went to his home where he will see his

daughter for the first time, she having been born while we were in Cuba this winter.

I am ready for bed.

I will have to wait until I find out tomorrow how long we will probably be here,

before I decide what to do about having Lulie come on. I suppose we will be here

several days and am guessing that it will be at least a week. But this life in the Navy

is most generally usually mighty uncertain, so it does not pay for one to make his

plans too far in advance; unless such plans are made for amusement only.
The First Month 9

Sunday

April 15 [1917]

New York

More than one person seems to be engaged in the "fly off the handle business"

so far as this little bunch of destroyers is concerned. This morning I called on the

Commandant, Admiral Usher. He said authority had come from Washington to

dock the McDougal and Davis, but that no word had come about the other four

destroyers [Conyngham, Waimvright, Wadsworth, and Porter]. So the following

procedures took place:

1. Admiral Usher called up Operations on long-distance phone and received

authority to go ahead and dock the other four of us.

2. I made arrangements with the Industrial Manager (Admiral Burd) and

Constructor [George H.] Rock to dock four of us together in the big dry dock

tomorrow morning.

3. I telegraphed Lulie to come to New York.

4. Operations called up Admiral Usher and directed that the Wadsworth,

Conyngham, and Wainwright proceed to Boston immediately as it never was

intended that they go to New York.

5. Admiral Usher informs me that we must leave immediately.

6. I get permission to call up Operations on long-distance telephone. Talk with

Captain V.O. Chase and inform him that arrangements had been to dock us, engines were disabled, that many men were ashore on liberty and that we would

not be able to leave until next morning. I requested to be allowed to remain in

New York in order to save time as two days would be lost by going to Boston.

Was informed that we must go to Boston and that it would be all right to sail

tomorrow morning.

7. Telegraphed Lulie to come to Boston.

8. Informed Admiral Usher that Operations said O.K. to our sailing tomorrow.

There certainly is a lack of communications somewhere. But what can we

expect? Our Navy Department is absolutely unorganized so far as its duty in

connection with carrying on a war is concerned. Evidently things are very much

upset at headquarters. Perhaps someday we will have a real General Staff, but until

that day comes we must continue to expect to be buffeted around in all manner of

48

ways.

Henry Johnston is an Assistant Paymaster in the Naval Reserve and is on duty

in the supply office at the Navy Yard. He took lunch with me today and is very

enthusiastic over his detail. I think he deserves much credit for giving up his much

more lucrative position with W.R. Craig & Co. in order to serve his country in this
10 Queenstown Patrol

manner. It is hoped that Mr. Craig will make up the difference in pay. Katherine

and Dickson are in Norfolk on their annual Easter visit. Lulie and I would have

occupied their apartment had the Wadsworth not been ordered to proceed to

Boston.

This afternoon I boarded the train at Grand Central Station and went to

Bronxville where Mother and Father are staying at the Gramaton Hotel. Found

quite a family gathering there, for in addition to Mother, Father, and Charles,

there were Aunts Clara, Emma, Amanda, and Nan [cousin in St. Louis]. The three

Aunts had come east to attend Marianna's and Graus' [cousins of Taussig]

weddings, and were taking the opportunity for having a spree in New York. Nan

is attending Vassar and was down for the day. The Aunts and Nan left before

supper, so Mother, Father, Charles and I had a happy time together until time for

me to catch the train back to New York. Charles went as far as the Grand Central

Station where we separated, each to go his own way.

It is now midnight and I must go to bed as the ship will leave at 7:30 a.m. and

there will be much piloting to do tomorrow passing through Hell Gate, Long

Island Sound, Buzzards Bay, the Cape Cod Canal, and Boston Harbor. We will

have to make high speed in order to arrive at Boston before dark. I find that the

Conyngham decided to start for Boston this afternoon, so the Wainwright and

Wadsworth will go up together. If it were not for liberty men ashore I would start

at 5:30 instead of 7:30.

Tuesday

April 17 [1917]

Boston

The Wadsworth and Wainwright left New York at 7:30 a.m. yesterday, Monday.

After clearing Executive Rocks we steamed at 27 knots until noon and then at 28

knots. Passed through Cape Cod Canal, this being the sixth time the Wadsworth

has made the passage. Many of the navigational marks had been carried away by

ice during the winter and not yet replaced, so I took a pilot.

Arrived Boston at 6:30 p.m. Just had time to shave and sit down to dinner when

Everson, Falge, and I proceeded to South Station to meet our wives who left New

York on the 3 o'clock train. The train was about three-quarters of an hour late

reaching Boston. We waited impatiently and, finally, when the train pulled in, met

the three ladies on the platform.

Lulie was very tired having had a hard trip on the New York, Philadelphia &

Norfolk Railroad from Norfolk to New York the night before. She went to the

Touraine.
The First Month 1

1

I have received very indefinite instructions from the Navy Department in

regard to the duty to be performed by the division of destroyers. The Captains

assembled and decided on what they thought was necessary for placing their

ships in the best condition for any and every service that might be required.

The Navy Yard authorities decided that it would take ten days to do the work.

The Chief of Operations (Admiral [William S.] Benson) called up the

Commandant on long-distance telephone and told him the destroyers must be

ready to leave immediately on receipt oforders, but did not say when the orders

were coming. So I requested to talk with Admiral Benson over the phone. In

the meantime I went to the ship for luncheon. All the wives except Mrs.

Broadbent were there. I was not in much humor for a party. Did not get to talk

to Admiral Benson today.

The principal things being done on the Wadsworth are docking, Benet-Mercier

guns installed, having lookout tops and deck ammunition bins installed, and

having our radio motor generators moved from crew living spaces to one of the

three firerooms. This latter change gives us berthing space for three more men and

does away with the annoyance to officers and men every time the radio is used.

We are taking steps to get good outfits of rain clothes and boots for the crew. Have also made a requisition for 50 lamb's wool-lined coats. The Navy League is

looking out for us in matters concerning knitted goods, such as sweaters, socks,

mufflers, etc. We are taking on board extra stores and provisions to our capacity.

Also extra ammunitions. Everybody is hustling to get the ship in all respects ready

for long and arduous distant service. It is a strange thing to me that the Department

does not send for me to come to Washington and take me in their confidence so

that we can intelligently go about getting ready for this business. Instead of that

there are all kinds of long-distance telephone calls, the gist of which undoubtedly

leaks out in many ways, with the result that the show of secrecy is more or less a

farce. If I had been sent for and the situation explained, there would be none of

the uncertainty as to what was to be done on my part, or as [to] when we would be

ready to sail on the Department's part. Our doctrine in the flotilla teaches us that

in order to carry out instructions intelligently the commanding officer should

know the reason for the issuing of such instructions. But doctrine has no weight

with the Department, which appears to go along with its eyes only half open.

I wrote a personal letter to the Chief of Bureau of Navigation (Rear Admiral

Leigh Palmer) asking him about a change of the "rookies" recently sent with men

of experience, and asking him to get my commission through if possible before we

sailed. My commission as a Commander is to date from Aug. 29, 1916, and I have

not received it yet.
12 Queenstown Patrol

Friday

April 20 [1917]

Boston

Today I talked with Admiral Benson over the long-distance telephone. The

result ofthe conversation was very unsatisfactory from my point ofview. He would

not name a date on which we must be ready, but said we must sail immediately on

receipt of orders and that we must be ready for any contingency. In other words

get ready, but do not take any time about it. He said that everything we needed

would be attended to in Washington. Of course, after 22 years of naval service I know better than that. I told him that the Navy Yard estimated 10 days work, but

that I would cut it down to seven days. And that was about all there was to it. I have been trying to reason out why we were sent to the Navy Yard if it was not to

have work done. Otherwise we could have left direct from the Fleet and could now

have been halfway across the ocean. I think they are pretty much up in the air in

Washington.

I informed the Commandant that we would sail on the 25th and he sent that

date to Washington.

It is nice that Lulie can be here at this time, but I am sorry that it is

impracticable for Emily to be here also. That little rascal was sound asleep when

I left home a week ago today. I wonder when I will see her again.

The ships have been going ahead with the fitting-out preparations.

Lulie and I have not been very gay. Have seen something ofthe Alfred Johnsons

who are staying at the Touraine, and had dinner with them once. One night we

went to the theater and saw "A Tailor Made Man." It is an exceptionally good

farce, and exceptionally well acted.

Monday

April 23 [1917]

Boston

The only new development until this morning was a telegram yesterday from

the Commandant in Operations (strictly secret and confidential) as follows:

Direct officer No. 324 (J.K. Taussig) Special Service

Division of destroyers be ready to sail immediately urgent. Report as soon as ready

destination English Channel.

To this I sent the following reply:
The First Month 1

3

Will be ready to sail April 25th unless delayed by installation office machines and of

wrecking mines both of which were ordered by Department and not requested by

57 me. Have not received pay accounts.

All ships refueled and took on fresh provisions so as to be ready to sail in case the Department should order us out before we were really ready. I would not be

surprised ifthis were done, as it would seem that the whole result ofthis war, which

has been going on for nearly three years, depends on whether or not six little

destroyers sail from Boston for the English Channel on a certain indefinite date

known to no one—not even those who are issuing the orders. Can you beat it! Commander [Frank H.] Schofield called up from Operations yesterday

afternoon when I was not on board. He talked to Falge and I am glad I was not

there as perhaps I would have said things I might be sorry for. The conversation

was unsatisfactory as such conversations usually are; Commander Schofield said

something about "No excuses would be accepted" if we did not sail when orders

were received, which implied that the Department considers that we are stalling.

I consider the remark nothing else than insulting.

Everson is fortunate in that his wife's home is at Wakefield, close to Boston.

He gets home every night. Broadbent's wife is living in New Bedford, which is

close enough for him to get to frequently. Mrs. Falge is here in Boston until the

ship sails, and Doctor and Mrs. Earle have come from Des Plaines, 111., to see Earle

before we take our departure. Dr. Earle is very enthusiastic about everything in

the Navy and wishes he could enlist! He says he must get in the service some way.

It is too bad that he is not younger so that the country could make use of his

enthusiasm. One morning I found Dr. Earle on board for breakfast. He arose at

6:30 a.m. in order to have this meal on board. He said he had tried our lunches

and dinners and did not want to miss anything, so he came for breakfast.

Friday evening Lulie and I had dinner at the Thorndike Grill as guests of the

Eversons. Saturday the Eversons took us for an automobile ride as far as Marblehead Neck and Salem. We had a hard time finding a suitable place to lunch

and finally wound up at a cheap restaurant in Salem at about three o'clock in the

afternoon.

58 This morning Lieutenant Grady arrived on board for passage to England via

one of the destroyers. I assigned him to the Porter as the Conyngham is to have a doctor and the Wadsworth a paymaster. Grady had instructions to tell me

confidentially that there would probably not be any further orders for me, but that

when the ships were ready for sea we should proceed and then would get orders

by radio. This does not look like a good method of doing things, and I do not think

it will turn out that way. Telegraphed the Department that Special Service

Division would sail 5 p.m. tomorrow.
14 Queenstown Patrol

Tuesday

April 24 [1917]

At Sea

This morning when I returned on board ship I found Lieutenant [Mark L.]

Hersey from the Chiefof Operations office on board with a number ofconfidential

signal books for use with the British and French navies. He was to deliver them

to me in person and when I signed the receipt his duty was completed. Later

Lieutenant Commander [William W.] Galbraith appeared; he was routed out from

dinner last night in Washington and just had time to catch the Federal Express

for Boston. He brought my written orders. It is apparent to me that the

Department did not know until yesterday what our destination was to be, and that

59

even if the ships had been ready sooner we would not have sailed until today.

My announcement that we would sail on the 24th instead of the 25th as contemplated required some quick work in getting our orders to us.

The orders issued are as follows:

In reply refer to No.

Op-10

Navy Department

Office of Naval Operations

Washington

To: Commander, Eight Division, Destroyer Force

Adantic Fleet, U.S.S. Wadsworth, Flagship.

Subject: Orders.

1. Upon the receipt of the envelope containing sealed orders forwarded herewith,

and when your force is in all respects ready for sea, proceed to a position fifty (50)

miles east (true) from Cape Cod, Mass., break the seal and carry out the orders

enclosed therein.

V.O. Chase

Acting

The sealed envelope was delivered to me by Galbraith and I gave him a receipt.

Although I was informed that the force must proceed to sea immediately on

receipt of the orders, still I notice that the orders have the qualifying clause "when

xxx in all respects ready for sea." I wonder what would happen if I should

consider the force not in all respects ready and so inform the Department.
The First Month 1

5

The McDougal and Davis arrived from New York this morning. The force

spent the day in filling with fuel oil to capacity and in taking on fresh provisions

and stores that were arriving at the last minute. We left our ice machines on the

dock as their installation would delay us, and we sailed without our target practice

ammunition, wrecking mines, and pay accounts. Some of our lamb's wool-lined

jackets did not arrive either, but what I regret most is the non-arrival of a large

box of laundry which has been following us from Norfolk.

Lulie, Dr. and Mrs. Earle, Mrs. Everson and Mrs. Falge were on board for

luncheon. I then went to see the Commandant and Captain [Richard H.] Jackson

62

on the Virginia to inform them officially that we were sailing at five o'clock and

to tell them good-bye.

At 4:45 p.m. the Davis shoved off followed by the McDougal, Wainwright,

Conyngham, Wadsworth, and Porter. Lulie and Mrs. Johnson were still on the dock

when we disappeared down the Bay. I think they were very brave to remain to see the last of us. I know they did not intend to do it, but suppose they just did

[it] anyway.

It is a beautiful night. The sea is smooth and we are steaming along at 14 knots.

The formation is in column. It will be after midnight before I can open my sealed

orders. In the meantime we are headed for a point 50 miles east (true) ofCape Cod.

I always have the blues when I leave home for a trip, but I feel more that way

tonight than usual. There is no telling when I will see my family again or what is

in store for us. Then it still sticks that the Department did not treat us right.

Instead ofnagging us and not giving us any information, I feel sure that the proper

procedure in this case would have been for me to be ordered to Washington and

get the situation explained to me confidentially. I feel that the Department kicked

us out rather discourteously instead of saying to us: "You fellows are up against a tough proposition. The Department knows that you will do your best and wishes

you success. Good-bye and good luck." If we had been treated that way I would be

in a much better frame of mind tonight.

Wednesday

April 25 [1917]

At sea At 12:05 a.m. today I opened my sealed orders. Following is a copy:

Op-10

Navy Department

Office of Naval Operations

Washington
16 Queenstown Patrol

Secret and Confidential

To: Commander, Eighth Division, Destroyer Force,

Atlantic Fleet, U.S.S. Wadsworth, Flagship.

Subject: Protection of Commerce near the coast of Great

Britain and France.

1. The British Admiralty have requested the cooperation of a division of

American destroyers in the protection of commerce near the coasts of Great

Britain and France.

2. Your mission is to assist naval operations of Entente Powers in every way

possible.

3. Proceed to Queenstown, Ireland. Report to Senior British Naval Officer

present, and thereafter cooperate fully with the British Navy. Should it be decided

that your force act in cooperation with French Naval Forces your mission and

method of cooperating under French Admiralty authority remain unchanged.

Route to Queenstown.

Boston to Latitude 50 N.-Long. 20 W. to arrive at daybreak thence to Latitude

50 N.-Long. 12 W., thence to Queenstown. When within radio

communication ofthe British Naval Forces offlreland, call "GCK" and inform

the Vice Admiral at Queenstown in British General Code of your position, course and speed. You will be met outside of Queenstown.

4. Base facilities will be furnished by the British Admiralty.

5. Communicate your orders and operations to Rear Admiral Sims at London and be guided by such instructions as he may give you. Make no

reports of arrival to Navy Department direct.

Josephus Daniels

Copy to: C. in C. Atlantic Fleet

Comdr. Destr. Force

CO. Each Vessel of Division.

Wednesday

April 25 [1917]

At sea

I decided to follow generally the east-bound steamer route for this time ofyear.

Of course when Lat. 50 N-Long. 20 W. is reached the instructions given in the
The First Month 1

7

orders will be followed. We have heard much about submarines operating all over the

Adantic, we are always on the lookout for them. Just before sailing3 1 issued an order

to the Division as to procedures in case a submarine is sighted. The order follows:

#3-11

Special Service Division, Destroyer Force

U.S.S. Wadsworth, Flagship

24 April 1917

From: Commander Special Service Division

To: Special Service Division

Subject: Procedures in case of sighting enemy submarine and in case of damage to vessel of this force by mine or torpedo.

1. If submarine is sighted, the vessel sighting it will make six toots on the whistle (in

groups of two), open fire and head for the submarine. The next destroyer astern will

head in the direction of the submarine on parallel course to the other and assist in

the attack. Other vessels will continue on course keeping a lookout for other

submarines. Use radio as per C-in-C printed instructions.

2. In case a destroyer of this force is torpedoed or strikes a mine, other vessels will

not stop but will continue on course and make circle ofwide radius around damaged

vessels until other procedures become desirable. Vessels passing close to a disabled

vessel will throw life preservers if it appears advisable.

J.K. Taussig

We have heard submarines often work in pairs so it is necessary that rescue work

be done continuously or there will be a probability ofanother ship getting torpedoed.

My intention now is to steam in column during the dark hours and in column

of sections during the daylight hours. When weather is good will steam at 14 or

15 knots unless the fuel oil reports show that a slower speed is desirable. The

weather today has been good, the sea smooth. It was necessary to slow down and

stop for three hours in order that the Conyngham examine her circulating pump,

which developed a knock.

Thursday

May 3 [1917]

At sea

The past week has been a most uncomfortable one. For six days we traveled

eastward with half a gale, the wind blowing steadily from SSE, giving us a rough
18 Queenstown Patrol

sea on our starboard beam. We have been steaming at 12 knots, which was sufficient

for the state of the sea, and we have been rolling so much that the mess table has not

been set up since April 25th. We have been holding our plates in our laps.

On April 30 we had to stop for three-and-a-half hours while the Wainwright

opened her main condenser and located and stopped a leak. We had to do the same

thing again this morning. This makes a total of 10 hours that we have been delayed

on account of necessary repairs. It might have been much worse. And the weather

might have been much worse also, for if the wind and the rain had come from

ahead instead of from abeam, we would have had a much more miserable and

uncomfortable time, and we would have had to slow down materially.

We sighted several steamers which undoubtedly will report us sooner or later.

One ship stopped and I thought it possible that she might be a German raider, so hoisted the signal for general quarters.

Day before yesterday while it was quite hazy, the big Adriatic of the White Star

line hove in sight quite close. She started to run away, but when we hoisted our

en colors, she resumed her course and dipped her colors in salute as she passed.

68

Yesterday we were in radio communication with H.M.S. Parthian, which

ship evidently had been sent out to meet us. We exchanged several messages

in regard to position, course and speed, using a special code provided for the

purpose. The Parthian failed to find us before dark so he sent a message that

he would steam same course and speed during night and pick us up at daybreak.

But it was hazy and the visibility poor so she failed to find us. Then we stopped

for the Wainwright to repair [the] condenser. I sent the Porter, Conyngham, [and]

McDougal out five miles to try to find the Parthian, but they were

69

unsuccessful. Later in the day as we were proceeding, the British destroyer

70 Mary Rose fell in with us and remained with us as escort. She hoisted the

international signal "Welcome to the American colors" and the Wadsworth

71

answered: "Thank you, I am glad of your company."

The sea is now smooth and we are proceeding at 15 knots. We should arrive at

Queenstown tomorrow afternoon. I have been wondering if it is generally known

72

there that a division of American destroyers is en route.

Sunday

May 6 [1917]

Queenstown

My time has been so occupied during the past three days it has been impossible

for me until now to record the events. I call them events because it seems that the

authorities and people are making considerable fuss over our arrival.
The First Month 19

To begin with we had a beautiful day on the 4th—the day of our arrival at

Queenstown. The Mary Rose continued with us and led us by the Daunt Rock

lightship where a tug with the official photographer sent from London took

moving pictures ofthe division as we passed. Then we stopped just outside Roche's

Point, and a British naval officer went on board each destroyer to pilot us to our

berths. Lt. Commander [Thomas H.] Robinson, R.N., was my pilot. With him

73

came Commander E.R.G.R. Evans, C.B. R.N., Captain of the British destroyer

7A. leader Broke, who has been assigned by the Admiralty to duty in connection with

the American destroyers; Lt. Commander J.W. Babcock, USN (Admiral Sims'

75

Aide), Paymaster E.C. Tobey, USN, who is over here on special duty, and the

76 American Vice Consul, Mr. Sherman. Babcock and Tobey are old friends ofmine

and of course I was mighty glad to see them. Commander Evans is the hero of a recent destroyer engagement in the English Channel where his ship torpedoed two

German destroyers and rammed and sank another in a night engagement. He

77 handed me a letter from Admiral Sir John Jellicoe, K.C.B., the First Sea Lord of

the Admiralty, and until recently the Commander-in-Chief of the British Grand

Fleet. Admiral Jellicoe and I served together in the Seymour column in China

during the Boxer uprising in 1900, and both of us were wounded at the same time.

He took the trouble to write me the letter in his own hand so I quote it in its

entirety:

Admiralty Whitehall

1-5-17

[1 May 1917]

My dear Taussig.

I still retain very pleasant and vivid recollection of our associations in China and

I am indeed delighted that you should have been selected for the command of the

first force which is coming to fight for freedom, humanity, and civilization: we shall

all have our work cut out to subdue piracy. My experience in China makes me feel perfectly convinced that the two nations will work in the closest cooperation and I won't flatter you by saying too much about the value of your help. I must say this

however, there is no navy in the world that can possibly give us more valuable

assistance, and there is no personnel in any navy that will fight better than yours.

My China experience tells me this.

If only my dear friend McCalla could have seen this day, how glad I would have

been.

I must offer you and all your officers and men the warmest welcome possible in

the name of the British Nation and British Admiralty, and add to it every possible

good wish from myself. May every good fortune attend you and speedy victory be

with us. Yours very sincerely,

J.R. Jellicoe
20 Queenstown Patrol

We proceeded up the harbor, 1,000 yards apart. On the shore were many people

waving, and as we passed Dog's Nose I heard cheers from the Army people on the

78

port. The Wadsworth and Conyngham moored to the oiling jetty, and the others

moored in pairs to buoy off the town. We commenced oiling immediately. Lt.

Commander [Kenneth B.M.] Churchill, R.N., ofVice Admiral [Sir Lewis] Bayly's

staff came on board and placed the barge at our disposal. Captain [Ernest E.] Lacy,

R.N., came on board to offer his services. He is in charge of Haulbowline dock

yard. The Flag Captain, Captain [CD.] Carpendale, also called on board. In the

meantime I had sent a signal to all the division for Captains to report on board as soon as practicable prepared to go ashore to make official calls and to have pictures

taken. In the meantime I glanced through a letter of welcome from Rear Admiral

Sims. He had expected to meet us here but was called to Paris on a special mission.

A note from Vice Admiral Sir Lewis Bayly, K.C.B., who is in command ofthe coast

of Ireland and under whose orders we are to operate, was handed me. It is as follows:

Admiralty House

Queenstown

3.4.17

[3 April 1917]

79

Dear Lieut. Comdr. Taussig

I hope that you and the other fine officers in command of the U.S. destroyers in

your flotilla will come and dine here tonight, Friday, at 7:45 and that you and three

others will remain to sleep here so as to get a good rest after your long journey. Allow

me to welcome you and to thank you for coming.

Yours sincerely

Lewis Bayly

Dine in undress: no speeches.

I sent a signal to the Captain of the Mary Rose thanking him for escorting us to

port and leading us up the harbor. He then sent the following signal:

Captain, Officers and ship's company of H.M.S. Mary Rose are very gratified to have

the honor of being the first to meet you and your squadron.

80 81

It was half past three before Johnson, Wortman, Fairfield, R.F. Zogbaum,

and Poteet all got on board the Wadsworth. Then, piloted by Commander Evans

and Lt. Comdr. Churchill, we started on our rounds of official calls.

I was required to walk over the gangway alone so that the moving picture man

could take my photograph as the Commanding Officer of the first American

Squadron to cooperate with the Allies.

82 We landed at the naval pier where the

American Consul, Mr. Wesley Frost, met us. There were several autos in waiting
The First Month 2 1

and although it was only a short distance to the consulate we rode there. The streets

were full ofcurious people and there seemed to me a great many men for a country

supposed to be at war. I have learned since that the Irish people have generally

held alooffrom any participation in the war and do not consider themselves a party

to it. 83

We went to the Consulate to meet the Lord Mayor of Cork, his staff, and the

leading citizens of Queenstown. They were about a dozen all told and this was

their call on us—it being considered better to have them come to the Consulate

rather than on board ship. The Lord Mayor (Mr. Butterfield), a man of good

presence and apparently genial temperament, made a speech ofwelcome in which

he laid stress on the close relations between the Irish and [the] Americans. He said

that there was not a family in Ireland that was not connected with the United States

by blood ties. When he finished, the leading citizen of Queenstown (Mr. Walter

Callan, Resident Magistrate) made a speech of welcome; and when he finished it was up to me to make a few remarks. Speech making is not an accomplishment of

mine, but I managed to say something, and my fellow captains were kind enough

to say that what I said was all right. As we left the Consulate the movie man was

on the job. I forgot to say he was also ahead ofus at the landing. However, wherever

we went that afternoon the moving picture man was ahead of us. We proceeded to Admiralty House and reported to Vice Admiral Sir Lewis

Bayly, K.C.B., C.V.O. Our stay here was not as long as necessary for us to call on

the Brigadier General commanding the military forces in this neighborhood. So

away we went in the autos and after a ten-minute ride arrived at the general's house,

85 which is beautifully located overlooking the harbor. General St. John (he calls

it Sin Gin) was most cordial. He said my face was familiar to him; and both his

face and manner seemed familiar to me. I probably had met him somewhere—either

in China or in England when I was there with the Fleet in December 1910, or at the Coronation of King George in June 1911. He introduced us to Mrs. St. John,

with whom I chatted for a few minutes, and then we were off. It was time to return

to the ships to get our clothes for the night and return to the Admiralty House for

dinner. However there was time to stop at the Royal Cork Yacht Club for those

who wished to get refreshments. It was now after 7 o'clock, so Johnson, Fairfield,

Zogbaum and I, who were to stay all night at the Admiralty House, went on board

ship and got our equipment. At 7:30 p.m. we assembled at the Yacht Club and

proceeded to the Admiralty House. Admiral Bayly has no family. His niece, a charming young woman (I shall guess to be about age 30), keeps house for him.

86

Her name is Miss Voysey. She was the only woman present at the dinner and

did the honors gracefully and attractively. I had the pleasure of sitting on her right

and next to me was Rear Admiral H.V. Elliott, R.N. (Retired), who is in charge of

the Coast Guard at Queenstown. The others at table besides us American

Commanding Officers were Comdr. Evans, the American Consul, Mr. Frost,
22 Queenstown Patrol

Captain Carpendale, Babcock and Tobey. Admiral Bayly is a prohibitionist, so

87

there was no wine. It was after nine o'clock when we got up from the dinner

table. The evening was mild and it was still daylight. So we went on the verandah

88 and enjoyed the view.

The Admiralty House is beautifully situated on top of the high hill overlooking

the harbor. When it is clear a fine view is obtained of the entire bay and far out to

sea. The Admiral's offices are in the basement, in a wing of the house, and in an

outbuilding. They are extensive, and the staff is busy, as there is an immense

amount of detail work in connection with the patrol of the coast and the steam

ship approaches. But in the residence part ofthe house all seemed quiet and serene,

the only evidence of business being the frequent entry of a noiseless messenger

who handed a wireless telegram to the Admiral and departed. There is a signal

station close by with tower, which overlooks all the shipping, and it is from here

that signals are sent to and received from the men-of-war. The Admiralty grounds

are extensive. Miss Voysey and Admiral Bayly showed us around. The air was

very sweet with flowers in bloom and birds singing. They say the spring is late this

year, but things here are much further advanced than they were in Boston when

we left there. There are many fruit trees just beginning to blossom and the potatoes

and other vegetable plants are well out of the ground. One part of the grounds is

89

put aside for the use of Commanding Officers and their families. Not many of

them have families here, and I regret that mine is not here so I could see them. It was hard to realize that we had completed an uncomfortable ten-day trip across the ocean and were suddenly transplanted to this peaceful place. It seemed like a dream.

It was 11:30 p.m. before we retired. I had a large front room overlooking the

harbor. The moon was shining brightly and I could see far out to sea where the

red light of the Daunt Rock lightship was flashing. We had come up through the

channel there, and only the previous night the German submarines had planted

ten mines only six feet from the surface. This was the first time that mines had

been found so near to the surface although hundreds of them have been swept up

by the mine-sweepers, which are continually at it day and night. The sweepers

picked up these mines before we arrived so we were probably saved from an

accident at the very beginning. There is no doubt but that the Germans knew we

were coming to Queenstown and the approximate time of our arrival in spite of

90

the great show of secrecy made by the Navy Department.

I found that the valet had laid out my pajamas and turned the bed clothes down.

He asked me at what time I wished to be called and would I have tea or coffee and

a hot bath or a cold bath. I told him 8 o'clock, coffee, hot bath, and soon afterwards

was luxuriating in the big double bed.

I was awake before 8 o'clock [Saturday, 5 May 1917], but coffee was brought in

at the time specified. I am not used to drinking coffee before I get up in the morning
The First Month 23

but had no difficulty in accomplishing it. The thing I enjoyed most was the hot

tub bath. We have no bath tub on the Wadsworth—only a shower. And I much

prefer the tub. All my clothes were laid out ready for putting on. In fact everything

was done for me that was not absolutely necessary that I do for myself.

We had breakfast at 9 o'clock. This was served regular English style. That is, all the various dishes are on the side tables and each one helps himself and sits

down to the table. When anything else is wanted, up you get and get it. Very much

like our dairy lunch rooms.

At 9:30 we departed for our ships where we arrived about 10 o'clock. It seemed

to me there was lots I had to do in connection with the ship and the division but

there was no time to do it. It was decided that all ships that could, should strike

91

their topmasts, have depth charges installed, and put ashore all stores, etc., that

were not needed. We have tons of stuff that was put in just before we left and which

would ordinarily have been carried by the parent ship. It was pointed out to us

that we should have our draft as light as possible because a few inches might save us from hitting a mine.

All the Commanding Officers and Commander Evans were on board the

Wadsworth to receive the official call of General St. John at 11:00 a.m. and that of

the American Consul at 11:30 a.m. These calls took up the rest of the forenoon.

Comdr. Evans remained for lunch, and at 1:30 we picked up the Captains and

started for Cork in the Admiral's barge to return the call of the Lord Mayor and

to call on the Major General commanding the forces of Southern Ireland. The ride

up the river is a beautiful one and took forty minutes. Judging from the outside

appearance Ireland has not been affected in any way by the war. The country is green and dotted with cattle. The wharves at Cork were busy and the streets of

Cork crowded. Automobiles met us and took us first to the City Hall where the

Lord Mayor had assembled his staff to receive our return call. This time it was up

to me to open up with the speech making, but my remarks were brief. The Lord

Mayor responded with considerably more of a speech than I made. I understand

that the Irish love speech making! Wine was brought in and the Lord Mayor

proposed the health of the American Naval Officers and I proposed the health of

the Lord Mayor and the city of Cork, after which we departed for the General's

92

house. We were cordially met by Major General Beauchamp Doran, who

commands the Southern District, Ireland. There were about a dozen officers of

his staff present. The General impressed me as a most affable gentleman and

insisted on coming to Queenstown the next day to return our call in person,

although I told him it was not at all necessary. He said he would come at three

o'clock in the afternoon if that were convenient, and I told him it was perfectly

satisfactory, although it wasn't. I would much prefer that he had named a morning

hour.
24 Queenstown Patrol

Johnson and Zogbaum returned by rail to Queenstown with the American

Consul, as Mrs. Frost was expecting them to tea at 4:30. The rest of us went to the

city club where we remained about half an hour. One of the automobiles placed at

our disposal belongs to an American, Mr. Brown, who is the architect for the big

Ford tractor plant that is to be erected on the site of the race course near Cork. Mr.

Brown has been very nice to us and invited us to his place at anytime. Another

94 gentleman was a Mr. Peily, who, I understand, is a banker. These gentlemen

wanted us to remain for dinner and then go to the theater. Wortman, Fairfield,

and Poteet accepted, but I pleaded having too much to do, so Evans, Babcock, and

I returned to Queenstown in the barge. I arrived on board ship just in time for

dinner.

Although I felt that there were letters I ought to write and official paper work

that should be attended to, I was too restless to sit at my desk; so after dinner I got

hold ofJohnson and we went to the Queens Hotel to call on Commander and Mrs.

Evans, and Paymaster and Mrs. Tobey. We were fortunate in finding them in.

Evans had just received a telegram congratulating him on his promotion to

Captain and the award of the D.S.O. He is only 36 years old and has had a varied

and interesting career, which has resulted in his receiving many decorations from

various sources. He was second in command of the Scott Antarctic Expedition to

the South Pole, and afterwards made an extensive lecture tour in the United States.

He was engaged in this when the war broke out, and he returned to England

95 immediately. Evans is a man of medium height, strongly built, and has a nice

frank face with a pleasing smile. He is full of"pep" and impresses one as thoroughly

knowing his job, as having a large amount of common sense, and possessing to a rare degree that most important quality ofbeing able to distinguish between what

is important and what is not important. Mrs. Evans is a Norwegian—of the pretty

type. Blond and a good figure—she smokes cigarettes charmingly.

It was late when Johnson and I returned to our ship. I was restless during the

night—dreaming about submarines, Lord mayors, Admirals, etc. This morning—Sunday [6 May 1917]—I wrote letters and attended to my mail

until 11 o'clock when Captain Carpendale came on board to make the Vice

Admiral's official return call. Then all Captains went to the Admiralty House

where Admiral Bayly gave us a talk in regard to the kind of duty we were to

perform, and general advice as to how to meet certain conditions. He said in

substance that the problem before us was a serious one; that as soon as we pass

beyond the defense of the harbor we face death until we return; there we must

presume that a submarine is always watching us, and that although we may go for

days without seeing a submarine or anything suspicious, we must not relax for an

instant or we might lose our opportunity to destroy a submarine, or it may give

the submarine a chance to fire a torpedo into us; the intention was to send us out

for periods of six days and then come in for two days rest; about once a month we
The First Month 25

would have five days for boiler cleaning; stationary periscopes may be decoy

mines; do not ram them but shell them; in picking up survivors of ships sunk

beware of stopping until thoroughly convinced that no submarine is about; we

must not risk the lives of our crews in order to save a few others; the submarines

used to sail away after torpedoing a vessel, but now they usually remain in the

vicinity to loot the vessels if conditions are favorable; if we see a ship struck, go

after the submarine and let the rescue work wait. Our duty is: first, to destroy

enemy submarines; second, to convoy and protect shipping; third, to save lives if

we can. To miss an opportunity to sink a submarine means that he [the

submarine] remains to sink other peaceful vessels and destroy more lives; do not

try to tow large vessels; do not turn on searchlights; do not allow any lights

whatever at night, nor matches to be struck; our speed will depend on wind and

sea; never make less than 13 knots; always zigzag or the submarine will plot your

position; submarines usually get between the sun and target; if approaching a torpedoed vessel do so with the sun astern; on patrol do not patrol regularly from

one end of the line to the other, but proceed irregularly so the submarine cannot

establish the ship's position; make signals short; do not repeat the names of

vessels; watch fishing vessels as they may be submarines in disguise; submarines

frequently disguise themselves, using masts, and sails and funnels; if a conning

tower is shot away it does not necessarily mean that the submarine is destroyed;

depth charges are not always fatal; it is necessary to get close to the submarine to

destroy it. There were numerous other points which I do not now recall, but which

I think made sufficient impression to be useful. Admiral Bayly is a man of few

words and much action. He wants results and it is results which count with him.

He is said to be a task master but withal quite reasonable. I think all of us will be

97

able to get along with him without any difficulty or friction.

This afternoon General Doran and staff called. As soon as they left I gathered

up Wortman, Poteet, and Fairfield, and we went ashore for tea with Mrs. Frost,

the American consul's wife. Mr. Frost met us at the landing and had jaunting carts

ready to take us to his house. I had never before ridden in a jaunting cart, and must

say that I did not find it any too comfortable. On the way we picked up Captain

and Mrs. Evans, who were walking. The tea was very nice, there being a few other

guests—among them Mr. and Mrs. Brown. Mrs. Frost has a little two-year-old

daughter who came in with a wee little dolly and showed us how the doll was put

to sleep.

I was glad to get back to the ship, have dinner quietly on board, and to spend

the evening in my room. I think tomorrow I will devote to ship's work if it is

possible. I have two engagements, however. At ten o'clock the Captains, Executives

and Gunnery Officers will assemble on here and Captain Evans will tell us his

experience while performing three years of patrol duty. In the evening all the

Captains will dine with Captain and Mrs. Evans at the Queen's Hotel. I wanted to
26 Queenstown Patrol

have Mrs. Evans come on board the Wadsworth, but at present no civilians or women are allowed on board. This is the rule for British ships and I am adhering

to their rules.

Monday

May 7 [1917]

[Queenstown]

Several invitations to the various clubs have been received. The first one, from

the Cork Club, reads:

The Committee ofthe Cork Club hope that the Admiral and Officers ofthe American

Fleet will consider themselves Honorary Members of the Club for the duration of

the war.

From the Yacht Club I received the following:

Royal Cork Yacht Club—Queenstown 4th May 1917

Dear Sir:

98 The Committee and members of the R.C.Y.C. will be very much honored if Lieut. Comdr. J.K. Taussig and officers of the U.S. Destroyer Flotilla will make use of the club premises as Honorary Members during their stay in harbor.

If you would kindly make this offer progressive as far as future visiting ships of

your fleet are concerned I shall be much obliged. With greetings from the club.

I remain,

Yours faithfully,

H.B. Bruce,

Secretary.

All U.S. destroyers operating on this side have been placed under command of

Rear Admiral Sims. He has issued the following operation order:

U.S. Destroyer Force

European waters,

29 April 1917

Operation Order No. 1.

1. Enemy submarines operating against Allied commerce in increasing numbers.
The First Month 27

2. This force cooperate with, and operate under, direct command Vice Admiral

Commanding British forces based in Queenstown.

3. Keep U.S. Destroyer Force Commander informed periodically of military

service performed.

Eliminate all official usual routine correspondence and reports which interfere

in any way with efficient military service.

Give particular heed to physical condition of personnel.

4. In absence [of] U.S. Supply Vessels obtain necessary supplies and repairs by

direct request on British Headquarters, Queenstown, details and accounting to be

arranged upon arrival U.S. Supply Officer.

5. Forward official mail via British official routes. Use U.S. Service Radio Code

for Code messages to Force Commander.

Wm. S. Sims

Rear Admiral, U.S.N.

Commanding, U.S. Destroyer Force

European Waters

Original to Commander of the Des. Div.

Copies to all vessels and

Secretary of Navy (Operations)

Vice Admiral Commanding Queenstown

First Sea Lord, Admiralty

U.S. Naval Attaches, London & Paris

J.V. Babcock

Lt. Comdr., Aide"

Beginning at 10 a.m., Captain Evans told us his experience while on patrol, gave

us some suggestions and advice, and then told us the story of the engagement

100 between the British flotilla leaders Swift and Broke on one side, and six German

destroyers on the other side. He answered innumerable questions which were put

to him by various officers, and the session continued until noon. It was a most

satisfactory meeting.

The Division is ready for sea with the exception of the installation of the depth

charge releasing gears. This should be finished tomorrow. The operations of

placing excess stores and equipment ashore is continuing. Those that can have

their topmasts down, and all of us have the British battle recognition lights

installed.

101

Sub Lieutenant Alston, R.N., has been conducting a wireless school for [U.S.]

signal officers and radio operators. They meet every day for two hours and are instructed in British methods of operations and in coding and decoding. There
28 Queenstown Patrol

are a number of codes that must be used—as it is essential in order to maintain

their integrity that different codes be used for the merchant vessels, auxiliary

patrol vessels, patrol vessels, and vessels of the Fleet. Then there is the code for use between British and American men-of-war, and the Anglo-French-Russian

code. It sounds like a lot and it is a lot, but I have no doubt that after a week or two it will all be simple to those whose duty it is to perform this duty.

102

Last night or yesterday afternoon the Lavender, one of the sloops, was

torpedoed. The Captain, one officer, and about 20 men were lost. The remainder

ofthe crew were picked up by one ofthe patrol boats and brought into Queenstown.

Survivors are frequently brought here, but it is not that often that a man-of-war is

torpedoed. It shows however that we must be on alert at all times or the submarine

may get a chance at us. Our dinner with Captain and Mrs. Evans at the Queen's Hotel was very

enjoyable. We remained until about eleven o'clock before returning to our ships.

Tuesday

May 8 [1917]

[Queenstown and at Sea]

Everson has completed his watch bill for the duty to be performed under these

unusual conditions. During daylight, three gun crews will stand watch in rotation

at the forecastle. One man will be lookout at the gun—being relieved every half

hour. The rest of the gun crew on watch will be permitted to sit down. At night

gun crews will relieve every two hours.

The fourth gun crew will stand the lookout watches, day and night. Lookouts

relieve every hour during daylight and every half hour after dark. At night the

relieved lookout must remain with his relief for five minutes to insure his being

used to the darkness.

The day lookouts are: one at the forecastle gun, one in the fore top (petty officer),

one on the bridge, one on the after deck house (chiefpetty officer). The fire control

talker on watch also acts as additional lookout on the bridge. At night: one on the

forecastle gun, one on the search light platform, two on the bridge, two on the after

deck house.

The officers stand a watch in three excepting that Everson stands the second dog

watch. During the dark hours, at present from 10 p.m. to 4 a.m., either Everson or I are on the bridge in addition to the officer of the deck—each taking three hours.

Quartermasters and radio operators stand a watch in three. There is a radio

coding and decoding watch composed of the Chief Pharmacist's Mate, Chief

Yeoman, and Chief Electrician. Gunner's mates stand a wheel watch in four.
The First Month 29

This is a strenuous routine and means that there are no such things as all nights

in for anybody while we are on patrol. There may be interruptions at anytime

owing to general quarters alarm gongs ringing.

103

At ten o'clock this morning the Captains went to the Admiralty House to

receive our orders. The Admiral said he was going to try having us spend 6 days

out and 2 days in, but for the first trip the Wadsworth and McDougal would go for

four days, the Conyngham and Davis for six days and the Porter and Wainwright for

eight days. Our first two days in port would be at Berehaven.

The operation order is as follows:

Orders for Destroyers—Area XXI.

No. W. 30. Admiral's Office Queenstown,

7th May 1917

Memorandum.

1. Destroyers will be worked as far as possible in the following pairs:

Magic,104 Narwhal; 105 Wadsworth, McDougal; Sarpedon,

106 Mary Rose;

Conyngham, Davis; Porter, Wainwright; Marne,107 Rigorous;

108 Parthian, Peyton.

109

2. The principal areas on which it is intended they shall work at present are: L.

3,4,5; 1. 4,5,6; G. 2,3; G. 6,7; U. P. R. 6; C. 3; A. 4; M. 4. 110

3. It will not be possible to man all these areas at once, but such areas will be

occupied as the submarine pressure at the time requires.

4. An attempt will be made to work the destroyers six days at sea, and two days

in harbor, ships leaving and arriving at 8:30 a.m. B.S.T.

5. When ships have done much full speed, chasing submarines, etc., they may

not be able to remain out their full time, as they should start for home when

two-thirds fuel short if that event should occur before their six days are up, thus

leaving sufficient fuel to chase a submarine when on the way home if such a chance

occurs.

6. Shelter may always be taken on account ofbad weather, serious derangement

of machinery, or to save the life of a member of the crew, etc., without asking

permission, but I should be informed as soon as possible so that the gap left open in

the patrol may be filled up if necessary.

7. A program is attached as a beginning, it will doubtless have to be modified

later. When ship wrecked crews are picked up they should only be brought direct

into harbor if the captain has special reason for doing so; otherwise they can be kept

on board the ship remaining on her patrol.

8. Submarines lately have nearly always returned to a torpedoed but floating

steamer to get metal out ofher.

1 Approach her with the sun at your back; be careful

not to fire at the boats while at long range.

9. When you meet what appears to be a valuable ship escort her if the waters near are considered dangerous. If an "S.O.S." call is received, and you think that you

can be in time to help, go and assist her; but do not as a rule go over 50 miles from
30 Queenstown Patrol

your area. Be careful not to ram boats to sink them as cases have occurred lately when

they have been left with bombs in them ready to explode when struck.

10. Senior officers of destroyers are to give the necessary orders as regards what

speeds to cruise at, orders for zig-zagging, etc., as they know the capabilities of their

ships best.

11. When escorting, it has been found best as a rule to cross from bow to bow, the

best distance being about 1,000 yards off; but this depends on the sea, visibility, etc. 12. Reports of proceedings are not required on arrival in harbor unless for some

special reason such as signaling for attacking submarines, rescuing survivors, etc.

Lewis Bayly

Vice Admiral

Beginning at 2:00 p.m. we unmoored from our buoys and started on our first

hunt for the wily submarine. We had on board as passengers Captain Evans, who

volunteered to go in order to give us the benefit of his experience; and Lieut.

Alston, who is to get our radio people started right.

The lookouts have been all eyes and there is nothing on the face of the sea that

has not been reported—birds, fish, drift wood—and a periscope! We went to

general quarters and our periscope proved to be a boat hook. We passed several

merchant ships under escort by sloops.

Just after 1 1 p.m. the general alarms rang and just as I got on the bridge I heard

an explosion aft. The ship was going ahead full speed. I thought we had been struck

in the stern by a torpedo but soon learned that a depth charge had been dropped.

Everson and Falge were on deck and they had seen what they took to be the

phosphorescent wake of a submerged submarine and in passing over it saw many

bubbles coming up, so the depth charge was let go. We circled around several times

and saw by the great amount of phosphorescence that the water was much

disturbed, but could see no evidence of our having spotted a submarine—so we

proceeded on our way towards our assigned patrol area.

Saturday

May 12 [1917]

Berehaven

Until this morning we have been patrolling our area, and have seen plenty of

wreckage, several boats adrift, oily streaks and oily areas. We have not seen a submarine, but went to general quarters at least half a dozen times on sighting

suspicious objects. If a submarine succeeds in torpedoing us it will not be so because we do not keep a good lookout. I feel sure that at present the submarines

are avoiding the patrol vessels and are going after unescorted merchant ships
The First Month 31

where there is very little danger to them in the attack. If this is so the best defense

will be to have so many patrol vessels that all valuable ships can be escorted as soon

as they get in the danger area, which according to Germany begins at 20° West

Longitude, although only a few submarines have worked beyond 15° West

Longitude. Ifenough patrol vessels become available to keep the submarines down

or make it extremely dangerous for them to attack merchant vessels, then their

operations become a failure from their point of view, and in order to get at the

merchant ships they must first destroy the patrol vessels. Perhaps the conditions

will require this action on their part before very long.

Yesterday we fell in with the British merchant steamerMiddleham Castle, loaded

with shell and hay and bound for Liverpool. He was not on the list of ships to be

escorted, but as he was going my way I escorted him until dark. I then left him in

order to proceed to Berehaven in accordance with our schedule.

Captain Evans was anxious to get the morning train for Queenstown and was

not sure at what time it left Bantry, so instead of going into Berehaven I sailed by

and proceeded fifteen miles farther up Bantry Bay to the town of that name, where

we anchored about eight o'clock. This is a picturesque harbor with plenty ofwater

and room for many destroyers. After breakfast we said good-bye to Captain Evans

and Lieutenant Alston. It was a great pleasure to have had them on board and I think Captain Evans enjoyed the trip. Lieutenant Alston was sea sick the entire

time so I know he did not enjoy it. Arriving at Berehaven we went alongside the oil ship and refueled immediately.

The McDougal had arrived shortly before us and was refueling. The sloops

Snowdrop,116 Laburnum 117 and Poppy

11 * (Lieutenant Commander Sherston,119

Lieutenant Budgen, and Lieutenant Hastings ) also called. Then Lieutenant

Commander Sharp, R.N., the King's Harbor Master, called. He recently

sprained his ankle and was on crutches. When we finished oiling [we] shifted berth

to Lawrence Cove.

After lunch I wrote letters and attended to official mail for a couple of hours.

We were much disappointed at not receiving any mail from the States.

At 3 o'clock the steam launch called for us and Fairfield and I proceeded to

Castletown. It rained most of the way, so the trip was not a pleasant one. We passed

by four steamers which had been torpedoed at various times and successfully towed

into Berehaven where they were run aground, patched up sufficiently to pump the

water out and then taken to Queenstown or some other place for permanent

repairs. One of the steamers was a special service ship. After she was torpedoed all hands except the Captain and gun crews abandoned ship. When she was apparently

deserted and sinking the submarine came to the surface close aboard. The Captain

pressed the button, the sides of the deck houses concealing the guns fell away, the

guns opened fire and before the submarine could submerge she was destroyed. The

special service ship was then towed into port, her cargo of lumber holding her up.
32 Queenstovm Patrol

I hear that the captain, Commander Campbell, R.N., has destroyed three

submarines by means of these ships, and that he is the only British naval officer

123 who has been awarded both the V.C. and the D.S.O.

We found the Senior Officer's office in the hotel. We were cordially received

1 7A. by him (Commander Odairne U. Coates, R.N. (Retired)). After a short visit we

walked through the town, Comdr. Coates accompanying us in spite of the rain.

Castletown looks to me as if it must have the same appearance as it had several

centuries ago. I do not think it has changed much with the passing years.

When I returned aboard ship I found the wardroom full of officers from the

barracks on Bere Island. Lieut. Colonel S.F. Kirkwood, Cork R.G.A., was the senior

one and is in command of the Garrison. Many of the officers had been wounded

at the front and are now doing instruction duty at the post. When they left the

ship we were requested to take supper with them at the Barracks tomorrow night,

but I declined on the plea of having too much to do. With the tiresome and

fatiguing tour of duty at sea, I want to do all the resting I can during the two day

stay in port.

Sunday

May 13 [1917]

[Berehaven]

One month ago today received the orders to sail at daylight for New York. It seems like a much longer time than that.

Today has been a quiet one. This forenoon Commander Coates returned

Fairfield's and my call. I lunched with Fairfield on the McDougal. During the

greatest part of the day it had been foggy, but it cleared sufficiently at four o'clock

to see the shore, so Fairfield and I decided to go ashore and call on Lt. Comdr. and

Mrs. Sharp. Their picturesque little house overlooks the bay and can be seen from

the anchorage. The landing is not a good one for motor boats as it is necessary to

put the bow ashore and jump off. However we succeeded in doing this after

running aground a couple of times. We found the Sharps in, but in a somewhat

crippled condition. Mrs. Sharp was reclining on the sofa and apologized for not

getting up as it was very hot a few days ago and while working in the garden she

got a touch ofthe sun. Sharp was still hobbling around on his crutches. Lieutenant

Budgen and Hastings were calling also. Tea, cake and toast were served. There was

an open fire and besides the people sitting around, there were two Skye terriers

making themselves comfortable on the rug in front of the fire, and once in a while

a huge mastiff came in and took a look around. It was very pleasant. The Sharps'

house is the only one that I could see in the neighborhood. Mrs. Sharp said there
The First Month 33

was no opportunity to get lonely as not a day passed that some of the officers from

the different ships did not come in for tea or dinner. Sharp has bought the place

where he is living. I have been wondering whether he bought it because he was

appointed King's Harbor Master, or whether he was appointed King's Harbor

Master because he owned the house. Anyway, Mr. Frost, the American Consul at

Queenstown said Sharp had plenty of money. I noticed that he was making many

improvements about the place, and I also noticed a nice looking automobile in the

garage. Running autos is expensive around here these days, with gasoline (petrol

they call it here) costing 2 shillings 6 pence a gallon.

The Sharps gave us a number of copies of the English Weeklies Sketch, Tattler,

& Punch—which we brought back to the ship with us. The Wadsworth leaves at 8:30 tomorrow morning for our patrol station. We

leave at 8:30 B.S.T. (British Summer Time). They have done for Great Britain what

has been agitated much in the United States, i.e., put the clocks ahead one hour

in the summer time. I hear that some of the Irish people are very indignant about

it and refuse to set the clocks ahead—thereby biting off their own nose[s] to spite

125

their faces. We on board ship keep B.S.T. when in port, and G.M.T. when at sea.
20" 15*

55'

50°

45°

Queenstown • Berehaven-

- r-*m>

—^^ML

20* 15* Joseph R. Nunes, Jr.

The German U-boats concentrated where Allied shipping was thickest in the

Atlantic approaches to Britain and France. The main U.S. escort bases were at

Queenstown and Brest. Destroyers met convoys from the United States bound for

British ports at the far end ofthe northern zone shown on the map, about 400 miles

from Queenstown; and those bound for French ports at the far end ofthe southern

zone, about 500 miles from Brest. Many more ships sailed to the British ports than

to the French. Accordingly, it was in the northern zone that U-boats were most

likely to hunt their prey.
II

Jh/scorts and. Oonvoy

Monday

May 14 [1917]

[Berehaven and at sea]

As we were proceeding to sea this morning, the Conyngham, Davis, Porter, and

Wainwright stood in. We only had four days out and they have had six days, so I know that they are tired and glad to get in for a rest. I think six days is too long a period to keep up the strain of a vigilant lookout such as is required by all hands

while performing this kind of duty.

Received a wireless message from the Vice Admiral to meet and escort the

Tuscania—at half past three sighted the Tuscania. The sloop Gladiolous was

escorting her. At 4:00 p.m. I relieved the Gladiolous, and the Tuscania immediately

increased speed from 12 to fifteen knots. The Wadsworth zigzagged ahead of her

from bow to bow at 20 knots speed. Passed through considerable wreckage and

saw one boat adrift. The name "Calchas" was on the boat. At dusk passed through

a fleet of steam trawlers with nets out. Ran over a couple of their nets as saw them

too late to avoid it. So far as could be seen no harm was done. At 11:15 p.m. we

were met by the British destroyer Peyton, to which ship I turned over my convoy

and started back for my patrol station.

Tuesday

May 15 [1917]

At sea
36 Queenstown Patrol

At eight o'clock this morning sighted a steamer which turned out to be the

Manchester Port from Philadelphia [headed] for Liverpool, loaded with

ammunition. Escorted her until 2:45 p.m. when was relieved by the sloop Poppy.

This escorting of ammunition ships is not a pleasant occupation because if they

are hit by a torpedo and the cargo explodes, it is hard to tell what would happen

to the escort. While returning to our patrol station spoke the Uruguayan steamer

Maldonado bound for Queenstown—she looked very suspicious to me as her lines

seemed very fine for a merchant ship. However I decided to let her go

128

unattended. About eight o'clock we went to general quarters when a lookout

reported a periscope. It turned out to be a floating spar. Received a wireless from

the Vice Admiral to meet the Orduna in Latitude 52° 40' North and Longitude

15° W., at three o'clock tomorrow and to escort her to Latitude 53° N., in the Irish

Sea. The wind has been increasing all day and the sea coming up with it. It is from

the S. Eastward and does not interfere with us so long as it is not forward of our

beam. While doing this patrol duty we cannot keep it the way we want it.

Thursday

May 17 [1917]

At sea

Last night it was too rough and uncomfortable to attempt to write anything. It

is evident that the Orduna had not heard about the U.S. destroyers patrolling this

neighborhood, or if he had heard the Captain was very suspicious of us. When I asked his position by wireless (in code of course) he replied by asking me to spell

the name of my ship in code. I did this and then received the reply "What is the

name of paymaster on board, friend of Dr. Twigg." I answered "White." He then

129

gave me his position but said he had no observation for forty eight hours. It was

very rough going so I did not get any farther to leeward than was necessary. At

halfpast three we sighed the Orduna and proceeded with her. We now had to head

right into the big seas at a speed of 15V2 knots. We pounded a great deal, took seas over our forecastle and spray over the bridge and smokestacks continually. It was

impractical for us to zigzag and I was about to ask the Captain of the Orduna to

slow down, but changed my mind and decided to hang on. Orduna had our first

Red Cross contingent on board—among them 50 women nurses, who frequently

waved little American flags when we were close. As we neared the coast of

Ireland the swell gradually diminished and at half past three this morning we

increased speed to 17 knots and zigzagged ahead of the Orduna. Went to general

quarters once on sighting a spar which was taken for a periscope. This is the first

time we have steamed all along the southern coast of Ireland, and the thing that
Escorts and Convey 37

impressed me most was the large amount ofshipping. The submarines may be able

to get many ships, but the many they get is very small in comparison with the large

number that are sailing the seas and making British ports. We went to quarters a second time on sighting a small British patrol boat which at first was taken for a submarine on the surface. At 9 p.m. I went close to the Orduna, hailed them, told

the Captain there was a light showing through a port on his bow and called

"good-bye." The Wadsworth then headed around and proceeded to our new patrol

station which this time is off the southeastern corner of Ireland.

Tonight we picked up the wireless press news sent out from the Poldhu

131

station. One item was a statement that United States destroyers had arrived in

European waters and were cooperating with the British fleet. So at last a well

known fact has been made public.

Friday

May 18 [1917]

At sea

At nine o'clock this morning intercepted a wireless message from one of the

sloops about twenty miles from us saying that a submarine had been sighted

on the surface at 8:44 and that it had submerged headed west. I figured that

the submarine would not continue west as that course would lead to shallow

water, but would probably head southwest, parallel to the coast, and decided

to allow him eight knots and try to intercept him. Much to my surprise we

sighted him on the surface after going forty minutes. It was quite hazy and I was not sure at first that it was not a boat, but I knew he was a submarine when

he submerged before we could fire a shot. Tried to find his wake in order to

run over him and drop a depth charge but was unsuccessful. Spent the rest of

the day looking for this fellow. Towards late afternoon it became very hazy and

the visibility was so poor there was little chance of running across him again

so I returned to my patrol station.

Saturday

May 19 [1917]

Queenstown

This morning returned to Queenstown for our two days of rest and recreation.

Found the Rowan, Cassin, Ericsson, Winslow, JacobJones, and Tucker in
38 Queenstown Patrol

port, they having arrived two days ago. The Conyngham is also in port—fixing up

her turbines which required some of the leading removed.

137 138 As soon as the Wadsworth moored to the oil dock, Courtney, Vernou,

139

Nichols, Wygant, Bagley and [Charles T.] Hutchins came on board. There was

much talking all around, but I am inclined to think that I did the most of it. A

little later Admiral Sims came on board. He is staying for a while at the Admiralty

House as the guest of Vice Admiral Bayly. Babcock is there with him also.

[Commander Joseph F.] Daniels, who is assigned to his staff, came over on the

Ericsson, but will live on the Melville when she arrives, and have an office at

Admiralty House. Courtney says his division came over without mishap, but that

the passage was rough [but] with the sea behind them, fortunately.

Babcock handed me the following, which was received May 8th at the Embassy,

London:

No. 14007. To Naval Attache.

Taussig and Johnson are directed to assume the rank of Commander. Their

commissions have been signed by the president.

Daniels, Secretary Navy

I think it was very nice of the Department to send this cablegram, but as Senior

Officer Present I had already authorized myselfto assume the rank ofCommander

and had been wearing the uniform since my arrival here.

We received our first mail from the States, and although the last date was May

3rd, it was a great relief and pleasure to hear from Lulie, and Mother and Father.

They of course had no word from us since our departure.

As the Admiralty has just made public the announcement of our arrival, the

papers are publishing the news for the first time. The attached clipping is from

the Cork Evening Echo of May 18, 1917.

The last paragraph reads as if Admiral Sims had come over with us, instead of

having preceded us. He was not present in Queenstown when we arrived.

Cork Evening Echo, 18 May 1917:

U.S. Destroyers Queenstown Visit

Our reporter writes: The oft-repeated query as to whether an American fleet would,

after its Country's declaration of war, come over to this side to take a practical hand

in the war game, has now been fully answered by the arrival recendy of a flotilla of

business-like grim-looking torpedo-boat destroyers, and there is no doubt as to their

taking a hand in the submarine smashing game as already they have had a "brush."

. . . Admiral Sims, who is in charge of the American flotilla on this side, was met on

his arrival by the Vice-Admiral commanding at Queenstown
Escorts and Convoy 39

Sunday

May 20 [1917]

Queenstown

This has been a quiet day and I have spent the greater part of it in reading the

papers and writing letters. The letter writing is very difficult owing to the

censorship. There is much that could be written that would not and could not

possibly give aid to the enemy, yet the censorship rules are such that one can not

say anything about operations. The worst feature is the lack of information

received by the families of officers and men who are serving far from home.

The Conyngham completed repairs to her turbine and proceeded to sea. The

McDougal came in late last night. She should have been in [during] the morning

but got caught with a convoy.

This afternoon Fairfield and I took a walk. A very good view of the harbor is obtained by walking along the upper road to the left of the landing. It has been a

fine day and there were lots of people out. We finally reached the country and had

a good view of the surrounding country. The vegetable gardens seemed to be

flourishing, there were fields ofyoung wheat or oats or rye, lots of cattle and plenty

of chickens, ducks, etc., to be seen. There were no signs of the country being at

war, except perhaps an abnormal lot of uniforms. Many birds were singing and

many flowers blooming; the air was fragrant, so the walk was enjoyable.

We are due to go out to sea for five days at 8:30 tomorrow morning.

Monday

May 21 [1917]

At sea We left Queenstown this morning on schedule time, and proceeded to the

westward. Our patrol station is well out to sea. Sighted a steamer in the afternoon

and decided to speak her. She turned out to be the British steamer Consola bound

for Glasgow with a cargo of iron ore. Let her go on alone.

A little after 9 o'clock p.m. a small boat under sail was reported on the port bow.

We stood over towards it at full speed because it was possible that it might be a submarine with sail up. When submarines are on the surface they sometimes put

up sails as disguises. It was dusk at this time and when the people in the boat saw

us standing towards them, they took down the sail. I was then sure it was a submarine submerging and headed right for it intending to drop a depth charge.

Ofcourse, when close enough, saw it was a boat with people in it. So I slowed down

and hailed the boat: "How long have you been adrift?" The answer was:
40 Queenstown Patrol

"Twenty-four hours." I then asked: "Are there any submarines around here now,"

to which the answer came back "No." These precautions are necessary, because so

far as I knew the boat may have belonged to a steamer that had just been sunk and

the submarine still lurking about. Then if I stopped it would be an easy matter for

the submarine to fire a torpedo into us. However I was satisfied there was no

submarine around, so made a circle, stopped and picked up the eleven men in the

boat. They were three officers and eight of the crew of H.M.S. Paxton, a special

service ship. The officers are Lieutenant Gregor MacGregor, Lieutenant

Arthur Bromage, and Engineer Sub Lieutenant Reginald P. Williams, all of the

Royal Naval Reserve. Their story is as follows: Yesterday morning the Paxton was

steaming on her route, headed to the westward. At about nine o'clock a submarine

commenced firing at the Paxton, and succeeded in making one hit. The Captain

of the Paxton then decided to open fire with his stern gun at a range of about 5,000

yards. This of course gave away the character of the ship, and the submarine

submerged. The Paxton then continued on his course and disguised himself by

painting the name of a Swedish ship on both beams. The submarine evidently

followed the Paxton and late in the afternoon fired a torpedo which struck the

stern. The explosion either killed or wounded the entire crew of the 4-inch gun

aft, disabled the engines and rudder so that the Paxton was helpless so far as maneuvering was concerned. The submarine hung around for a while and as the

Paxton did not sink (she was full of lumber), fired another torpedo which hit in

the engine room, breaking the ship in half and causing her to sink in about five

minutes. The Chief Engineer and such few men as were in the engine room were

killed, but the rest ofthe crew succeeded in getting away in two boats and two rafts.

After the ship sank, the German submarine came to the surface and asked for the

Captain. He was told that the Captain was killed. He then asked for the Chief

Engineer and he was told that the Chief Engineer was killed. The second engineer

then informed the German Captain of his identity, and was immediately taken on

board for his pains. He then evidently pointed out the Paxton's Captain, as the

submarine moved over to the raft and took off the Captain. The submarine then

disappeared. The two boats and two rafts then remained together for the night,

and about 5 a.m. the boat we picked up decided to sail to Berehaven for help. They

thought Berehaven was about 100 miles away, but it was really 150 miles or more

distant. When the Wadsworth picked up the boat they had been out for about 27

hours and had neither food nor water. They were all in good condition excepting

Lieutenant MacGregor who had been blown overboard by the force of the second

explosion and received a bad cut over the eye somewhere en route from ship to

water. Our C.P.M. took several stitches in it. My problem was now to try and find the rest of the survivors, and as it was very

difficult to get a point of origin to start the search from, I decided to stand over

tonight to the approximate position where the Paxton probably sank and at
Escorts and Convoy 41

daylight start a search curve allowing for the direction of the wind and sea. I was

informed that there were no sails in the boat or rafts, and only two oars in the boat.

We are not due in port for four more days so we will have our survivors on board

for some time. Tonight they are somewhat dazed and do not appear to be worrying

in the least about their shipmates who are adrift.

Tuesday

May 22 [1917]

At sea

Spent the entire day searching for the remainder of the Paxton survivors, but

without success. I hope that some ship has picked them up—otherwise they are having a hard time and may not be able to hold out until they reach land or are rescued. We saw much lumber, a bucket, and a life preserver, but no signs ofa boat

or a raft. At dark I started for my patrol station.

Thursday

May 24 [1917]

Queenstown

Yesterday was uneventful and we spent the day patrolling. This morning the

ChiefPharmacist's Mate reported to me that the cut over Lieutenant MacGregor's

eye showed signs of infection and that he recommended a doctor see him as soon

as possible. So I sent a wireless message to the Vice Admiral at Queenstown

recommending that the Wadsworth proceed to Berehaven, land the survivors, and

return immediately to patrol station. In reply received orders to proceed to

Queenstown without delay. So I started at 22 knots with the intention of getting

in before dark ifpossible. Laid a course for the Bull but did not feel sure offinding

it, as we had no sights since yesterday afternoon and it was getting thicker all the

time. When the Bull was due (about five p.m.) had not seen it nor heard it, but as

1 A*l I could see about a mile decided to keep on until something was seen. The shore

is steep-to all around here and there is not much danger of getting into trouble

unless it is very thick.

The first things I saw were a tug and a tanker. I first hailed the tug and asked

my position. He said 10 miles west southwest from Sheep's Head. I then hailed

the tanker and asked him the same question. He said eight miles southwest from

Sheep's Head. This gave me enough information to lay a new course, and shortly
42 Queenstown Patrol

afterwards I saw breakers and then the light [-colored] land of what I took to be

Mizen Head and which turned out to be that point. I then laid a course for the

Fastnet which we picked up o.k. If there was not danger from mines, I could easily

have found my way by coasting, but the present orders are to keep at least five

miles off all headlands so it was necessary to make the 55 miles to Daunt Rock

lightship by dead reckoning with several changes in course. The visibility now

was not more than one-half mile. Did not see the lightship when we slowed down.

Sighted a trawler and was just about to ask him where I was when the red light of

the lightship loomed up close aboard. It was a great relief to see it, as now the

problem was easy. While entering harbor, destroyers began to loom up all around,

and before I knew it I was proceeding up the bay with Hanrahan's division

[Commander D.C. Hanrahan, U.S. Navy] which was just arriving from the United

States. It was now dark and thick, but the lighted buoys could be picked up. The

Wadsworth proceeded to Queenstown between the Nicholson and Cummings.

The other ships of the new division are Cushing (D.C. Hanrahan), Benham

(J.B. Gay),

152 O'Brien15* (C.A. Blakely),154 and Sampson 155

(B.C. Allen).

156 George

157 158 159

Neal commands the Cummings and Byron Long the Nicholson.

At 11:30 Lieutenant Commander Whiting R.N.R. came alongside in a launch

and took our Paxton survivors ashore.

I received signal to be ready to leave at 8 a.m. I am very glad I do not have to

go to sea tonight as it is very thick and nasty, and I am very tired and sleepy.

Friday

May 25 [1917]

Queenstown

At sailing time this morning it was both foggy and raining. Sent a telephone

message to the Vice Admiral to the effect that Wadsworth would sail as soon as weather cleared sufficiently. Received reply not to go until it cleared and to stand

by for 20 minutes notice.

At ten o'clock went to see the Vice Admiral and he informed that Wadsworth

would not sail but commence boiler cleaning right away instead of next day which

was the schedule. I said I would be ready to go out ahead of time, but he told me

unless the submarines were unusually busy we would have the extra day in port.

I must say days in port are welcome and I am always glad to get in. But then again,

looking at it the other way, it is impossible to get a submarine while we are in port,

and it is submarines that we are after.

We received our second mail today. Letters from home up to May 13th. Lulie

of course had received my cablegram, but she did not get it until the 7th. Father
Escorts and Convoy 43

had been on a visit to Norfolk while Mother had gone to Milwaukee to help Aunt

Fanny Rose settle her affairs after Uncle Jack's death.

The local papers have had notices about us, but no mention is made in any of

them as to names of ships and names of personnel. The clippings here are from

the London Illustrated Sunday Herald of May 20th.

COMMANDER EVANS

Commander Evans, who now adds to his Antarctic C.B. a D.S.O. for his

conduct oftheBroke, has been lent to the American Navy for service at a British

port and has been received with enthusiasm by the American crews. He will

probably have the acting rank of captain.

COMRADE OF JELLICOE

Associated with him is an American officer, who was a comrade in arms of the

First Sea Lord. On one occasion they were both wounded on the same day.

Of course it is easy for me to see that I am the "Comrade ofJellicoe" referred to.

I can well imagine that Admiral Sims will be very popular over here, and there

is no doubt in my mind but that he is the best man we could possibly have sent.

It must have been through his representations that the destroyers were sent over

here. If we are to beat the submarines we must get at them as near to their source

as possible, and at present these waters are the place where they are the most active.

It may be that we will not be able to destroy many or any submarines, but the

presence of the destroyers keeps the submarines submerged and if they are kept

submerged they will not be able to do extensive damage.

Hanrahan brought me my commission as a Commander which dates back to

August 29, 1916. This means that I will get about $400 back pay which I will send

to Lulie intact. I have no use for money except to pay my mess and laundry bills,

and for incidentals.

I received a very nice letter from Mr. Frederick William Wile which I copy

below:

168 Coleherne Court,

S.W. 5. May 21, 1917

Dear Captain Taussig,

My excuse for writing you is that I am the American member of the staff of the

Daily Mail in London (formerly its Berlin correspondent). I am sending you today

under separate cover a copy of a recent German "comic" paper dealing with

submarines—it is called a special "U Boat Number," and will, I am sure, afford you

and your comrades a smile or two. I hope so, anyhow! All Americans in London are
44 Queenstown Patrol

delighted with the capital cinema pictures now being shown of your arrival and of

your men and ships. We hope it may be vouchsafed us before long to welcome you

in the flesh instead of merely in the film.

Ifan officer's mess has been established anywhere ashore or afloat, I would be glad

to send along a couple ofbooks of my own perpetration—"Men Around the Kaiser"

and "The Assault"—the latter dealing with Germany just before the outbreak ofwar.

If there's a destroyer cap-ribbon with U.S.S. on it, I promise to display it around

a curly haired American babe's bonnet if you'll be good enough to ship it along!

Please command me freely here for any purpose. Are you interested in German

papers or clippings about U[-boat] affairs?

Yours sincerely,

Frederick William Wile.

I sent Mr. Wile a Wadsworth cap-ribbon and told him although we did not have

an officers' mess, I would be pleased to read his books if he would send them and

that I would then pass them along to the other officers.

I also had a letter from Count Carl Sievers of the Illustrated Press and Central

News Press. He wanted photographs for publication. I wrote him I did not have

any suitable ones and recommended he apply to Admiral Sims, who might be able

to get him such pictures as would be permissible to reproduce.

This morning while at the Admiralty House, I saw the skippers of the vessels

of the division that arrived yesterday. Admiral Sims, Babcock, and Daniels were

there also. In the afternoon we all met on the Melville and Admiral Sims made a

little talk about our duty and the necessity for cordial relations and hearty

cooperation. And then I talked some with the view of giving my experience to date

should that be of any service.

The McDougal again came in late, not arriving until seven o'clock. It was a case of getting caught with a convoy.

Sunday

May 27 [1917]

Queenstown

I am enjoying the stay in port. It gives me a chance to write letters, read a bit,

and make up for lost sleep. This afternoon Broadbent and I took a walk around

the town and neighboring country. Returned on board for dinner. After dinner

Fairfield and I called on Admiral Bayly and Miss Voysey. Found quite a party

there. But I understand this is not unusual. Admiral Sims, Captain Carpendale,

Commander [Gordon] Campbell V.C., D.S.O., Babcock, Blakely, Daniels, and
Escorts and Convoy 45

Allen. I think most of them had been there for dinner. Spent a pleasant evening

and had the pleasure of hearing Commander Campbell tell about his experiences

with submarines. He is the only officer now on the active list who has both the

V.C. and D.S.O. He has sunk three submarines by use of special service ships. The

last one he sunk by allowing his ship to be torpedoed and then having his crew,

except himself and twelve men necessary to man the guns, abandon ship. He and

the men remained concealed and of course the guns were not visible. Although

the ship seemed to be sinking they stuck to their posts until the submarine finally

came to the surface about 100 yards away. The Captain then pulled the lever which

caused the false-work around the guns to drop, fire was opened, and in a jiffy the

submarine was destroyed. A sloop then came to the rescue of the sinking ship and

towed them to Berehaven where they arrived 36 hours later and where she now

rests on the bottom awaiting her turn to be repaired. The duty on these special

service ships is very trying and I understand that the personnel as a rule do not

stay long on the job. They all get extra pay while doing the duty. Up to the present

they have been the most successful means for destroying submarines, as the

submarines cannot tell them from ordinary merchant ships.

Wednesday

May 30 [1917]

Queenstown

I did not expect to write in my diary tonight, but as the Wadsworth is in port

instead of rolling around at sea where she should be, I will take this opportunity

to get up to date.

Monday and Tuesday were uneventful days. The ship's force were busy

cleaning boilers and cleaning ship. These five-day periods, once a month, will be

our only opportunity for keeping up the material end ofthe ship. Took short walks

on both days and read the papers at the Yacht Club.

At noon we got underway and proceeded to sea bound for our patrol station to

the westward. Between Daunt Rock and the Fastnet we passed ten merchant ships

bound eastward. Four of them were being escorted. With this large amount of

shipping going through I do not see how the Germans can hope to make this

submarine business a success. Of course they are getting some ships, but I do not

believe they are getting enough to make it a deciding factor in the war. We discovered salty water in our two forward boilers, which meant that our

auxiliary condenser was leaking. Then when we started to distill we found that we

were not making fresh water, so this meant a leak somewhere in the distilling

system. I felt that I could not afford to go to sea and take this chance of running
46 Queenstown Patrol

out of fresh water, so accepted the humiliating alternative of returning to port. We

arrived at Queenstown and moored to the Melville at 9:45 p.m. Commenced work

immediately on auxiliary condenser and to locate leak in distilling plant. This was

found to be in the evaporator feed water heater. I signaled the Vice Admiral that

I hoped to be able to proceed at 6 a.m. Our U.S. mail which came today was sent

to Berehaven! I am disgusted.

Thursday

May 31 [1917]

Queenstown

Was unable to get away this morning as repairs were not completed. It has been

raining hard and blowing half a gale all day. So it is an ill wind that blows nobody

good. Expected to go again at 6 p.m. but was not ready. Have now signaled the

Vice Admiral that I would sail at 9:30 p.m. It is still blowing hard and I am hoping

I will be told to remain until morning. A signal has just been handed me which

changes my patrol station. So we will get underway now and face the elements. It means bucking a big head sea all night and I do not appreciate the outlook.

Monday

June 4 [1917]

Queenstown

I am glad to be back in port. The last few days have been most disagreeable—not

over head, but underfoot. A big sea was running all the time, and we had no

excitement except the dropping of a depth charge over a phosphorescent spot that

looked as if perhaps it was the wake of a submarine. Our patrol station was to the

westward of the English Channel. For two days did not see anything. Yesterday

passed three merchant steamers, a sailing vessel and one special service ship bound

eastward. Did not escort them as I believe I was sent to this area to look for

submarines which have recently been reported. We heard many wireless reports

of submarines sighted, but received reports of very few sinkings.

When we arrived this morning at 8:30 found the fourth installment of our

destroyers here, they having arrived on the 1st [June]. In this division are the

Patterson

162

(J.H. Newton),163 Paulding164(J.S. Barleon),

165 Warrington

166

(I.F.

Dortch),

167

Drayton

16* (D.L. Howard),l69

Jenkins

170 (W.S. Lee),

171

Trippe

172

(R.S.

Giffen). After oiling, the Wadsworth moored to a buoy alongside the Paulding.
Escorts and Convoy 47

This afternoon Falge and I took a walk, returning on board for dinner.

Received our third mail from home. Last date May 18th. Lulie is studying

French and First Aid. She wants to come over here, but it would not be right for

her to risk it, and our movements are too uncertain to be sure that it would be

worthwhile. She sent me the attached clipping from the Norfolk paper. The

dispatches are the same as those in the New York papers and other papers that I have seen. The dispatch is quite true so far as generalities are concerned, but there

are numerous errors when it comes to particulars.

My reported conversation with the British Commander never took place as reported. It is possible that in conversation with him I said we were ready for

immediate service, but there was not anything spectacular about it as the papers

attempt to imply.

None of the division escorted any merchant ship while we were en route over

here, nor did we see a submarine. After we had been operating in our patrol areas,

the Conyngham escorted the Adriatic part way to Liverpool, and this is what is

undoubtedly referred to. No submarine was seen. So not even with censorship do

we get the real truth and nothing but the truth. But if most things were not

exaggerated they would not be worth reading—or telling about!

Norfolk, Virginia Pilot dateline Queenstown, 16 May 1917:

SQUADRON OF U.S. DESTROYERS

ON PATROL DUTY IN WARZONE:

IN BRUSH WITH SUBMARINE

"We Can Start At Once," Commander's Reply

To British Officer's Question As To When

Ships Would Be Ready For Service

BUSINESSLIKE MANNER OF AMERICANS

SURPRISES BRITISHERS

Norfolk, Virginia Pilot dateline Queenstown, 16 May 1917:

A squadron of American torpedo boat destroyers has safely crossed the Atlantic and

is patrolling the seas in war service The crowd cheered when the American senior

officer came ashore to greet the British senior officer—After the exchange of short

greetings . . . the British commander asked:

"When will you be ready for business?"

"We can start at once," the American

commander replied prompdy.

This response, so characteristically American, surprised the British commander, who

said he had not expected the Americans would be ready ... so soon after their long

voyage
48 Queenstown Patrol

"Yes," replied the American commander,

"we made preparations on the way over. That is why we are ready."

If I read this often enough I will begin to think that it really happened! Note:

On seeing Tobey in London in September, he says he heard me say this!

In reply to my letter to Captain Evans thanking him for his services tendered

us I received the following:

18SavilleRow

London

May 27-17-

My dear Taussig,

I was so pleased to get your letter. I missed the Wadsworth very much on my return

to Queenstown. I am more than glad that I was of some use to you.

Yes I did the 5 days although I thought 4 was enough but I heard the English

destroyers here did 5 and you wouldn't have liked being treated different to them.

My wife has written Mrs. Taussig. Write to me to do whatever you wish & tell the

others to use me as much as they like. If you want anything got or sent over let me

know won't you.

My nicest thoughts to you all dear Wadsworths.

Yours very sincerely,

Edward R.G.R. Evans

The five days he refers to is in regard to the number of days to be spent on patrol.

The Vice Admiral said we would operate 6 out and 2 in. Both Evans and I thought

this a little too strenuous, and he said he would tell Vice Admiral Bayly he thought

175 so, but would not mention my having said anything about it. I also received the following from Lieutenant MacGregor, one of our Paxton

survivors: I reproduce it intact as besides showing appreciation it gives some news

in regard to the other survivors whom we failed to find.

14 Maresfield Gardens

Fitzjohn's Avenue, N.W.

31st May, 1917

Dear Captain Taussig

I was very sorry indeed that I could not lunch with you on Tuesday, but on

Monday the Fleet Surgeon said I could go to London, so I rushed round and caught

the mail [train].

I wish to send you and your officers my best thanks for all your kind attention to the survivors from H.M.S. Paxton. I am sure they were all deeply grateful to be picked

up by such a splendid ship.

My eye is fast recovering, thanks to your competent pharmacist.
Escorts and Convoy 49

I am being married on Tuesday the 5 th. I shall have a clear week then as I have

to report at the Admiralty on the 13th ofJune.

Today I heard that the life-boat arrived at Killybegs on Monday.176 They took

eight days pulling all the way, 25 officers and the men were landed, unfortunately

two died enroute. They apparently commenced their trip shortly after our sailing

boat. They were without provisions or water for four days.

I expect to be under the Irish Command soon, and I hope I may have the good

fortune to meet you all again.

Best ofluck to you and your ship, many actions, and a safe return to your country

when the Allies have settled the Huns properly.

Yours very sincerely,

I. Gregor MacGregor

Wrote letters home and then walked with Falge for a couple ofhours. Returned

on board for dinner and went to bed early.

Wednesday

June 6 [1917]

Queenstown

Yesterday morning at ten o'clock I went to see Vice Admiral Bayly. This is

routine for the day after we arrive at Queenstown. The Admiral wants to know

what we did and saw and whether we have anything to report or request. Zogbaum

and Poteet reported also, and the three of us were invited to dinner at 7:30 p.m.

The Admiral told me [that] if I wished he would be pleased if I stayed all night,

but as I was scheduled to sail at 8:30 a.m., I declined. Later I received a signal to

sail at noon and that the Admiral wished to see me at 10 a.m. Wednesday.

I remained on board all afternoon—writing letters, reading papers, and

attending to official mail. At about 6:30 Poteet called for me and we went ashore

together, walked for awhile, stopped at the Yacht Club for a few minutes and

arrived at the Admiralty House at 7:30. The Admiral and Miss Voysey did not

appear for 15 minutes later as they had been out somewhere. But we did not mind

this as there is no ceremony at the Admiralty House, and everybody feels at home

right away. The other guests were Miss French and Mr. [name omitted in Diary]

making eight at table. The Admiral asked me if I would not like to stay all night

in view of my sailing time being changed to noon. I said that I would, and Poteet

said he would like to, so the Coxswain of the barge was sent to bring our bags.

After dinner we walked around "the farm" as the Admiral calls the Admiralty

grounds. They were looking very nice and fresh. The Admiral said that he and

i nn Captain Price of the Melville had cut the front lawn grass that afternoon. The

fruit is beginning to show, and the potatoes are nearly ready for digging. Peas will
50 Queenstown Patrol

be ready for picking in about a week or ten days. We shut up the chickens and collected

the eggs (eight). This I understand is routine excepting that it is usually done before

dinner instead ofafter. I remarked about the large amount ofspace devoted to potatoes,

and Admiral Bayly said it was necessary as his niece fed about half the poor of

Queenstown. There is much room for charity work here and I understand that the

Admiral and Miss Voysey are the leaders in the field. I was told that about ten days

ago when a lot of survivors were brought in about midnight, they were taken to the

Admiralty House and given a hot supper prepared by Miss Voysey. Vice Admiral Sir

Lewis Bayly, K.C.B., C.V.O., then proceeded to wash the dishes and Rear Admiral Sims,

USN, a guest in the house, proceeded to dry them.

And speaking of Admiral Sims reminds me that a few days ago he received a cablegram informing him that the President had commissioned him a Vice

Admiral. This has pleased all of us very much.

I again slept in a big double bed in a big front room with windows overlooking

the Bay. The moon was full and the scene quiet and peaceful. I enjoyed the hot

bath, the breakfast, and then the walk around "the farm" with Admiral Bayly. We

then went into his office and he told me the Wadsworth would go on a special escort

mission, and that I could leave at 4 p.m. instead of noon.

He gave me written orders as follows:

Secret

Admiral's Office,

Queenstown,

6th June 1917

Sailing Orders.

No. S.O. 391

Memorandum

You are to leave Queenstown at 4 p.m. on Wednesday, 6th June, and proceed to meet the Hospital ship Karapara (call sign YST; speed 14 knots) proceeding from

Gibraltar to Avonmouth and due to rendezvous in Latitude 48° 30' North, Longitude

13° 30' West at 6 p.m. on 7th June. The Karapara has orders to steer from rendezvous

to St. Goren's Light Vessel. Escort her to 4 degrees West Longitude then return

towards Queenstown and ask for orders.

Lewis Bayly

Vice Admiral

Commander-in-Chief

The Commanding Officer

U.S. Ship Wadsworth
Escorts and Convoy 5

1

It is now three o'clock, so in an hour will be under way. It is quite thick in here,

and I imagine very thick outside, in which case I will go far enough south to escape

the shipping which passes along the coast.

This morning, the Vice Admiral told me that the British merchant steamer

Manchester Miller was torpedoed while being escorted by the McDougal. She did

not sink right away and sloop Camellia 17* had her in tow for several hours. She

finally went down. While the submarines do not often get ships that are being

escorted, it happens once in a while. It shows that the submarines have the

advantage all on their side as except in the most favorable conditions it is almost

impossible to see a periscope only a couple of feet out ofwater. And the conditions

have been seldom favorable for seeing periscopes. I am anxious to hear from

Fairfield whether or not his lookout saw anything, and just what happened.

Friday

June 8 [1917]

At sea

It was not pleasant going out of harbor on Wednesday afternoon as it was so thick the buoys were picked up with difficulty. The sound signal on Roche's Point

could be distinctly heard and was a good guide. Just after getting outside we passed

close aboard to two steamers which had anchored, and a third steamer which was

underway. We did not see Gaunt Rock lightship but the sound signal could be

distinctly heard. Shortly after passing the lightship the weather began to improve,

the fog thinning, so we proceeded to sea. The masthead lookout reported a dark

object on the bow. He thought it was a submarine. We headed for it but no one

else was able to see it. The lookout said it had disappeared. After circling a couple

of times we proceeded. It may have been a submarine and it may not. We had a similar experience yesterday morning with the same lookout at the masthead. It was quite thick at the time, and he reported a dark object that looked like the hull

ofa ship, on the port bow. No one on deck saw it. We headed for the bearing given.

The lookout said he lost it; then in a minute he said he could see the conning tower

only. This disappeared. I think very probably this was a submarine, although no

one except the masthead lookout was able to see it. As I had plenty of time to reach

179

the rendezvous for meeting the Karapara on time, I searched for the submarine

for four hours. But he did not come to the surface within our view.

The weather has been most changeable, but not bad underfoot. There have been

alternately a few hours of beautiful clear weather, and a few hours of nasty rain or

fog. At five o'clock I sent a wireless message to the Karapara: "Expect to meet you

at special rendezvous at 6 p.m. G.M.T." To this I received reply: "Cannot reach
52 Queenstown Patrol

rendezvous until 8 p.m." It was now clear and visibility perfect so the Wadsworth

continued in the direction from which I thought the Karapara was coming, and

in halfan hour we sighted his smokestack and masts just coming over the horizon.

At 7 o'clock we had joined her and taken our position zigzagging from 1,000 to

1,500 yards, from one bow to the other. His speed was 14 knots and ours 18 in

order to keep position. TheKarapara was crowded with convalescent naval officers

and sailors and as we passed close aboard after first joining, I noticed several with

cameras taking snap shots.

It seems too bad that not even hospital ships are immune from attack anymore.

However, practically all the international and humane laws have gone by the board

so far as the Germans are concerned. They still carry out the agreement which

makes lightships immune from attack, but I am sure this is because the submarines

use the lightships for their own navigational purposes, and locating them.

Otherwise the submarine may become a victim of its own trap at a future time.

Last night the moon was bright and it was wonderfully clear. The Karapara's

white sides showed up plainly from a long distance. She would have been a fine

mark for a submarine had one been able to get within striking distance. However

with the convoy steaming 14 knots and zigzagging, and the escort steaming 18

knots and doing what I call zigzag-zagging, I can well imagine the difficulties of a submarine commander getting his vessel in proper position to fire a successful

torpedo.

We were pleased last night when the following wireless was intercepted from

180

the special service ship Pargust to the Admiral, Queenstown: "Have sunk enemy

submarine after being torpedoed. Totally disabled need assistance 74 DWB." The

submarines are very difficult to get and these special service ships which play the

role of merchant steamers to decoy the subs are the best means ofdestroying them.

The destroyers and sloops together with the auxiliary patrol vessels preserve the

shipping by keeping the submarines down, but they are seldom able to engage one. The last we heard from the Pargust was that she was still afloat and being towed

181

to Queenstown.

Today, being an unusually fine day—clear, light breezes, smooth seas—will be

a busy one for the submarines. It is now 10 a.m. and already the following messages

have been intercepted:

From Admiralty Whitehall—Broadcast.

Enemy submarine in Lat. 50-34 long. 12-44

at midnight 7th and 8th June.

From Land's End—Broadcast.

S.O.S. from Papillon at 9:03 a.m. position

46-50 North 3-10 West
Escorts and Convoy 53

From S.S. Stenton—Broadcast.

S.O.S. 51-24 N 05-55 W Course south

From British Merchantman—Broadcast.

Passed several ship's lifeboats 9:05 a.m. Lat.

47-42 North Long. 8-00 West.

Of course an SOS call does not necessarily mean that a merchant ship is in

distress. It usually means that a submarine has been sighted and has opened fire

with guns. Many times the merchant ship escapes, or a nearby patrol boat joins

company with her before the submarine can accomplish his mission.

Sunday

June 10 [1917]

At sea

It has been two days since I wrote in my diary on the morning of the 8th. The

generally fine weather, which is unusual, has been with us, but there have been so many interruptions day and night I have been unable to get any steady sleep. I stay

on the bridge half of the dark hours every night (luckily at this time of year there

are only six dark hours altogether)—either from 10 p.m. to 1 a.m. or from 1 a.m.

to 4 a.m. When things happen in the other half I must be up then also.

Friday and Friday night until 2 a.m. we continued escorting the Karapara.

From ten until two we were proceeding up the Bristol channel which required

more or less piloting. The night was clear with bright moonlight so many fishing

boats, sail and steam, were sighted and passed close to. On reaching Scareweather

lightship (4° West Longitude) I signaled the Karapara that the Wadsworth would

return to her station and that I wished all the patients a speedy recovery. The

captain of the Karapara signaled "Thank you, your services have been much

appreciated." So we turned about and left her with a couple of hours steaming to

do before reaching Avonmouth, but well out of the reach of submarines.

At a quarter to five I was awakened by the officer of the deck (Falge) reporting

that what looked like a submarine on the surface was sighted. On looking through

it with my glasses I was sure it was a submarine, sounded general quarters, and

ordered the forecastle gun to commence firing. The boat was a long way off and

the shots fell short until a range of 12,000 yards was given. The boat then began

to show signs of life—flashed searchlight, hoisted flags and made smoke. We

ceased firing and read the searchlight message which was the proper challenge for

the forenoon. We then approached each other and before long I found that we had

been firing on the British Patrol Boat P 14.

184
54 Queenstozvn Patrol

This vessel looked like a submarine even after it was fairly close aboard. I signaled the Captain: "I am sorry I fired on you but thought you were a German

submarine on the surface." He signaled: "I am sorry I stopped you!" Then: "Good185 bye and good luck" and we were off.

To continue from Friday morning. At five o'clock I reported the Wadsworth

position and requested instructions. A little later we sighted a big air-ship to the

186

northward. This I reported by wireless. About 8 a.m. received orders to patrol

"F" station. This is the patrol that extends from the Fastnet to the Blasket, past

Mizen Head, the Bull and the Skelligs. It is a busy place as a rule, as most of the

ships for Liverpool make the Irish Coast somewhere between Blasket and

187

Fastnet. At about noon we passed off Queenstown. There were then five large

merchant vessels in sight headed to the eastward. Two destroyers were escorting

them. The Wadsworth arrived on station about 4 p.m. and stood along the full

length of patrol which took until nine o'clock. Then went back and at 1:30 a.m. were off the Fastnet when received an SOS call broadcasted from British steamer

Fernleaf stating that he was being chased by a submarine his position being 50

miles from the Fastnet bearing N 65° E, and that he was steering for Fastnet speed

1 1 knots. I sent a wireless "Am coming to your assistance" and immediately started

ahead at 22 knots which was all we could stand in the head seas. I did not much

expect to pick him up before daylight, but at a quarter of three we sighted him. I ran close aboard and asked if he was the Fernleaf and where was the submarine.

He said the submarine had not been sighted for three quarters of an hour. So I proceeded to escort him. A little later the Captain of the Fernleaf signaled: "My

Gunner is confident he hit the submarine." To this we answered: "Good work." I hope they did hit him, and if the Fernleaf is at Queenstown when we arrive

tomorrow I will go aboard and see what the Captain has to say about it. At half past five this morning we were again off the Fastnet, and the Nicholson

coming along, we turned the Fernleaf over to him, and the Wadsworth continued

on her patrol station. We have seen only a few ships today and our own patrol

vessels once or twice. But the coast is very picturesque and always worth looking

at. The little Fastnet with its tall lighthouse is a fine mark in clear weather, but

very difficult to find in the hazy and thick weather which is frequent. The Bull,

the Cow and the Calf are conspicuous marks, . . . the white lighthouse on the crest

of the Bull with its white surrounding wall is most picturesque. But the most

conspicuous islands are the Skelligs with their serrated outline. The Great Skellig

on which the lighthouse sits half way up is the most noteworthy point on this

section of the coast. The Blasket islands with a fine lighthouse on Tearaght marks

the end of our present beat. There is no mistaking when we get there.

Tomorrow we are due at Queenstown for a three day stay. I am ready to go in

port again and get a couple of nights sleep.
Escorts and Convoy 55

Yesterday the Warrington picked up survivors, and we intercepted some

messages which indicate that the sloop Camellia had both survivors and prisoners

on board. Have been wondering if she ran into the raider that was reported

somewhere around here two days ago. A short while ago intercepted a message

from Wainwright that a condenser was leaking and he was returning to port as soon

as relief came for [the] ship he was convoying.

But we are not surprised at anything at anytime anymore, as things are coming

in over the wireless all the time.

Tuesday

June 12 [1917]

Queenstown

From the time I wrote in my diary Sunday afternoon until our arrival at

Queenstown, yesterday (Monday) morning, there was nothing of importance

happening so far as the Wadsworth was concerned. There appeared to be very few

ships on "F" patrol. I came on deck at 1 a.m. Monday and remained on the bridge

until we arrived at Queenstown at 7:30 a.m. (8:30 B.S.T.). Being an hour ahead of

time, when off Kinsale swung ship for compass deviations. On entering the harbor,

1 QO

fog set in very thick, and the Wadsworth did not come so very far from the beach!

Received orders to take oil from \hc Fernleaf—the oiler whose SOS call we answered

Saturday night. The Nicholson came alongside us and we oiled together, while the

British destroyer Parthian oiled from the other side.

Just before noon we were underway again and proceeded up the Bay. Received

1 8Q orders to go alongside the British cruiser Adventure but as the Cushing was

already there I tied up to the Cushing.

I forgot to record that I asked the gunner of the Fernleaf about his shooting at

the submarine the other night. He said he only fired one shot at 4,000 yards range,

and saw a large white disturbance on the water. As the submarine did not appear

again he judged that he hit it. I am afraid that he will be unable to get credit for

his hit, but instead that the Wadsworth will probably get credit for possibly saving

the Fernleaf from a torpedo after daylight.

Captain Hyde of the Adventure invited me to lunch. As I had just come in

from sea and had unopened mail awaiting me, I did not want to go, but felt I ought

to and did so. The Captain was very cordial and invited me to come over anytime

and use his cabin and his bathtub! I think I will make use of the latter, but do not

191

think there will be much time to lounge in the cabin.

TheAdventure is an old light cruiser, about 2,800 tons, and is assigned here for

the use of the Vice Admiral. I understand that Admiral Bayly used to go to sea in
56 Queenstown Patrol

her frequently before there were so many destroyers about, but has not been out

in her lately. Captain Hyde is very much disgusted at being left to swing around

a buoy.

After lunch I went to the Melville to have my hair cut. Returned to the ship and

enjoyed reading my mail. Four letters from Lulie and one each from Mother and

Father. The last date is May 25th.

Lulie is much disgusted (and so am I) the censor deleted parts of my letter. But

I suppose this is one of the inconveniences of modern war that we must put up

with. I am sure that I did not say anything that could be of possible use to the

enemy and it seems a shame that the judgment of the Captain of a man-of-war has

to be subjected to the judgment of a hireling censor—probably a woman who is

following cut and dried rules and undoubtedly doing her best, but with poor

success. At halfpast three Byron Long stopped alongside for me and we went for a walk.

Did not get back until seven o'clock. We talked to many natives, and found them

all very cordial and willing to talk. They are very fond of Americans, but despise

the English. They all admitted that there was plenty of food, and still that the

prices are very high, because nearly everything is going to the soldiers. It looked

to me as if there was enough live stock and fields under cultivation to feed the

whole of Great Britain.

I spent the evening on board reading the New York Tribune which came in the

mail. Then to bed at eleven o'clock, which is early, as it does not get dark until

about that time.

This morning I went with Long and Allen to see Vice Admiral Bayly to make

our usual report. Spent a short while in the Operations Office looking over the

latest submarine news. There appear to be more submarines about just now than

there have been for some time—and they are getting a few more ships than usual.

The special service ship Pargust, Commander Campbell, sank a submarine a few

days ago by following Campbell's usual practice—get torpedoed—abandon ship

(except Captain and gun's crews who remain hidden)—wait until submarine

comes to the surface—then open fire with all guns. In this case the Pargust was

completely disabled by the torpedo striking the engine room. The submarine

circled around for 36 minutes before being satisfied that it was safe to come to the

surface. But he finally came, and they shot him up in a minute.

Many strange things happen. Both the McDougal and O'Brien had their convoys

torpedoed without either seeing a thing. Not long ago the French steamship

Mississippi was torpedoed. The Captain & crew abandoned her, made their way to

port and the Captain reported that the ship had sunk. A few days later the

Mississippi was towed into Brest by two British patrol boats. Yesterday afternoon

the Cunarder Amania was torpedoed or mined off Fastnet. The torpedo (or mine)
Escorts and Convoy 57

hit the stern and damaged the rudder and propeller. The Aurania was towed to

Queenstown. And this is the way it goes all the time.

I inspected my ship throughout for the first time since our arrival over here.

Taking all things into consideration I think she is in very good shape.

This afternoon Captain Price and I walked for a couple of hours on the

192 Monkstown side. It is very pretty over there—more so I think, than on the

Queenstown side. There is a fine golf course not far from the landing, and I may

persuade myself to try it at some future date. However at present I have no

inclination to play either golf or tennis.

After dinner I went to the Yacht Club to look over the papers and magazines.

Met Allen, Neal, and Blakely there. Returned on board about ten o'clock and was

busily writing my diary when Lieutenant Commander Sherston of the Snowdrop

and Lieutenant Budjen of the Laburnum came alongside. They had been sailing

and tied up their boat while they came aboard and spun yarns and smoked cigars.

It is now after midnight and they have been gone only a short time.

194

It is time for me to go to bed.

Thursday

June 14 [1917]

Queenstown

These clippings were cut from various issues of the New York Tribune. I think

there will be frequent periods when there is a let up in the number of sinkings,

and then there will be weeks when the sinkings appear abnormally large. The same

number of submarines cannot always be operating, and the weather conditions

have much to do with their activity. But there is no question that the larger the

number of patrol boats, the harder it is for submarines to operate as they must

keep below the surface to avoid being destroyed.

In regard to the mines being laid before our arrival, I do not see how the

Department expected to keep the matter confidential, so long as the telephones

were used for giving orders and asking questions. Even with private wires, one can

frequently hear conversations which come from other wires; and a private wire

can be tapped just as well as a public one. The only way strict secrecy could have

been maintained would have been for the senior officer to go to Washington and

receive his instructions in person. Everything could then have been arranged

quietly and without the great and manifest rush that was apparent in all matters

concerning our preparations.

The false reports of our vessels being sunk are made by the newspapers on

purpose. They do it because the Department will not give out any information. I
58 Queenstown Patrol

am glad to sse that Mr. Daniels has stated he will make public any casualties to

ships that may occur. We have much to learn in regard to censorship, especially

as most censors are unable to tell what is important and what is not.

New York Tribune dateline London 25 May 1917:

A denial that any American Naval vessels have been sunk in the war was issued

tonight by Secretary Daniels to counteract what he called, "A campaign of

vicious rumors that is being carried on so industriously by persons unknown.

. . ." The department has given repeated assurance that its policy is to be one

of absolute frankness with respect to disaster.

New York Tribune dateline London 23 May 1917:

For the third week in succession losses to U-boats were far below the German

standard and far less than those of the high mark Only thirty of all classes were sent to the bottom. . . . These losses are well under the alarming totals

recorded last month. . . . The American destroyer flotilla shares in the credit

195 for holding down the shipping losses

Yesterday (Wednesday) [13 June 1917] I was on a "Court of Enquiry" to

investigate the collision between the British sloop Laburnum and the U.S.

destroyer Jenkins. The court was composed of the Flag Captain (Captain

1 96 1 97

Carpendale), the Captain ofthe Myosotis (Commander Cochrane) and myself.

It was what we would call a Board of Investigation as no oaths were taken. I think

that probably it is the first time in history that a court composed of British and

American Naval Officers sat together.

In the diary are inserted photocopies ofthe memorandums convening the court.

Admiral's Office,

Queenstown,

No. A.56.12th June 1917.

MEMORANDUM.

You are to assemble as a Court of Inquiry (Board of Investigation) in H.M.

Dockyard, Haulbowline, (R.N. Hospital) at 10 a.m. on Wednesday, 13th June 1917

(President, Captain CD. Carpendale, R.N., H.M.S. Colleen), and hold a full and

careful enquiry into the circumstances attending the collision between H.M.S.

Laburnum and U.S.S. Jenkins on 10th June 1917, calling before you such witnesses as

it may appear to you necessary.

2. Your report, accompanied by the minutes of the evidence taken, is to be

forwarded to me (in triplicate) and is to contain an expression ofyour opinion on the

merits of the case as disclosed by the evidence taken, and is to state fully to whom, if at all, blame is attributable and to what extent.
Escorts and Convoy 59

3. You are to be guided by the directions contained in Chapter XVIII ofthe King's

Regulations, and by U.S.A. naval procedures.

Captain CD. Carpendale, R.N.,

H.M.S. Colleen.

Commander J.K. Taussig, U.S.N.,

U.S.S. Wadsworth.

(Through V. S.S.Melville)

Acting Commander W. C. O'G. Cochrane, R.N., Lewis Bayly

H.M.S. Myosotis Vice Admiral.

Commander-in-Chief.

This memorandum is to be read to the Commanding Officers of Laburnum and

Jenkins before the Court of Enquiry commences.

Seeing that questions between ships or personnel of the two nations may arise

from time to time, I have decided to enquire into such cases (when necessity arises)

by means of a Court composed thus:-

PRESIDENT - Alternatively British and U.S.A.

MEMBERS - Equally divided and of equal rank between the two nations.

The conclusions of the Court will be merely the opinions of the Court and these

conclusions will be dealt with as follows :-

(a) One copy sent to British Commander-in-Chief who will consider whether any

further action is necessary in the case of the British ship or Officer. With regard

to the U.S.A. ship, the British Commander-in-Chief will not concern himself

further.

(b) One copy sent to Admiral Sims through the Senior Naval Officer U.S.A. present,

for him to take whatever steps he considers necessary as regards the U.S.A. ship

or Officer.

Queenstown, Lewis Bayly

12th June 1917 Vice Admiral

Commander-in-C hief

It is believed that the carrying out of these orders was the first time that a court

composed ofboth British and Americans had ever sat together. The procedure was

carried out as contemplated, and the findings of the court were approved by both

Admiral Bayly and Admiral Sims.

198
60 Queenstown Patrol

While the Jenkins was convoying a merchant vessel, the Laburnum came along

to relieve her. It was very dark and although the Laburnum saw theJenkins at least

five minutes before the collision, it appears that the Jenkins did not see the

Laburnum until they were right on top of one another and it was too late to avoid

collision. The Laburnum struck the Jenkins abreast the forward fireroom, but was

only going 4 or 5 knots, the engine having been previously reversed. We did not

find anybody to blame, but laid it to one of those things that must be expected

where a large number of ships are operating at night without navigation lights,

and in a confined area. The Court was in session from 10 a.m. to 1 p.m., so I did

199

not get back to the ship and finish my lunch until two o'clock.

At 4 o'clock I went ashore for a walk and to get some confidential papers at the

Admiralty House. While walking through the Admiralty grounds met Miss

Voysey who asked me to come in With him [Vice Admiral Bayly] were Captain

Henry William Grant and Captain William Wadsworth Fisher, from the

Admiralty offices, London. They said they came for a rest, but they evidently had

some important business to attend to, and Vice Admiral Bayly was not giving them

much time for business. He had them on the go all day long, looking around the

harbor, inspecting three torpedoed merchant vessels which had been brought

safely into port, and looking over the Melville. After tea the Admiral wanted them

to go on the roof to see the view—but they revolted. However, they could not get

out of going around the garden, which operation was in progress when I departed

for my ship. These British officers are usually most genial men—and many of the

senior ones give the impression of force and power. Captain Grant has a big supply

of geniality and waist measure—Captain Fisher is tall and impressive looking. He

appears to be a strong man professionally.

I stepped into the Yacht Club at 7 o'clock to wait for a boat and did not step out

again until 10 p.m. A number of our officers and British officers were there.

Wortman asked me to stay for dinner and I accepted. Seven sat down

202

together—Comdr. Cochrane of the Myosotis, Lt. Comdr. Jones of the

203

Parthian—Lt. Comdr. Hudson of the Narwhal and Wortman, Zogbaum,

Fairfield and myself.

When I arrived aboard ship at 10:15 p.m., I was agreeably surprised to find a mail from the United States. Two letters from Lulie, the last dated May 29th and

one from Father dated the 27th. I wrote some letters and then to bed.

We got underway at 8:30 this morning and while turning around struck both

propellers on something. Am not sure now whether it was a submerged object or the bottom. All blades are slightly bent, and are being straightened out by divers.

We should be able to get underway at about six o'clock. I am much disgusted; but

there is no use crying over spilt milk.
Escorts and Convoy 61

Sunday

June 17 [1917]

At sea

It was seven o'clock Thursday evening before the work on our propeller blades

was completed, and eight o'clock when we got underway and stood down the

harbor. There was a fresh southwesterly wind blowing which caused sufficient sea

to give us an uncomfortable motion. Stood well off shore to avoid the shipping,

some of which we sighted before dark—destroyers and sloops escorting merchant

ships. At 10 o'clock I turned in on the transom in the chart house and was on the

bridge at 1:00 to remain three hours as I do every night at sea—sometimes from

10 to 1 and sometimes from 1 to 4. The last light we could see was the Bull and it was lost in the haze at half past three.

More than 15 knots was uncomfortable and caused much spray to fly over the

forecastle and bridge, so we contented ourselves with that speed instead of the

usual 18 knots. In the early forenoon [Friday, 15 June 1917] intercepted a wireless

message from the Paulding saying the periscope of a submarine was sighted, and

later a second message stating that the submarine had fired torpedoes which

missed. Judging from the wireless reports since we have been at sea this time, the

subs are not very active at present. Probably due to the rough sea, the large number

of patrol boats out, and perhaps the return to Germany of a number to refit.

Friday night at about eight o'clock we fell in with the British merchant steamer

Port Macquarie, with a cargo of wheat bound for Birkenhead. Decided to escort

her, so zigzagged ahead until 5 a.m. Saturday [16 June 1917] when parted company

and started back for my patrol station. At noon we sighted the oiler Cuyahoga, and we

joined her, escorting ahead until 4 p.m. when theJacobJones relieved us. I had sent a

wireless to theJ.J. giving our position, course and speed. Returned to patrol station

and was looking for the merchant steamer Tarantia when sighted the oiler Cheyenne

about eight o'clock. Decided to accompany the Cheyenne as all oilers are valuable and

did not know what the Tarantia was carrying. Remained with the Cheyenne, and at 3 a.m. [Sunday, 17 June 1917] sighted a steamer about two miles away—steaming on

nearly parallel course. This turned out to be the Tarantia. At 4 a.m. the Benham came

along in reply to my wireless message and took over both ships.

We are now (10 a.m.) on the way back to our patrol station, but I suppose it will

not be very long before we pick up another valuable ship that should be escorted. Since

yesterday afternoon the weather has been fine, and the sea gradually subsiding. I do

not mind this business much in good weather, but in bad weather I feel as if I have

had enough at anytime and am willing to let a younger man have my job.

All of us in the flotilla are much pleased that we are operating with Admiral

Sims as our commander, and believe he received a well merited promotion when

the President recently commissioned him Vice Admiral. He has made a great hit
62 Queenstown Patrol

with the British and French, and it is undoubtedly due to his characteristic energy

and ability to demonstrate the important, that our government decided to send

the Destroyer Force over here. Admiral Bayly is going on five days leave very

soon. He informed me during a conversation recently that he had requested the

Admiralty to allow Vice Admiral Sims to take charge ofthe Coast ofIreland station

during this period. That he was the only man in England to be trusted with the

job! That is cooperation with a vengeance. And who, a few years ago, would have

expected an American Admiral taking command of an important British station

on the European side of the Ocean.

Our New York Times is usually two weeks old when we get it, so the clippings

inserted are not quite up to date. But I seldom see the papers on this side of the

ocean, and those I do see appear to either have very little news, or else the news is so modestly printed I am unable to find the item of interest.

New York Tribune dateline London 30 May 1917:

With a dwindling average of destruction for a month, German submarines

sank fewer British merchant vessels than in any week since the "ruthless"

campaign opened on February 1. Several causes are given here for the

continued decrease ofU-boat "frightfulness." It is possible that the new devices

are contributing to the capture or destruction of German submarines It is also noted that the American flotilla of destroyers is doing good service in the

submarine hunt . . . the cordial cooperation between the British and American

fleets was extraordinary.

Tuesday

June 19 [1917]

Queenstown

The remainder of Sunday was spent on our patrol station. About 4 a.m. Monday

received wireless orders to meet and escort the Batoum at 2 a.m. I was then far to

the westward ofBatoum's 2 a.m. position, so there was no chance of my coming up

with her. So I wirelessed ahead that she was proceeding unescorted. The poor old

Batoum had a varied experience which finally wound up with her being torpedoed

or mined off the Fastnet. Monday she sent out an SOS call saying that shell was

bursting all about but could see nothing shooting. The shells were undoubtedly

spouting whales. Later the Primrose picked her up, passed her along to the

Paulding, which ship in turn passed her to theJarvis. It was while theJarvis was

escorting that the torpedo struck sometime this morning. Her crew was picked up

207 by the Jaino, transferred to the Benham and brought here.
Escorts and Convoy 63

The submarines appear to have been very busy yesterday, but they are operating

beyond our patrol stations, which means we must go farther out to sea. The Elele

called "S.O.S. torpedoed" and gave a position about 100 miles to the westward. The

Sampson and Nicholson started to her rescue. Then the Palmer called "S.O.S., two

submarines—torpedo missed." The Nicholson and Sampson between them saved

the Palmer, but the Elele sank. The Sampson rescued the Elele's crew and the

Sampson then picked up the crew of the "Thistledu" which had been sunk and did

not have time to get out an SOS call.

Yesterday (Monday) [18 June 1917] afternoon received word that the Romney

loaded with horses was due at special rendezvous at 1 : 30 p.m. So proceeded to the

rendezvous and sighted the Romney 1:20 p.m. It was somewhat hazy and the

Romney appeared to be afraid ofus as she altered course so as to run away. However,

she soon saw it would do no good to run, and at 2: 15 we came up with her and took

her under our wing. At 8 o'clock the Benham relieved us and the Wadsworth started

at 20 knots for Queenstown where we arrived at half past eight this morning. Vice

Admiral Sims' flag was flying on the Melville and from the flag pole at the

Admiralty House, which indicated that Admiral Bayly was away on leave.

in

c

[June 19, 1917 continued]

I intended to take a nap, but Courtney came on board and inveigled me to going

with him to the Admiralty House to see Admiral Sims. Saw the Admiral, Babcock,

and Daniels. Also Dr. [Captain F.L.] Pleadwell who is on special duty with the

Embassy at London and who came here for a few days. Hanrahan, Vernou, and

Wygant also came in. I went to the Rowan and lunched with Courtney. Then over

to the Cassin where Vernou, Hanrahan, Nichols and I discussed the method for

escorting our Army transports which are soon to arrive on this side en route to

France.

At 4 o'clock Courtney and I went to Monkstown and had tea at the Tennis Club.

This being Club Day there were quite a number of people there. They were very

nice to us and I enjoyed watching the tennis, but I was too sleepy to carry on an

animated conversation with the several pretty girls present. However, Courtney

made up for my deficiency in this line. The only names I remember are Mr. and

Mrs. Foote and Miss Foote. Mr. Foote is president ofthe Club; Miss Foote is doing

"war work" in London and is here on a week's vacation.

We returned to the Wadsworth for dinner and then went ashore for a walk

on the Queenstown side. Ran across the hurling field and saw young men and

208

young women practicing. It looks to me as if a real game must be mighty

rough and I would think one's head would be in continual danger of being

cracked by a club in the hands of an opponent. I was glad to get back to the

ship and to bed.
66 Queenstown Patrol

Wednesday

June 20 [1917]

Queenstown

I am disappointed at not receiving any mail from home. No one here knows

when to expect the next mail.

I went to the Admiralty House with Long. Received campaign order no. 2 which

I copy below. Am much surprised to learn that a portion of our Army got away

from home so soon. I did not expect it.

Confidential and Not to be imparted to Officers or men until after sailing.

Vice Admiral Commanding

Queenstown

18th June, 1917.

Operation Order No. 2.

Forces.

(a) Group I. Commander Hanrahan

Cushing, Cassin, O'Brien, Conyngham, Ericsson, Jacob Jones

(b) Group II. Commander Taussig

Wadsworth, Cummings, Winslow, Nicholson, Benham, Tucker

(c) Group III. Commander W.K. Wortman

209

Porter, Sampson,Jarvis, McDougal, Wainwright, Davis

1

.

U.S. Troop Convoy sailed from New York 15 June, First Group with Seattle due

to arrive 6 a.m. 23 June, Latitude 48.55, Longitude 24.20. Second Group with

210

Birmingham, 4 p.m. 23 June, Latitude 48.10, Longitude 26.00. Third Group with

21

1

Charleston 6 a.m. 25 June, Latitude 46.45, Longitude 23.55.

A second rendezvous and courses from thence to the French coast will be

designated later from Queenstown. Destination of convoys, St. Nazaire.

2. These forces report to Convoy Group Commanders for escort duty to destination, recommending that escorting duty be performed in accordance with

destroyer experience in war zone and latest knowledge of enemy methods and

movements.

3. Destroyer Groups are assigned to Convoy Groups of same numbers and will

meet Convoys on line between first and second rendezvous as far to westward as possible. Sailing orders will be given later. Return to Queenstown at earliest moment

after arrival convoys.
Convoying 67

4. Conserve oil to maximum as supplies in France are very low.

5. Not known whether convoys have British codes. Probably U.S.N, sig. codes

should be used with ciphers.

Wm. S. Sims212

After lunch I had Long, Wygant, Gay and Nichols on board to discuss our

orders, and as a result I issued the following memorandum:

From: Commanding Officer, U.S.S. Wadsworth

Memo for Commanding Officers, Wadsworth, Nicholson, Tucker, Cummings,

Benham, Winslow.

1. Wadsworth,Nicholson,Benham sail from Queenstown 1 p.m. B.S.T. 22 June 1917,

proceed to positions five, fifteen and twenty five miles south of Daunt Rock Light

Ship respectively, then set course 242° true. Rendezvous Lat. 47.30 N. Long. 20.00

W. at 4 a.m. G.M.T. 24 June.

2. Tucker, Cummings, Winslow leave Berehaven at time designated by CO. Tucker.

On clearing Bantry Bay proceed on course 242° true, interval 10 miles between ships.

Rendezvous Lat. 47° 30' N. Long. 20.00 W. at 4 a.m. 24 June.

3. On arrival rendezvous form line of sections (first section on right) interval 800

yards. Section composed as follows: 1st Section, Wadsworth, Tucker, Benham: 2nd

Section, Nicholson, Cummings, Winslow. Unless signal is made to contrary course will

be 280° true, speed 15 knots. It is possible that scouting line may be ordered from

this formation.

4. In falling in with convoy take positions in accordance with attached sketch. If

disposition ofconvoy is not [as] shown in sketch, take positions as near as practicable

in order to guard flanks.

5. If submarine is sighted open fire upon it immediately.

6. Ifany ship is torpedoed, the flanking destroyer (Benham and Winslow) will stand

by torpedoed vessels and do necessary rescue work. Other destroyers will open out

to cover flanks of remaining vessels.

7. In case of fog the Wadsworth and Nicholson will follow astern of Birmingham;

the Benham, Tucker, Cummings, Winslow will each follow astern of a transport in this

order from right to left. 8. On arrival St. Nazaire return to Queenstown independendy. If necessary to

refuel at St. Nazaire take only sufficient oil to carry you to Queenstown with safe

margin for unforeseen emergencies that may arise.

J.K. Taussig.

By the time I finished preparing the above, it was four o'clock. So I went ashore

and took a walk with Long and Nichols. At half past five we went to the

Rushbrooke Tennis Club where a tea was being given in honor of the American

officers. It was the gayest scene I have seen for a long time. Lots of women and
68 Queenstown Patrol

girls (pretty and otherwise) and many officers in uniform. The women play tennis

well—on the average much better than our women at home. Admiral Sims and

staff were there—and in the crowd I saw Mr. Hathawajr who is now U.S. Consul

in place ofMr. Frost, who has gone home, and Mr. Sherman, the Vice Consul. Met

Mr. and Mrs. Sullivan whom I had previously met at the tea Mr. Frost gave us some time ago. Also several of the young ladies whom I met at the Monkstown tea

yesterday, and others (married and single) whose names I did not catch. Said

good-bye to Captain Carpendale who has been ordered to command the armored

*7 1 A cruiser Achilles.

Returned on board for dinner, and spent the evening writing.

Thursday

June 21 [1917]

Queenstown

Spent a quiet day. Went ashore about five o'clock, met Babcock at the Yacht

Club and walked with him a while. Wound up at the Sloop Garden in the

Admiralty grounds where tennis was being played. Met Mrs. Douglas, wife of

215

Lieut. Comdr. Douglas, R.N. She is American. Admiral Sims asked me to stay

to dinner—and I accepted. Others at the table were Pringle, Wortman, Fairfield,

Allen, Blakely, Babcock and Daniels. The dinner was good. Green peas and new

potatoes, and the largest and most beautiful strawberries I ever saw or tasted. At

ten o'clock we returned to our ship and now I am going to turn in as it will probably

be the last night to do so for a week.

Wednesday

June 27 [1917]

St. Nazaire, France

I have neglected my diary—but there were too many interruptions during the

past six days to attend to it. We left Queenstown at one o'clock on the 22nd and

put to sea in accordance with instructions to meet our Army transports. The

Nicholson and Benham left at the same time. A little later I received a radio [signal]

from the Tucker stating that the Tucker, Cummings, and Winslow had sailed from

Berehaven. On the 23rd the Winslow was detached from my group and ordered to

join Hanrahan's group. On the morning of the 24th, the Nicholson, Tucker, and

Cummings met the Wadsworth at the appointed rendezvous. The Benham was lost
Convoying 69

and did not join until later. The four of us formed a scouting line headed to the

westward, and at 9:54 a.m. sighted our convoy. When we came up to it found it consisted of the Birmingham, one destroyer, two armed yachts and four transports.

Many of the particulars about these vessels I did not learn until after our arrival

here. The ships and their Commanding Officers turned out to be as follows:

Comdr. Charles L. Hussey [USN]Birmingham (Cruiser)

Lieut. Harold V. McKittrick [USN]—Burrows

216

(Destroyer)

Lieut. Comdr. Theodore A. Mittinger [USN]

Corsair (Armed Yacht)

Lieut. Comdr. Ralph P. Craft [USN]—Aphrodite218 (Armed Yacht)

219

Lieut. Comdr. George W. Steele [USN]Henderson (Transport)

220

Lieut. Comdr. Daniel T. Ghent [USN]Antilles (Transport)

221 Lieut. Comdr. William N. Jeffers [USN]

Momus (Transport)

222

Lieut. Comdr. Paul E. Dampman

Lenapi (Transport)

The Corsair andAphrodite were the property ofJ.P. Morgan and Oliver H. Payne

respectively. All officers except the Captains belong to the Naval Reserve.

The Henderson is the Navy transport recently completed at the Philadelphia

Navy Yard. I understand that this was her first trip. She is manned by her regular

Navy crew. TheAntilles and Momus belong to the Southern Pacific (Morgan) Line, and the

Lenapi to the Clyde Line. Their regular merchant crews were on board, but they

had many gun crews, signalmen, and watch officers.

When we joined company, the transports were in column. At my suggestion,

Commander Hussey changed the formation to line, and the destroyers took

position ahead. The sketch below shows the way we steamed along.

Nicholson Wadsworth

Cummings Birmingham Tucker

Burrows Benham

Lenapi Momus Antilles Henderson

Aphrodite Corsair

In this formation it would be very difficult for a submarine to get by the

destroyers and then maneuver so as to get in position for firing a torpedo.

We tried remaining in this formation the first night after we joined, but

found it impracticable to keep positions—especially as the night was dark with

drizzling rain at times. So the other two nights the Birmingham and transports

formed column at dark and their destroyers covered both flanks. The speed of

the transports was from 13 to 14 knots, and they zigzagged in accordance with

prearranged plans. The destroyers maintained a speed of 2 knots greater than
70 Queenstown Patrol

that of the transports and zigzagged so as to cover the entire area ahead of the

223

convoy.

A little after one o'clock on Tuesday [June 26], the Cummings hoisted signal

"submarine to port," started full speed and dropped a depth charge. Neal says that

the periscope of the submarine was first sighted by the lookouts and that he

distinctly saw the wake of the submerged boat. After the depth charge exploded

considerable oil and some debris came to the surface, so even if the submarine was

not destroyed it was sufficiently damaged to put it out ofaction. This was the only

i. j 224 excitement we had.

We arrived off the mouth of the Loire at 3 a.m. today. The Birmingham and two

yachts immediately went inside. The transports—guarded by the destroyers—loafed

225 around until 6:30 a.m. when all proceeded to St. Nazaire. I asked Commander

Hussey if I should return to Queenstown immediately in accordance with my

instructions and he told me to communicate with Admiral Gleaves on the Seattle

in St. Nazaire. While waiting for an answer to my radio, the destroyers anchored

outside the dredged channel. I then received orders to send the Burrows in, and

one other destroyer for dispatches. A few minutes later received orders to bring

all the destroyers in. So we proceeded up the river to the city and anchored a little

after ten o'clock. The harbor was crowded with the Seattle, Birmingham, a couple

of transports and six destroyers, but we managed to squeeze in. The destroyers

which arrived with the first group, about 30 hours previously, were still in port,

except the Conyngham and Winslow, which had been sent to meet and escort the

Army transport McClellan which was crossing alone. The first convoy was made

up of the Seattle flying Rear Admiral Gleaves' flag (commanded by Captain D.W.

Blamer [USN], the destroyers Wilkes

226

(J.C. Fremont)

227 and Fanningm

(A.S.

Carpender);229

the armed transport DeKalb230 (W.R. Gheradi)231 and the United

Fruit Company steamers Pastores and Tenadores and the Ward Line steamers

Havana and Saratoga. The Neptune was also still in port, discharging the cargo of

wheat and rails she had brought over. The DeKalb is the Prince Eitel Frederick

which had been interned at Norfolk and Philadelphia. I heard that Bierer and

Senton were in command of two of the transports, but did not hear who

commanded the others.

I went on board the Seattle and saw Admiral Gleaves, Captain Blamer,

Roberts, Bristol, and Symington. Was informed that two of my destroyers must

remain to escort transports beyond the danger zone—so detailed Cummings and

Benham for this duty. The remaining three of my group were to give up as much

oil as we could spare to those that would remain.

After lunch I went on the Birmingham and saw Captain Hussey for a few

minutes. Steele and Dampman were there also.

On returning aboard the Wadsworth found the Burrows alongside. We will give

her 2,500 gallons of fuel oil and then start for Queenstown at about five o'clock.
Convoying 71

In the mean time I will write a letter to Lulie and send it over to the Tenadores,

which ship is to sail direct for the States day after tomorrow.

Thursday

June 28 [1917]

Queenstown

We left St. Nazaire at five o'clock yesterday afternoon. Started out at 22 knots

and kept this speed until dark. Then slowed to 18 knots until daylight when took

up 22 knots again. Intended to keep up this speed all the way to Queenstown, but

after passing the Scilly Isles ran into a northeast gale, which, as the sea increased,

caused us to slow to 20 then 18 and then 15 knots. Would have had to slow more

had not the Irish Coast served for a lee as we proceeded northward. Arrived at

Queenstown at three o'clock and anchored in the lower bay to await an oiler which

was expected from Berehaven. Owing to a mistake in signals proceeded to the inner

anchorage at five o'clock and moored to a buoy. TheJacob Jones came in with us and we found the Cushing, Ericsson, and O'Brien—which ships left St. Nazaire

before we did—alongside the oil dock.

We received a big mail. Everything that left the States between June 1 and June

16th. Many letters from Lulie, and letters from Mother, Father, and Charles,

several copies each of Literary Digest, A&N Journal, copies of Geographic

Magazine, Naval Institute Proceedings, Sea Power, etc., etc. were in my allotment.

Father sent me the illustrated portions of the New York Sun and New York

Times—and a couple of copies of the Saturday Evening Post. So I have more to read

than I can get through before the next mail arrives.

This clipping sent me by Charles is the first one I have seen where my name is mentioned. So I insert it here although it is rather old. I understand from letters

received that a St. Louis paper had my picture on the first page with an article

stating that I come from Missouri. Also that one of the Norfolk papers copied the

article. If some one sends me the clippings I will insert them later.

The lower clipping is of a type that will probably frequently appear, whether or not the British and American forces work in harmony. We are doing so, and I see no reason why this state of affairs should not continue.

New York Sun dateline London, 19 May 1917:

A prominent theater was packed when it was announced that there would be

a show of motion pictures depicting the arrival of American destroyers in the

British ports The audiences went wild with enthusiasm when it showed

Commander Evans . . . shaking hands with Lieutenant-Commander J.K.

Taussig
72 Queenstown Patrol

New York Times dateline London, 30 May 1917:

The British officials are loud in their praise of the efficiency and zeal of the

Americans who are helping materially to keep the submarine menace down

The British Admiral is very popular with our naval men, and the war ships of the

two nations are working together as one force harmoniously.

Hot air; but true to some extent.

Friday

June 29 [1917]

Queenstown

I spent the greater part of today on board—reading, writing and resting. At five

o'clock this afternoon I went ashore for a walk with Fairfield and returned on

board in time for dinner. But instead ofremaining on board, I dined on the Melville

as Daniels' guest. Am going to bed early—a difficult thing to do with the long days

as at present.

Saturday

June 30 [1917]

Queenstown

Courtney came on board for lunch. He is to be at Queenstown for a month as the Rowan is in dry dock being strengthened where she was strained in a heavy

sea. I understand that some of her deck plates have buckled, and that a number of

rivets have pulled out.

Late in the afternoon Wygant and I went ashore. We went to the Rushbrooke

tennis courts where a round robin mixed tournament was in progress. I had two

235 with Commander and Mrs. Roe, and with Mrs. Roe's mother. They invited me

to dinner but I declined. The courts were very gay, but there were so many playing

I thought it would be impracticable to finish the tournament before dark. I returned on board for dinner—and afterwards Dr. Turner and I went to the

smoker at the men's club. These are to be regular Saturday night affairs and a search is being made for such talent as the ships basing on Queenstown [can]

afford. Tonight there were several good numbers and a few mediocre and poor

ones. The movies showing scenes from the trenches in France were good.

It is now after midnight as we did not get back to the ship until halfpast eleven.
Convoying 73

Sunday

July 1 [1917]

At sea

I had luncheon today on board the Melville as Captain Pringle's guest. The

others there were Wygant, Fairfield, Blakely, Daniels and Neal. After lunch

Wygant and I went to the Admiralty House to get the latest "dope" in regard to

submarines. They appear to have been unusually quiet around these parts lately,

but are quite active farther south. Perhaps they are looking for our transports

which are now safe in port.

At four o'clock we got underway and proceeded to sea for a regular five day trip.

My patrol station is to the north-westward about 200 miles offshore. The weather

is fine, and I hope it will remain so.

Friday

July 6 [1917]

Berehaven

Our patrol duty has been without special incident—the chief feature being the

unusually fine weather throughout. Everson wrenched his hip and was on the sick

list for three days. During this time I did the navigating. We escorted three British

merchant vessels at different times. The Onwen for four hours, the Westborough for

12 hours, and the Ashtabula for 27 hours.

The new plan of having all vessels come over the same route for three or four

237

days and then shift to another route, I think is going to pay. It is going to save some ships anyway as the submarines will have difficulty in finding the routes,

and when they do they will find the patrol boats much thicker than heretofore.

The Fourth of July was passed without incident. Vice Admiral Bayly sent the

American patrol vessels a congratulatory message.

We arrived at Berehaven at eight o'clock this morning. Found the Tucker, Porter,

Ericsson, Cassin, Nicholson, and O'Brien in port. The five latter left at half past

eight for St. Nazaire, France. I think they are to escort our transports part way

back to the U.S.—at least through the danger zone. The Wadsworth and Tucker

refueled from the tanker Ottawa. Captain Price of the Dixie

219

came on board to see if we required any repairs. We did not need any.

This afternoon I fished from the forecastle for halfan hour and caught one small

fish which I intend having for my breakfast tomorrow.

At 3:30 p.m. Wygant and I went to Casdetown to call on Captain H.L.P. Heard,

D.S.O., who is now senior naval officer, Berehaven, he having relieved Commander

Coates about a month ago. Captain Heard is a big genial Irishman—his home being
74 Queenstown Patrol

in this section of the country. He took us to his quarters—a walk of about a mile,

and gave us tea. He is a bachelor and I feel sorry for him. It must be a very lonely

life for one of his age to be a bachelor, especially in a lonesome place like this.

The walk from Castletown to and from his quarters was pleasant and attractive.

There was a profusion of flowers everywhere.

Lieutenant Commander Lyons, Lt. Northcroft and Surgeon Lang of

the Dixie returned in the launch with us. I went on board the Tucker with Wygant

and later we went on the Dixie to dine with Captain Price. Lyons made the fourth

at table.

On returning to the ship found a mail from the States. It was a small one—one

or two bags only—and I received no personal letters. Am going to turn in and read

the^4rmy and NavyJournal until I fall asleep.

These clippings are from papers a week apart.

I think the sinkings will continue to fluctuate, and that the barometer of

optimism and pessimism will be gauged alternately by the number of sinkings.

New York Sun dateline London 6 June 1917:

The toll laid on British shipping by U-boats reached a new low level last week.

. . . Fifteen vessels of more than 1600 tons were sunk . . . the latest report . .

.

shows a reduction of three

New York Sun dateline London 13 June 1917:

There has been a pronounced increase in the number of British ships sunk by

submarines last week Twenty-two British merchantmen ofmore than 1600

tons . . . were sent to the bottom either by U-boats or enemy mines.

I continue to be an optimist so far as the U-boat business is concerned. I do not

see how the Germans can possibly make a success out of it.

Sunday

July 8 [1917]

Berehaven

I spent the forenoon yesterday on board ship—cleared up my paper work and

wrote a letter to Lulie. In the afternoon Price, Fairfield, Wygant and I were ashore

and called on the Sharps. Mrs. Sharp has recently returned from London and

brought her five year old son back with her. The youngster has no playmates here

except the dogs and cats which are just as much at home in the living room as the

people. Captain Heron of the Army and his wife were calling—and Zogbaum came

in a little later—I believe the Sharps were out ofbread and that Zogbaum brought
Convoying 75

a loafwith him! We had tea and cakes—then walked around the picturesque place

which Sharp is gradually getting into shape. It is called the Water Fall owing to

the cataract of a mountain stream which drops into the Bay close to the house. It was at this stream that the vessels of Nelson's fleet used to obtain fresh water. The

rocks show where they were cut away to make room for the boats. Mrs. Sharp took

a picture of us standing on the rustic bridge which spans the falls. By us I mean

Mrs. Heron, six men, five dogs and two cats. I forgot the boy—he was there also.

Wygant and Fairfield took dinner with me on the Wadsworth after which we

went ashore on Bere Island. We walked a while then went in the Officers Club and

chatted with the Army officers and read the papers—or rather looked at the

pictures in the weeklies. At half past ten we were back aboard ship.

Today, Sunday, I puttered about my desk, wrote letters, and read until four

o'clock. Then Dr. Turner and I went ashore for a walk on Bere Island. It began to

rain so we put in at the Officers Club where we remained for an hour. During a

lull we made a dash for our boat and got back to the ship without getting very wet.

Friday

July 13 [1917]

At sea We went to sea at 8:30 a.m. Monday the 9th. We had an uneventful time until

Tuesday afternoon about four o'clock when a submarine was sighted on the

surface. He submerged before we got close enough to take a shot at him. Until dark

the Wadsworth circled in an increasing spiral—speed 20 knots so we made him

stay under during the greater part of the time. Although we did not see him again,

I feel sure he came up and took a look at us once in a while through his periscope.

Wednesday afternoon we again sighted a submarine about 20 miles from where

the one was seen yesterday. It was probably the same one. We kept him under by

the same method as followed the day before. There is one thing certain and that

is that that sub is not doing business at present. In the first place there is no

shipping going through our present patrol area, and in the second place there are enough patrol boats around to keep the subs down most of the daylight hours.

We have heard very few S.O.S. calls this trip. There is one fellow working well

to westward around 20° Longitude, and he has chased a couple of ships. The new

plan which requires all ships to follow the same route during certain periods

should diminish the number of sinkings. Only the subs that happen to be on that

route will have a chance and their chances will be limited by the large number of

patrol boats on that route. The other subs will not see any shipping at all except

the outlying patrol boats which serve more or less as a bluff. By the time the

submarines learn of the concentrated route, a new route is selected and they will
76 Queenstown Patrol

again have the trouble of trying to find it. The more I see of the submarine business,

the more I am convinced that it will be a failure from the German point ofview. They

will not succeed with it even if we do not succeed in destroying their submarines. If

no submarines are destroyed it means that they are not coming into contact with the

patrol vessels; and if they do not come into contact with the patrol vessels it means

^AA

that they are not coming into contact with a great many merchant ships.

We had fine smooth weather until Wednesday afternoon when it commenced

to blow up a bit from the southward and picked up a lumpy sea during the night.

Thursday was windy, rainy and uncomfortable until late in the afternoon, when

it cleared off and the wind and sea started to go down. The doctor has been very

miserable owing to seasickness. For him life is not worth living at present. He will

forget about it when we return to port tomorrow morning.

I have been reading Mr. F.W. Wile's books: The Men Around the Kaiser, The

Assault and The German-American Plot. Mr. Wile is an American newspaper man

who lived in Berlin for 13 years prior to the War and was the correspondent for

the Chicago News,Philadelphia Ledger, New York Times, andLondon Mail. His books

are very interesting as giving an insight into the German character. His views of

the Germans I think changed somewhat after war was declared and he became

convinced that although he knew they were preparing for this war, he did not know

that the theory of "Might makes Right" was to be their practice.

The more I read ofthe Germans, the more I am convinced that their philosophy

is all wrong. It is not Christian philosophy. They are still living in the medieval

times so far as humanity is concerned.

It is the best thing for the Untied States that they entered this war now. If they

had not done so, the best the Allies could have done would probably have been to

obtain a draw—and a draw would mean that the same status quo would be in effect as if the war had never been fought. This would undoubtedly have meant that in

the future there would be another great European war and before that war took

place Germany and Japan would probably have united to humble the United

States. And the U.S. would have been licked in such a war owing to lack of

preparedness. We would be licked before we began to prepare.

I suppose the U.S. is hustling now to get ready for this war. I think Mr. Wilson was

wise in trying to keep us out ofwar; but I think he was short-sighted in not preparing

on a grand scale when the Lusitania was sunk. If he had done so the war would have

'J AC been shortened and the country saved many lives and many millions of dollars.

The London Daily Mail, 23 May 1917:

Youth is the supreme impression received from these transatlantic sailors . .

.

not only in their attitude to life do they seem beautifully young . . . [but] they

have come over in no holiday mood; the yachting illusion disappears in the

presence of these intense young commanders with the hunting look in their
Convoying 77

faces ... a disciplined democracy "out to make good and sure of doing it." Sometimes they salute, but they do not make a hobby of it; they are casual

about this as about any other non-essential. . . . They are so very rich and

debonair. . . . The lower ratings are more highly paid than the British Navy;

the higher ratings are only on a level with our higher ratings.

I do not know the author of this. It may be by Mr. Vise who is in Queenstown

and whom I have met on several occasions. I have met no other English

correspondents. Like most of the articles of this character there is considerable

"hot air" in it. The remarks about saluting came as a surprise to me. The men have

been unfailing in saluting so far as I am concerned. Perhaps, though, this is due

to my having embroidery on my cap visor!

The remarks about pay are not correct. All American ratings are higher paid

than are the corresponding British ones.

New York Times, Magazine section, 24 June 1917:

But I can say ofour ships now on the other side that they are all manned by picked

officers and men. Nobody was allowed to go on this expedition who had not had

experience on destroyers It was because of the quality of these officers and men

and because of the splendid . . . ships themselves that they were able to surprise the

English with the statement that they were ready to go to work immediately upon

their arrival

This is part of an interview Mr. Daniels gave a Times reporter. I note the

Secretary says the destroyers are all manned by picked officers and men. This

statement leads to wrong impressions. The Wadsworth left the U.S. with her

officers and men just as they were—without changes. The officers and men are good—but they are the "run of the mill" and I think the same is true for the other

destroyers. When we left the U.S. there were in the Wadsworth crew 4 seamen 2nd

class—just caught!

GENERAL ORDERS—COAST OF IRELAND.

OOOOO-

|

336. INDEPENDENCE DA Y.

The following signals were made at Queenstown on 4th July:

FROM .. Flag

TO .. General

Commander-in-Chief and Officers and Men of British

Squadron wish their comrades from United States success, good

luck and happiness.

(0700)
78 Queenstown Patrol

LEWIS BAYLY

Vice Admiral

Commander-in-Chief

FROM . . . MELVILLE

TO . . . Commander-in-Chief

The Officers and Men ofthe American Naval Forces operating

in European Waters thank the Commander-in-Chiefand Officers

and Men of the British Squadron for their message which is very

much appreciated. We are happy over our good luck in being with

you and will welcome any success that promotes the common

cause.

(0800).

Monday

July 16 [1917]

Queenstown

We arrived at Queenstown at half past eight, Saturday [July 14, 1917] morning

after a rather sleepless night on my part. Passed several patrol vessels acting singly

and at about 2 a.m. sighted a convoy of six merchant vessels escorted by four

destroyers. About the same time sighted two merchantmen proceeding

independently—one with a destroyer escort.

A good-size mail awaited us and I received five letters from Lulie, two from

Mother, three from Father, one from Charles and one from Henry Johnston. The

letter from Henry announced that he had finally secured our box of long-lost

laundry which failed to reach us before we sailed from Boston, and that he would

send it to us at the first opportunity.

After refueling at the oil jetty, the Wadsworth was put alongside the Melville

where there were already three other destroyers. We have some repairs to be made

to the main feed water heater and are in hopes of getting our cooling machine

installed. It is on the Melville, but I believe some necessary parts cannot be found.

We went next to the Benham and I was surprised to find Lieutenant

Commander Lyons in command instead ofGay who I understand is now executive

officer of the Dixie. It seems that when the Benham was at St. Nazaire, Gay was

informed that he would sail at a certain date—so without asking permission he

visited Nantes. The Benham was ordered out ahead of time and sailed without the
Convoying 79

Captain. Hence Gay's detachment. Such is life! It's a great one ifyou don't weaken.

Personally I believe that I would not leave my ship over night under the present

conditions without special permission from higher authority. But I think about

half the Captains would have done the same as Gay under the circumstances.

Hence I feel sorry for Gay because I know he must be broken up over the losing

of his command.246

It was lunch time before I finished reading my mail. After lunch I boarded the

Melville and indulged in a much needed haircut. I did not go ashore in the

afternoon, but after dinner went to the smoker at the Men's Club. It was too long

drawn out, not being over until midnight, and being very sleepy I did not enjoy

the last part.

Yesterday [Sunday, July 15, 1917] I started out by pulling the bathroom door

off its slide and letting it drop on my right foot. Fortunately only two toes were

struck, but the pain was acute and made me quite faint for an hour. Dr. Tanner

[Lieut, (j.g.) CO. Tanner, assistant surgeon] bandaged me up, and by splitting an

old shoe I was able to get it on, and by using a cane have been able to get about.

But I am still aware of the fact that I possess a right foot.

At 9:30 a.m. went ashore to make the usual required ten o'clock report to the

Commander-in-Chief. He did not want to see me about anything. Met Johnson,

Neal, Fairfield, and Giffen there. I managed to walk to the landing with them, but

I had myself driven up in a jaunting cart when I found walking up hill too painful.

Johnson and I went on board the Melville to lunch with Pringle who wanted to see us in regard to reorganizing the destroyer force as at present constituted. We

did not talk very much business, but I enjoyed the luncheon, especially as I had

not eaten any breakfast. I remained quiet all afternoon in order to nurse my foot,

but went on board the Conyngham for dinner. Johnson tried to get all six of the

Captains of the first division that came across the ocean for dinner; but Zogbaum

had previously accepted an invitation to dine at the Admiralty House and Poteet,

who was coming, evidently forgot about it. However Wortman and Fairfield were

there and we had a fine dinner that made it difficult to appreciate that there was

any such thing in existence as war.

Monday

July 16 [1917]

Queenstown

I started in today by having my foot bandaged and then went ashore to send a cablegram to Lulie. Tomorrow is her birthday. On the way back to the ship

0/17 *) A.51 stopped at the Ammen and saw Logan for about half an hour. The Ammen
80 Queenstown Patrol

came across with the fourth section of troop ships. On leaving St. Nazaire at night

she ran aground on a shoal in the fairway and damaged one propeller and her

rudder. The damage was sufficient to require docking, so there has been a board

of investigation and Logan is worried about it. I then went on board the Adventure to call on Captain Hyde. I spent about half

an hour there. Zogbaum was doing as I was at the same time.

249 Johnson took lunch with me. We called on Commodore Lake, who has

relieved Captain Carpendale as Flag Captain, but we did not see him as he was

not on board. I returned to the ship and spent the afternoon writing letters and

war diary. I should have liked to have taken a walk but my foot would not

permit.

Tonight I received a personal letter from Admiral Sims in regard to an official

report I made concerning radiograms sent to me while on escort duty with our

Army transports. I made the official report because I though he wanted it. He

called me down by radiogram on account of two messages I sent. Of course /

thought I was right and that he was wrong. He says I was wrong so I suppose I was. He suggests that I withdraw the report, so of course I have done so—tore it up and

threw it in the waste basket. And I have just written a letter to the Admiral,

acknowledging my mistake and placing myself in the category of one of the

anybodies of the saying: "Anybody is apt to make a mistake—that is why they put

rubbers on lead pencils."

Now I am going to bed. It is 11:30 p.m.

Saturday

July 21 [1917]

At sea

I see it has been five days since I opened this book. It may be that I will record

some things of interest during that time. However, that is not apt to be the case, as not so very much happens.

Tuesday, the 17th, I spent the entire day on board. It was a rainy and

disagreeable day, and I felt correspondingly miserable. It was Lulie's birthday and

I think I spent most of the time wishing I were home.

Wednesday [July 18, 1917] it blew a gale until late in the afternoon. About 4

o'clock the sun came out so I went ashore. Met Fairfield at the Yacht Club and we

walked to the Admiralty House to take a look in the Operations Office as we were

to go to sea the next day and wanted to find out what was going on. Things seemed

fairly quiet. Commander Herbert D.S.O. was on duty. He is a recent arrival and

now that there are three officers in the Operations Office they do a continuous watch.
Convoying 81

251 The others are Commander Grubb and Lieutenant Commander Douglas. In the

Naval Center Office I met Commander Daniels R.N. He had a letter of introduction

252

to me from Mr. MacAfee. I should have gone to call on him yesterday at his home

if it were not for the combination ofbad foot and bad weather. Fairfield and I went in

the Sloop Garden to pick some sweet peas. Found Lt. Comdr. & Mrs. Douglas, Mrs.

Davidson and Lieut, [name omitted in diary] there having tea. We were requested to

join and accepted. Mrs. Douglas then helped us pick sweet peas, and we returned to

the ship with beautiful bouquets.

After dinner I went ashore again. Picked up Vernou at the Yacht Club and the

three of us called on Admiral Bayly and Miss Voysey. Spent a pleasant hour and

a half and returned on board ship.

Thursday [July 19, 1917] at 8:30 a.m. we put to sea for a three day patrol trip.

However, since then have received orders to remain out the usual five days.

The Wadsworth was on assigned station at noon, when a radio [signal] was

received directing Wadsworth and Burrows to relieve the Tucker which ship was

escorting oil ships, in ballast, out to 15° West. It was a long stern-chase for us but

by making 23 knots (all the state of the sea would permit) succeeded in coming up

with them at 9:00 p.m. There were only two oilers instead of three as I expected

so Burrows took one, and the Wadsworth the other, and separated. Ours was the

Herbert G. Wylie—an American ship with gun crews composed of American Navy

253

sailors. We escorted the Wylie until 5 a.m. [Friday, July 20, 1917] and then let

her go on by herself—bound for the United States. I wish the Wadsworth were

going all the way with her.

Yesterday afternoon we picked up the Cunarder Aurania. She had an

especially valuable cargo, and also a large Red Cross unit on board. While

escorting her, a submarine was sighted shortly before 7 o'clock. Tried to get

the Aurania to change course but she paid no attention to my signals. The sub

was seen first from aloft [i.e., the masthead] and was on the surface running at

high speed to get in position for firing a torpedo at the Aurania. We gave chase

and opened fire at about 10,000 yards. Five shots were fired before the

submarine submerged—the last two shots were very close to him. By forcing

him to submerge he could not get into position to attack the Aurania, which

ship was making 15 knots. Tried to find the submarine's wake in order to drop

a depth charge on him, but could not pick it up. Continued with the Aurania

until ten o'clock p.m., when the Fanning relieved us and we returned to our

patrol station.

255

Today started out with being foggy—and then rainy. Now it looks as if it were

trying to clear up. But the wind is coming up all the time and the sea gradually

getting rougher.
82 Queenstown Patrol

Monday

July 23 [1917]

At sea

The Wadsworth went into commission two years ago today. We had intended

having a birthday party if we were in port. The change in our orders prevented

this. We have managed to keep fairly busy during the past two days, and [as] the

threatening bad weather did not materialize, we have been fairly comfortable.

We started in yesterday forenoon by picking up the British merchant steamer

Akassa. Escorted her until two o'clock in the afternoon when, having reached the

limit of our patrol and she not being listed as a specially valuable ship, permitted

her to go on alone. An hour later we sighted the big White Star liner Belgic. As she

was down as a specially valuable ship stayed right with her until about six o'clock

when the Fanning relieved us. This was the Belgic's first east bound trip.

About an hour after leaving her and while sitting in the ward room, there was a loud explosion and I thought we had been struck by a torpedo. Was not on deck in

time to see the disturbance made by one of our depth charges which Everson had

dropped. He said he saw two periscopes of a submarine nearly dead ahead and close

aboard. We were going 22 knots at the time so he did not have time to notify anybody

but let the depth charge go. We stayed around for an hour looking for results but could

not find any. Everson was the only one who saw the periscopes and he is confident

that's what they were. They were only in sight for a few seconds.

This morning at three o'clock while it was still dark passed a large steamer close

aboard. Decided to follow him until daylight. At 4 o'clock joined with her and

found that she was the Canadian Pacific steamer Metaguma from Montreal for

Liverpool. She was two days behind schedule and was listed as a specially valuable

ship which should have two destroyers as escort. It was 1 1 a.m. before we were

joined by theJacobJones. At 4 p.m. when off the Fastnet the Nicholson came along

and relieved the Wadsworth. The Metaguma had a large crowd ofpassengers, some

in uniform and some in mufti. We are now killing time until 10 p.m. when we will

turn around bound for Queenstown.

Sunday

July 29 [1917]

At sea

Again I have neglected my diary for six days. It seems impossible for me to keep

it quite up to date. Somehow or other I never seem to catch up in doing what I want to do and what I ought to do.
Convoying 83

We arrived in Queenstown at eight o'clock Tuesday morning (the 24th) and

went alongside the oiler Brumbleleaf for fuel. There were eighteen destroyers in

port—the accumulation being due to the new convoy system which is now in

256

effect. The Conyngham and seven others had just returned from escort duty; and

the Wilkes and five others were just ready to go. They sailed at 6 p.m. When we

finished oiling, the tug took us to No. 1 buoy where we tied up alongside the

Ammen. Logan came on board for a visit. Did not stay long as his ship was getting

ready for sea. I went on board the Melville to find if there was any news. Everything

seemed quiet. Only a few ships had been sunk in our neighborhood, but I heard

that 21 had been sunk altogether during the past week. My best shoe still hurt my

sore foot, so I did not go ashore, but contented myself with reading my mail.

Several letters from Lulie, Mother and Father as late as July 7th, and newspaper

as late as the 9th.

On Wednesday (25th) I made the usual 10 a.m. visit to Admiral Bayly. Found

Johnson there also. I was informed that my "squadron" of eight destroyers were

to sail at 8:30 a.m. [Friday] July 27th and proceed to a rendezvous at sea where we

would meet a convoy of 19 merchant vessels which we were to escort to the

257

Smalls. I did not relish the job. While walking through the Admiralty gardens

I picked up a number of gooseberries which I found delicious eating just as they

came off the bushes. Miss Voysey had told me I could have all I wanted, as many

of them were going to waste for lack of people to pick them.

I went with Johnson to the Conyngham for lunch and then returned to the

258 Wadsworth to write the necessary campaign order for our convoy duty.

Commodore Lake R.N., who relieved Captain Carpendale as Flag Captain,

came on board to return my call. He was much interested in the ship and made an

inspection of the main deck and men's quarters.

At halfpast three Johnson called for me. I went ashore and caught the 4:05 train

for Cork. It was my first visit to the city since the day after our first arrival at

Queenstown when the Captain went to return the Lord Mayor's call and to call on

the Major General. Our train was a slow one, but I did not mind that as the trip is not a long one even in a local. The scenery is pleasing and the car comfortable.

The baseball teams of the Melville and Trippe were playing a game at the Mardyke

Cricket Grounds, for the Red Cross fund. So we took a jaunting cart to that place

and arrived during the fifth inning. I think there must have been at least 3,000

people to see the game—which I believe was the first one played in Cork. It was a gay scene—so gay in fact that it was hard to realize that a war was going on

anywhere. It seemed like a dream that only a few days ago I was out at sea with my

ship shooting at a hostile submarine.

In order to avoid the crowd Johnson and I left before the game was over, took

a jaunting cart and rode for about halfan hour to the residence ofa Mr. Kerr where

Johnson asked for the daughters. He had promised an army officer named Hill,
84 Queenstown Patrol

when last at Berehaven, that he would call on the young ladies, one of whom was

his [Hill's] fiancee. The girls were still at the baseball game. We saw Mr. Kerr for a few minutes and then drove to the City Club where we had dinner. We sat at a

table with four young Army Officers—two belonging to an Irish regiment, and

two to a Scotch regiment. All of them had been wounded or "gassed" one or more

times and were now in Cork taking a course in "gassing." They were nice clean-cut

fellows and most interesting to talk to. After dinner we took in the Variety Show at the Palace Theater. On the

pavement outside met Mr. & Mrs. Brown, Mr. Pelly, and a Mr. & Mrs. Woodhouse.

The Browns got after me for not having come to see them. I told them this was my

first visit to Cork, but that I would come as soon as opportunity offered. I think

some day I will go, if I get the chance.

As we entered the theater the manager told me I should have come last week

and I would have seen myself on the screen. He had recognized me from the

pictures showing our arrival at Queenstown. About two weeks ago the movie

"Paying the Price" was shown in Queenstown. This was the play in which the

Wadsworth figured, the picture having been taken in Newport, June a year ago. As

259

I was in this film also, perhaps the public will begin to think I am a movie actor.

The train back to Queenstown left at 1 1 : 15 [p.m.] so we had to leave the theater a short time before the last number was finished. Just before we left, a young lady

in the seat back of Johnson leaned forward and asked "Is this Commander

Johnson?" It was one of the Misses Kerr whom we had missed seeing in the

afternoon.

In our compartment there were four British Naval Officers, the wife ofone, and

Comdr. Daniels—so the time did not drag. Was on board ship at 12:15 and glad

to go to bed.

Thursday [July 26, 1917] morning it rained. Consequently, I had a good chance

to write letters and took advantage of the opportunity. In the afternoon received

260

signal that Wadsworth, Trippe, and Walke would sail at 3 a.m. instead of 8:30

a.m. and that the Vice Admiral would like to see the Captain of the Wadsworth

before 4 o'clock. At 3:30 I was at the Admiralty House, saw Admiral Bayly, and

was informed that sailing orders were changed because the Admiralty had sent a telegram that the convoy must be met in 17° West, instead of 15°30' W. as previously ordered. As five of my ships were at Berehaven it was necessary for me

to write out a telegram to be sent to them.

I took a jaunting cart and drove to Rushbrooke where I had tea with

Commander and Mrs. Daniels and their three children. Commander Daniels has

been retired for some time and is on duty in the Naval Center Office.

Mrs. Daniels is still a young woman, and the three children are fine. The two

older are girls—Dorothea and Mary, the youngest a boy—Edward. They are still

between the ages of 5 and 8. When we went into tea, Dorothea very sweetly asked
Convoying 85

if she could sit next to me. Young Edward was anxious to ask me a question but

his diffidence was too much, so he tried to get both his Mother and Father to ask

the question. What he wanted to know was whether we had any chewing gum on

board ship! I told him I would try to get him some.

I walked back to the landing—meeting Paymaster

261 and Mrs. Taylor and

262

Constructor and Mrs. Walker —and walked with them. Had dinner on board

ship, and was contemplating turning in early owing to the prospective early start

to be made, but Courtney came on board and stayed until halfpast eleven. He told

me all about his trip to the front. He went up twice in airplanes—once at night

when his machine dropped bombs on Ostend; and once in the daytime when he

took a trip over the German lines. Courtney said Admiral Jellicoe would let me do

the same thing and that we were the only ones he would authorize to go—this of

course on account of our connections in China during the Boxer trouble. But I told Charles that while I was ready to take necessary risks, I was not going to take

any unnecessary ones. So I do not expect to try to go to the front.

Friday morning (27th) at 3 a.m. the Wadsworth, Trippe, and Walke proceeded

to sea. Starting at 3 a.m. is worse than spending all night at sea, so I count this

night as one at sea and consider we missed a night in port that was coming to us. The tide was running ebb, but as there was no wind it was not difficult to turn the

Wadsworth around in the narrow channel. The ships of my "squadron" at

Berehaven sailed at 8 a.m. They are the McDougal, Shaw, Ericsson, Wainwright,

andJacob Jones,

When a little while out the Walke reported that one turbine was rubbing [its

blades against its housing] and that he was returning to port. Received word by

wireless that the Porter was detailed to take Walked place. Friday was uneventful

excepting for sighting a submarine which was on the surface [for] only a few

minutes after Broadbent saw it. Saturday (28) it was rainy, and the visibility was poor until about 1 1 a.m. when

it cleared off. At half past one we sighted the smoke of our convoy and at half past

two the eight destroyers had joined and I signaled the Adventure that I would take

over. The Adventure immediately started for Queenstown.

The nineteen vessels of the convoy were in five columns and cover considerable

area. The "Commodore," a Captain of the R.N.R., is in command. He is on the

Tennyson—the leading ship of the middle column. The destroyers have been

assigned positions as shown in sketch below:

McDougal Porter Ericsson

Wainwright Convoy of 19

merchant ships

Shaw

Jacob Jones

Wadsworth

Trippe
86 Queenstown Patrol

It was my intention at first to take center position ahead of formation, but

changed my mind and took rear position as shown. This permits me to view the

whole formation, and enables me to go where I please and at the same time leaving

265

only the rear uncovered.

I went close enough to the Tennyson to heave a letter aboard. Later went back

and received a letter from the Commodore. Signaled several ships to "Please Close

Up," and signaled several ships orders changing their destination. The ships are spread out more than I would like to see, but I suppose this will have to be expected

until they have more practice at it. They are steaming at 8.5 knots (the speed of

the slowest) and from the time we joined until 9 a.m. today we have only averaged

7.7 knots made good. The night was uneventful. The weather clear, wind light.

The merchant ships show stern lights. It would be better if they would get along

without them. It is now 1 p.m. Sunday [July 29, 1917]—I will be glad when the

bunch is through the danger zone and we are at the Smalls, where they will disperse

and the destroyers return to port.

Monday

July 30 [1917]

At sea

Yesterday afternoon about five o'clock, Falge, who was officer of the deck, let

go a depth charge on what appeared to be the wake ofa submarine. We then circled

and I saw large quantities of heavy oil coming to the surface. The Wadsworth was

kept in vicinity for an hour and a half, during which time the amount of oil

gradually increased. It looked very much as if we had at least severely damaged a submarine. When the convoy was hull down we went ahead at 20 knots and were

soon up to our position again. At five minutes to eleven last night, Earle, who was

officer of the deck at the time, let go a depth charge over what looked like the wake

ofa submarine. It was too dark to see if there were any results. About five minutes

later, the Trippe struck some submerged object which listed her about ten degrees.

About halfan hour later the radio man on watch heard a German submarine calling

wildly—as if in distress. I wonder if it is possible that we could have been

instrumental in damaging two submarines on the same day!

At daylight this morning the two rescue tugs appeared in accordance with the

schedule. At about eleven a.m. four British destroyers, accompanied by an

aeroplane joined and then proceeded with the five ships for Channel ports. One

oiler, with the Ericsson and Jacob Jones as escort, parted company bound for

Queenstown. I received orders by radio not to disperse the convoy at the Smalls,

but for all ships to put into Milford Haven owing to enemy activity in the Irish
Convoying 87

Sea. Later received a message from the Vice Admiral at Milford Haven saying that

267

two "P" boats were being sent to assist. I figured that they could not possibly

join us before dark, and as the only "P" boat I had seen was the one we fired on

for a submarine, I was afraid they might receive a warm reception. So I notified

the destroyers they were coming and requesied the senior "P" boat by radio to

make the recognition signal early. He answered by saying he would have his

navigation lights turned on. At half past ten they arrived and I stationed them

astern on either side until daylight, with directions to take station ahead then.

Tuesday

July 31 [1917]

At sea and Queenstown

The convoy now only consisted of 13 ships. When south of the Smalls, two of

them for Bristol were directed to proceed. The other eleven formed column and

passed into Milford Haven—it taking nearly an hour and a half for them to get in

the bay. I signaled the destroyers to return to Queenstown. We all let out at speeds

varying from 20 to 25 knots, and by six p.m. the six of us were in Queenstown,

secured to the buoys and as peaceful as if we had never been to sea. A four day mail was received, but no letter from Lulie. There was one letter

from Mother and two from Father. Copies ofthe New York Times also came, Father

having transferred his subscription to me. I did not go ashore. Shortly after dinner

indulged in a bath and then went to bed where I read myself to sleep with a copy

of the Army and NavyJournal.

Wednesday

Aug 1 [1917]

Queenstown

This morning made the usual ten o'clock trip to Admiralty House to report to

the Vice Admiral. Met the fellows from the various ships, and there was much talk

of our convoy experiences. Returned on board for lunch. The Wadsworth was

alongside the oil dock, but shortly afterwards was moved to buoy 9A which is

farthest up harbor, and far from the landing.

After writing my war diary and my report on the "escort of convoy," I went

ashore, landing at Rushbrooke. I took with me a box of Park and Tilfords "Sea

Going Chocolates" which I left at the Daniels' house for the children. There was
88 Queenstown Patrol

nobody in. I walked to the Sloop Garden at the Admiralty House where I found

268

Mrs. Douglas and Mrs. Richardson making tea, and Pringle, Hanrahan,

269

Hartman, Daniels, Douglas, and Sherston playing tennis. Fairfield and I were

taking tea only. From there I went to the Yacht Club and dined with Commander

270 271

Sherston, Heaton, and Crichton ofthe British Navy, and Johnson, Courtney,

Fairfield, Zogbaum, and Bagley ofour Navy. While our fellows frequently dine at

the club, it was the first time I had done so. After dinner we had a song fest. A

paymaster came in and played the accompaniment, Sherston and a long-sparred

reserve officer whom I don't know sang—and the rest of us shouted. At 10:30 I returned to my ship—the song fest was still going on.

Thursday

Aug 2 [1917]

Queenstown

This morning I again went to the Admiralty House to take my report on the

escort duty. Several ofthe skippers were there. Also Captain Pringle who had with

272 him Mr. America, the Associated Press correspondent. There is a big row on

about the reported attack on an Army transport which we escorted to St. Nazaire.

It seems that Admiral Gleaves reported that the transports were attacked by

submarines in force, and that at least one submarine was sunk. The report, given

out by the Department in Washington, was greatly embellished it seems for Fourth

ofJuly effect. It mentioned guns being fired, and read as if there had been a great

battle. Then Mr. America, in conversation with the destroyer officers, sent a despatch which was not shown Captain Pringle but which the censor passed and

of which the notice posted here is a result. While the headlines say "British

Officials" the news item does not mention the nationality. Mr. Daniels wants to

know what officers gave him (Mr. America) the information. Mr. America will not

tell. Vice Admiral Bayly has suspended Mr. America. And there you are!

As near as I can find out what really happened was this: The first four or five

transports accompanied by the Seattle with Admiral Gleaves on board, when in

the neighborhood of22° Longitude, reported as many as 5 torpedoes fired at them.

It was a dark night and the water phosphorescent.

The press announcement by Secretary of the Navy Daniels, 4 July 1917:

The transports bearing our troops were twice attacked by German submarines on the

way across. On both occasions, the U-boats were beaten off with every appearance of

loss. One was certainly sunk The first attack took place at 10:30 o'clock on the

night of June 22 . . . the attack was made in force. ... It is not known how many
Convoying 89

torpedoes were launched, but five were counted as they sped by bow and stern A

second attack was launched a few days later ... the results of the battle were in favor

of American gunnery. . . . Not alone did the destroyers hold the U-boats at a safe

distance, but their speed also resulted in the sinking of one submarine at least

British press clipping, dateline Base of the American Flotilla in British waters,

5 July 1917:

The private attitude of official circles here is that the story issued Tuesday on the

authority of the American Secretary of the Navy, Mr. Daniels, respecting the two

attacks by German submarines upon the American expeditionary force, is inaccurate.

There was no submarine attack whatever; . . . one of the destroyers dropped an

explosive charge as a precaution, but no submarine or wreckage was seen ....

British press clipping, dateline Washington, 5 July 1917:

Secretary Daniels says the original statement given out by him July 3 was based on

official information and that the story from the base of the American Flotilla in

British waters is not true.

No submarines were seen and no guns fired, as I remember it. Admiral Gleaves

told me about the attack, and I came very near asking him if he did not think the

"torpedoes'' were fish, but I though it better not to suggest it. Practically all the

destroyers were "torpedoed" by fish when "en route" to join the transports. And

this frequently happens in phosphorescent waters.

The second attack referred to was made on the second contingent. I was in

charge of the destroyer escort of this contingent. What happened was: the

Cummings saw the periscope of a submarine, ran over the spot, dropped a depth

charge and afterwards observed oil and debris come to the surface. That was all there was to it. Several days later when the Conyngham and Trippe were escorting

the McClellan alone, all three ships fired at a "periscope" which turned out not to

be a periscope, but something floating in the water.

This afternoon I went ashore with Johnson—he to play tennis at the

Rushbrooke Club. I went for exercise. My toe still hurts a bit when I walk with my

good shoes on, so I have not taken up tennis as I expected to. We rode to the club

in a jaunting cart, and while Johnson was playing with Hutchins and Bagley, I walked to the Daniels' house to give the children a package of chewing gum I had

found on Alfred's desk and which had been sent to him as a sample. Commander

and Mrs. Daniels were out, but the three children were having tea alone. When

they heard me they jumped up from the table, rushed to the door and commenced

[in] one breath: "Commander Taussig, we thank you very much for the candy. We

enjoyed it very much." The small boy, Edward, then finished by himself: "But it
90 Queensurum Patrol

is all gone now." Then Dorothea very sweetly asked me if I would have tea with

them, but I declined for I had told Johnson I would be back at the Club for tea. Returned to the Club, watched the tennis, had tea, and a little later met Giffen at

the Yacht Club. From there we went to the Admiralty House where we dined with

Vice Admiral Bayly, Miss Voysey and Commodore Denison R.N.V.R.

273 The

Commodore is a retired Admiral ofthe regular Navy, and in order to perform duty

accepted a commission as Commodore in the Volunteer reserves. He is in charge

of the local patrol at Kingston and is under the orders of Vice Admiral Bayly. He

is a very pleasant and affable gentleman—very courtly in his manners, but without

undue airs. I asked him if he would like to come aboard my ship tomorrow. He

said "Yes," so Admiral Bayly will bring him.

Miss Voysey had just returned from a two day visit to London. Although it rained during her visit, she said that one day Admiral Sims put an American

Embassy automobile at her disposal, so she was very enthusiastic about it. She said

that Admiral Sims told her that some rich American in London had placed his

residence at the disposal of American Naval Officers who are on leave. I hope

this is so as the Wadsworth is to go to Liverpool for ten days about the 17th and I will take a run over to London, if free lodgings are to be had.

After dinner we followed the routine ofinspecting the grounds, shutting up the

chickens, and collecting the eggs. To this has been added giving the burro some

carrots. Although I had eaten heartily I proceeded to eat some gooseberries from

the bushes, and a tomato from a vine.

At ten o'clock, Giffen and I returned to the ship. Before leaving, the Admiral

invited me to come up and have tea and play "cricket" tomorrow.

Friday

Aug 3 [1917]

Queenstown

Was informed this morning the convoy we are to meet next is 16 hours late, so

it would not be necessary to sail before 4 a.m. [Sunday] Aug. 5th. I told the Admiral

I would prefer sailing at 9 p.m. on the 4th—so that is the time set. Vice Admiral Bayly and Commodore Denison came on board about 1 1 a.m. While I took the Commodore around, Admiral Bayly went about by himself,

taking a look at the Wainwright also as we were tied up with that ship. Commodore

Denison was very enthusiastic about the ship and spent a halfhour looking about.

When he was ready to leave, Admiral Bayly had disappeared. I found him in the

engine room looking at our [main engine reduction] gearing.
Convoying 91

I spent the early part ofthe afternoon attending to my official and personal mail.

At four o'clock Captain Pringle picked me up and we went to the Yacht Club where

we were joined by Fairfield and Zogbaum. From there to the Admiralty House

where we had tea with Admiral Bayly, Miss Voysey, and a Miss French. After tea

we played "cricket," or really "tip and run," I think, is the proper name. It was

played on the front lawn, a tennis ball and small stick being used. Each one batted

and bowled in turn, Admiral and ladies included. It was not wildly exciting, but

there was plenty ofgood exercise in it for one who has not been taking any regular

exercise. I expect to be stiff from it tomorrow.

I returned on board ship for a bath and dinner. Then ashore again for the

275

purpose of making a call. Met Johnson, Bryant and Fairfield at the Club.

Fairfield and I left cards on Lieut. Comdr. & Mrs. Douglas, who were out. So we

sat around until ten o'clock and then returned on board. Found a mail which left

the States on July 21. But there was no letter for me from Lulie. I fear she has been

under the weather. But if this is the case some one in her family should have let

me know. Tomorrow I will send a cablegram, which will require an answer.

Saturday

Aug 4 [1917]

At sea

I spent the forenoon on board ship. At 9:30 the Commanding Officers of the

destroyers which will go with the Wadsworth to escort the next big merchant

convoy came on board to discuss our mode of procedure. Just received a signal

saying that the Rowan would take the Benham's place. So those that go along

with me are: Rowan (Courtney), McDougal (Fairfield), Ericsson (Hutchins),

Wainwright (Poteet), Shaw (M.S. Davis),

276

Jacob Jones (Bagley), Trippe

(Giffen). When the skippers left I made up the memo order for our procedure,

and sent it out.

This afternoon Johnson, Fairfield and I went to the Sloop Garden. Johnson

777 278

played tennis with Simpson of our Navy and Douglas, Wilson, and

Richardson ofthe British Navy. Fairfield and I talked with Mrs. Douglas and Mrs.

Richardson. Later we all had tea. Returned on board ship after 7:30 dinner. Put

on my seagoing clothes and at 9:00 p.m. the Wadsworth was underway and bound

out to sea. We are now south of the Daunt Rock lightship. Our speed is fifteen

knots and we are zigzagging as usual. I am going to turn in with my clothes on, on

the transom in the chart house.
92 Queenstown Patrol

Monday

Aug 6 [1917]

Berehaven and at sea

Yesterday (Sunday) was an uneventful day excepting for the receipt ofa wireless

message from the Vice Admiral at Queenstown stating that the convoy was 42

hours late and suggesting the destroyer escort put into Berehaven to refuel and to

start afresh. I complied with the suggestion and directed the destroyers proceed

to Berehaven. It was an all night run for us at 18 knots until daylight and then 22

knots. We arrived at Berehaven [today, Monday, August 6, 1917] at 8:30 a.m.

279

S.M.T. and immediately refueled. Captain Price, Fairfield and Hutchins came

on board for a few minutes. Received orders to sail at 9 p.m. B.S.T. (8 P.M. S.M.T.), so authorized ship to give liberty until 6 p.m. After lunch I went on board the

280

Parker to see Halsey Powell. It was the first time I had seen him since his arrival

on this side, and I wished to thank him for bringing me a letter from Lulie. It looks

as if the Parker sank a submarine a few days ago. They saw the sub on the surface, ran over to where it submerged, found its wake, and after running along it for a

short distance passed directly over the submarine, the vessel itselfbeing distinctly seen by the people on the bridge of the Parker. Two depth charges were let go, and

281

large quantities of oil and some debris came to the surface.

From the Parker I went to the Dixie and called on Captain Price. Courtney was

there also. Received word that the convoy was due at the destroyer rendezvous at

11:00 a.m. tomorrow [Tuesday, August 7, 1917]. So I sent signal to all destroyers

to sail at 6:30 p.m. [this evening] instead of 9 p.m. I returned on board the

Wadsworth, wrote a letter to Lulie, and then went ashore for a walk with Courtney

and Fairfield. Returned on board at six, got up anchor at 6:30 and stood out to sea. Steamed at 20 knots until we ran into a rain squall and then slowed to 18 knots.

This speed was necessary in order to reach the rendezvous at 11:00 a.m.

Tuesday

Aug 7 [1917]

At sea

It rained at intervals during the night but obligingly cleared off about 7 a.m. Received a wireless from theAdventure that the convoy would reach rendezvous

at 11:00 a.m. A little later received wireless stating that the convoy passed

rendezvous at 9:30 a.m.—speed 7 knots. At 10:00 a.m. we picked up the smoke

on the horizon, and at 11:00 a.m. joined company

the Adventure immediately

leaving for Queenstown. All eight destroyers were in position by 11:30, and I
Convoying 93

had given the necessary orders to the Commodore and ships concerned in regard

to the changes in destination. I detailed the destroyers as shown in the sketch:

Rowan

Ericsson

Shaw

Trippe

tug

Since joining the convoy there has been nothing of interest to record.

McDougal

Convoy of 16 merchant Wainwright

ships deployed in 5

columns JacobJones

tug

Wadsworth

Wednesday

Aug 8 [1917]

At sea

Proceeding with convoy as yesterday. Last night received a wireless from the

C-in-C, Queenstown, directing that the Conyngham's convoy and the Wadsworth's

convoy not get too close and for the Conyngham to keep to northward if necessary.

My bunch being late, it is evident that the Conyngham's gang have caught up to

us. This forenoon we sighted their smoke on the horizon and we have been steering

slightly converging courses since Airy Johnson will have to do the necessary

maneuvering to keep us from coming together.

Two tugs, the Paladin II and the Flying Foam> joined this afternoon. They are here for rescue work should it be necessary.

This morning we intercepted a message from a special service ship stating he

was engaging a submarine. A little later he sent a wireless to a British man of war,

but we could not translate it. Since then the special service ship reported that he

was torpedoed. This was followed by a message to the British man of war to keep

away for the present. We are now awaiting further messages as to the final outcome

282

of the fight. Later—The special service ship is the Dunraven commanded by

Captain Campbell. Another wireless has just been intercepted. It stated that his

ship had been torpedoed, the after magazine and depth charges exploded, that he

had fourteen wounded, two ofwhich were transferred to the American Gail Norma

for operations. He did not sink the submarine. We have also been intercepting

wireless messages between the C-in-C at Queenstown and some minesweepers in

regard to a stranded submarine which they are trying to save. We do not know

whether it is a British or German one. We hope it is German.
94 Queenstown Patrol

Not long ago two merchant ships escorted by the Patterson and Warrington

joined my convoy. They were sent by Johnson, the smoke of whose ship has been

in view to the northward for several hours. I imagine these ships are lame ducks

and too slow for Johnson's bunch which is moving along about a knot and a halffaster

than mine. Five British destroyers are due to join at 11 p.m. to take the ships bound

for the English Channel off our hands. I sent a wireless to the C-in-C Devonport

requesting the destroyers join before dark if practicable but have had no reply.

Thursday

Aug 9 [1917]

At sea and Queenstown

Last night at about eleven o'clock the five British destroyers made their

appearance. After much signaling, confusion, and many near collisions they

succeeded in getting six ofthe eight Channel ships separated. However, at daylight

there were two of the Channel ships still with us and two destroyers trying to find

out which they were. They finally went off with one and left the other behind,

although I had signaled that she was bound for the Channel. The one left behind

was the Cheviot Range, one of the lame ducks that Johnson had sent me. She kept

falling farther and farther astern and finally about ten o'clock sent a wireless asking

if she was doing right by following us. I took the Wadsworth back and held

conversation through the megaphone. In answer to my question as to why she had

not proceeded with the British destroyers last night, the Captain said he got lost

in the dark. Then I asked why he had not gone with the British destroyer I sent

him this morning. He said he told the destroyer he was bound for France and the

destroyer went offwithout him. Then I asked if he told the destroyer he was going

to Spithead first and he said no he hadn't. In other words the Cheviot Range was a lame duck, made so by lack of brains of the Captain.

I told him to beat it for the Scillys and that I would send a wireless message that

he was coming so they could look out for him.

The eight remaining ships of the convoy with us now proceeded at a much

better speed. I went close to each ship and either signaled or hailed each one to tell

them the latest route orders for proceeding after passing the Smalls. Some of the

ships could not signal or read signals, some could not understand "American,"

283 and some could not do either.

At 3:30 when near the Smalls I signaled the Commodore on the Elysia goodbye

and directed the destroyer to return to Queenstown. The Wadsworth proceeded at

23 knots and we were secured to a buoy in the harbor at 10 p.m. B.S.T. The first

thing handed me was a cablegram which I am inserting here.
Convoying 95

8 August 1917

Western Union

To Jos. K. Taussig USNAVFORCES London, Eng.

Recovering rapidly from typhoid

Lulie Taussig

Needless to say this was a shock, although I felt convinced that Lulie had been

under the weather for some time, owing to having no letters from her in the past

two mails. In the mail that came tonight I received two letters from Mrs. Johnston

(dated July 15 and 19) telling me about Lulie's illness—but the letters are behind

time, owing no doubt to Mrs. Johnston not putting the name of my ship in the

address.

Friday

August 10 [1917]

Queenstown

This morning I went to the Admiralty House to make the usual report. There

were 16 skippers there and while in the waiting room, there was a continuous

chatter. Everybody had something to say and wanted to say it first! The Admiral

asked for a brief verbal report from Johnson and me—and that was all. I returned

on board ship for lunch, and immediately afterwards went on board the Melville

285

to have my hair cut. Saw Captain Pringle and Berrien who has just arrived from

the States. Berrien is to command the Nicholson, relieving Long who has gone to

London on Admiral Sims' staff. Long is taking Babcock's place—the latter having

had a nervous breakdown.

Pringle said Admiral Bayly wanted him to bring some of the Captains for

tea and to play "tip and run" and asked me if I would go. I accepted, but really

felt relieved when it rained and the party was called off. It enabled me to spend

a quiet afternoon on board ship writing letters, reading, and cleaning up my

paperwork.

It cleared off for a while about dinner time so I went ashore intending to take

a walk—met Courtney, Johnson, and Bryant at the Yacht Club and we decided to

go to the movies. Saw one number, and then returned on board ship.

Saturday

Aug 11 [1917]

Queenstown
96 Queenstown Patrol

It has been showery most of the day. This forenoon Courtney and I went on

board the British destroyers Peyton and Narwhal to call on their Captains,

Lieutenant Commander C.L.M.M. Crichton and Lieutenant Commander H.V.

Hudson. These two destroyers are the only ones still operating with us here, and

they have received orders to leave on Monday and join the Grand Fleet. They are not at all pleased about it. Returned on board the Wadsworth for lunch and found

Fleet Surgeon [John C] Durston and his 14 year old boy there as guests. After

lunch wrote letters to Lulie, Mother and Father. Then went ashore taking with

me a box of candy for the Daniels children. Picked up Johnson and Bryant at the

Yacht Club and the three of us walked out to Rushbrooke. I met the Daniels

children just as they were starting for a walk and gave them the box of candy for

which many pretty and profuse thanks were received.

Then went to the Tennis Club and watched a match between Asst. Paymaster

[Reginald V.] Davis, R.N.R. and Ensign [Vincent H.] Godfrey of our Navy. The

former is one of the 20 best players in Great Britain, and the latter won the

championship of the Atlantic Fleet in Guantanamo last winter. The match was

very close, but we did not stay to see it out. I dined with Johnson on the Conyngham.

After dinner Bryant joined us and we went ashore to the smoker at the Men's Club.

Most of the entertaining was done by the men of the Adventure, and a good part of

it was mediocre. There were a couple of boxing bouts and then the movies—the

main feature being the pictures taken on our arrival at Queenstown. They were

really very good and it was the first time I had seen myself on the screen. I had a strange feeling whenever I appeared, that I was seeing one of my brothers! I did

not appreciate before that there was so strong a family resemblance. From the

movies all officers went to the Yacht Club, where after refreshments of various

kinds and strengths we returned to our respective ships. Captain Pringle invited

286

me to lunch on the Melville tomorrow—and I accepted.

Sunday

Aug 12 [1917]

Queenstown

Read during the forenoon. Went on board the Melville to lunch with Captain

Pringle. Others there: Johnson, Bryant, Fairfield, Daniels. Had a very good

luncheon. Then discussed our present convoy duty and a proposal by the

Admiralty to extend it. We concluded that with the number of ships available it would be impracticable to carry out the Admiralty's wishes and keep the ships

materially fit for continuous duty. Nor could the person stand the arduous duty

287

without sufficient rest periods.
Convoying 97

I notice that I have not inserted the reports of the U-boat activities for some

time, so cut this notice out of the New York Times.

Dateline London, 25 July 1917:

Twenty-one British vessels of more than 1600 tons each . . . were sunk last week The U-boat losses . . . have been kept down to a minimum. ... An

upward tendency . . . would not have been unexpected in view of the vigorous

offensive efforts which the Germans are now putting forward on . . . "the

submarine front."

On the whole the Navy may be said to be fairly well satisfied with the progress

being made against the underwater enemy.

The ups and downs continue. Perhaps after a month or two a curve of sinkings

can be constructed that will give a good idea as to when the periods of unusual

activities can be expected. However, when winter comes the whole matter may be

changed, and if the submarine warfare continues there should be but few sinkings

288 m November, December, January and February.

At four o'clock Fairfield stopped by for me and we then went to the Conyngham

289 and Allen for Johnson and Bryant. The four of us went to the Sloop Garden at

the Admiralty House and played tennis. It was the first time I had played since I was in xheAmmen in 1911. Johnson and Fairfield beat Bryant and me two sets: 10-8 and 6-5. Poteet and Bagley joined the party and they were beaten two

sets—first by Bryant and Fairfield, and then by Johnson and me.

We returned to our respective ships for dinner and I was eating mine in

company with Falge, Earle, and Sub-Lieutenant [Robert J.] Richards [R.N.] from

the Snowdrop, when Courtney came in and asked me to come over to the Rowan

for dinner. I had finished soup and helped myself to chicken and vegetables, but

Charles was so persuasive, I excused myselfand went with him. Hutchins was there

also, and we had a very pleasant evening and a good dinner. It was eleven o'clock

before the party broke up.

IV

Jt^scort l^ommandier

Monday

Aug 13 [1917]

At sea We got underway at 8:30 a.m. and stood out to our patrol station, which for this

tour is from Daunt Rock light vessel to the Fastnet. The first thing we received

on the wireless was an S.O.S. from the [British] steamship^4tesa which was torpedoed

or mined offGalley Head. Ofcourse we were much interested as we were standing down

that way and thought maybe we might see a submarine—and also we knew the^tesa,

as we had escorted her on her last homeward trip on July 23rd. We soon got a memo

from the tug Reserve that the Akassa had sunk and that she [Reserve] had picked up 31

survivors out ofa crew of32. We met several ships standing to the eastward, they having

reversed course when the Akassa was sunk. I took one of them under my wing—the

Ardeola, bound for Lisbon—the Conyngham took one, and presendy the Cummings and

Myosotis came along to look out for the other two. So we all passed outward bound and

were unmolested by either submarines or mines. When near the Fastnet, the Benham

relieved the Wadszvorth, and we returned to our patrol station. The outward steamers

which havebeen going north oflreland are nowgoing south owingto the unusual activity

ofthe submarines in the northern routes. Thus the game of hide and seek goes on.

Tuesday

Aug 14 [1917]

At sea
100 Queenstown Patrol

Last night about 3 o'clock the Cummings, which is on the same patrol as we are, reported that he had been in collision with the tug Flying Sunday. No damage to

the tug but Cummings had a large hole in the bow above the waterline and was

returning to Queenstown. I have been wondering if the Cummings took the tug for a submarine on the surface and tried to ram. Such mistakes could easily be made

on a dark night such as it was. Later in the day I received a wireless message from

the C-in-C saying that the Cummings would go to Liverpool on the 17th for

overhaul, taking the JVadsworth's place, and for the Wadsworth to remain on patrol

until the 18th. I suppose this is what we get for boasting how good condition the

ship is in. I do not care very much and realize that military necessity is paramount.

The officers and men I think are disappointed because they had made plans for

leave, etc. Some of the men had not been going ashore lately in order to save their

money. I had anticipated a pleasant time with Johnson and Fairfield and we had

talked over what we would do on arrival at Liverpool.

We picked up the steamer Gascony near the Fastnet this morning and escorted

her until south ofDaunt Rock lightship, when she was allowed to proceed without

escort—no patrol vessel from the next beat putting in an appearance. There have

been frequent rain squalls, but we have managed to escape most of them by

changing course when necessary to do so.

Friday

Aug 17 [1917]

At sea

Wednesday was an uneventful day. The only thing we did besides patrol was to

290

escort the Norwegian oiler Golaa. We took her over from the Zinnia and four

and a halfhours later turned her over to the Warrington. We saw one ofthe formerly

torpedoed ships [that] had been towed to Berehaven where she rested on the

bottom for some time and was later floated, being towed to Queenstown by a trawler and a tug and being escorted by a trawler and the Myosotis. I heard it stated

that although a great many damaged ships had been towed through waters where

submarines were active, not a vessel under tow has ever been torpedoed.

Yesterday (Thursday) after passing a Norwegian steamer (the Ontaneda) we

picked up the British steamer Agberi and escorted her. When off the Old Head of

Kinsale the masthead lookout reported he saw the periscope of a submarine on the

starboard bow. We immediately headed for the bearing, but no one saw the

periscope again. We passed over an oil slick and dropped a depth charge. This oil

slick has been around this location for several days, and there must be something

sunk there. Perhaps it is a submarine and perhaps it is an oiler which sank some
Escort Commander 101

time ago and has had another bulkhead give way. We saw nothing more of the

submarine and the only visible effects of the depth charge were hundreds of small

fishes which had been killed by the explosion. The Ontaneda, which was about a mile ahead, became panicky when one depth charge exploded and circled around

coming back to us instead of going on. I sent him an international signal to

"proceed on voyage" but his proceeding was at a snail's pace. There was another

ship about three miles astern, so I allowed the two ships ahead to proceed and I circled about until this third ship had passed. The smoke ofthe New York, outward

bound from Liverpool for New York was sighted, so I met her. She was escorted

by the Warrington. I ordered the Warrington to continue with us until we passed

291

Kinsale, because if there really was a sub in the neighborhood, all available

precautions were necessary. After passing Kinsale directed the Warrington to

proceed to patrol and the Wadsworth continued with the New York until relieved

by the Benham off the Fastnet. It commenced to blow fresh from the westward

during the afternoon and there were frequent rain squalls which, added to the

increasing sea, gave us an uncomfortable night. There was little sleep for me as we

were searching for some ships. At eight o'clock I received a wireless from the

C-in-C to assist the Nicholson and Parker in escorting two oilers, and to continue

with them as far as 10° West Longitude. Berrien now has the Nicholson and he was

very suspicious of me. I first asked for his position, course, and speed, and received

no reply. I then asked for a reply and his answer was, "why do you want my

position, course and speed?" I informed him I had orders to join him. By this time

it was pitch dark and I considered it impracticable to try to find him and also

dangerous, so I told him I would join at daylight. The Wadsworth proceeded to the

westward at 10 knots owing to bucking a heavy head sea. When daylight came

there was nothing in sight excepting rain, and fog. These came in rifts. We sighted

the Nicholson, but he was alone, having lost the Parker and the oilers during the

night. After some conversation with the use of searchlights we lost the Nicholson.

Shortly afterwards we sighted the oilers, but the fog shut them out of view before

we joined. In a little while received a wireless from the Nicholson saying he had

found his ships. We were now at 10° West so I headed the Wadsworth back for our

patrol. Then the fog lifted and we saw the two oilers with the Nicholson and Parker

proceeding on their way. The destroyers are to continue with the oilers to 17° West

Longitude.

Seeing some smoke ahead of us, we went ahead at 20 knots which we could

292

comfortably do with a following sea. First we passed the Crocus escorting a merchant ship, and then we overtook the Sampson escorting two ships, the Batanga

293 and Zeta (both British). The Wadsworth assisted the Sampson until the Perkins

was met off Kinsale, when I gave way to the Perkins and returned to patrol. About

two hours later the Sampson sent out a general call on the wireless that he had

sighted a submarine on the surface. Have heard nothing more up to the present.
102 Queenstown Patrol

The wind and sea have gone down. It is still overcast but the visibility is good.

I hope it will continue so in order that the entrance to Queenstown harbor will

not be difficult to find tomorrow morning.

Saturday

Aug 18 [1917]

Queenstown

Last night proved uneventful excepting that we ran across the Sampson and

thought at first she was a submarine. We arrived at Queenstown at 8:30 a.m. and

were disappointed not to find any mail. The Fanning and Wadsworth refueled

together. Carpender came on board for a while. He gave me a true version of the

submarine attack on the first group of transports concerning which I wrote on

August 2. ... He says that two shots were fired—one by the DeKalb and one by

some other ship. Two broad phosphorescent streaks were seen about 600 yards

apart and extending from 2,000 to 3,000 yards in length. Defrees, who was on one

of the transports, was positive he saw the wakes of two torpedoes which narrowly

missed his ship. Carpender thinks there were two submarines there.

I went on the Melville for a while—saw Pringle, Bryant, Daniels, and [Albert

T.] Church. A cable had just been received announcing the result of the selection

board. Our force over here did very well. Pringle becomes an acting Captain;

Wortman, Berrien and Long become permanent commanders; Wygant, Allen,

Fairfield, Babcock, Fremont, Vernou, Neal, Hutchins and Zogbaum become

acting commanders. (I am sorry to see that Price and Gay were passed over. There

must be an immense amount of gloom on board the Dixie.) When I returned to

the ship I received the communication posted below. It was a great comfort to

have, and I think the department most considerate to have sent it. I am wondering

whether or not it was done by request.

[Photocopy of actual telegram]

Queenstown 15 following message received from Chief Naval Operations to U.S.S. "WADSWORTH" quote OPNAV 142 wife of Commander Taussig convalescent

doing fine 12013 Admiral Benson unquote 14314.

Admiral Sims.

Received a signal for Wadsworth to clean boilers, so we will be in port until

the 23rd; have not received new program so do not know to what patrol station

we will go.
Escort Commander 103

There were rain squalls during the early afternoon. I wrote letters and took a nap. At four thirty, the rain being over, I went ashore, sent Lulie a cablegram, and

read the papers at the Yacht Club. Saw Wygant and Bryant. Returned on board

for dinner and then went to the movies at the Men's Club. The movies were pretty

good, but there was a little too much of them. Returned on board ship at 1 1 p.m.

Sunday

Aug. 19 [1917]

Queenstown

Went to Admiralty House to make the usual 10 a.m. report. Saw Lt. Comdr.

Douglas in the Operations Office. He asked me to go on an all day picnic to the

country tomorrow. I accepted. Then I saw the Admiral, and he asked me if I would

mind going out in a motor launch tomorrow to try and locate a large oil slick south

of Kinsale, where oil was still coming up. Of course I said I would be glad to go.

So had to cancel my acceptance for the picnic. The Admiral asked me to supper

tonight, and I accepted. Met Hanrahan, Allen, and Lee. Their ships came in this

morning. At the Club saw Bryant and Commander [Henry] Luxmore ofthe British

295

Navy. I returned on board for lunch. Keleher of the Ammen was on board for

lunch as Everson's guest. We are now having the usual frequent showers. If it shows signs of clearing off permanently I will go ashore for a walk.

In the meantime will write to Lulie and send a check for $75.00 to help pay the

doctor's and nurse's bills. I will also write a letter to Mother and Father.

Supper at the Admiralty House. Those at table were: Miss Voysey, Vice

Admiral Bayly, Commodore Leake, R.N.,

296 Comdr. [Charles] White, R.N. (Ret),

Comdr. Harold, RNVR, Comdr. Sherston of the Snowdrop, a Mr. Gordon, Comdrs.

Pringle, Hanrahan, Zogbaum and myself. After supper we played tip and run until

too dark to see the ball. Then shut up the chickens for the night and collected the

one egg.

Monday

Aug 20 [1917]

Queenstown

At 8 o'clock this morning went on board M.L. 161 (one of the 500 motor

launches built for Great Britain in the States), met Commanders Luxmore and

Roe there, and the M.L. got under way. We found the oil slick, southeast of the
104 Queenstown Patrol

Old Head of Kinsale, lowered 300 pounds of T.N.T. to the bottom (46 fathoms)

and exploded it. The M.L. was not far from the spot and there was a distinct jar

when the explosion took place. It was over two minutes before any disturbance

was noticeable on the surface. We stayed around for an hour, but saw no results.

However there must be a ship or a submarine down there. It was half past one

before we got back. Luxmore and Roe came on board the Wadsworth and had lunch

with me.

Found mail from the States. My last letter from Mrs. Johnston was dated July

26, but I had a letter from Mother as late as August 2nd. When Mrs. J. wrote, Lulie

was having a hard struggle. When Mother wrote, the crisis seemed to have passed

and Lulie could be considered as convalescing. I remained on board all afternoon

and read the mail. The clipping on the next page came from the St. Louis

Post-Dispatch on May 21st. Father just sent it to me.

St. Louis Post-Dispatch of 21 May 1917:

St. Louisans read with peculiar interest and pride a London cablegram . . . that

Commander Joseph K. Taussig of St. Louis . . . was in command of . . . destroyers now in active service in European waters [T]he cable contained

a description of the tremendous reception by the British public of moving

pictures of the arrival of the American flotilla at Queenstown Commander

Taussig was one of two Lieutenant Commanders selected for promotion to Commander. . . . [E]ver since his graduation from the Naval Academy his career has been notable and his advancement rapid In 1900 he volunteered

to take command of the American bluejackets and Marines ... for the relief of

Peking

297 The picture reproduced was taken when I was an Ensign on the Texas. Either

in 1902 or 1903. The article has numerous inaccurate statements. Of course I am

not a Missourian. I was one of 75 Lieut. Comdrs. selected for promotions instead

of 2. My date of graduation was 1899 instead of 1898 and my advancement has not

been rapid. I was only a naval cadet during the Peking Relief expedition and

occupied a subordinate position throughout.

After supper tonight I went ashore with Earle and [Dr.] Tanner. We walked

through town and the neighborhood for an hour. I was back on board ship at 10: 15

and ready for bed at 10:30. This is very early for retiring when in port. However I suppose as the days get shorter, bedtime will be correspondingly earlier.

Tuesday

Aug 21 [1917]

Queenstown
Escort Commander 105

Went on board the Melville to get a pair of shoes and a rain coat. Got the former,

but all the latter were too large for me. While there the Benham was brought

alongside. She had been in collision last night with the sloop Zinnia. The Benham

had her engine room and her after fireroom flooded. Her deck aft was just awash.

The Zinnia's bow was badly stove in. As I am to be on a court of inquiry to

investigate the collision I will know more about it later.

We have been painting the Wadsworth with the new "camouflage" or dazzle

effect. The colors used are white, black, blue (2 shades), gray (3 shades), green, and

298

pink. The idea is not to obtain invisibility, but to obtain deception. Admiral

Bayly stopped by in his barge and told me the Wadsworth would not go out until

the 25th, instead of on the 23rd as scheduled. This means a whole week in port! I am afraid we will get out of the sea habit.

I went ashore this afternoon in spite of the rain. Met Captain Hyde of the

Adventure and we walked for an hour. I returned on board ship for dinner and

remained on board. Tonight it is blowing a gale and raining. I am glad my ship is

snugly tied to a buoy, but feel sorry for those at sea.

Wednesday

Aug 22 [1917]

Queenstown

This morning I went to the Admiralty House to find out about my next duty.

Saw a number of the Captains whose ships came in yesterday. Found out that I must go to the Operations Office tomorrow to arrange for an outbound convoy

which is scheduled to leave on Saturday. Admiral Bayly showed us the report of

the information gained from the Captain of the German mine laying submarine

which was recently sunk off Waterford by one of its own mines. It was very

interesting but no information of value was disclosed. They have not succeeded

299

in raising the submarine yet. The Captain was the only survivor.

I had lunch with Lieutenant Commander and Mrs. Douglas. We were to have

gone to the Frenches' and played tennis, but the rain squalls made tennis

impossible. However, we walked to the house of Commander and Mrs. Herbert

and after staying there awhile walked on to the Frenches'. Mr. & Mrs. French are an elderly couple, and there is a Miss French. Their place is most homelike and

well situated with a fine view down the harbor. The flowers were wonderfully

brilliant, and in much profusion. We had tea and then returned to town.

I had dinner on board ship, but was feeling too restless to remain on board so went ashore and read the papers at the Yacht Club. When I returned on board,

Broadbent and Earle were playing duets on the violin and guitar. Their music was
106 Queenstown Patrol

most doleful. We sang a few ofthe old songs, such as "Juanita" and the "Old Oaken

Bucket," after which I prepared for bed. The unsettled weather continued. Tonight

it is again blowing hard and raining at intervals.

Thursday

Aug 23 [1917]

Queenstown

The bad unsettled weather continues. There is a rain squall about every hour.

This morning I went on board the Adventure as a member of a Court of Enquiry

to investigate the collision between the Benham and the British Sloop Zinnia.

300

Captain Hyde of the Adventure is President of the Court, and Lt. Comdr. Piatt

of the Crocus is the third member. We found that the collision occurred about 9:40

p.m. August 20th, about 14 miles south of Talley Head. The Benham had just

emerged from a rain squall and was altering course when the ships sighted each

other. They were then so close that the collision was unavoidable although both

ships turned on their running lights. We found no one to blame.

I returned to the Wadsworth for lunch, wrote a letter to Lulie and then went to

the Operations Office at Admiralty House to make arrangements for an outbound

convoy that will leave here Saturday. I then called on Admiral Sims. Saw him,

Miss Voysey, Mr. Gordon, Capt. Pringle. A number of officers came in: Berrien,

Bagley, Hutchins, Fremont, Powell, Simpson, and [Elliot B.] Nixon. There were

also two officers of the British Navy Flying Corps who are here to look into the

establishment of a station for observation balloons to be towed by destroyers.

I met Captain Hyde and Piatt in the officers' waiting room and signed the record

of the Court of Enquiry. We then had tea and played tip and run until six o'clock.

I returned on board ship for dinner, and am remaining on board until bed time.

Friday

Aug 24 [1917]

Queenstown

Captain Pringle sent for me to come on board the Melville. He wanted to know

if I would take the official photographer to sea with me for a trip. I said I was

willing. The photographer is a Lieutenant Grant of the RNVR. The showery and

windy weather continues. Capt. Pringle, [Lt. Comdr. Johns S.] Arwine and I went

to Rushbrooke and saw the Benham in dry dock. It is a wonder she floated.
Escort Commander 107

Probably if there had been a big sea or if one more compartment had been flooded,

she would have sunk. As it was, her after fireroom, engine room, auxiliary engine

room, and after magazine were full of water. I saw Ancrum, Blakeslee302 and

303

paymaster Barber. They are all now on Admiral Sims's staff. I believe their

headquarters is to be London, and that they are here for a few days only.

Saturday

Aug 25 [1917]

Queenstown and at sea

Yesterday afternoon I acceded to Everson's wishes and accepted an invitation

from Mr. and Mrs. Bonmphrey to spend the night at their place, "Rock Lodge,"

which is in Monkstown. I had never met the Bonmphreys, but Everson, Broadbent

and Falge have been going there quite frequently. They are Irish, of course, but

are very American in their ways and are fond of Americans. Mr. Bonmphrey went

to Chicago in the early 80's and left there in 1890. During that time he made

enough money to make it unnecessary to work the rest of his life. He returned to

Ireland, bought Rock Lodge, and I think has been doing nothing but putter about

his place, play golf and croquet, and be nice to people. I found him a gentleman of

good presence, genial and very active for his age which I should judge is in the

neighborhood of sixty —Mrs. Bonmphrey was most pleasant and hospitable. I would judge from her looks (she is not pretty) that she [is] ten years younger than

her husband, and it is evident from her actions that she is anxious not to get old.

She loves to dance and Everson gave her lessons in the latest steps. Mrs.

Bonmphrey's mother, Mrs. Taylor, lives with her. She is a sweet old lady. The

grounds around Rock Lodge comprise 22 acres. Much of it is on the steep hillside

and is thickly wooded. But there is a fine vegetable garden and a small orchard,

and beautiful flowers in profusion. The view from the house is fine, overlooking

the country across the river, and the harbor as far as the sea. The house is old but

homelike. Two stories, low and rambling. It has the modern conveniences except

no gas or electricity. Chaplain [Milton O.] Alexander and Dr. [Louis H.] Williams

were there when Everson and I arrived. We had tea before Mr. Bonmphrey came

in from his golf game. The Chaplain and Doctor left, and shortly after Mr.

Bonmphrey came in and showed us about his place. It is evidently the custom here

for people who have places to show their visitors about—and I must say that I like

it. I was shown to the guest room—they call it the American room now—and when

I came down for dinner found there were two other guests. They were a Mrs.

Darwell, the wife of an Army Colonel who is at the front—and her sister, Miss

Foley—a beautiful girl (I should judge about 22) who is on leave for two weeks

from the hospital at Cork where she is a V.A.D. We had a delightful
108 Queenstozvn Patrol

dinner—soup, salmon, beef, cauliflower, potatoes, cucumbers, jam, roll. After

dinner we retired to the living room. Miss Foley, who has a fine soprano voice,

sang several songs; and she and Mrs. Bonmphrey sang duets. Mrs. Darwell played

the accompaniments.

There was some dancing in the confined space available. Everson did most of

the honors. But I took a turn with each lady. However, I detest dancing in a confined space. Mr. Bonmphrey, Everson and I showed the ladies home. It was

quite a walk, but the weather was fine and I enjoyed it. When we returned to Rock

Lodge found Mrs. Bonmphrey sitting up waiting for us as she wanted to get Lulie's

address from me and write to her. Very sweet of her to do it, I think. I enjoyed

sleeping in the big bed and the fine hot tub in the morning. The ladies did not

come down for breakfast. Mr. Bonmphrey, Everson and I did full justice to the

305

oatmeal, finnan haddie, and liver and bacon. I caught the 9:15 boat from

Monkstown landing and was back on board the Wadsworth at 9:45.

At 10:00 o'clock the Captains ofmy escort squadrons came on board as I wanted

to have a conference in regard to our duty—but unfortunately the orders from the

Admiral had not been received, so there was not much we could do except talk.

Those who came were Wortman, Hutchins, M.S. Davis, Bagley, Barleon,

McKittrick, and Simpson.

Later in the day the orders came. The eight destroyersWadsworth, Porter,

306

Shaw, Ericsson, Jacob Jones, Paulding, Burrows, and Sterett —are to escort a convoy of 10 merchant ships from Queenstown to 18° West Longitude; then meet

an incoming convoy of 18 merchant ships and escort them to 5° West Longitude

in the English Channel. It does not look like a very pleasant detail. The destroyers

got underway at 4 p.m. B.S.T. and stood out to sea. The merchant ships started out

through the boom at 5 p.m. It was raining and blowing hard. It was nearly dark

(7:20 p.m. G.M.T.) when the merchant ships were in proper formation and we were

headed on our course for the night. There is a big sea running and although our

speed is supposed to be eight knots, I imagine we are making less than six over the

ground. If all the merchant ships are still together in the morning I will be

surprised, as they are very apt to get lost during one of the frequent rain squalls

that are occurring.

Wednesday

Aug 29 [1917]

At sea

The past three days have been miserable ones for a small ship at sea. And those

on board the eight destroyers out on this present duty have been having a most

uncomfortable time.
Escort Commander 109

Sunday morning found nine of our ten merchant ships still together. The tenth

one was hull down astern and I decided to abandon her as we were making less

than six knots good, and I could not afford to endanger all the ships by holding

them back. Sunday was uneventful, but we had an unpleasant day bucking a big

head sea. At midnight the barometer suddenly began to fall by leaps and bounds.

The wind gradually increased and the seas kept getting bigger. By one o'clock

Monday afternoon the barometer had fallen to 28.78 and a halfhour later the storm

broke with its full strength.

The rain came down in torrents and the spray from the top of the waves was

blinding. There was no danger from submarine attacks in this kind ofweather and

the vessels of the convoy could not possibly keep together. So I ordered the

destroyers by wireless to part company with the convoy and to make the best of

their way to the rendezvous at noon the next day where we were to meet the

morning convoy. I gave orders for them to heave to if necessary and not to risk

damaging their ships. I headed on a course that brought the sea on our starboard

quarter and kept the engines turning over for 8 knots. Although the waves were

tremendous, we rode them easily, but with much discomfort owing to the motion

of the ship. I think I never saw it blow harder. Fortunately the wind began to go

down about 8 o'clock and it gradually decreased all night until it steadied to a regular 5 during Tuesday.

We were to have met the incoming convoy at noon Tuesday. First we had word

that they were three hours late. Then that they were six hours late. It eventually

appeared that they were ten hours late and considerably southward of their

supposed line. Although the destroyers were much scattered, five of the seven succeeded in joining company with the convoy before dark last night. There were

307

17 merchant ships and the auxiliary cruiser Columbella. We had an uneventful

night. This morning the Sterett, which was the mine laying destroyer, joined about

nine o'clock. The Wadsworth went close to the Columbella and some of the other

ships to send signals in regard to change in orders and change in destination. This

gave Lt. Grant an opportunity to take some photographs. A little later the Paulding

signaled that they had a case of acute appendicitis and wanted our doctor. So we

stopped while the Paulding sent a boat. It was quite rough and I think Tanner, who

has been seasick all the time, did not relish the idea of the trip in a small boat. But

he went without a murmur. Later the Paulding signaled that they would let me

know by tonight whether or not an immediate operation is necessary. If it is I will

direct the Paulding to proceed full speed to Queenstown.

There is not so much wind today but there is a long rolling swell that keeps the

ship jumping. The convoy is making about 8 knots—[we are] zigzagging across the rear of the formation.

I have been a Commander one year today. I must do another year sea service

and at least three years altogether before I am eligible for selection to the next
110 Queenstown Patrol

higher grade. I am ready to do the sea service, but hope that most of it will not be

on this side of the ocean.

Thursday

Aug 30 [1917]

At sea

Forty years old today. I suppose now that I am no longer in the category of a young man but must consider myself a middle aged man. My birthday was

celebrated with a fine chocolate layer cake decorated with icing which spelled,

"JK.T. Happy Birthday." I think the steward did very well to make so good a cake

under the uncomfortable conditions which have been existing. There is a following sea which causes us to roll considerably. The Captain of the Cotumbella

requested me to deliver some letters from him to the Commodore of the convoy

on the Lake Michigan. I think it was pretty risky to take the letters with a heaving

line, but I succeeded in doing it, and also delivering them to the Lake Michigan by

the same method. We should arrive at five degrees West Longitude at daylight

tomorrow. It is there that the British destroyers should relieve us. Last night I ordered the Paulding to return to Queenstown in order that the acute appendicitis

case could be operated on.

Friday

Aug 31 [1917]

At sea and Queenstown

There were no signs of the British destroyers at daylight. They finally appeared

at eight o'clock but it was 9:30 before they took over the convoy. TheJacob Jones,

Burrows, and Sterett took the Columbella and another ship to Devonport. The rest

of us

Wadsworth, Porter, Ericsson, and Shaw—returned to Queenstown. Ran 23

knots and was secured to buoy number 5 at 10 p.m. B.S.T. Our mail came on

board—and it was a big one. Two letters from Lulie—dated Aug. 17 and 18—gave me

much joy. They were the first she had written since July 11th. I also had a birthday

greeting cablegram from her. There were several letters from Mother and Father and

Mrs. Johnston. There was much official mail and many newspapers. I read my personal

mail only. It is now 1 a.m., Sept 1. 1 am going to bed and leave the rest for tomorrow.
Escort Commander 111

Saturday

Sept 1 [1917]

Queenstown

Went to the Admiralty House at ten o'clock. Saw Admiral Bayly, who was much

interested in our trip. All the Captains ofmy escort squadrons were there, theJacob

Jones, Burrows, and Sterett having arrived early this morning. Bagley was much pleased

when the Admiral said theJacobJones would clean boilers which meant that she would

be in port until the 6th. Bagley looked at the rest of us with a pitying smile. Then the

Admiral said the squadron would probably sail on the 7th. Bagley's face fell. It was a

case of "Somebody is always taking the joy out of life."

On returning to my ship, I found a signal to report on board the Melville. Found

all the Captains over there. Captain Pringle wanted to talk to us about the behavior

of the younger officers on shore. He said there was too much hanging around the

bar at the Yacht Club. And there is. I stayed on the Melville for dinner as Pringle's

guest. Returned to the ship—wrote my report on convoy operations, and my war

diary. Looked over all the official mail. Received a signal from Admiral Bayly

inviting me to dinner. I accepted. Went ashore at half past six. Sent a cablegram

to Lulie. Met Davis from the Shaw and we went to the Admiralty House together.

The only other guest was a Miss Bayly (a niece of the Admiral), a sweet young

English woman. Miss Voysey presented Davis and me each with a lavender sachet

bag with the American flag on it. I think she has had one made for each captain.

We left at 10:30 after an enjoyable evening. The Conyngham and Cummings

returned from Chatham where they have been overhauling.

The present convoy duty requires so many destroyers and takes so much time,

there seems to be more of it than we can handle. There are at Queenstown 5 oilers,

[bound] for channel ports, which got separated from the Devonport escort in the

recent storm. Admiral Bayly and the C-in-C at Devonport both reported to the

Admiralty that there were no destroyers available for escort duty. I suggested to

Admiral Bayly that I thought my squadron could take them provided we did not

have to go too far. So he asked me to come up next morning and talk it over.

Sunday

Sept 2 [1917]

Queenstown

At ten o'clock went to the Admiralty House and saw Vice Admiral Bayly. It was

decided that the Wadsworth and five other destroyers could take the five oilers to near Devonport leaving tomorrow afternoon if British destroyers could relieve us
112 Queenstown Patrol

there. A telegram was sent to the Admiralty at London to that effect. I returned

on board for lunch, but did not remain long. Went ashore at half past one—met

Johnson, Powell, and Cochrane at the Yacht Club where we shifted into tennis

clothes and then played tennis on the concrete court at the Admiralty House.

Cochrane and Powell beat Johnson and me 5-7, 6-4, 6-2. It was good exercise and

I got quite warm for the first time in a long time. After a bath at the Club I walked

to the Daniels' house and had tea with Comdr. and Mrs. Daniels. Lieut. Balfoni,

RNVR, and Comdr. and Mrs. [name omitted in diary] came in. I expected to return

on board ship for dinner, but when I reached the Yacht Club decided to stay there.

So dined with Wortman, Fairfield, Bagley, Cochrane of the Myosotis, and Wilson

of the Zinnia. From the Club went to the Douglases' quarters with Wortman,

Cochrane, and Wilson. We played Mimegeroo and I won six shillings! I left the

Douglases' in time to catch the eleven o'clock boat. While crossing the street I heard a crash in the harbor, but did not know that my own ship was involved until

308

I got on board. It seems that the minesweeper Eridge, in coming down the

stream, did not allow enough for the strong current and his port paddle wheel went

over the incoming buoy and hit the Wadsworth a tremendous crash in the stem.

This disabled the Eridge's engines so she drifted down stream and wound up

athwart the rear of the Adventure at the next buoy. She remained there until the

tide turned. The bow of the Wadsworth was badly bent, some rivets sheared off,

and one or two plates slightly cracked. We were making water in our forward

trimming tank, but not enough to be serious. I signaled the C-in-C that we would

be unable to go to sea tomorrow, and it would probably be necessary to go in dry

dock. Received a birthday cablegram from Mother and Father.

Monday

Sept 3 [1917]

Queenstown

Again to the Admiralty House at ten o'clock. After a talk with Admiral Bayly

it was decided to make temporary repairs to the bow so we could go to sea on the

7th. I think it would be much better if we went immediately and had permanent

repairs made. It will be very unsatisfactory running about with a bent bow.

Captain Ian Beith is here for a few days. He is getting "dope" for a lecture tour

which he will begin in the United States before long. Captain Pringle had him to

luncheon on the Melville and I was asked to meet him along with Captain Hyde of

the Adventure, Price, Vernou, Nichols, Arwine. We had an excellent luncheon.

Afterwards Captain Beith came with me and took a look over the Wadsworth. He

has just completed another book which will soon be published. I think he said the
Escort Commander 113

title was: "After the First One Hundred Thousand." Captain Beith is about 40

years old—tall, dark, and of good presence. He was very optimistic as to the

successful outcome of the war.

I remained on board ship for the remainder of the day. Read two weeks ofNew

York Times, and wrote letters. It is only ten o'clock and I am going to bed. Very

early for me when in port. The ship has been moved into the basin.

Tuesday

Sept 4 [1917]

Queenstown

Admiral Bayly and Colonel Cooper came on board for a few minutes. The Admiral

wanted to see how we were getting along with the repairs. He said something about

being ready to go out on the 8th. Wilson of the Zinnia came on board for lunch. I had

a note from Douglas asking me to take dinner at the Imperial Hotel in Cork and go

to the theater afterwards. I was pleased to accept as I was wondering what to do with

310

myself this evening. Last night in Cork the Sinn Feiners made quite a row; their

anger is towards the American sailors who, it seems, have been able to take their girls

from them. As a result no sailors are allowed to go to Cork, and only officers of or above the rank of Lieutenant Commander.

I left the ship about four o'clock and sat in the Yacht Club until time to catch

the six o'clock train for Cork. It rained hard most of the afternoon. Rode in the

same carriage with Wilson of the Zinnia and Lieut. [Eric] Tod, R.N.R., navigator

of the special service ship Aubretia —Lieutenant Tod is an Englishman with

considerable sea going experience. He owns a small farm in New Jersey! I took a jaunting cart from the station to the Imperial Hotel. Met Lt. Comdr. and Mrs.

Douglas, and Paymaster and Mrs. [Hubert L.] Barrow there. We had a good dinner

and then saw the "Arcadians," which was well played and sung. Caught the 11:15

train and was on board ship shortly after midnight. It was a very pleasant evening.

Wednesday

Sept 5 [1917]

Queenstown

Captain Pringle sent for me this morning at nine o'clock. He said he had

decided that the Wadsworth [would] go to Liverpool on the 12th to refit. I went

with him to the Admiralty House. There were about twenty destroyer Captains
114 Queenstown Patrol

there. It just happened that several escort squadrons came in last night. Admiral

Bayly said the Wadsworth would go to refit as soon as our temporary repairs are completed.

Commander Sherston of the Snowdrop lunched with us. About four o'clock I

left the ship in the motor boat, stopped at xhzAmmen to pick up Logan, and then

went to Monkstown landing. We walked up the hill to Rock Lodge to pay our

respects to the Bonmphreys. I took along five pounds of sugar which I presented

to Mrs. Bonmphrey. It was much appreciated. It seems that sugar is about the most

valuable thing around here—with the possible exception of gasoline. Mr.

Bonmphrey was away—gone to London to attend his daughter's wedding—Mrs.

Bonmphrey was not sure when the wedding was to take place, but was expecting

a telegram at any time. This is one of the inconveniences of being at war. Just as we arrived, Everson came along with Mrs. Darwell and Miss Foley. We found [Lt.

(j.g.) R.B.] Twining of the Porter there. Although Mrs. B. had already had tea, she

insisted on giving us tea. She then expended several films taking pictures of us in

groups. At about six o'clock, we all left. Logan, Everson and I saw Mrs. Darwell

and Miss Foley to their houses and then took our boat from the landing. Logan

stopped on board his ship, but Everson and I went ashore, the former to dine with

friends at the Westbourne Hotel, and I to dine at the Admiralty House. Met Bryant

on the wharfand we walked up together—there were eight at table—Miss Voysey,

Miss French, Miss Bayly, Admiral Bayly, [the] vicar [the local Church of England

clergyman], Bryant and myself. Enjoyed the evening—leaving about halfpast ten.

Thursday

Sept 6 [1917]

Queenstown

Wrote letters this morning. Then went to the Dixie to call on Captain Price. I feel very sorry for him on account of his having been passed over by the selection

board. He feels that someone stabbed him in the back. I saw Gay. I suppose he

feels the same way about it. That is one of the great troubles with the selection

business. Those who are passed over are bound to feel that they are discriminated

against and they keep their grievances with them in the service. I do not know of

a more conscientious man or a harder worker than Price. Perhaps he is

over-conscientious and in consequence allows his judgment to become warped,

thereby making it difficult for him to discriminate between what is important and

what is not important. He asked me to lunch tomorrow and I accepted.
Escort Commander 115

Thursday

Sept 6 [1917]

Queenstown

This afternoon at 2 o'clock the Captains of all the destroyers and sloops in port

assembled at the Admiralty House for a conference. We met in the dining room

and Admiral Bayly presided. There were about thirty Captains in attendance. Each

one was asked if he had any suggestions or comments to make. Most of them had

nothing to say. A few had suggestions in regard to best stations for the escort

vessels with the large merchant convoys. There was some criticism as to the

procedure when separating, and as to lights at night. It was proposed by Dortch,

and seconded by me, that it would be a good idea to place two destroyers well up

ahead on either bow of the convoy about five or six miles away. These destroyers

should sight any submarines in the track of the convoy, before the submarine

sights the convoy. This could make the sub submerge until the convoy was past.

Admiral Bayly thought it a good idea and said he would recommend trying it. The

conference lasted just an hour. When it broke up, Pringle, Bryant and I remained

at the Admiralty House and played "tip and run" with the Admiral, Miss Voysey,

and their guests. (The same who were at dinner last night.) Miss Bayly, who is

pretty and graceful, proved to be the best player—she bats and fields well, throws

well, and is very active. She is very quiet, however, so far as talking is concerned.

However, she impresses one as being a sweet woman. I understand that her father

and a brother have been killed during the war, and that her fiance has been missing

for seven months. I suppose things like this will have to happen to the Americans

before they realize there really is a war. Left the Admiralty House after tea—about

5:30. 1 went on board the Wadsworth for a few minutes, and then to the Ammen

where I dined with Logan. They had an unusually good dinner and I ate more

than sufficient. When I returned on board ship found a mail had arrived. I had

three letters from Lulie—the last one dated August 24th. She is slowly regaining

her strength, and I suppose by this time is nearly entirely well and ready to go

away for the rest of the hot season.

Friday

Sept 7 [1917]

Queenstown

I went to the Admiralty House to find out definitely my program. Admiral

Bayly said the Wadsworth and Tucker would sail at one o'clock tomorrow and escort

the oiler Plumleafto 17° West Longitude, then return to Queenstown and prepare
116 Queenstown Patrol

for going to Liverpool. It was 11:30 before I got away from the Admiralty House.

I went direct to the Dixie for lunch. Those at table as Price's guests were Capts.

Hyde and Pringle, Daniels, Gay, Arwine and myself. After luncheon I returned

on board ship, read for a while, and when Capt. Pringle called for me went with

him to the Admiralty House where we had tea and played "tip and run" with the

same people who were there yesterday. Additional guests were Archdeacon and

Mrs. Daunt. The latter, though about 70 years old, joined in the game. The

Archdeacon kept score. It was half past seven before I was back on board ship.

However, everybody was late for dinner so it made no difference. Logan took

dinner with us. I remained on board—wrote letter and read.

Saturday

Sept 8 [1917]

Queenstown and at sea

Went on board the Melville to see about having our spare propellers shipped to

Liverpool and in regard to having the crew paid in the middle ofthe month. While

waiting for sailing orders Admiral Bayly came by in his barge and brought them.

He said the Plumleaf would probably be delayed until four o'clock and that the

Wadsworth and Tucker were to wait for her. Later the Admiral came by again and

said that Plumleaf would not be ready for a couple of days. So he gave orders for

the Tucker and Wadsworth to proceed to Killybegs on the Northwest coast of

312

Ireland and to escort the depot ship Vulcan and six submarines from there to

Berehaven, then to return to Queenstown. Wadsworth sailed at a quarter to two.

The Tucker was having trouble with her steering engine and did not get away until

later. It is 335 miles from Queenstown to Killybegs. We proceeded at 15 knots

(only 14 made good owing to our damaged bow and damaged propellers). The wind

was light but there was a good big swell coming in from the northwestward. About

eight o'clock at night received a wireless from the C-in-C saying that Vulcan would

be delayed until 10th or 11th and to arrange cruise so as to arrive p.m. 10th. He

did not say where to arrive at, and I was in a quandary as to whether he meant

Killybegs or Queenstown. So I sent a wireless saying I understood the order to

proceed Killybegs was canceled and that Wadsworth and Tucker were to arrive

Queenstown on the tenth. The Wadsworth was then headed for Land's End where

a submarine had been reported. Late in the night I received a wireless directing

Wadsworth and Tucker proceed to Berehaven, refuel and then proceed Killybegs

arriving p.m. 10th. So it was about face for Berehaven where we should arrive

during the forenoon tomorrow.
Escort Commander 117

Sunday

Sept 9 [1917]

At sea and Berehaven

Wadsworth arrived at Berehaven at half past seven. We refueled from the oiler

21 2 (only took 1 1,000 gallons) and anchored off the Sharps' front yard. The Tucker

did not arrive until ten o'clock. I went on board to see Wygant and we decided to

sail at five o'clock, which would enable us to arrive at Killybegs at one o'clock

tomorrow afternoon at 14 knots speed. I asked Wygant to come to lunch with me

and he agreed. Later Sharp came out in his motorboat, picked up Wygant and me,

and insisted on our taking lunch with him. So ashore we went. Mrs. Sharp was not

feeling very spry, so she did not come down to lunch. However, there were two

young ladies—a Miss Fletcher and a Miss [name omitted from diary] (a young

Englishwoman who said she was one ofMrs. Vanderbilt's social secretaries). There

was also a British Army officer—Captain Powers. After lunch Sharp and Miss

Fletcher went off in the motor boat to bring Captain and Mrs. Herron from

Laurence Cove. Captain Powers and Miss [name omitted from diary] took an auto

ride. So Wygant and I had an hour and a half loaf in the big easy chairs before Mrs.

Sharp came down stairs. It seemed to me that my lunch had not fully settled when

it was time for tea. Captain Heard, the S.N.O. [Senior Naval Officer] at Berehaven,

came in—so there was quite a party. The small son Gerald, the four dogs and the

cat were all in evidence. At five thirty Wygant and I returned to our ships, and at

six o'clock we were underway, bound for Killybegs. The weather had been

fine—very unusual for this location. I enjoyed being on shore in the country. I would imagine that the Sharps [would] lead a lonely life if it were not for the daily

tea parties. However, I doubt if they can keep them up in the wintertime. Perhaps

the family of dogs and cats helps to keep the house cheerful.

We should have a good night's run. Visibility good and there are plenty of

lighthouses to show us the way.

Monday

Sept 10 [1917]

At sea and Killybegs

Had a good night's run. Arrived at Killybegs at one o'clock. This is a long

narrow harbor, having anchorage space for only a few ships. The depot ships

Vulcan and Platypus were in port. The former was moored with two anchors

and a kedge astern. The Wadsworth anchored close to the town—there just being

room to swing. The Tucker anchored a little farther to the northward. There is a
118 Queenstown Patrol

six-foot spot near the middle of the anchorage. If this were dredged out it would

be a great improvement. The harbor and town are picturesque. I am sorry we did

not get a chance to go ashore. The Vulcan signaled that a boat would be sent for

Wygant and me, so instead of lowering my boat I waited for this one. We were

taken to the Vulcan where we met Captain M.E. Nasmith, V.C., in command and

also in command of the 17th Submarine Flotilla. Captain Nasmith is about 40

years old I should say—certainly not more. He was awarded the Victoria Cross for

passing through the Dardanelles in his submarine and sinking several ships in the

Sea of Marmara. He said he hoped to get away at 3 o'clock, but as the tug which

was to help him unmoor had not arrived it would probably be later before all his

anchors were up. The submarines were all to proceed to Berehaven independently

so the Tucker and Wadsworth would escort the Vulcan only. We were asked to take

position and zigzag—one on each bow. [A] fisherman came alongside and we were

able to get some fine mackerel and lobsters at a reasonable price.

It was five o'clock before we got underway. We were delayed another half hour by

one of the Vulcan's cat davits carrying away. After finally getting started everything

has been going on nicely. The Vulcan is making 14.5 knots—a pleasant surprise. Ifwe

have good luck we should arrive at Berehaven early tomorrow afternoon. The Tucker

and Wadsworth should then be able to reach Queenstown before dark.

Tuesday

Sept 11 [1917]

At sea

Escorted Vulcan during night. While it was dark she stopped zigzagging and

Wadsworth and Tucker took station on each quarter. Made better time than I expected, arriving off Berehaven at one o'clock. Received signal from Vulcan

thanking us for our services and directing us to return to Queenstown.

Wednesday

Sept 12 [1917]

Queenstown and at sea

Yesterday afternoon when about 20 miles from the Old Head of Kinsale,

intercepted a wireless message from the Conyngham to the Vice Admiral at

Queenstown stating that the Cento had been torpedoed eleven miles southeast of

Kinsale. From the messages intercepted I gathered that the Cento was one of a
Escort Commander 119

convoy that had just left Queenstown and that the Snowdrop and Jenkins were

standing by her while the remainder of the convoy and escort stood on. Wadsworth

and Tucker went ahead full speed and soon came up to the Cento, the Snowdrop,

Jenkins, and Fanning. The Cento was in tow of two drifters and was making about

2 knots good towards Queenstown. I directed the Snowdrop andJenkins to rejoin

their convoy. The Wadsworth, Tucker, and Fanning zigzagged around the tow to

protect it from the submarine should she still be about (that is, if there had been

a submarine, which no one had seen—it is possible that the Cento had struck a mine). Although two men had been killed by the explosion the only evidence of

damage to the Cento was a slight list to port and [her being] a little down by the

head. The progress was very slow and it soon became dark. Two tugs came out

from Queenstown and when they relieved the drifters the progress was much

faster. At ten o'clock we were well past the lightship so the Wadsworth and Tucker

stood inside. At eleven o'clock we tied up to the oil dock. The representative of

the Captain of the Dock Yard informed us that we must shift our berth under our

own steam as soon as we oiled. I was much provoked as this meant being up

practically all night and I would much rather have remained at sea. Wygant and I decided not to oil, but to shift berth immediately, the Tucker to a buoy and the

Wadsworth alongside the Melville. It was very dark and the Melville was lying in

the worst possible position for me to take the ship alongside. After backing and

filling and getting mixed up with buoys, floats, destroyers, etc., I finally got the

ship secured at one a.m. By this time I was so angry with things in general it took

me another hour to get to sleep.

This morning I saw Admiral Bayly. He said the Wadsworth, Tucker, and Fanning

should go to Liverpool this afternoon. So Wygant, Carpender and I met on board,

got out the charts, and decided to leave at 4:30 p.m. The Wadsworth was to go

alongside the Dixie at one o'clock to get our refrigerating machine. However, as the Jacob Jones was tied up outside of us and no tug came to take her away until

three o'clock, we had to wait until then before we could shift berth. At 3:30 we

went alongside the Dixie, got our machine and at 4:30 shoved off and stood down

the Bay followed by the Tucker and Fanning. We have just passed the Tucker—it is a fine night, so we should have a good run.

Thursday

Sept 13 [1917]

At sea and Liverpool

I did not get much sleep last night—about two hours all told I should guess. It commenced to rain about 3 a.m. but the visibility remained so good we had no

difficulty in picking up the Skerries, Point Lynas, Great Ormes Head, and the Bar
120 Queenstown Patrol

315

light vessels, where we arrived shortly after eight o'clock. We all took pilots and

much to my surprise they took us up through the channel at 23 knots speed. I think the waterfronts of Liverpool and Birkenhead are not impressive excepting

for the large ships that are at the docks. The new CunarderJustinia is in port, and

the huge Olympic [the Thank's sister ship] is moored to a buoy in the stream. When

we arrived off Cammell-Laird and Co.'s plant, the Wainzvright, Dixie and Trippe

were just leaving for Queenstown. We had to wait for them to get out of the basin

before we went in. At half past ten we were secured and it was good to know that

there were ten days freedom from the seas before us. The various representatives

of the shipyard were soon on board and within an hour after arrival work had

started. The biggest job we have is repairs to the bow. This will probably take the

full ten days. We are to have the hull strengthened forward, our bridge enclosed,

and our spare propellers put on in place of the old ones which struck the bottom

or something about two months ago. The officers and men may go on leave—one

halfat a time—for five days each. I have decided to have a free gangway while here,

keeping only such men on board as are necessary to do the work and protect the

ship.

After lunch Wygant, Carpender and I went to Liverpool and called on the

Senior Naval Officer, Rear Admiral H.H. Stileman, R.N. He was not in his office.

Saw one of the secretaries who gave us some blanks for reduced railway fares. We

2 1 £

then went to the American Consul's office. The Consul, Mr. Washington, is

away on leave—expected back tomorrow. The Vice Consul was out—expected

in at any minute. We waited for about fifteen minutes and then returned to our

ships so that we could give the men going on leave the orders for reduced train

fares. I took a nap for a couple of hours then met Wygant and Carpender for a

trip to the city. We went to the Midland-Adelphi theater to see "A Little Bit

of Fluff." This proved to be a laughable farce with some rather broad lines

which were immensely enjoyed by the audience—especially the female part of

it. The hotel is supposed to be one of the finest in England—and it did seem

very fine to me. As the theater started at 7:30 it was over before 10:30, so we

returned at a reasonable time. There is so much hammering going on here, I am going to sleep on board the Tucker.

Friday

Sept 14 [1917]

Liverpool

Had a good sleep, on the Tucker. Returned to my own ship for breakfast. During

the forenoon the Wadsworth was placed in dry dock. I am informed that it is the

317

same dock in which the famous Confederate sloop of war Alabama was built.
Escort Commander 121

Wygant, Carpender, and I decided to go to London on Sunday. So I sent a telegram

to Mr. Petherick requesting him to make hotel reservations for us. Got an

answer later saying reservations had been made at the Jermyn Court Hotel.

Wrote to Lulie.

At five o'clock W.[Wygant], C. [Carpender], and I went to Liverpool. Took a walk around the business part ofthe city. It was crowded—many of the men being

in uniform. Except for this one would not know that a war is on. We had dinner

at the Adelphi—in the French dining room—and then went to the Empire theater

where we saw a good variety bill. As the hammering is still going on I will again

go to the Tucker to sleep.

Saturday

Sept 15 [1917]

Liverpool

Slept and breakfasted on the Tucker. Spent the forenoon on my ship. Received

a note from Mr. Washington, who had just returned from leave, requesting me to

come to his house for tea this afternoon. Wygant and Carpender received similar

notes. We accepted, and took the three o'clock train arriving at Spital 15 minutes

later. Mr. Washington and his small son were at the station to meet us. In three

minutes we reached his house, which is surrounded by nice grounds which appear

quite extensive. Met Mrs. W. and several young ladies who were in for tea. We had

a pleasant afternoon returning in time for dinner on the Tucker. I am now going

to write to Lulie and then go to bed. The workmen are doing some hammering

but I hope it will not be sufficient to keep me awake.

310 Admiral's Office, Queenstown

N. W.102.A.llth September 1917.

MEMORANDUM

[1.] The Commander-in-Chief wishes to congratulate Commanding Officers

on the ability, quickness of decision and willingness which they have shown

in their duties ofattacking Submarines and protecting trade. These duties have

been new to all and have had to be learned from the beginning and the greatest

credit is due for the results.

2. The winter is approaching with storms and thick weather; the enemy shows

an intention to strike harder and more often; but I feel perfect confidence in

those who are working with me that we shall wear him down and utterly defeat
122 Queenstown Patrol

him in the face of all difficulties. It has been an asset of the greatest value that

the two Navies have worked together with such perfect confidence in each

other and with that friendship which mutual respect alone can produce.

The Commanding Officers

U.S. Ships and DIXIE; LEWIS Bayly

H.M.S. ADVENTURE Vice Admiral

and all U.S. Destroyers and H.M.Sloops Commander-in-Chief,

based on Queenstown

Sunday

Sept 16 [1917]

Liverpool and London

Slept pretty well last night in spite of the hammerings. Wygant, Carpender and

I left on the one fifty train for London. In the compartment with us was General

William H. Birkbeck of the British Army and a Canadian civilian. The latter had

just arrived on the Baltic, and told us about theJarvis dropping a depth charge on

a submarine just before arriving at Liverpool.

Mr. Petherick met us at the station. He could not get a taxicab, so General

Birkbeck took us in his limousine to the Jermyn Court Hotel where Mr. Petherick

had engaged rooms for us. We were very comfortably fixed with a double room,

single room, and bath room. Carpender won the toss and chose the single room.

The Jermyn Court Hotel is located on the corner ofJermyn Street and Haymarket.

When we registered we had to fill in blanks giving our name, occupation,

nationality, and where born.

Wygant, Carpender, and I walked to the Savoy Hotel for dinner. The outside

looked very dark (as do all the streets, stores, places of amusement, and houses).

But the dining room was bright and there were many diners. Most of the men were

in uniform and a number of them showed evidences of wounds.

There was a bill offare for those in the Army under the command ofthe General

in command of the forces in London. He has fixed prices beyond which they

cannot go. In this case the limit was five shillings six pence. The head waiter would

not serve us this dinner—and we wound up by paying ten shillings six pence

apiece. However it was a very good dinner—oysters, soup, lobster, broiled chicken,

etc. Although there may be some scarcity offood it has not reached the point where

one cannot get anything they want as long as they have the prices [sic].
Escort Commander 123

Monday

Sept 17 [1917]

London

I was up before Wygant and Carpender and had my breakfast alone. While

breakfast is included in the charge for our room, I ordered a banana which was

extra and for which I was presented with a bill for two shillings! I will not eat any

more bananas here.

At about ten thirty the three of us had finished breakfast, so we walked to Mr.

Petherick's office—53 Victoria Road. Mr. Petherick insisted on our lunching with

him. I was reluctant to accept solely because I thought the expense was more than

he should bear. In the meantime we walked to Admiral Sims's office at 30

319 Grosvenor Gardens. Admiral Sims was away, but I saw Captain MacDougall,

Long, Babcock, Ancrum, Gillmor, Tobey, Barber and McBride. Captain

MacDougall asked me to lunch at his house tomorrow, and Tobey asked me to

320

dine at his home tomorrow night. I accepted both. Mr. Petherick came along

and took Wygant, Carpender, Babcock and me to lunch at Simpson's Chop House.

We went there in the embassy limousine which has been placed at Admiral Sims's

disposal. The chief feature of Simpson's are the wheeled tables bearing the roasts,

etc. They are carved from alongside your table. We separated after lunch. All

excepting Carpender and me went to Westminster Abbey. We looked about for an

hour—then went to our hotel. Wygant joined us for dinner, after which we went

to the Gaiety Theater and enjoyed the musical play titled "Theodore and Co." It has been running in London for a year. We stopped at the Carlton on the way

home and had coffee. No drinks are served after 9 p.m. In addition, cocktails are one shilling six pence each. Right hard on those that must have them, I should

think.

The streets are gloomy but crowded. All window shades are kept hauled down.

This, of course, on account of the air raids. There was one in London not so very

long ago, and some bombs were dropped close to Charing Cross.

Tuesday

Sept 18 [1917]

London

I was again the first one up and had my breakfast alone. I did not eat a banana,

nor did I try any of the extras.

At half past nine I met Babcock at the Carlton Hotel and from there we walked

to the Admiralty office at Whitehall. I had an engagement to see Admiral Jellicoe
124 Queenstown Patrol

at a quarter to ten, and he saw me promptly at that time. The Admiral was very

cordial. He told me a few things about the submarine situation—said fourteen

German submarines had been destroyed as certainties this quarter and there were

321

many probables. A few nights ago a British destroyer rammed and sank one of

the British submarines—only one survivor; a few days ago a British destroyer was

torpedoed and sunk while picking up survivors from one ofa convoy that had been

torpedoed; there had been much trouble with defective British mines, but it was

hoped that this difficulty had been overcome; the United States was now turning

out mines in large numbers. The Admiral said he only wanted 200,000 of them.

He invited me to lunch with him and Lady Jellicoe at "The Mall," which is the

Admiralty House. I told him I had an engagement and would break it immediately.

322

But he would not hear of it, and asked me to come tomorrow instead.

I went with Babcock to his offices and while there Carpender came in and

brought me a note from Mrs. Gillespie asking me to dine at their home—25

Addison Road, Kensington, tomorrow evening.

Got on top of a bus and rode to the American Eagle Hut on the Strand near

the church of St. Martin's in the Fields. The first person who came up to me was

Mrs. Gillespie. She said she recognized me from my resemblance to Father whom

323 she saw about ten years ago when he was captain of the Indiana. Mrs. Gillespie

together with other American ladies was assisting at the Hut. They were waiting

on the soldiers and sailors. The Hut is under the auspices of the Y.M.C.A. and has

been made possible by the generous donations of American citizens in London (I

hear there are 60,000 resident Americans in London). The ladies are doing their

bit by helping. The Hut is equipped with reading, writing, billiard rooms and

dormitories with bath. Everything may be had for a nominal charge and the food

served is better and cheaper than the men can get elsewhere in London. Soldiers

and sailors of the Allied forces are as welcome as the Americans.

I returned to Captain MacDougalFs office and walked with him and Ancrum

to his residence where we were greeted by Mrs. MacDougall and one of his

daughters. The luncheon was simple but excellent and I enjoyed being at a family

table.

After luncheon I walked—although it was drizzling rain. At Berkeley's, 125

Victoria Street, I saw a sign in the window, "Special attention given to uniforms

of the U.S.A." I walked inside and asked if they could put new lace and ornaments

on my blouse while I waited. They said they could put the lace on, but could

not get the ornaments until the next day. So I took off my blouse—the firm loaned

me a mackintosh, and I resumed my walk—returning later and getting my blouse.

Tomorrow I will have my ornaments put on. At 6:30 I met Tobey at his office. He, Babcock, McBride, and I rode in the

limousine to his house where we were met by Mrs. Tobey and a Miss Forbes. I was

glad to see Mrs. Tobey again, having met her in Queenstown about five months
Escort Commander 125

ago. McBride is living with the Tobeys. Mrs. McB. is in the United States. Miss

Forbes proved to be a charming young English woman who has spent three years

in the United States, and who is now doing hospital work in London. I did not

know until late in the evening that she is an accomplished actress and I understand

has been leading lady in a number of plays at home, and may appear as a star in

London this winter. Ofcourse I spent a pleasant evening. Babcock and I saw Miss

Forbes to her apartment (I haven't the least idea where it is) and returned to our

respective hotels.

Wednesday

Sept 19 [1917]

London

Wygant and Carpender decided to return to Liverpool this afternoon. We had

breakfast together then took a taxi to Euston station where Wygant and Carpender

left their suitcases. We then went to the National Gallery where an hour was spent

viewing the paintings. Many of the masterpieces have been removed and placed

where they will be safe from aeroplane bombs.

I returned to the hotel, brushed up a bit and went to "The Mall." I was met by

Lady Jellicoe who had as a guest a Mrs. Porter. Lady Jellicoe is rather short and

plump. I would judge that she is about forty. Although the Admiralty quarters are sumptuous, I should judge that the Jellicoes live very simply. There are four

daughters, the oldest 14, the youngest 4. Lady Jellicoe said the Admiral was

delayed by a meeting at the Admiralty and that we would not wait luncheon. So

the gong sounded and we sat down to table after being joined by the three older

children and the governess. In a few minutes Admiral Jellicoe came in,

accompanied by Admiral the Honorable Sir Stanley Cecil James Coville, G.C.V.O.,

K.C.B., the C-in-C at Portsmouth. The luncheon was unpretentious—a regular

family affair as one would expect with children at the table. The youngest daughter

was allowed to come in at dessert time. She accepted a Wadsworth cap ribbon from

me, but refused to wear it when I told her it made her a little American girl.

Admiral Jellicoe is now 58 years old. I should judge he is about 5 feet 5 inches tall,

of medium build. His most prominent feature is his nose which is large but not

ugly. He has a charming manner, is very democratic and generally well liked by

everybody. Unfortunately he is becoming quite deaf—a result ofgun fire. He wears

five rows of ribbons on his uniform coat, these representing the various medals

and decorations that have been awarded him. To designate him in full one must

write Admiral Sir John Rushworth Jellicoe, G.C.B., O.M., G.C.V.O. (A Lord

Commissioner of the Admiralty and Chief of Naval Staff).

325
126 Queenstown Patrol

It was a rainy afternoon. Took a walk, winding up at the Junior Naval and

Military Club in Picadilly. Here I met Commander Cochrane of the Myosotis,

whose ship was torpedoed not long ago when returning to Queenstown after

leaving a convoy. She was struck near the stern and at least one ofthe depth charges

exploded. Three men were killed and the doctor and one man were wounded.

Cochrane was reading divine services (it was Sunday) just a little forward of the

explosion. He was knocked down but not hurt (except his nerves!). Two other

sloops successfully towed the Myosotis into Devonport.

I went to Berkeley's—had the ornaments sewed to my uniform and took a taxi

to Mrs. Gillespie's house. Mrs. Gillespie's mother (she was Mrs. Bragg from St. Louis—but is now Mrs. Robins of London) was most cordial and wanted to know

about St. Louis. Unfortunately my knowledge of that city is most limited. Mr.

Robins was doing his night on [duty] at the Eagle Hut, so of course was not there.

Judging from the house and extensive grounds—and the way they live—they are well to do. Other guests were a Col. Dupre (I think) who is a French officer (now

on duty in London with the War Commission) and a Mrs. and Miss Vacani who

are English in spite of their name. The Colonel comes from that part of France

now in the German hands. He told me that seven members of his family had been

killed, and that his home and place of business were in ruins. He said that the

battle of the Marne [September 1914] was the greatest achievement of the war, its

successful result being [the product of] the superlative generalship of Marshal

[Joseph-Jacques-Cesaire] Joffre. Although 2,000,000 Frenchmen had been killed,

he said the spirit of the French was superb, and they would fight to the last man.

Miss Vacani I found to be an interesting young lady whose main ambition, at

present, is to marry an American. She said she was much relieved when she heard

I was married. She had heard that things were expensive in the States, but was

going to New York as soon as she saved five hundred pounds. She is sure she will

be married within two months after arriving in New York. Mrs. Robbins told me

that Miss Vacani is one of the finest dancers in England and that every winter she

goes to Madrid to give lessons to the Queen of Spain.

Mrs. Gillespie is evidently a widow. She has an eight year old daughter, but I heard no reference to Mr. Gillespie.

Thursday

Sept 20 [1917]

London and Liverpool

Had breakfast at the hotel and then took a taxi to the station where I left my

bag. From there went to Mr. Petherick's office and invited Mr. P. to lunch with
Escort Commander 127

me. This he accepted. I then walked to Admiral Sims' office and talked for a while

with Byron Long. He said Admiral Sims was thinking of recommending to the

Navy Department that reliefs for commanding officers and other officers of

destroyers be sent over here to relieve us who have been longest on the station and

that we go home to put new destroyers in commission. This would be a welcome

procedure, and I think a wise one, but I doubt the Department will have the

wisdom to approve it. Long is trying to get the escort and convoy procedure

straightened out—especially in connection with the troop convoys going to

France. The French patrols appear very lax and although all our transports to date

have arrived without accident there would seem to be considerable good luck in

connection with their handling.

I said goodbye to Capt. MacDougall, Tobey, Barber, McBride, Babcock,

327 Ancrum, Gillmor, Bastedo —met Mr. Petherick, and as there was only a short

time before my train was to leave, went direct to Euston Station and had our lunch

there.

The trip to Liverpool was uneventful. On arrival went to the Midland-Adelphi

and took a room as I knew conditions on board ship would be unsatisfactory for

sleeping.

Met Wygant and Carpender. We had dinner together and then went to the

Olympic where we saw a fair variety show. On returning to the hotel sat in the

lounge room until one a.m. talking with a Canadian Colonel who had been severely

wounded through the neck. He told us many interesting things about affairs at the

front.

Friday

Sept 21 [1917]

Queenstown

During the remainder of my stay at Liverpool I lived at the Midland-Adelphi

Hotel which I found very comfortable and refreshing with its nice appointments

and my nice room and bath. Friday morning (21st) I breakfasted at the hotel and

then went on board ship where I found everything topsey turvy. Found a mail

there—my last from Lulie being dated Sept. 8th. She was about to go to Wytheville

with Emily when instead had to go to bed on account of an attack of neuritis. She

is having a hard time, and judging from her letters was very depressed. Wygant

lunched on the Wadsworth. He would not go ashore early in the afternoon, but I met Carpender and we took a walk and a street car ride. Caught the train for

Spital—were joined by Wygant and a Captain Shick ofour Army—and dined with

the Washingtons. After dinner we all came back to the city where we saw private
128 Queenstown Patrol

views of moving pictures given by the representatives of Pathe-Freres. They

328 showed the arrival of General Pershing in England and some pictures of

Emperor William [Kaiser Wilhelm II of Germany] taken at the beginning of the

war. There were also some pictures of animal life and flowers and some scenes taken along the Riviera. Met Rear Admiral [Harry H.] Stileman and Mrs. Stileman

there. He is about six feet two inches and she about a foot shorter. They were very

nice.

Sunday

Sept 23 [1917]

Birkenhead

On Saturday (22nd) I slept so late did not eat breakfast. Went to the ship for

lunch. Mr. Olmstead and Wygant lunched with us. Went ashore and got tickets

for the late performance at the Empire Theater. Dined on the Fanning. Ashore

again to the theater and spent the night at the hotel.

Today was again too late for breakfast. On way back to ship stopped in repair

office and saw Mr. Laird and Mr. Olmstead. The former presented me with two

knives from the Cammell-Laird cutlery factory at Sheffield. He was profuse in his

apologies for not having entertained us at his house, but his wife's sister had

recently died and his mother-in-law was staying with them, so he could not

entertain in his house.

I lunched on board but immediately left the ship as we were being undocked

and were moved to another dock several miles away for fuel oil. I loafed on board

the Fanning and Tucker until 2:30 p.m. when Wygant, Carpender and I went to

Spital in the Cammell-Laird limousine which Mr. Laird had placed at our

disposal. Spent two hours with Mr. and Mrs. Washington. Took a walk and had

tea. Then back to the Adelphi for dinner. The others went elsewhere.

Tuesday

Sept 25 [1917]

Birkenhead

Monday morning I met Berrien, Bagley and Simpson and took them to see Rear

Admiral Stileman and the American Consul. At the Consul's office I met Dr.

Williams of the Bernham and his wife who has just arrived and is going to do

hospital work in France. I heard that Mrs. Long had also arrived on the same

steamer. So I suppose these arrivals were the cause of Admiral Sims' telegram to
Escort Commander 129

the Force urgently recommending that officers and men do not have their wives

come to this side. I told Mr. Washington good-by, went on board ship and got

together three packages of sugar—one each for Lady Jellicoe, Mrs. MacDougall

and Mrs. Tobey. At half past two we started on our return trip to Queenstown. A

329

compass adjuster compensated our compasses in the river. At five o'clock we

dropped the pilot at the Bar lightship and proceeded at 20 knots until dark. When

we cleared the Skerries it became rough and quite dark so I slowed to 13 knots for

the night. At daylight today (Tuesday 25th) went ahead at 18 knots. It was quite

thick at intervals. Did not see Ballycotton and heard the Daunt Rock light vessel

fog signal before I saw the lightship. Arrived Queenstown at ten o'clock. Went to

Admiralty House to find out what I was to do. Found we were to remain until the

twenty-eighth when I was to go out with a convoy and return with one. The

Fanning reported by wireless taking some survivors from the Coningbeg

330

lightship. They were from a schooner that had been torpedoed the day before

off Mine Head. The Fanning was directed to remain out until tomorrow evening

to search for the submarine.

Admiral Bayly asked Wygant and me to dinner and we accepted.

There was a meeting on the Melville of all Captains present to suggest changes

in the rules for conducting merchant convoys. Those there were: Bryant, Wygant,

331

Vernou, Neal, Hutchins, M.S. Davis, Russell, Lee, Logan, and McKittrick. I returned on board ship expecting to clean up my desk. However, McKittrick,

whose ship was alongside, came on board and we talked for an hour. Then the

Rowan came in and tied up to us and I went on board to see Courtney. Then Price

came on board and asked me if I wouldn't like to take a walk to which I said yes,

although I didn't care to go as it was raining and I wanted to get my desk

straightened out. However, we had a very pleasant walk of an hour and a half. I got back on board just in time to change my clothes and go ashore to the Admiralty

House for dinner. Wygant and I were the only guests. The Admiral and Miss

Voysey were as nice and entertaining as always. The Admiral told me that Lt.

Commander Lewis, who was in command of the Paxton (the ship whose survivors

we had picked up May 21st), and who was taken on board the German submarine

when his ship was torpedoed and sunk, had been heard from and was a prisoner

of war in Germany. He was in the submarine 18 days before she returned to port.

Wednesday

Sept 26 [1917]

Queenstown

TheShaw left for Waterford to take officers who wished to see the German mine

laying submarine which blew up on one of her own mines about a month ago and
130 Queenstown Patrol

which is now visible at low tide. I would have gone had it not been raining. Instead

I went to the Admiralty House with Courtney. Saw Hamshaw, Wortman,

Fremont, Poteet, and Newton. Took lunch on board the Rowan with Courtney. It had cleared off beautifully (a rare thing for this place) and Charles tried to get me

to go ashore and play golf—but I did not feel inclined for anything so strenuous.

I wrote letters until four o'clock and then went ashore with Falge. We met Neal

and Nichols starting out for a walk, so we joined forces and had a pleasant two

hours walking through lanes and cross country. Blackberries are abundant and we

ate many of them.

I returned on board for dinner and afterwards went to a special entertainment

at the Men's Club. Most of the numbers were very good. The singing ensemble by

the audience of sailors was especially good.
Lieutenant Joseph Knefler Taussig, U.S. Navy, Aide. ca. 1907-1909. Copy of photograph

in the personal papers of Vice Admiral Joseph K. Taussig, U.S. Navy, contained in the

Naval Historical Collection, Naval War College, Newport, R.I.




The American Consul, Mr. Wesley Frost and British naval officers greeting Commander

Taussig and the other officers of the flotilla as they land at Queenstown, 4 May 1917. From

Tlie United States Navy in the World War, Official Pictures (Washington, D.C.: Pictorial

Bureau, 1921).

"We are ready now, sir." Commander Taussig saluting Vice Admiral Bayly, whose back is to the camera, 4 May 1917. From The United States Navy in the World War, Official Pictures

(Washington, D.C.: Pictorial Bureau, 1921).
British naval and military officers keenly inspect destroyer ordnance. From The United

States Navy in the World War, Official Pictures (Washington, D.C.: Pictorial Bureau, 1921).

Rear Admiral (later Vice Admiral) William Sowden Sims, U.S. Navy, Commander of the

American Naval Forces operating in European waters during World War I. From The

United States Navy in the World War, Official Pictures (Washington, D.C.: Pictorial Bureau,

1921).

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1899 / Edward Blaine Fenner, Joseph Knefler Taussig, John Mills Greenslade. Copy of

photograph in the personal papers ofVice Admiral Joseph K. Taussig, U.S. Navy, contained

in the Naval Historical Collection, Naval War College, Newport, R.I.

1934 / Edward Blaine Fenner, Joseph Knefler Taussig, John Mills Greenslade. Copy of

photograph in the personal papers ofVice Admiral Joseph K. Taussig, U.S. Navy, contained

in the Naval Historical Collection, Naval War College, Newport, R.I.
Photograph of Admiral Sir Lewis Bayly taken on the portico of the State, War and Navy

Building on 15 February 1921. From The United States Navy in the World War, Official

Pictures (Washington, D.C.: Pictorial Bureau, 1921).
Rear Admiral Joseph Knefler Taussig. Copy of photograph in the personal papers of Vice

Admiral Joseph K. Taussig, U.S. Navy, contained in the Naval Historical Collection, Naval

War College, Newport, R.I.

V

Hoime

Thursday

Sept 27 [1917]

Queenstown

Went to Admiralty House at nine o'clock to get the information concerning

next convoy duty. Met Comdr. Daniels and accepted invitation to take supper at

his house. Later withdrew acceptance as I thought better to remain on board ship.

Six destroyers

Wadsworth, Allen, Tucker, Cummings, Shaw, and Walke—are to

escort ten merchant ships out from Queenstown and then meet 30 ships inbound

from Sydney, N.S. [Nova Scotia]. Four other destroyers were to have accompanied

us but they have been detailed to other duties. I returned to the ship and wrote the

orders for my escort force. Lunched on board. Halsey Powell came on board for a few minutes. Then Fairfield came. The Conyngham came in so I signaled Johnson

asking him to take a walk and have dinner with me. Asked Bryant and Fairfield

to come to dinner also. Johnson came about five o'clock. We walked and ate

blackberries until six thirty. Met Bryant and Fairfield at the Yacht Club and we

all came on board ship together. After dinner Courtney came over. We talked until

ten o'clock when all left. Received a signal from the C-in-C saying that two P boats

would arrive at 1 a.m. to join my escort squadron. So it was necessary for me to

write orders for them to be sent early in the morning.

Friday

Sept 28 [1917]

Queenstown and at sea
146 Queenstown Patrol

Was up at seven o'clock. Received signal from C-in-C saying that commanding

332 333

officers of P-51 and P-62 would be on board at 8:30 for their orders. They

came about nine o'clock. The destroyers, except for the Wadsworth, left the harbor

at 8 a.m. and scouted outside the lightship. Wadsworth got underway at 10 a.m. Waited off Roche's Point for first ship of the convoy, the Karamea, which passed

2 2 A through booms at 1 1 a.m. We led the merchant ships out, keeping astern of

three sets ofmine sweeps until two miles beyond the lightship. The merchant ships

then formed in four columns, the destroyers took their stations, and we proceeded

without a hitch. Only one merchant ship had to be admonished about his position.

It is a beautiful night, smooth and bright moonlight. Fine for submarines if any

are about. This afternoon we intercepted messages from the Special Service ship

Cullist, about 50 miles to eastward ofus, stating that she was engaging a submarine

with gunfire. She then reported that the submarine was sunk or badly damaged.

Later she reported that the submarine was on the surface running from her. The

335

Special Service ship Begonia was sent to search for the sub, and the Ericsson,

which ship was on the way to meet the American liner Philadelphia, went to the

Cullisfs assistance, but from all we could gather from the radio messages they did

not get the submarine. I forgot to write that I sent to Lulie, by the Captain of the

Harry Lukenbach, the Irish linen scarf which I obtained some time ago. It is being

sent as an anniversary present and should arrive before October 18th, as the

Lukenbach is going direct to Norfolk. The name ofthe Captain is Madison. He told

me he was born in Norfolk, in Brambleton.

Saturday

Sept 29 [1917]

At sea

Today has been calm and smooth. One of the few days of this character we

have encountered since coming over here. At daylight the convoy and escort

were all in good position, and they have done very well during the day. Last

night the moon was brilliant, so no lights were shown by any of the ships. It was a quiet night.

Sunday

Sept 30 [1917]

At sea
Home 147

Parted company with convoy at seven o'clock this morning. Issued instructions

by signal to destroyers and patrol boats concerning incoming convoy to be met

tomorrow morning. Received word by wireless that convoy was one hour late.

Proceeded independently. Cloudy weather but smooth. Spent a large part of the

day clearing up my desk.

Monday

Oct 1 [1917]

At sea

Convoy of H.M.S. Antrim and 28 merchant ships was met at 8 a.m. TheAllen,

Walke, and P-62 were already in company. The Tucker, Shaw, Cummings, Trippe,

and P-Sl did not join until about 1 1 a.m. To save much signaling I sent a copy of

my instructions to the Captain of H.M..S. Antrim by means of heaving line from my

forecastle to his poop. Weather fair and smooth. This has been the finest spell of

weather I have seen in a long time. Fear it bodes trouble for the future. Everson is feeling grippy but is holding on to his duties. Falge is also feeling slightly under

the weather.

Tuesday

Oct 2 [1917]

At sea

Had a good night last night. Bright moonlight at intervals. Convoy keeps in

good formation. The ships are in 8 columns, so we cover a good wide area. Eight

British destroyers joined this morning. This was a surprise as they were not due

until tomorrow. They have been placed in an outer screen. So the convoy is doubly

protected. About now we received wireless that submarine was sighted about 30

miles to southward of us. About one o'clock theAntrim hoisted signal "Submarine

sighted: change course eight points to left." Some of the men below said they felt

the shock of the depth charges. If there was a submarine around it must have been

sighted by one of the British destroyers and that vessel let the depth charges go.

Visibility was not good at this time and we did not see anything. The convoy made

the simultaneous eight point change of course in good order. In fifty minutes we

returned to original course. Sea has been smooth but visibility good only at times.

Late in the afternoon a French trawler sent message that a sailing ship was being

shelled by a submarine. This was 30 miles from us. One of the British destroyers
148 Queenstown Patrol

was sent to investigate. He reported that he found the sailing ship abandoned but

under full sail. The crew refused to return to her. He put some men on board and

they were going to sail her into Devonport.

Wednesday

Oct 3 [1917]

At sea and Queenstown

Another fine night. Moon very bright which would be to the advantage of

submarines should any meet us. At 7 a.m. the Antrim left the formation, the Walke

and Trippe proceeding with her as escort to Devonport. The British destroyers

took over 20 ships ofthe convoy bound for English Channel ports. The Wadsworth,

Allen, Tucker, Cummings, and Shaw proceeded with the other eight ships bound

for West Coast French ports. At nine o'clock three French destroyers appeared to

relieve us. After some signaling, turned convoy over to them and we started for

Queenstown at 23 knots. At about eleven o'clock intercepted wireless message

saying that [a] sailing ship was being shelled by submarine fifteen miles southeast

of Scillys. This was about forty miles from where we were. I ordered the destroyers

to proceed to her assistance. About one o'clock we came up with her—the Mary

E. Conlon of Mobile, Alabama, a three masted schooner. She had been hulled by a number of shot and was drifting with the main deck awash. Of course there were

no signs of the submarine as there was an airship, an airplane, two trawlers, and

two tugs on the scene. There was nothing for the destroyers to do so I ordered

them to proceed to Queenstown. These attacks on helpless sailing ships, somehow

or other, seem more cowardly than attacks on the steamers. But the whole

submarine thing is cowardly, so far as their making attacks are concerned. This

does not imply that the officers and crews are individually cowardly as they

undoubtedly lead a hazardous and miserable existence.

Our good weather failed us this afternoon. It began to blow a gale and rain while

crossing St. George's Channel. After standing considerable pounding and

discomfort we slowed to 20 knots at three o'clock, and at halfpast six slowed to 15

knots—it then being dark. Much to my delight it cleared off about eight o'clock so we picked up Roche's Point light and Daunt Rock lightship all right. Kinsale

and Ballycotton were not seen. It is evident that they were not showing. We have

had no official information in regard to altering these lights, but we have heard

rumors that they were to be extinguished in order to make mine laying more

difficult for the submarines. At a little after ten p.m. we were tied up to the

Cummings alongside the oil jetty. The Tucker was soon tied up to us, and the Allen

outside of her. It seems that none of the captains had eaten dinner on account of
Home 149

the rough sea outside, so they were having an 1 1 p.m. supper. We then visited one

another until one a.m. as after a trip like this we like to talk things over. Intercepted

a wireless saying the Mending was torpedoed and on the rocks off Brest. This is

one of the ships we turned over to the French patrol.

Thursday

Oct 4 [1917]

Queenstown

Made the usual 10 a.m. call on Vice Admiral Bayly. Bryant, Wygant, Neal and

M.S. Davis there also. Made verbal report about our last duty. Was informed that

we would probably take a convoy out on the 8th. Neal and I went to the Melville

to call on Admiral Sims. We stayed for lunch as Capt. Pringle's guests. Those at

table were Admiral Sims, Pringle, Neal, Blakely, Daniels, and myself. Blakely is

on the sick list with a bad cold. The O'Brien went out without him. After lunch

had my hair cut; then returned to the ship. Spent the afternoon reading mail. Had

letters from Lulie as late as Sept. 19th., and was glad to learn that she was getting

337 over the attack of neuritis. Had letters from Mother, Father, Hawley, and

Charles. Papers as late as Sept. 22nd, so this was an unusually fast mail.

Spent a pleasant evening at Admiralty House. Those at table for dinner were

Vice Admiral Bayly, Miss Voysey, Vice Admiral Sims, Bryant, Capt. Sutherland

of the British Flying Corps, and a relative of Admiral Bayly, and myself. Captain

Sutherland has been to Salonika and told us some interesting things about the

handling of airplanes.

Friday

Oct 5 [1917]

Queenstown

Received signal for commanding officers to report on board the Melville at

nine thirty a.m. On arrival there found Admiral Sims, Capt. Pringle, Price,

Daniels, Bryant, Wygant, Neal, M.S. Davis, Blakely, Russell, Giffen, and

338 Knox. I was made senior member ofa board composed of destroyer Captains

present to present a plan for the forming and training of the crews for the

numerous destroyers that are being built at home. The board sat until four

p.m., stopping about 3/4 of an hour for a stand-up luncheon which was served

in the Melville's cabin.
150 Queenstown Patrol

The gist of our report is that the first necessity is to maintain the destroyers

actually operating in the war zone in the highest state of efficiency. This could be

done and at the same time provide nucleus crews of trained officers and men for

the new destroyers, provided the Department would immediately send here ten

officers of suitable rank to command destroyers, 75 Lieuts. (j.g.) and Ensigns, and

1,500 enlisted men of various ratings which we specified. As soon as these officers

and men arrived, we could send to the states for each new destroyer as required a

captain, one other officer, and 25 men—mostly petty officers.

This seems to me a good practicable plan and I hope it will be adopted. It will

give us who have been over here a long time a chance to go home to see our families

for a couple of months—and at the same time give officers and men who want to

get in the war zone a chance to do so right away.

Spent evening on board ship.

Saturday

Oct 6 [1917]

Queenstown

Spent the forenoon on board ship. After lunch went to the Admiralty House to

get particulars about the convoy which we are to escort out on Monday. Did not

get much news. Learned that the Special Service ship Begonia which went out with

us on Sept. 28th has not been heard from since the 29th. I though I saw her on the

morning of Oct. 2nd but Bryant and Wygant think it was a different ship. I fear it

is another case of disappearing without any trace unless the Captain was picked

up and taken to Germany in a submarine, or unless the spies in Germany get

information that a submarine sunk her. The Vala disappeared about a month

ago and recently word has been received from Germany that a submarine reported

having sunk the Vala and the Q-8. As these are one and the same ship it shows

why the Germans are sinking more ships than the Allies are losing!

Returned to my ship—then went to the Ammen and picked up Logan. We

went to Monkstown and called on Mrs. Bonmphrey. She was not at

home—having gone to Blarney for a week. So we called on Mrs. Darwell where

we found her sisters, the Misses Foley. The youngest one I had not met before.

We had tea and some music—so spent a pleasant hour. Logan came to dinner

with me on the Wadsworth, after which we went to the Men's Club to see the

movies. Sent Lulie a cablegram.
Home 151

Sunday

Oct 7 [1917]

Queenstown

Went to see the Admiral about the Begonia. He has had no news from her

and fears she is lost. Saw Allen, Zogbaum and Giffen there. Made arrangements

to see the captains of merchant ships forming convoy about to sail at six o'clock

this evening. Went to the Melville where I found six or seven Captains going over

the report of the board for planning crews for the new destroyers. They agreed

with what we had done. Courtney came to lunch with me. Later he and I took a walk. We stopped in to see Mrs. Weymouth—the wife of an Army officer—and

had tea there. Then walked to the Admiralty House where I interviewed the

merchant captains. Went with Courtney to the Rowan for dinner. Returned to my

ship immediately afterwards and wrote [a] memorandum order to ships of my

escort squadron. We are to sail at 7 a.m. It is blowing a gale and the prospects do

not look cheerful.

Monday

Oct 15 [1917]

Irish Sea

This is our eighth day at sea, and the first time since leaving Queenstown on

the 8th that it has been smooth enough to write. In fact this morning it is the first

time our mess table has been set since we left. It has been a miserable week.

At 7 : 1 5 on last Monday (the 8th) the Wadsworth, Cummings, Shaw, Walke, Trippe

and H.M.S. Crocus left the harbor—scouted outside the lightship and at eleven

joined the outbound convoy. TheAllen and Tucker left at 8 a.m. and proceeded to

Milford Haven to pick up and escort H.M.S. Donegal. They were to join us later.

Our convoy formed all right in spite of the gale that was blowing. However, it was

very thick at intervals and before dark we had lost one ofour ships, which evidently

wandered off at the wrong speed or on the wrong course. However, so long as this

heavy weather lasted, a ship was just as safe by herself as with an escort, and

submarines could not operate excepting in the lee of the land. But there had been

one operating that morning as we learned from wireless reports. The Tuckery when

about twenty miles from Daunt Rock lightship, reported she was picking up

survivors whose ship had been torpedoed at 6:30 this morning.

The night was very dark. When Tuesday [Oct 9, 1917] morning came we had

only one merchant ship in sight. Sent out a wireless call to the other ships and

learned that two destroyers and the Crocus were with two of the convoy, and the
152 Queenstown Patrol

two other destroyers were with the other two vessels ofthe convoy. These two parts

[of the convoy] were within sight of one another, hull down, and joined before

dark. The Wadsworth continued with the single ship which was proceeding much

slower than the others. We succeeded in losing her during Tuesday night.

Wednesday [Oct 10, 1917] all the escorts left their convoys and proceeded to the

rendezvous where we were to meet the incoming convoy from Dakar. Towards

*XAA evening succeeded in getting wireless touch with the Moldavia —the ocean

escort. His message in answer to request for his position was "Have been storm

bound. Will arrive rendezvous 24 hours late." This meant 24 hours more for us out in the storm. I directed the escort vessels to proceed to westward and to pick

up the convoy before dark ifpracticable. By four p.m. Wednesday we had all joined

the convoy which consisted ofthe big auxiliary cruiser Moldavia and ten merchant

ships. Proceeded all Wednesday night without incident, making about 6 knots

good. Thursday the weather got worse and wind shifted to northward, bringing

the big seas on our beam. All ships except the Moldavia appeared to be making

heavy weather of it, but we plugged along with the engines making turns for 7

knots [though] we were actually making good about 5 knots.

Thursday [Oct 11,1917] night received signal from Moldavia saying one vessel,

the Uxmoor, had dropped astern and requested I detach a vessel to stand by her. I did not think there was much chance of finding her, but I did direct the Crocus to

join her if possible. Up to dark on Friday the Crocus did not succeed in making

contact so I directed her by wireless to return to Queenstown. The Uxmoor is the

second vessel of the convoy which dropped by the wayside; the other, the City of

Madras, was left behind before the destroyers joined. I do not know whether the

Uxmoor had engine trouble or whether the captain decided it was too rough for

him and hove to. Our instructions say that vessels which cannot keep up on

account of engine trouble will be left behind. I think that vessels which heave to

when others of the same class or even smaller can continue on the course should

be abandoned too.

Received wireless reports that the Irish Sea was closed on account ofsubmarine

activities—this was on Thursday. On Saturday [Oct 13, 1917] received report that

Irish Sea was again open.

Saturday afternoon six British destroyers joined, so the convoy separated. The

Moldavia and seven ships proceeded with the British for English Channel ports.

I sent the Shaw, Walke, and Trippe back to Queenstown—the latter had leaky

condensers. The Wadsworth, Allen, Tucker, and Cummings proceeded with the

Siddons and. Aquarius bound for Liverpool. We were supposed to drop them at the

Smalls—but received orders by wireless to take them to the Skerries. This meant

another 24 hours at sea. Sunday [Oct 14, 1917] morning I decided to send the Siddons ahead with the

Allen and Tucker as the Aquarius was holding her back. Wadsworth and Cummings
Home 153

remained with the Aquarius which ship in present state of sea is making good only

5 knots. The Siddons, Allen, and Tucker soon left us out of sight behind them. Later

in the day received a wireless message from the C-in-C Queenstown to send one

destroyer to scout ahead as far as 53-31 North. So I went ahead with the Wadsworth

and passed the Siddons and escort.

This morning (Monday) [Oct 15, 1917] we have been steaming back and forth

1A ^ in the neighborhood of Holyhead. It is a beautiful day which tends to make one

forget the discomforts of the past week. There are trawlers and two dirigible air

ships in sight. It is so clear that when off Holyhead we can see the Irish Coast. I will remain around here until the Cummings comes along with the Aquarius and

then start for Queenstown. I think it will be about 6 p.m. before that happens.

Tuesday

Oct 16 [1917]

Queenstown

The Cummings with the Aquarius arrived off the Skerries at 6:30 p.m. yesterday,

and we immediately started for Queenstown. As luck would have it, the wind

shifted to southwest and it blew a gale. Finally slowed down to ten knots.

Intercepted a wireless message from the C-in-C Queenstown to the Cushing stating

2.AH that Cassin was torpedoed off Mine Head, Porter standing by, and for Cushing

to proceed there. As I knew the Allen and Tucker were somewhere near there I directed them to assist if necessary. The Tucker found the Cassin, but services were

not needed. This morning when near Mine Head I asked the Porter if the

Wadsworth could be of any assistance. He said no so we continued to Queenstown,

arriving at 10 a.m. After oiling, the Wadsworth was placed alongside the Melville

and Tucker. Received a very small mail—2 letters from Lulie, one from Father and

one from Charles. My last from Lulie dated Sept. 22. Received a signal for

Wadsworth to clean boilers and be ready for sea p.m. 21st. Received very

appreciative notes from Lady Jellicoe, Mrs. McDougall, and Mrs. Tobey thanking

me for the sugar I sent them.

We received an additional officer—Ensign (T) Delany Nicoll, Jr. He has just

completed the three month's special training at the Naval Academy.

Had tea with Captain Pringle on the Melville. Then walked with him for an hour.

The Cassin arrived [under] tow of several tugs after dark, so did not go to look at her.

Had dinner on board and had expected to go to bed early but Captain Pringle asked

me to come to theMelville to talk over reports offitness ofcommanding officers which

he was making out. Returned on board my ship at 11:30 p.m.
1 54 Queenstown Patrol

Wednesday

Oct 17 [1917]

Queenstown

Made usual visit to Admiralty House. Admiral Bayly was much interested in

our recent rough weather experiences. Saw Hanrahan, Vernou and Neal. Vernou

told us about his ship getting torpedoed. It seems they sighted the submarine on

the surface about four miles away. It was apparently headed S.E. when it submerged. Vernou figured that the sub would change course to the northward

and laid his plans accordingly. His first intimation that he was within torpedo

range of the submarine was the sighting of a torpedo which porpoised about 300

yards from the Cassin and which was coming apparently direct for the engine room.

Vernou rang up emergency full speed ahead, put the rudder hard left. The torpedo

porpoised just as it struck the Cassin abaft the propeller struts and above the water

348

line. The explosion caused both depth charges to detonate. The stern was blown

off but the engines could turn over. So the Cassin continued steaming in a circle as the rudder was gone. Why the submarine did not succeed in getting another

torpedo into him is not known—unless perhaps he did not have any more. During

349

the night the wind increased and the Cassin almost got ashore at Hook Point.

The Tamarisk succeeded in getting her in tow and towed her off the lee shore

for an hour before tow line parted. Several lines were carried away, but after

daylight the sea moderated and there was no difficulty in getting her into

Queenstown.

I had a look at the Cassin but could not see the entire extent of the damage as she had not been placed in dry dock.

This afternoon M.S. Davis and I landed at Monkstown Passage where we went

351 i 352 • on board the Maumee which ship was dispensing stores. Victor Tomb is in

command but he was not on board. They have a full complement ofregular officers

and a complement of reserve officers in addition. I believe it is the intention to

turn the ship over to the reserve officers after arrival in the U.S.

We looked at the Cento in dry dock at Passage. This is the steamer that was

torpedoed off Kinsale on Sept. 1 1 while in a convoy. She had a good big hole in

her but fortunately no bulkheads were ruptured so only her fireroom was flooded.

Returned to the Wadsworth for dinner and spent the evening on board reading and

writing.

Thursday

Oct 18 [1917]

Queenstown
Home 155

This is the sixth anniversary of my wedding day. Sent Lulie a cablegram

yesterday, hoping it will reach her today.

Took a look at the Cassin in dry dock. About 20 feet ofher stern are gone. The after

gun and carriage were blown overboard, but the base plate is intact although the deck

is gone all about it. They were lucky to have only one man killed and five injured.

353

The New York Times, dateline London, 23 September 1917:

By Charles R. Grasty

U-Boat Sinkings Cut to 62,000 tons

in One Week

Record for Period ending Sept. 16

Lowest Since "Frightfulness" Began

This is the most cheerful week-end that England has had in a long time. . . . The

German and Austrian notes ... are construed as a symptom of weakening ... as a measure to prepare the public of Central Empires for altered war prospects The

improvement is due to . . . the convoy system. In this work and its results America

can take pardonable pride. We gave up the "eyes of our fleet" (the destroyers)

to ... the paramount necessity of protecting Atlantic shipping ... the strategy that

halted the German attempt to cut the jugular of Allied Europe .... We have

contributed . . . personnel of whose qualifications it is unnecessary to speak.

As reports about the U-boat sinkings have been very much alike, this is the first

notice I have inserted for a long time. When the tonnage destroyed is figured out,

we see no mention as to whether gross tonnage, net tonnage, or displacement are considered. I imagine that the British figure [is] on net tonnage while the German

figure [is] on gross tonnage. That is why the German figures are so much in excess of those given out by the British.

Thursday

Oct 18 [1917]

Queenstown

This afternoon walked with Captain Pringle and stopped at the Admiralty

House for a short while. Saw Admiral Bayly, Miss Voysey, Admiral [Sir Edward

E.] Bradford R.N. and Miss Voysey's brother—a gunner in the Australian Army

and now on leave.

Had dinner with Captain Pringle, Daniels, and Irvine on the Melville. We

discussed the Men's Club, with a view of making improvements and satisfactory

rules. Our idea is to have a committee formed by each ship electing a representative
156 Queenstown Patrol

and this committee to appoint its own sub-committee for operating the various

parts. At present there are movies only twice a week. We want to get sufficient

films to have a movie show every night. The restaurant is popular now. One day

they took in over $220.00. As the men are not allowed to go to Cork on account of

the Sinn Feiners, we must do all we can to furnish them with recreation and

355 amusement here in Queenstown.

Friday

Oct 19 [1917]

Queenstown

This morning Admiral Bradford of the British Navy came on board and I showed him around the ship. Asked him to stay to lunch but he declined. In the

afternoon about four o'clock I went ashore, met Poteet and went with him to the

Douglases' for tea. After tea I met Wilson of the Zinnia. We walked for an hour. I then met Captain Pringle at the Yacht Club and we went together to the Admiralty

House for dinner. Those at table were Miss Voysey, her brother, Admiral Bradford,

Admiral Bayly, Pringle and myself. During the evening a wireless message from

356

Johnson of the Conyngham came in stating that Orama (the ocean escort of his

convoy) was torpedoed. So I can judge they are having a most interesting time.

Another message came in saying the J.L. Lukenbach was being shelled by a

357 submarine, was on fire, and the Nicholson (Berrien) had been sent to her rescue.

#1110 U.S.S. Wadsworth

19 October 1917

From: Commanding Officer (Senior Officer of Escort Squadron)

To: Commander USN Forces, European Waters

Subject: Convoy Operations [from which Wadsworth had

returned on 16 October]

Reference: C-in-C Queenstown Sailing Orders No. S.O. 525

of 7 October 1917.

1. Chronological.

(1) Wadsworth, Cummings, Shaw, Walke, Trippe, and H.M.S. Crocus sailed

from Queenstown 7:15 a.m. 8 October 1917; scouted on radial lines for distance of
Home 157

ten miles from Daunt's Light ship. At 11:00 a.m. joined convoy (6 vessels) which

sailed from Queenstown at 10:00 a.m.

(2) At 1 am, October 1 parted company with convoy Latitude 49-1 9: Longitude

12-40. Proceeded to join homebound convoy.

(3) Homebound convoy reported 24 hours late. Escort arrived destroyer

rendezvous 7 a.m. 1 1 October and proceeded to westward to meet convoy.

(4) All destroyers (including Allen and Tucker) and H.M.S. Crocus joined

convoy before 2 p.m. Position at this time Lat. 45-14: Long. 12-12.

(5) At 4 p.m. 13 October escort of British destroyers joined company. Shaw,

Wilkes, Trippe, Crocus proceed to Queenstown. Wadsworth, Allen, Tucker,

Cummings, continued escorting two west coast ships, Lat. 45-55: Long. 8-18.

(6) At 1:30 p.m. 15 October, Allen and Tucker parted with convoy off Skerries.

(7) Wadsworth, Cummings, Allen, Tucker arrived Queenstown a.m. 16 October.

2. Comment and incidents.

( 1

)

Four ofthe escort vessels were away from base for six days, and four were away

for eight days. This was due to homeward convoy arriving 24 hours late at destroyer

rendezvous, slow advance maintained on account ofrough seas, and the necessity for

four destroyers proceeding to Skerries on account of submarine activity in Irish Sea.

(2) Outbound convoy became separated during first night due to heavy weather

and thick weather. At daylight three ofescort were with two of convoy: two of escort were with two of convoy; one of escort was with one of convoy. One of convoy had

separated from all of escort. In view of gale I directed the escort vessels to continue

in this order, and not attempt to join parts of convoy together.

(3) Homebound convoy was due at destroyer rendezvous 7 a.m. They were

reported 24 hours late so I directed escort vessels to proceed to westward and meet

convoy before dark. This was done. Just before joining convoy the topmast lookout

on Wadsworth reported sighting conning tower of submarine on horizon. Sent

wireless to Moldavia (the Ocean escort). What was reported as submarine turned out

to be the smokestacks of the Moldavia coming up over the horizon.

(4) A submarine was reported about 100 miles from convoy and about 30 miles

to southward of track where convoy would pass during the night. On request of

Commanding Officer ofMoldavia, dispatched Allen to this position. Would not have

done this on my own initiative as do not think it wise to weaken escort to look for

submarines that will not encounter convoy.

(5) During night of 14 October, S.S. Uxmoor left convoy and hove to. On request

of commanding officer of Moldavia detailed Crocus to stand by her. Would not have

done this on my own initiative as it was a case of weakening escort to look out for a single ship. Crocus failed to join company with Uxmoor.

(6) As escort for homebound convoy was composed of 8 vessels and there were

only 10 vessels in convoy, two destroyers took station about 5 miles ahead and on

each bow of convoy. Other six of escort were stationed as usual.

(7) There were only two vessels for West Coast ports. Four destroyers were

ordered to escort them. As one vessel was much faster than other, I detailed two
158 Queenstown Patrol

destroyers to escort faster one and to proceed ahead. Two destroyers remained with

slower one. TAUSSIG

Saturday

Oct 20 [1917]

Queenstown

Wygant came on board and we went together to see Carpender on the Fanning,

Russell on the Walke, and Price on the Dixie.

In the afternoon went with Logan and Everson to see Mrs. Bonmphrey and

Mrs. Taylor. Found them at home—also Miss Gilson and Mrs. McComb. Mrs.

McComb is the wife of Lieut. [Millington B.] McComb of the Drayton. She is one

of the two wives over here and I think she got here under false pretenses—on the

supposition that she would do Red Cross work in France. Victor Tomb and several

officers of the Maumee came in. After tea there was some dancing—but I did not

indulge. Returned to the Wadsworth for dinner, after which went to the Men's Club

where the regular Sunday night entertainment was held. The best feature was the

sleight of hand performance given by Lieutenant [Charles C] Slayton of the

Reid.TM

Sunday

Oct 21 [1917]

Queenstown

Went to see Admiral Bayly to find out what the Wadsworth would do as soon as we are ready for sea. He said we were to be ready on two hours notice after 8 p.m.

today and orders would be sent later if any submarines were reported. Lunched

on the Melville with Captain Pringle, Vernou, Tomb and Daniels. Saw Berrien

who told about rescuing theJ.L. Lukenbach. The submarine's guns outranged the

Lukenbach which had been under fire about three hours and hit a dozen times. The

cotton in her fore hold was on fire. The Nicholson succeeded in getting two shots

at the submarine which then submerged. Although the Lukenbach had made a good

fight, the Captain seemed to lose his nerve after the Nicholson arrived. So Berrien

sent [Lt. Hamilton] Harlow aboard to straighten them out. He also sent the doctor

and the pharmacist's mate to look out for the eight wounded men.

The Conyngham came in and I saw Johnson. We had tea on the Melville, a walk

ashore with Captain Pringle and Daniels and then dinner on the Wadsworth.

Johnson told me about the Orama being torpedoed. He said that when the Orama
Home 159

was torpedoed from the port side, the Conyngham was close to the starboard

side and he (Johnson) was talking to the Captain of the Orama. The Conyngham

circled around the bow of the Orama, saw the submarine's periscope, ran over

the submarine and dropped a depth charge. He is sure the submarine was

359

seriously damaged—if not destroyed. The McDougal also dropped a depth

charge, and one of the merchant ships thought she was torpedoed—actually

stopping and lowering one boat. This boat got lost and the McDougal spent

four hours looking for it in the dark. He finally found it with six Hindoos as occupants. They were taken back to their ship, the boat got smashed, and two

of the Hindoos were lost.

While at lunch received orders for the Wadsworth and Walke to proceed to chase

two submarines which have been reported to the southward and westward of the

Scillys. I am to remain until the morning of the 23rd.

SECRET

Admiral's Office,

QUEENSTOWN.

21 October, 1917.

SAILING ORDERS

U.S.S. "WADSWORTH" and "WALKE".

No. S.O. S47.

MEMORANDUM.

You are to proceed to sea at 10 p.m. TONIGHT, Sunday, and chase in the

direction given below, working under the orders of "WADSWORTH" (Senior

Officer).

2. Report your position at 2 a.m. each day. "WADSWORTH" is to return to Queenstown a.m. on the 23rd October unless otherwise ordered. "WALKE" is to ask

for instructions on the 23rd if none are received before.

Submarines are reported:

49.20 N. 7.18 W. 1400,21st.

49.30.N. 8.23 W. 1437,21st.

Lewis Bayly

Vice Admiral

Commander-in-Chief.
160 Queenstown Patrol

Commanding Officers,

U.S.S. "WADSWORTH" and "WALKE."

Some mail came for us today, but for some reason or other there was none for

us. My last from home is dated Sept. 23rd.

Tuesday

Oct 23 [1917]

Queenstown

At ten o'clock Sunday night went to sea and reached the reported position of

[a] submarine a little after daylight. Remained in vicinity until Monday when

stood to the southeastward for a position where another submarine had been

sighted. Saw two trawlers, a dirigible airship, an airplane and a patrol yacht—but

nary a sign of a submarine. At 4 o'clock received wireless message for Wadsworth

and Walke to return to Queenstown. My first inclination was to proceed at 23 knots

and to get in at midnight, but I changed my mind and slowed to 15 knots and later

13 knots. There was a nasty sea until we got to the lee of the Irish Coast. Arrived

Queenstown at 7:30 this morning. Walke came in half an hour later. Russell and

I went to see the Admiral.

I was informed that we would proceed to sea early tomorrow morning to escort

an outbound convoy and then pick up a home bound one from Dakar. The

Wadsworth is taking the place of the Cushing as that vessel had to go in dry dock

on account of striking a mooring buoy with one of her propellers.

Returned on board ship for lunch. Found a mail with letters from Lulie, Mother

and Father as late as Oct. 1st. Wrote my memorandum operation order for my

escort squadron and went ashore. At the Yacht Club met Commander Grubb, R.N.,

Johnson, Vernou, and Hutchins. Although I had an invitation to the Admiralty

House for tea, I first went with Grubb to his house and met Mrs. Grubb and their

little eight year old daughter. I then went to the Admiralty House and had tea with

Miss Voysey, Admiral Bayly, Pringle, Fairfield, Daniels and Fremont.

The British Admiralty have stated their readiness to turn over a special service

ship to the Americans, and a crew is to be formed for it from those who volunteer

on the destroyers. I do not care for the duty and will not volunteer, but I have no

doubt there will be plenty ofofficers who want the job. I understand that Hanrahan

361

has asked to command her, and I suppose he will be assigned. No officers on

the Wadsworth volunteered, but about 40 men asked to go. The crew of the special

service ship will probably be made up from about two men from each destroyer, so the whole flotilla will be represented. The submarines are now very wary about
Home 161

attacking steamers with gunfire as they fear they might be special service ships.

They usually put a torpedo into them without warning. It then depends on how

bad the special service ship is damaged and what the sub does in the way of

exposing himself whether or not the S.S. ship has a chance to destroy the

submarine. Two special service ships—the Vala and Begonia—have recently been

sunk and nothing heard from any of their crews. Had dinner on board the Wadsworth and remained on board.

Wednesday

Oct 24 [1917]

Queenstown

Went to bed early last night as expected to go to sea early this morning.

However, at 6 a.m. received a signal to delay sailing for 24 hours as our incoming

convoy was reported that much late.

Captain Pringle sent for Hanrahan, Zogbaum, Newton, Dortch, and myself to

draw up a letter in regard to establishing a torpedo test and repair plant on shore.

We need something ofthe sort as we have very little time to overhaul our torpedoes

on board ship. We decided to recommend that an officer and fifteen expert

gunner's mates from the torpedo station, Newport [Rhode Island], be sent here

for that purpose.

We had a stand-up luncheon, and then went to the Admiralty House where

Admiral Bayly had a conference of all the commanding officers in port. It so happens that today there are a large number of destroyers in port and the Captains

present were: Hanrahan, Taussig, Johnson, Courtney, Berrien, Wygant, Allen,

Fairfield, Fremont, Vernou, Hutchins, Zogbaum, Powell, Bagley, Newton,

Dortch, Russell, Lee, Logan, McKittrick, Simpson, and Carpender. There was

only one British CO. present, Lieut. [Alexander] Morison of the Bluebell. The

conference lasted about an hour, the main topic of discussion being what to do

with a convoy when a submarine is encountered.

After the conference took a five mile walk with Captain Hyde and Courtney.

The former is very downcast; his ship, the Adventure, is in such bad shape they

won't send her to sea, and she has been swinging around the buoy for over two

months. For some reason no order has come to place her out of commission, so Captain Hyde feels he is wasting his time.

I am sorry to see the barometer going down with leaps and bounds. It is blowing

hard now and I know a gale is raging outside. Have just received a signal from the

C-in-C saying if the weather is too bad for the convoy to sail, the destroyers would

sail anyway!
162 Queenstown Patrol

Sunday

Oct 28 [1917]

At sea

Thursday [Oct 25, 1917] morning the wind went down, so we put to sea with

our 8 merchant ships. My escort division of destroyers is composed of Wadsworth,

Sampson (Allen), Wilkes (Fremont), Davis (Zogbaum), Patterson (Newton),Ammen

(Logan). At noon the convoy was formed five miles south ofDaunt Rock lightship

and we were merrily on our way facing a heavy sea and strong breeze. It was soon

evident that some of the merchant ships could not make 8 knots under the

conditions that prevailed so I changed the speed to 7 knots. We have had an

uncomfortable trip so far. Although there was some straggling at times we

managed to keep all the convoy together for 60 hours when I dispersed them. This

was at 6 o'clock yesterday (Saturday) [Oct 27, 1917] evening. We are now looking

for our home bound convoy, but will not meet them until tomorrow morning

[Monday, Oct 29, 1917]. They have a broken down ship with them which is being

towed. They were originally due at our rendezvous at 7 o'clock yesterday

[Saturday, Oct 27] morning. We got word that they were 24 hours late which would

make them due at 7 o'clock this morning [Sunday]. Then heard they would not

reach rendezvous until 1 o'clock tonight [i.e., Monday, Oct 29, a.m.], and early this

morning [Sunday] when we got in wireless touch with the Ocean Escort H.M.S.

Mantua^ I was informed that they would not arrive at the rendezvous until 2

p.m. tomorrow [Monday, Oct 29]. By steaming to the south westward at fairly high

speed we could have met them before dark tonight, but decided not to do this as

it would take up too much fuel, and some of the destroyers must go slow, as this

promises to be a long trip. So we are killing time, steaming around at 8 knots until

tomorrow morning when we will try to pick up the convoy as soon after daylight

as possible. We will then have been four days at sea, and have the prospects of at

least another four days out. It would not be so bad except for the incessant,

uncomfortable motion. Nicoll has been seasick the whole time, so as yet is not

much use to us. I suppose he will get accustomed to it before long.

Wednesday

Oct 31 [1917]

At sea

I kept the six destroyers together until we joined company with the convoy at

8 o'clock Monday morning. It had become quite thick and we almost missed them

on account of the Wilkes making a mistake in my signal and going out five miles
Home 163

on our starboard beam instead of our port beam. The convoy consisted of H.M.S.

Mantua (auxiliary cruiser) and the eight merchant ships which came from African,

Australian, and South American ports and were assembled at Dakar. The S.S.

Kangaroo had broken down and was being towed by the Mantua. There was a following sea which enabled us to make IVi knots good. The Kangaroo is a ship

which has the main mast fitted as a smoke stack. It is possible that she has internal

combustion engines.

Although we have been uncomfortable, we made good progress without special

incidents until about half past five (Tuesday) [Oct 30, 1917] afternoon when one

of our ships, the Ormida, had her cargo shift which gave her a dangerous list. She

hove to and I ordered the Patterson to stand by her until relieved by a British

destroyer. At nine o'clock Tuesday night five British destroyers joined. One was

sent to relieve the Patterson; four took over the Mantua and two ships bound for

English Channel ports; and the five U.S. destroyers proceeded with five ships

bound for English West Coast ports. Fortunately it was a fairly light night, the

moon being behind clouds, or we would have had trouble in separating the convoy.

Today it is thick, we have not had an observation [a celestial navigation fix]

since yesterday morning and are now looking for the Smalls lighthouse. We are running on soundings so I doubt if we will see or hear it. Our ships are to

disperse when we reach there and the destroyers to return to Queenstown.

Thursday

Nov 1 [1917]

Queenstown

As I suspected, we did not sight the Smalls yesterday afternoon. I had all the

destroyers report their dead reckoning positions and take soundings. From these

reports I estimated where we were. The Commodore on the Clan McBrayne was

evidently worried about the position also and he signaled me for my position. I gave him the result ofour soundings and suggested we change course to North 20°

East [i.e., 020°] magnetic. He said he thought this course would lead him into

difficulties, so I signaled as he was in charge of the convoy and responsible for its

safe navigation that I suggest he change course as he saw fit. He changed to N 20°

E. Our soundings showed that we were standing well to the westward ofthe Smalls,

so at four o'clock the convoy was dispersed and the five destroyers started for

Queenstown at from 20 to 23 knots. At first it was raining—then it cleared for a short time—the wind died down and this was followed by fog. So I slowed the

Wadsworth down to 15 knots and expected to arrive off the Daunt Rock lightship

at 10 p.m. However we saw nothing and heard nothing. Slowed to 10 knots and
164 Queenstown Patrol

commenced taking soundings, which showed we were farther to the southward

than I expected, headed to the northward and was much relieved when at about

ten o'clock heard the double explosive fog signal on the Old Head of Kinsale. An

hour and a half later heard Daunt Rock lightship and just after we passed it we ran

out of the fog. The Wilkes and Davis were alongside the oil dock when we tied up

to the Davis at about 12:30 a.m. [Nov 1, 1917]. They had also first picked up the

fog signal on Kinsale. About half an hour later the Sampson came in. Allen said

they came near running aground in Kinsale Harbor! The Ammen did not get in

until 8:30 this morning. Fremont, Zogbaum and Allen came on board and we ate

sandwiches, drank coffee, and talked over things until 2 a.m. At ten o'clock this morning went to the Admiralty House to report to Admiral

Bayly. Met Hanrahan, Courtney, Allen, Fremont, Zogbaum, Logan, Carpender.

Hanrahan had just returned from escorting one ofthe troop convoys to St. Nazaire.

There were eight large transports with 18,000 troops. Through misinformation

received from Washington, the transports were not met until halfway through the

danger zone.

I was informed we would probably go to sea again on the 5th.

When I returned on board found a big mail awaiting me. Seven letters from Lulie,

five from Father, two from Mother, one from Charlotte Taussig, one from Henry

Johnston. Two weeks of the N.Y. Times, 3 A&NJournals, 3 Literary Digests, 3 NA.

Reviews, and several other magazines were among the literature received. I do not

know when I will get time to read them. I spent until five o'clock reading my personal

and official letters. Then went for a walk with Broadbent, Falge, and Paymaster Taylor

R.N. Passed by the Daniels' house—saw Commander Daniels and one ofthe children

and left some chewing gum for the kiddies. Returned on board for dinner. Intended

to go to bed early, but Fairfield came on board—we talked for an hour and a half. I then puttered about a bit—so it is now midnight.

Friday

Nov 2 [1917]

Queenstown

Spent the forenoon on board. Wrote my war diary, report on convoy operations,

and several letters. At one o'clock went to see the dentist on the Melville. Not

because I have been having trouble, but because I have not been to a dentist for

two and a half years, and the spirit happened to move me. He found nothing new,

but the old fillings were leaking and needed renewing. So he got right to work and

fixed one of them up then and there. I will go some other time to have the others

fixed.
Home 165

I landed at Rushbrooke and went to the Daniels house for tea. Commander and

Mrs. Daniels, the children, and Rev. Mr. French were there. I took along a loaf of

white bread and some sugar which was much appreciated. Returned on board for

dinner and found we had quite a spread. NicolPs mother, who is in London, had

sent him some oysters, pheasants, walnuts, and a chocolate layer cake. This does

not look much like a food shortage in London. I suppose there is plenty of

everything for those who have the price.

Read the papers after dinner and then wrote a letter.

Saturday

Nov 3 [1917]

[Queenstown]

A rainy foggy day—just like the two just passed. I would like to see some nice

steady fair weather for a change, but have concluded there is no such thing as good

weather in these diggings. Went to the Melville a few minutes but did not get any

news. After lunch went to the operations office at the Admiralty House to find out

what was the program. Learned that eight destroyers would leave here Monday

evening—meet a Liverpool outbound convoy off the Smalls—escort them to 14°

West, and then meet a Hampton Roads homebound convoy of 28 ships in 17°

West. It means another 6 to 8 day trip. Commander Herbert, R.N., and

Commander Heaton, R.N., were swapping yarns. The former has had some

remarkable experiences in submarines—and some miraculous escapes. The latter

has lost a hand somewhere. I have not asked him how. He is in charge of the

minesweepers. He has just brought up the report about the submarine which was

destroyed off the entrance of Queenstown day before yesterday. It seems that the

small patrol boat P-55 was steaming out when the skipper noticed a small streak

of oil which seemed to be coming up. He stopped, put over his hydrophone and

heard many peculiar and unusual noises, among which was the sound of

hammering on metal. He stood off, ran over the spot and dropped a depth charge

ofthe small type—the only kind he had. The amount ofoil coming to the surface

increased. He then went for the armed trawler Sarla, which vessel dropped a big

depth charge, the explosion of which resulted in large quantities of heavy oil and

bubbles coming to the surface. He then stopped, put on his hydrophone and

dropped his sounding lead. They could distinctly hear the lead striking something

metallic. They then dragged, and the sweep caught on something. Yesterday a diver went down (15 fathoms). He reported a large submarine lying on its side and

brought up one of the side lights. It is probable that this submarine had either

gotten in trouble from engine defects, or had run aground and could not rise. They
166 Queenstown Patrol

were evidently trying to effect repairs when they were discovered. The submarine

service must be both a miserable and terrible existence. It seems to me that sooner

or later a captain who takes any risks with them will lose his ship and its crew. The Admiral and Miss Voysey passed through the office and asked me to tea. Others there were the Admiral's brother, Captain Pringle, Lady Pinney, Blakely,

Zogbaum. I left early to try on my new overcoat and blouse before the tailor closed

at 6 o'clock.

Dined on board but [went] ashore again to the entertainment at the Men's Club.

Captain Price gave me a passage back to my ship at 11:30 p.m.

Sunday

Nov 4 [1917]

Queenstown

Lunched on the Melville with Captain Pringle, Daniels, and Mr. Bennett—the

general stores man from Haulbowline. Went ashore with Broadbent and Falge and

called on the Bonmphreys. During the afternoon there was quite a gathering. Mrs.

Taylor, Mrs. Bonmphrey, Miss [name omitted from diary], Mrs. Hawks, Mrs.

Darwell, Miss Foley, Logan, Gay, Dr. Irvine and Chaplain Alexander.

Everson is on the sick list with an abscess in his ear. He is on the Melville and

will not go to sea with us this time. Lieutenant Commander Abram Claude [USN]

has been ordered here for temporary duty and he reported on board today.

Monday

Nov 5 [1917]

Queenstown and at sea

Wrote my memorandum operations order and sent it to the ships concerned.

Shortly before getting underway, Daniels came for me in the Melville launch and

said Captain Pringle wished to see me right away. When I got on board Capt. P.

said he had just received a telegram from Admiral Sims to send three commanding

officers home, one of whom was to be Vernou and the other two from the first

division to come over. Johnson and Vernou were in the cabin and all of us said we

wanted to go home. Captain Pringle said he did not think that Johnson and I should go at the same time and that probably Admiral Bayly would kick about it.

I did not agree with him, because although we senior ones have been carrying the

additional responsibility of having charge of escort squadrons, there were plenty
Home 167

of junior commanders who are just as capable of taking charge as we are. It wound

up with Captain Pringle saying he would recommend Johnson, Vernou, and me

to go home now.

The Wadsworth, Nicholson, McDougal, Warrington, Walke,Jenkins, Ammen, and

Fanning went to sea at 5 p.m.—formed scouting line when south of the lightship

and stood to the eastward to meet an outbound convoy from Liverpool, due off

the Tuskar [Rock] at 7 a.m.

Nov 7 [1917]

Wednesday

At sea

The convoy was not at the rendezvous on Tuesday morning, it having been

delayed by a submarine scare near Liverpool. We stood up the Irish Sea to meet

them and joined company at 10 o'clock. The convoy comprised nine fine large

vessels bound for Port Said. They were much scattered and were making only

about 9 knots instead of 1 1 which they were supposed to make. Then on account

ofstraggling it was necessary to slow to 8 knots, which finally gave us about 6 knots

good on account of the heavy head sea we were bucking. I was supposed to remain

with this convoy to 14° West and then meet the homebound convoy at 8 o'clock

tomorrow morning in 17° West. On account of our slow progress I had to leave

the outbound convoy at dark this evening in 1 1° West. I ordered the destroyers to

form columns on Wadsworth, speed 12 knots. This will not get us to the rendezvous

in time, but the sea is too rough and the necessity for fuel economy prevents our

going faster. Have just gotten in wireless communication with the Carrigan

369 Head which is the ocean escort of the homebound convoy. He is only three

hours late so he will pass the rendezvous several hours before we come up with

him.

Nov 9 [1917]

Friday

At sea

At 6 o'clock yesterday morning we formed scouting line four miles apart. It was

necessary to slow to 10 knots on account of rough sea. Carrigan Head sent [a]

wireless to effect that she was not sure of longitude as had no sight [celestial

navigation] except meridian altitude for four days. Later he sent his position which
168 Queenstown Patrol

necessitated my ordering the scouting line to change course four points to the

northward. At 3 p.m. contact was made by the northern part of the line. Shortly

afterwards we were all assembled and proceeding to the eastward with the convoy

of 26 ships. They were much scattered, there was much straggling, and showed

that they were not nearly so well drilled as previous convoys we have been with.

At night they carried stern lights and side lights which resulted in their straggling

more than ever. We are gradually getting more and more behind schedule, so this

evening I sent a wireless to the C-in-C Devonport requesting the British destroyers

meet us west of the relief rendezvous before dark tomorrow.

Monday

Nov 12 [1917]

Queenstown

Although the Devonport destroyers came considerably to the westward of the

relief rendezvous to join us Saturday evening they did not get up until 7 p.m. when

it was very dark. I then signaled the five merchant ships which we were to take to

Brest to change course to S 15° E [165°] magnetic at 8 p.m. and sent wireless

message to Nicholson, McDougal, and Warrington. The merchant ships changed as directed, but the destroyers had some difficulty in taking up their new positions.

The Warrington had to back to keep from colliding with the Wadsworth, and we

also came close to the Nicholson and McDougal. Before daylight of the 11th we

picked up the lights on Ushant and at daylight changed course to the

eastward—heading for the entrance to Brest harbor. One of our ships, the Arcadia

(American), was about five miles ahead and I chased after her and brought her

back to the formation. Two French patrol boats met us and took charge. After the

last ship had passed to eastward of Pierres Noires light I asked the destroyers to

return to Queenstown. Our run here was uneventful. We arrived at 7 o'clock this

morning. After breakfast went to the Admiralty House with Berrien, Fairfield,

Dortch, Lee, Carpender. The Admiral told me I was going to go home on the

Bridge. I told him that for many reasons I was sorry to leave, but I was very glad

of the opportunity to see my family. He said he thought it a very good thing for

some of the seniors to go back as we could tell the people in Washington exactly

what the conditions here are. On the way back to the ship stopped at the port office and sent a cablegram to

Lulie—"Coming home inform Mother." Then went to the Melville where I had

lunch with Captain Pringle, Johnson and Daniels. Then returned on board and

read my mail. A little later Johnson came on board—we picked up Fairfield and

went to Cork. Met Neal on the train. Did some shopping—had dinner at the
Home 169

Country Club. Heard that Mrs. Zogbaum had arrived and was at the Imperial

Hotel so we went there to see her. However, she had retired, and as Zogbaum

was to go to sea the next day he returned to Queenstown with us on the 9:30

p.m. train.

U.S. Naval Forces Operating in European Waters.

U.S.S. MELVILLE, Flagship.

Telephone 30 Grosvenor Gardens,

Victoria 91 10 London, S.W. 1. Cable Address 7th November 1917.

"Simsadus".

Reference No. G 2247.

From: Force Commander

To: Commander Joseph K. Taussig

Via: Senior Naval Officer Present, Queenstown, Ireland.

Subject: Orders

1. You are hereby detached from command of the U.S.S. WADSWORTH and

from such other duty as may have been assigned you and will report to the

Commanding Officer, U.S.S. BRIDGE for transportation to the United states.

2. Upon arrival in the United States you will report by telegraph to the Navy

Department, Bureau of Navigation, and will await further orders.

/s/SIMS

Copies to: Bureau of Navigation (2)

Chief of Staff

Destroyer Flotillas (1)

0—5(75)—1 16 1st endorsement

9 November 1917. (B)

From: Chief of Staff, Destroyer Flotillas, Senior Officer present

To: Commander Joseph K. Taussig, U.S. Navy, Commanding

USS WADSWORTH.

1. Forwarded.

/s/J.R. Pringle.

2nd endorsement. Nov. 12-1917 U.S.S. WADSWORTH 12 Nov 1917
170 Queenstown Patrol

From: Commanding Officer, USS WADSWORTH Received:

To: Commander Joseph K. Taussig, US Navy /s/J.K. TAUSSIG

1. Forwarded Commander US Navy

/s/J.K. TAUSSIG

3rd endorsement. U.S.S. WADSWORTH November 15, 1917.

From: Commanding Officer

To: Commander Joseph K. Taussig, U.S. Navy

1. Detached this date.

/s/J.K. TAUSSIG

U.S.S. WADSWORTH November 1917.

Certified a true copy of my orders:

J.K. Taussig (signed)

Commander U.S. Navy

Johnson and Vernou are to go home on the Bridge also. Dortch is to relieve me;

371 Claude is to relieve Vernou; Kenyon relieves Dortch. Gay has already relieved

Johnson.

Tuesday

Nov 13 [1917]

Queenstown

This morning was member of board to examine Berrien for promotion. Price

and Johnson were other members. We met on Dixie at 10 a.m. After getting started

I returned to Wadsworth to start packing. Have borrowed a trunk from Berrien and

am having a box made. Did not accomplish much as returned to Dixie at noon for

lunch. Berrien finished his examination about two o'clock. Johnson and I went

ashore. I tried on my new blouse and overcoat. We then rode in a jaunting cart to see the Douglases. Found Mrs. Douglas and Mrs. Herbert there. Had tea; returned

on board for dinner. Packed until midnight.

Wednesday

Nov 14 [1917]

Queenstown
Home 171

This morning Price, Johnson, and I were a board to investigate the recent

collision between the Rowan and Tucker while they were escorting a troop convoy.

It developed that the convoy of four transports were steaming at 17 knots in line

formation and were zigzagging in accordance with some plan unknown to the

destroyer escort which joined just before dark. In following the movements of the

transports the Rowan turned left before the Tucker, which ship was on her port

bow, changed course, and when they sighted each other they were so close that

collision was inevitable. Both threw their rudders over and backed, so that they

struck a more or less glancing blow, the stern of the Tucker striking the port side

of the Rowan under the bridge. The Tucker will have to go into dock for repairs,

but the Rowan can operate with temporary repairs until her refit period comes at the end of the month.

Johnson and I went to the Snowdrop where we had lunch as Commander

Sherston's guest. I noticed two volumes in his book shelf dealing with the

Scott Antarctic expedition. Sherston insisted on my taking Volume I with ^^ 372

me.

As Captain Pringle and Captain Price had entertained me on several occasions

and as it is inconvenient to have parties on board our destroyers, I asked Johnson

and Vernou if they would join me in giving Price and Pringle a party in Cork.

They were glad to do it. So the five of us with Fairfield, who had a previous date

with Pringle, took the 6 p.m. train to Cork—went to the Country Club, had a fine

champagne dinner—thence to the variety show at the Palace, and back by the 11:15

train. We had a very pleasant evening.

Thursday

Nov 15 [1917]

[Queenstown]

This forenoon I turned over the command of the Wadsworth to Dortch. After

inspecting the crew and the ship, the crew was mustered at quarters, I read my

orders and Dortch read his. I turned to go forward when Prather (the Chief

Gunner's Mate) stepped forward and stated he would like to say a word. He then

made a very good little speech and presented me with a silver bowl for Lulie.

Engraved on the bowl is:

To

Mrs. Joseph K. Taussig

with the compliments of the crew

U.S.S. Wadsworth
172 Queenstown Patrol

Then Bezeke (Chief Boatswain's Mate) stepped up and said he had a letter from

373

the crew which he wished to present to me. I was too moved to make any but a very brief reply.

When we went forward to the Wardroom, the officers presented me with an

embroidered table cloth and twelve napkins for Lulie. Then Pernia and

Villafranka, the Filipino cook and [mess] boy, brought me a little box addressed

to Mrs. Taussig. I have not opened it yet so do not know what is in it. I am going

to remain on the Wadsworth until time for the Bridge to sail.

This afternoon Johnson and I walked to the house ofCommander and Mrs. Roe

and had tea there.

Went to the Admiralty House for dinner. Those at table were Admiral Bayly,

Lady Pinney, Miss Voysey, Mr. Ralph Paine the writer, Captain Pringle, Daniels,

Commander Heaton, R.N., Johnson and myself. Vernou was to have been there,

but the doctor on the Cassin developed cerebus [sic] spinal meningitis and the

crew has been placed in quarantine. Before we went to the Admiralty House the

1*7'A. ^*7^ Duncan came in and I had the pleasure of seeing Roger Williams. Poor

Roger was much broken up because after trying for 6 months to get over here,

and finally succeeding, he has orders to go right back to the States. I told Admiral

Bayly about his disappointment, so without a word he took a telegraph blank and

wrote a message to Admiral Sims suggesting that the Duncan escort the Bridge to

17° West and then return to Queenstown. I hope for Roger's sake it will bear fruit.

Friday

Nov 16 [1917]

[Queenstown]

Went on board the Rowan and passed the time of day with Courtney. Then went

to the Melville and had lunch with Captain Pringle, Johnson, Price and Daniels. In

the afternoon went to see Mrs. Bonmphrey with Everson and Falge. Quite a party

accumulated there. Mrs. Bonmphrey, Mrs. Taylor, Miss Leslie, Mrs. Hawkes, Miss

Billie Foley, Gay, Merrill,

376

[Lt. William W.] Meek, [John W.] Agnew. I promised

Mrs. Bonmphrey to write to her son who is Vice Consul at Boston.

Had dinner on the Wadsworth and was ready for bed earlier than usual.

Saturday

Nov 17 [1917]

Queenstown
Home 173

Went ashore at 10 o'clock to tell Admiral Bayly goodbye. I told him that

although these were war times, I had never operated under pleasanter or more

satisfactory conditions. He said that we had come to Queenstown with a thorough

knowledge of destroyer work, that we made use of our knowledge and that we had

done splendidly. I thanked him and he then said he would not have told me that

we had done well if he had not really thought so. I think Roger Williams, who had

been to dinner with the Admiral last night, must have told him that Father was

much interested in "My son Joe," as just when I left Admiral Bayly said "Tell your

Father that I say you have done splendidly."

I saw Miss Voysey and Lady Pinney. Miss Voysey gave me a little picture of

Admiral Bayly. It is one of the few photographs of him in existence, as he has a great dislike of publicity. She said that Admiral Bayly had told her that Johnson

and I might have pictures, but we were the only ones who should have them. I told

the various people in the different offices good-bye: Russell, Barrows, Taylor,

377 378

Douglas, Cowell, Roe, Churchill. In the mean time Johnson had come up,

so we went together to the Dixie where we had lunch as Price's guests. Others there

were Pringle, Daniels, Russell and Knox. The two latter, who command the Walke

and Perkins, are to take their ships back to the United States for extensive overhaul.

They will escort the Bridge across. Authority came to retain the Duncan on this

side so Roger Williams is happy.

After lunch I stopped on the Wadsworth, got my things together and left in the

Dixie's launch when Johnson stopped by for me. The side was tended by four Chief

Petty Officers and when we shoved off there were "three cheers for Captain Taussig."

379 Riddle met us at the gangway of the Bridge and showed us our room. We will

live in the cabin mess. Vernou is in quarantine and is living in isolation ward.

380 381 382

Shortly after I got on the Bridge, the Balch 2saXDownes with Miller and

383 Buchanan passed by on their way to the anchorage. Johnson and I waved to

them as they passed. I should have liked very much to see them. At four o'clock

we had up anchor and stood down the Bay. Admiral Bayly with Miss Voysey, Lady

Pinney, Mr. Paine, and Captain Pringle in the [Admiral's] barge stood down the

Bay with us as far as the boom. I think we should feel much complimented by this

last act of the Admiral. When we passed the barge at the boom, Riddle had the

bugle sound four flourishes. I think this is the first time Admiral Bayly had been

saluted with four flourishes, as his commission as Admiral has come recently. We

passed out with much waving, the Duncan took station ahead, Walke on the port

bow, Perkins on the starboard bow and we were really on our way home. I can

hardly realize it. The Duncan will go to 17° West and then return to Queenstown.

The Walke and Perkins will go all the way. They will refuel from the Arethusa

which is waiting at 35° West. At present we are making 1 5 knots. The sea is smooth

and the night dark.
174 Queenstown Patrol

We had a nice dinner—with music from Riddle's victrola. Going to sea on a big

ship like this is vastly different from going to sea in a destroyer. Riddle has a fine

big cabin, staterooms with brass bed and a nice tiled bath room. One could hardly

tell we were at sea if the motion was relied on to give this information. Johnson is

starting an album with pictures taken and letters received during our stay over

here. I am going to start in tomorrow and put letters and pictures in this book. I will place them in chronological order as far as practicable. The engines have just

stopped. On going on deck I found that we had overtaken the convoy that left

Queenstown early this afternoon and were passing through it. We are lucky not to

have had a collision.

In looking over the records of the Wadsworth's operations I have compiled the

following table to show how really active we have been since leaving the navy yard

on the 8th of last January, until I was detached on November 15th.

Month Days or parts of Distance Steamed

days underway [in] Miles

January 20 3883

February 24 2430

March 19 4069

April 17 2921

May 21 6134

June 23 6938

July 23 7072

August 19 5129

September 11 2372

October 22 4865

November 7 1643

1 1 Months 206 47456

Distance previously steamed 25534

Total steamed by Wadsworth 72990

Although the unrestricted warfare was begun in February 1917, the sinkings

did not reach a maximum until during April. The average gradually increased

until the end of April. This was probably due to a gradual improvement in the

weather. During this period the sinking of ships was an easy matter as they were

not armed and all a sub had to do was to come to the surface and use her guns.

During April the British began arming their merchant ships and establishing

more effective patrols. The effect of these measures began to be felt at the end of

April and from that time the average sinkings decreased. Some weeks they were
Home 175

higher than others, the fluctuations being due to the number of submarines

operating and the weather conditions. It gradually became a case of avoiding the

submarines by adopting various methods. First, the destroyers and other patrol

vessels were sent to patrol various areas through which the shipping passed. While

this plan was being followed, specially valuable ships were escorted as far as practicable. Second, all ships approached over the same route during certain

periods of from 4 to 7 days. An intensified patrol was then kept on this route.

Third, the convoy system for all the homebound vessels was gradually adopted.

The submarines then went after the outbound vessels, which they had previously

been ignoring. So it became necessary to take a fourth step, i.e., convoy the

outbound vessels also. The number of patrol vessels of all types—destroyers,

submarines, sloops, trawlers, aircraft—has been gradually increased. It is probable

that now . . . the mine fields are more effective, thereby making it more difficult

for the subs to reach the open sea—also the bad weather deters them.

Monday

Nov 19 [1917]

At sea

The Bridge has zigzagged up to tonight but now that we are in Longitude 23°

W. this will be discontinued. ThePerkins and Walke are getting along nicely—one

on each bow. The Duncan zigzagged ahead until 7 o'clock last night when Riddle

signaled her to return to Queenstown.

I forgot to mention that as we were leaving Queenstown on Saturday evening

we received a radio stating that a submarine had been sighted about 30 miles to

the eastward. Yesterday we received a wireless saying that Queenstown was closed

owing to mines. So the fellow evidently proceeded right there and laid the mines

after we had gotten out.

Wednesday

Nov 21 [1917]

[At sea]

We have been having fine weather and I find going to sea on a large ship like

this so different from seagoing on a destroyer that I can hardly realize that we are

at sea.

[Inserted at this point is a copy of two radio-room copies of an exchange of

messages between the USS Bridge, and the escorting destroyer, USS Duncan.]
176 Queenstown Patrol

Date: 11/18/17

From: USS Bridge

To: Unofficial to Captain Williams

Thank you very much for your escort. We wish you the best of luck in all your

operations and a safe return to the United States when victory crowns our arms.

Signed,

Taussig, Johnson, Riddle, Vernou.

From: Duncan

To: Bridge

Un. to Captain

May the victory which crowns our arms be as certain as the greetings you will

receive so soon by many.

Sig. Williams

Yesterday was uneventful excepting for the large amount of oil the Walke and

Perkins are consuming. The former especially is using a great amount. We got in

communication with the Arethusa which ship was supposed to be stationed at 35°

West for the purpose offueling destroyers that are passing back and forth with our

troop convoys. We wanted to meet her at daylight today so that the Walke and

385

Perkins could take oil. But the San Diego, which was eastbound with a troop

convoy, gave the Arethusa orders to proceed to westward so she could be met at

daylight and oil two destroyers that were with her. So it was about ten o'clock this

386 morning before we came up with the Arethusa. The San Diego, Monaghan,

387 f

Roe, and two transports were in company. The transports are two of the large

ex-German ships—the Powhatan and President Lincoln, I think. TheMonaghan and

Roe started in to oil, but on account of the swell it was five o'clock before they

finished. The Walke and Perkins then oiled—completing at ten p.m. I think it was

very commendable, the oiling after dark, especially as there is a considerable swell

running.

Johnson and I called in the wardroom after dinner. There are quite a number

of passengers—several of them from the Antilles which was sunk some time ago.
Home 177

Thursday

Nov 22 [1917]

[At sea]

Another beautiful day. This morning we took the Walke in tow and have been

388

carrying her along at about 1 1 knots all day. The [towline] shackle carried away

this afternoon and we were delayed half an hour on this account. After dinner

Johnson and I called in the wardroom. Saw Ghent who has tonsillitis. He was in

command of the Antilles when she was sunk. Paymaster Farwell, Ensigns

Hopkins and O'Brien were there. The two latter are temporary Ensigns, being

appointed from Chief Boatswains. Hopkins was with me on the Amphitrite in

1905, and O'Brien was one of my gun pointers in the Texas in 1902-03. There are

391 392

several other officers taking passage. Among them Lts. Saunders and Agrell

from the Cassin. They are to be detailed to new destroyers. Another passenger is

Lieutenant Laurence Townsend who is supposed to be engaged to Miss Ina Claire

the actress. Townsend recently went to Queenstown for detail to a destroyer, but

is being sent back now on account of chronic sea-sickness. I am reading "Scott's

Last Expedition," an immense volume which Commander Sherston of the

Snowdrop insisted on my bringing with me.

Saturday

Nov 24 [1917]

[At sea]

Our beautiful weather continues. It is clear and mild, the sea smooth. We still

have the Walke in tow and are making about 1 1 knots good with her. I think the

present intention is to tow her until tomorrow and then take the Perkins in tow

for a day or two. It is possible that we may arrive on the 29th—Thanksgiving day.

That is, provided the weather remains good.

Vernou, who has been in quarantine owing to the case of spinal meningitis

which developed on the Cassin just before he was detached, was released from

confinement yesterday morning.

Every evening Riddle and Johnson have been getting out a guitar and ukelele

and we have been having a song fest—all the old songs that we could think of have

been tackled.

Tuesday

Nov 27 [1917]

[At sea]
178 Queenstown Patrol

Our progress has been slow for various reasons and now there is no possibility

of our arriving in New York before the 30th. It was the intention to tow the Walke

until four o'clock Sunday afternoon, but early Sunday morning it was found that

the towing engine needed repairs so she was cast off at 9 a.m. The wind has

increased and the sea become moderately rough. Sunday night the Perkins*

foremast went by the board. This necessitated our slowing down for a couple of

hours. Have not found out the reason for the mishap. Yesterday the Walke salted

up [her condensers] again so it was necessary to take her in tow. As the sea was

rough it took from an hour and a half to two hours to get her secured to the end

of the line. We are towing with a long scope [i.e., length of towline] and making

about 10 knots good in spite of the moderately rough sea. Today it is much colder

than it has been. A strong N.W. wind is blowing accompanied by heavy rain and

hail squalls. Although the barometer has been rising I can see no improvement in

the weather. This ship is quite comfortable although we pitch considerably. But

it is solid comfort in comparison to what I am used to in the Wadsworth. I fear the

two destroyers along with us are having a miserable time.

I have finished reading "Scott's Last Expedition." It is a very sad story. It is

wonderful what man can and will endure. After reading Scott's diary it seems to

me that all the discomforts and dangers I have been through are as nothing in

comparison with what his party underwent. I am sorry that when Commander

Evans made the trip with me last May, I did not know more about this Expedition,

as I could have had him tell me much about it. He barely came through alive—had

393

to be carried on a sledge by his comrades for several days.

I promised a number of officers I would write to their wives when I reached

home. I have already written a number of those letters.

Thursday

Nov 29 [1917]

At sea Thanksgiving Day

Today, Thanksgiving, has been a fine one although it blew rather hard from

the northwest during the forenoon. Yesterday was quiet—but the barometer fell rapidly, accompanied by rain, and the inevitable wind for such conditions

developed during the night. We kept the Walke in tow until four o'clock yesterday

afternoon when we let her go and picked up the Perkins. It was thought that the

Walke had plenty of oil to reach New York, but she is badly salted up so this

afternoon we again took her in tow—letting the Perkins go. The latter will have

barely enough oil to get in—but she can be taken in tow again if necessary.
Home 179

I have been reading Admiral Chadwick's The Spanish War. I am sorry I did

not start it sooner as I will be able to get through the first volume only. I have

nearly finished my letter writing—will finish tonight. We expect to arrive off

Ambrose Channel at 8 a.m. tomorrow. Ghent came in for a while and told us his

experiences when the Antilles was torpedoed. He was washed overboard and as the

ship settled was directly under the smoke stack which he thought was going to

strike him. But just then the boilers exploded and the shock threw the smokestack

clear of him.

I think that most of us who have had the honor and pleasure of serving under

Admiral Bayly consider him a most efficient officer. Although his manner is

brusque at times, he has always treated me with the utmost courtesy and

consideration. It has been a pleasure to serve under him directly, and in the

numerous times when we have had to use our own initiative in deciding knotty

questions, he has backed us to the limit and made commendatory remarks on our

reports. There has not been the slightest sign of friction. Our relations have always

been cordial. The cooperation between the two navies has been intimate and

successful. Admiral Bayly is a man with the highest sense of duty—of a naturally

retiring disposition but of quick perception and action. Although he undoubtedly

feels deeply, he does not show it, and his manner belies the cordiality which I believe he really feels. I think the only two times he shook hands with me was

when we first met and when I told him goodbye. He is very religious and I have

often been impressed when talking with him that he is a Christian in heart and

action.

Endnotes

Editor's Note

1. For a description of these papers, see Joseph K. Taussig Papers, Manuscript Register Series No. 18, Naval

Historical Collection Division, Naval War College, Newport, R.I., 1989.

Introduction

2. See Joseph K. Taussig Papers (hereafter Taussig Papers), Manuscript Register Series No. 1 8, Naval Historical Collection Division, Naval War College, Newport, R.I.

3. Joseph K. Taussig, "Destroyer Experiences during the Great War," U.S. Naval Institute Proceedings

(hereafter Proceedings), December 1922, pp. 2015-42; January 1923, pp. 39-69; February 1923, pp. 221-48; March

1923, pp. 383-^08.

4. Brief biographical sketches of Taussig can be found in Clark G. Reynolds, Famous American Admirals (New

York: Van Nostrand Reinhold and Co., 1978), pp. 347-9; Joseph Taussig file, Joseph K. Taussig Papers, Operational

Archives, Naval Historical Center, Washington, D.C.

5. Taussig returned to the Naval Academy in August 1898 and graduated in January 1899.

6. For Taussig in the Boxer Rebellion, see his article, "Experiences during the Boxer Rebellion," Proceedings,

April 1927, pp. 403-20; Paolo E. Coletta, Bowman Hendry McCalla: A Fighting Sailor (Washington, D.C: Univ. Press of America, 1979). See also the letters to his parents while recovering from wounds suffered in the rebellion, in the Taussig Papers.

7. See Taussig's diary while commanding the USS Little in Taussig Papers.

8. Rear Admiral Henry B. Wilson, in command of U.S. naval forces in French waters, wanted Taussig as chief of staff of the Brest District, but it was disapproved. Navy Department to Taussig, 20 June 1918, Taussig Papers.

9. For this incident, see Taussig to Charlotte, 28 June 1940; to Frederick Wile (American member of the staff

ol the Daily Mail in London), 13 May 1940; Captain Paul B. Ryan's note on it dated 23 August 1971; Joseph Taussig,

Jr. to Ryan, 17 August 1984; Taussig, Jr. to Em, 26 April 1987, all in the Taussig Papers; see also Oral History of Rear Admiral C.J. Moore, vol. 2, Columbia University Oral History Program; Army &NavyJournal, 24 January 1920; and

Geoffrey C. Ward, A First-Class Temperament: The Emergence of Franklin Roosevelt (New York: Harper & Row

Publishers, 1989), pp. 444-5, 470-5, 549-50. Ward cites interview with Taussig by historian Frank Freidel in the

Freidel Papers, Franklin D. Roosevelt Library, Hyde Park, New York.

10. Taussig to Charlotte, 28 June 1940, Taussig Papers. For Taussig in line for the Chief of Naval Operations

position, see Rear Admiral Frederick Standish Withington, Oral History, unpublished, U.S. Naval Institute, 1970,

vol. 1, p. 38; Henry H. Adams, Witness to Power: The Life ofFleet Admiral William D. Leahy (Annapolis: U.S. Naval

Institute Press, 1985), p. 86. Louis Howe was political assistant to Franklin D. Roosevelt.

1 1. B. Mitchell Simpson, III,Admiral Harold R. Stark (Columbia: Univ. of South Carolina Press, 1989), pp. 35-6.

12. Simpson quotes from a telephone conversation between Roosevelt and Stark in Stark Papers, pp. 36-7, 291.

Stark's letter ofreprimand can be found in the Taussig Papers. Also in the Taussig Papers is additional correspondence,

both official and personal, as well as many newspaper clippings and news magazine articles concerning the incident

Taussig wrote to Charlotte an account of the incident on 28 June 1940. It is also in the Taussig Papers. For another and somewhat different account of Stark's attitude towards the Taussig incident, see Vice Admiral William R. Smedberg, III, Oral History, unpublished, U.S. Naval Institute, July 1979.

13. Taussig to Charlotte, 28 June 1940, Taussig Papers.

14. Joseph K. Taussig, Jr., Oral History Interview, 19 November 1987, East Carolina University, Manuscript

Collection, Greenville, North Carolina; Taussig, Jr. to Captain Ryan, 17 August 1984, copy in Taussig Papers.

15. Withington Oral History.

Chapter I: The First Month

16. Commissioned in June 1916, the USS Pennsylvania, BB 38, was a new battleship (the name ship of her class), displacing 31,400 tons. She was armed with twelve 14-inch, fourteen 5-inch, four 3-inch, four 3-pdrs., and two

21-inch torpedo tubes. Though Taussig recalled that the entire fleet had been assembled in the Yorktown anchorage

for several days, the Pennsylvania herself had only that day arrived. As with all modern battleships, the Pennsylvania

burned oil, and since that resource was in critical shortage in Europe, the battleship did not cross until December
182 Queenstown Patrol

1917. This ship was not, incidentally, the Pennsylvania from which Eugene B. Ely performed the first seaborne landing

in 1911 (that was the armored cruiser Pennsylvania, launched in 1903 and renamed Pittsburgh in 1912). The Pennsylvania was present in dry dock when Pearl Harbor was bombed on 7 December 1941, where she

suffered substantial but not critical damage. After repair, Pennsylvania fought in numerous Pacific campaigns ranging

from the Aleutians to Surigao Strait, where she participated in the last exchange of gunfire between opposing

battleships. In August 1945 the Pennsylvania was heavily damaged by an aircraft-launched torpedo at Okinawa, and

she was still under repair when the war ended. The ship served as a target vessel for the Bikini atomic bomb tests and,

surviving those, was finally sunk off Kwajalein in 1948. Dictionary ofAmerican Naval Fighting Ships (hereafter DANFS),

Volume V, USS Pennsylvania (Washington: U.S. Govt. Print Off. (hereafter GPO), 1970), pp. 250-2.

17. See Josephus Daniels, Our Navy at War (New York: Horan & Co., 1922), pp. 2-3.

18. USS Baltimore (Cruiser No. 3). This was the fourth U.S. ship of that name. She was launched in 1888 by

William Cramp and Sons in Philadelphia and commissioned in 1890 with Captain W.S. Schley (who would later become embroiled in the Battle of Santiago controversy) in command. She was a member of the Asiatic squadron

commanded by George Dewey and played a prominent part during the action in Manila Bay. She was recommissioned

as a minelayer in 1915 and was engaged in training personnel at the time of U.S. entry into World War I. In 1918 she

participated in laying the Northern Mine Barrage as well as other operations in European waters. The Baltimore was

placed out of commission in 1922 and sold in 1942. DANFS, Volume I, USS Baltimore, 1959, pp. 88-9.

19. Lulie Taussig (Lulie Johnston before her marriage), Joseph Taussig's wife, and Emily Taussig, his eldest

child.

20. USS Wadsworth (DD 60). The Wadsworth was a "thousand-tonner," actually displacing 1,060 tons. Her

dimensions were 315' x 30' x 10'. She was capable of 30.67 knots and was manned by a complement of ninety-nine.

Her armament consisted of four 4-inch guns, eight 21-inch torpedo tubes and, after her arrival in European waters, depth charges. She was launched on 29 April 1915 and commissioned on 23 July, with Taussig in command. After

sea trials and drills, she took up patrol duty offthe New England coast in October, and in January 1916 she participated

in the annual fleet maneuvers in the Caribbean, arriving back in Newport in May where she resumed patrol.

Subsequent to the events described in the Diary, the Wadsworth was transferred to Brest, France, in March 1918. She

returned to Boston in January 1919 and after an extensive overhaul served as one of the picket ships stationed at intervals across the Atlantic for the 1919 flight of four Navy-Curtiss flying boats (one of which completed the trip). The Wadsworth was decommissioned in 1922 and remained in reserve until stricken from the Navy list in 1936, and

then broken up. DANFS, Volume VIII, USS Wadsworth, 1981, pp. 22-3.

21. Information obtained from the Register of Commissioned and Warrant Officers of the United States Navy

and Marine Corps and Reserve Officers on Active Duty, volumes for 1917, 1918 (hereafter cited as Navy Register). See also the official biographies in the Operational Archives. Official biographies of naval officers are located in the Operational Archives, Naval Historical Center, Washington, D.C. These are filed alphabetically by name. They usually include prepared brief biographical sketches.

22. USS Conyngham (DD 58) was a Tucker-class destroyer built by Cramp and Sons of Philadelphia and

commissioned in January of 1916 with Lt. Commander A.W. Johnson in command. She sailed with the Wadsworth

among the first division of destroyers to deploy to European waters. Operating from Queenstown, she rescued

survivors from the torpedoed USS Karina in August and the USS Hartland in November. On 19 October 1917, when

the British ship H.M.S. Orama was torpedoed, the Conyngham made a depth charge attack which brought debris to the surface and won a commendation for her commanding officer. The Conyngham sailed for Boston from Queenstown in December 1918. She was decommissioned in 1922, transferred to the Coast Guard for service in the "Rum Patrol" in 1924, and was scrapped in 1934 in accordance with

the London Treaty of 1930. DANFS, Volume II, USS Conyngham, 1963, pp. 180-1.

23. Commander Alfred W. Johnson of the Conyngham went on to command the cruiser USS Richmond in China

and the battleship USS Colorado. In the late thirties, as a rear admiral in command of the Atlantic Squadron (precursor of the Atlantic Fleet), he conducted the first comprehensive radar experiments at sea. He retired in 1940 but was

recalled to active duty and served as the U.S. naval member of the Inter-American Defense Board and the Permanent

Board on Defense-Canada and the United States. Official biographies in Operational Archives, Naval Historical Center, Washington, D.C.

24. USSPor^(DD 59). This ship was the second ofthis name. Her dimensions were 3 15' x30' x9'. Shedisplaced

1,250 tons and was capable of 29 knots. She carried a complement of 133, and her armament was identical to that of Wadsworth, with the exception that she had only four torpedo tubes. She was commissioned in April 1916 with

Wortman in command. In April 1918, she severely damaged the U-108. The Porter was decommissioned in 1922, transferred to the Coast Guard in 1924, and returned to the Navy in 1933. She was scrapped in 1934. DANFS, Volume

V, USS Porter, 1970, pp. 356-7.

25. Commander Ward K. Wortman of the Porter became the Commandant of the Naval Base, Guantanamo,

Cuba, in 1923. In the next ten years he commanded the USSArizona and the submarine base at Pearl Harbor. He died
Endnotes 183

in 1934 while a captain on active service at the Brooklyn Navy Yard. Official biographies in Operational Archives,

Naval Historical Center, Washington, D.C.

26. USS Tucker (DD 57). The Tucker was another "thousand-tonner" with dimensions of 310' x 30' x 10', a displacement of 1 ,250 tons and a speed of 29.5 knots. She had a complement ofeighty-nine and an armament identical

to the others of the squadron. In European waters, the Tucker was instrumental in the rescue of survivors from the torpedoed Poluxena in June 1917, the Karina in August, and the French cruiser Dupetit-Thouars in August 1918. Immediately after the later rescue, she depth-charged a U-boat and was given credit for a "possibly sunk." She was

placed in reserve in 1919 and in 1926 was transferred to the Coast Guard, joining the "rum patrol" to aid in the suppression of smuggling. In 1933 she recovered survivors from the airship Akron. She returned to the Navy in 1933,

became a Sea Scout training ship, and was sold in 1936. DANFS, Volume VII, USS Tucker, 1981, pp. 321-2.

27. Lt. Commander Benyaurd B. Wygant, Naval Academy Class of 1901. Retired as a captain in 1936. Official biographies in Operational Archives, Naval Historical Center, Washington, D.C.

28. USS Wainwright (DD 62). The Wairtwright displaced 1,150 tons and was in other respects identical to the Wadsworth. She was commissioned in May 1916 with Poteet in command. In May 1917, after the crossing, she was

narrowly missed by a torpedo while on patrol and subsequently fired several rounds of 4-inch at what was thought

to be a periscope. On 4 July 1917 another torpedo missed her stern, apparently by only five feet, but again the response brought no evidence of damage to the U-boat. In company with the Rowan (DD 64), she conducted a depth charge

attack on 20 August which brought up a little oil. Several attacks on U-boats in the following months yielded no

evidence of results. She was decommissioned in 1922 and transferred to the Coast Guard in 1926. She returned to the Navy in 1934 for sale to the ship-breakers. DANFS, Volume VIII, USS Wainwright, 1981, pp. 35-6.

29. Lt. Commander Fred H. Poteet of the Wainwright was promoted to captain and commanded the cruiser Cincinnati in 1931 and a destroyer squadron in 1935. He retired in 1939 and died at the Naval Hospital, Mare Island,

California, in 1941. Official biographies in Operational Archives, Naval Historical Center, Washington, D.C.

30. USS Jacob Jones (DD 61). The Jacob Jones, similar in her dimensions to other "thousand-tonners" of the

Tucker-class, was commissioned in February 1916, with Lt. Commander W. S. Pye in command. In European waters, she rescued survivors from the torpedoed Valetta in July and two weeks later from the steamship Dafila, which was

torpedoed while under escort by the Jacob Jones. In October she picked up 305 survivors from the British cruiser Orama. In December 1917, while in the vicinity of the Scilly Isles, she was hit in the starboard side aft by a torpedo

while maneuvering to avoid. Efforts at damage control proved insufficient to save the ship, and as her stern sank, the depth charges exploded. At this juncture, Commander [D.W.] Bagley was in command and he ordered the ship

abandoned, but theJacob Jones took sixty-four of her men down with her, leaving thirty-eight survivors in the water

or on boats and rafts. Two ofher crew were taken prisoner by her attacker, the U-S3. In an honorable gesture consistent with the best traditions, the U-boat commander, Hans Rose, then radioed Queenstown to advise Bayly's command

of the approximate position and drift of the survivors. The British sloops of war, Camellia and Catalina, were thus

able to locate and rescue the remainder ofJacob Jones' crew. DANFS, Volume III, USSJacob Jones, 1968, pp. 483-4.

31. Commander David Worth Bagley of the Jacob Jones attained flag officer's rank, becoming commandant of

the Hawaiian Sea Frontier in 1942, headquartered at Pearl Harbor. After the war he served in Washington on the

Inter-American Defense Board and the Permanent Board of Defense, United States-Canada. He retired in 1947 and

died at San Diego in 1960. Official biographies in Operational Archives, Naval Historical Center, Washington, D.C.

32. These ships were all of the Tucker class, authorized by the Congressional Act of 4 March 1913. The six keels were laid in 1914 in East Coast yards at Quincy, Massachusetts; Philadelphia, Pennsylvania; Bath, Maine; and

Camden, New Jersey. All were in commission by April 1916. They were from 1,090 to 1,150 tons normal displacement,

had a designed speed of 29.5 knots, were oil-burning, and were fitted with two propellers. "History of ships named

Wadsworth? Ships History Division, Naval Historical Center, Washington, D.C. The Ships History Division contains

files on the histories of every ship commissioned in the U.S. Navy as well as other information.

33. All of these four officers were Naval Academy graduates. Everson was the executive officer and navigator,

Broadbent was the engineer, Falge headed the gunnery department, and Earle was the communications and supply

officer. U.S. Naval Academy Alumni Association, Register of Alumni, Graduates and Former Naval Cadets and

Midshipmen.

34. Admiral Henry Mayo was Commander, U.S. Atlantic Fleet. Captain Hugh Rodman was a member of the General Board. In May he was promoted to rear admiral and commanded the U.S. battleships assigned to the British Grand Fleet Commander O.P. Jackson was Chief of Staff to Mayo. Lt. Commander John J. Hyland was attached to the battleship Arkansas. For biographical information see official biographies in Operational Archives, Naval

Historical Center, Washington, D.C. and Navy Register, 1917 and 1918, and Naval Academy Register 1970.

35. Taussig, a fond father, referred to his small daughter, Emily, as Empsie Pemsie. Captain Ryan's note based on information provided by Joseph K. Taussig, Jr. 36. The "Easter German" was a dance-social event.

37. Relatives or friends, Robert, Abbie, Warren, and Emily.
184 Queenstown Patrol

38. Taussig mentions that the choice of his division as the first to cross to the war zone was "purely accidental and circumstantial." Captain David Hanrahan, who commanded the Seventh Division, was senior to Taussig and

ordinarily would have had the honor. Unfortunately for Hanrahan, his destroyer, the Cashing, was at that moment

undergoing substantial repairs, so the duty fell to Taussig, who was next in line. Taussig, "Destroyer Experiences

during the Great War," Proceedings, December 1922, p. 2020.

39. The USS Seattle (originally the USS Washington) (CA 11) was an armored cruiser of the Tennessee class, displacing 15,712 tons. Her dimensions were 504' x 72' x 25', and she was capable of 22 knots. Her complement was

887, and she was heavily armed (for an armored cruiser), with four 10-inch, sixteen 6-inch, and twenty-two 3-inch

guns, and four 18-inch torpedo tubes. She was built by the New York Shipbuilding Company ofCamden, New Jersey, and commissioned in August of 1906. Her name was changed from Washington to Seattle in 1916. Before the war, the ship operated actively in the Pacific, Atlantic, and Caribbean. On 14 June 1917 she sailed

as flagship in the first American troop convoy to Europe, arriving in St. Nazaire on 26 June. On 22 June, while keeping

station with the convoy, Seattle's helm jammed and the ship took a sudden violent sheer to starboard, sounding a blast of her whistle to alert the other ships that she was out of control. Unknown to anyone in the convoy, two U-boats were at that moment in the final phases of setting up a carefully planned attack. Seattle's sudden, violent maneuver

in their direction, combined with the blast of the whistle, seemed to them a certain sign that they had been spotted

and were being attacked. Consequently, they broke off their approach and maneuvered to avoid being run down.

Lookouts on the Seattle first sighted one of the U-boats when it was fifty yards ahead, virtually right under their bow,

but under the circumstances, the ship was in no position to take deliberate action on this new development Both

U-boats got away, but so did all the ships of the convoy, both sides the unlikely beneficiaries of a timely equipment

breakdown.

Seattle performed escort duty to the end of the war, escorting nine convoys before the armistice, and assisted in returning troops from France afterward. She joined the reserve fleet in 1919. Between 1923 and 1927 she served as flagship of the Commander in Chief, U.S. Fleet, in succession for Admirals Hilary Jones, R E. Coontz, S.S. Robison,

and C.F. Hughes. In 1927 she became a receiving ship in New York and continued that duty until the end of the Second World War. Seattle was sold for scrap in 1946. DANFS, Volume VI, USS Seattle, 1976, pp. 244-5.

40. The USS Davis (DD 65), was a Sorop«m-class destroyer, similar to the Wadsworth, but with twelve torpedo

tubes in four triple mounts. She was commissioned in October 1916, with R.F. Zogbaum in command. She sailed with Taussig's division to Queenstown, where she began her career performing patrol and escort duties. On 12 May

1918 she picked up thirty-five crew members of the U-108, which had been severely damaged in a collision with the

British merchant ship Olympic. Davis returned to New York in 1919 and after overhaul was placed in reserve. Decommissioned in 1922, she was turned over to the Coast Guard in 1926 and sold for scrapping in 1934. DANFS,

Volume II, USS Davis, 1963, pp. 244-5.

41. USS McDougal (DD 54). The McDougal was an O'Brien-class destroyer with a displacement of 1,050 tons, dimensions of 305' x 31 ' x 9', with a speed of 29 knots, and carried a complement of ninety-eight men. She was armed

like most ofTaussig's ships, carrying eight torpedo tubes. TheMcDougal was commissioned in 1 9 14. After the crossing, she rescued survivors from the British steamer Manchester Miller in June, and in September sighted a U-boat, gave

chase, and dropped two depth charges, which brought up an oil slick. In February 1918 she was in a collision with

the British merchantman Glenmorag, which required five months ofrepair work, after which she operated out of Brest. She was decommissioned in 1922, transferred to the Coast Guard in 1924, returned to the Navy in 1933, and was

scrapped in 1934. DANFS, Volume IV, USS McDougal, 1969, pp. 298-9.

42. Rear Admiral Albert Gleaves was in command ofthe cruiser and transport force in World War One. Gleaves was an 1877 graduate of the Naval Academy. After the war he commanded the Asiatic Fleet and Boston Navy Yard

before retiring in 1922. Clark G. Reynolds, FamousAmerican Admirals (New York: Van Nostrand Reinhold Co., 1978),

p. 137.

43. The confusion attendant to Taussig's departure for foreign service resulted from a general feeling within the Administration that the Navy would be employed solely to guard American shores. Little thought had been given by

Secretary ofthe NavyJosephus Daniels and his associates in the Navy Department to possible operations in European

waters. Admiral William S. Benson, "Statement," U.S. Congress, Senate, Subcommittee on Naval Affairs, Hearings

(Washington: GPO, 1920), 66th Cong., 2d sess., vol. 2, pp. 1817-9; Harold and Margaret Sprout, The Rise ofAmerican

Naval Power, 1776-1918 (New Jersey: Princeton Univ. Press), pp. 351-2.

44. Charles-J.K. Taussig's younger brother.

45. Parents ofJ.K. Taussig and Charles Taussig.

46. Admiral N.R Usher, Commandant, New York Navy Yard.

47. Admiral George E. Burd, Industrial Manager, New York Navy Yard.

48. Taussig never forgot this ragged performance by the Navy Department in attempting to prepare a lone

destroyer division for combat operations. In 1940, on the eve of World War II, he published a widely read article in the U.S. Naval Institute Proceedings, which sharply criticized the Navy Department for not being properly organized
Endnotes 185

for war in spite of the lessons learned in 1917 when "lost motion and other deficiencies" were glaringly apparent.

Taussig, "An Organization for the Navy Department," Proceedings, January 1940, pp. 52-7.

49. Henry Johnston was Lulie Johnston Taussig's brother, a New York lawyer. Katherine was his wife, and

Dickson their son. Captain Ryan's note based on an interview with Captain J.K. Taussig, Jr. 50. The three aunts from St. Louis were Admiral Edward D. Taussig's sisters. Commander Joseph K. Taussig's brother was (then Lieutenant) Charles Taussig. Captain Paul Ryan's note based on interview with Mrs. Lulie Taussig.

51. The Touraine was a fine hotel at 62 Boylston Street near the shopping and theater district. In 1969 it was convened into an apartment house; (New York, Philadelphia & Norfolk Railroad [N.Y.P. & N.]).

52. Admiral William S. Benson was appointed the first Chief of Naval Operations in 1915 and remained in this position until he retired from the Navy in 1919.

53. Taussig later referred to his week in the Boston Navy Yard as "by far the hardest, most uncomfortable, and

most difficult week that fell to my lot during the war." The captains had no clear idea of where they were ultimately

bound (perhaps even to the Mediterranean or beyond) and, in addition to asking for everything they might possibly

need, took all the supplies they could cram into the space available. By the time the ships departed, their displacement

had increased from the designed 1,100 tons full load to 1,400. The increased endurance conveyed by the oversupply

may have later contributed to Taussig's confident reply when at the conclusion of the voyage he was asked about the

division's readiness to begin combat operations. Taussig, "Destroyer Experiences during the Great War," Proceedings,

December 1922, p. 2022.

All of these changes improved the combat capability of the ship. The Benet-Mercier machine guns were for close-quarter fighting, the lookout tops on the masts extended the visual range of the lookouts, and ammunition bins

topside made shells instantly available at the guns. Naval Ordnance Activities World War, 1917-1918 (Washington:

GPO, 1920), p. 69.

54. When the war started, the U.S. Navy had no allowance for many items of heavy-weather clothing.

Consequently, the Navy League and other patriotic associations donated knitted items which, otherwise, crew members would have been obliged to purchase. Later, in 1917, the Navy provided a special outfit of heavy weather

clothing consisting of extra-heavy woolen underwear and socks, a blanket overshirt with hood, a windproof suit with

hood, a pair of heavy woolen mittens, and a pair of heavy leather sea boots for use on destroyers. The fact that the Navy had no heavy clothing allowance was explained by Secretary Josephus Daniels in his Annual Report for 1917

as stemming from the fact that because the fleet usually spent the winter in the West Indies, no heavy clothing was

needed. Report ofthe Secretary ofthe Navy, 1917 (Washington: GPO), p. 57.

55. Prior to the war, the Navy had recruit training stations at Newport, Rhode Island; Norfolk, Virginia; Great Lakes [Naval Training Center], Illinois; and San Francisco (Yerba Buena Island), California. In April 1917, the supply

of seasoned sailors was starting to thin out as the Navy began to expand. As a skipper about to sail for the war zone, Taussig understandably thought that his ship warranted more experienced men than the "green" recruits sent to him,

even though they had received several months training at boot camp. Report ofthe Secretary ofthe Navy, 1917, pp. 22-3.

56. Lt. Commander "Alfy" Johnson ofthe Conyngham was a classmate and lifelong friend. Captain J.K. Taussig,

Jr. to Captain Ryan. Captain Ryan's note.

57. "Wrecking mine" was an early term for U.S. naval depth charges. In February 1917, the Bureau ofOrdnance

had developed a "mine" that would explode when it reached the depth of a suspected submarine. The device was a 50-pound canister filled with an explosive charge and triggered on the float-and-line principle. That is, when the depth charge was heaved overboard (literally), the float became detached and remained on the surface while the charge

sank, paying out rope attached by a reel to the float. When the charge reached a pre-determined depth, the rope became

taut, actuated the firing device and exploded the depth charge. The depth could be set between 25 and 100 feet. When the destroyers arrived at Queenstown, they were equipped with 300-pound British depth charges

which were launched from short tracks on the stern. Later, when the ships underwent overhaul at Liverpool, they were fitted with longer tracks, which held even more depth charges.

Ice machines were early refrigeration equipment which froze pans of water into ice blocks. These blocks were then placed in insulated storage spaces to preserve fresh food. Other uses of the ice cakes were to cool the piping of the ship's scuttlebutts (drinking fountains) and to prepare refreshments like lemonade and ice tea. Note of Captain

Ryan based on interview with Vice Admiral Walter DeLany (Retired), who served in the DD Wilkes at Queenstown;

also see Naval Ordnance Activities, pp. 98ff. 58. Lieutenant Ronan C. Grady was assigned to the office of the Chief of Naval Operations.

59. As early as 22 March the Admiralty suggested basing U.S. destroyers on the coast of Ireland as soon as the United States entered the war. See Admiralty to Gaum,Anglo-American Naval Relations 1917-1919, Michael Simpson,

ed. (London: Naval Records Society, 1991), pp. 14-5. On 14 April Sims cabled the Secretary ofthe Navy recommending

basing destroyers at Queenstown. Copy of cable in William S. Sims, The Victory at Sea (Annapolis : Naval Institute Press, 1983), p. 375. Reprint of 1920 edition.

60. This appears in the original text and probably is a place holder for the name of the ship.
186 Queenstown Patrol

61. The McDougal (Lt. Commander Arthur B. Fairfield) was from Division 7; Davis (Lt. Commander Rufus F. Zogbaum) from Division 9. Both were "long-legged" ships sent to replace the Tucker and Jacob Jones (of Taussig's

Division 8), which had shorter cruising radiuses. Ships Histories Division, Naval Historical Center, Washington,

D.C.

62. USS Virginia (BB 1 3). The Virginia was a p re-dreadnought battleship of 14,980 tons displacement and a main

armament of four 12-inch guns. She had been commissioned in 1906 and participated in the circumnavigation of the Great White Fleet between 1907 and 1909. When the United States entered the war against Germany, the Virginia was

undergoing an overhaul in Boston Navy Yard On 6 April she dispatched boarding parties to effect the seizure of the German passenger and cargo vessels A merika, Cincinnati, Wittekind, Kbln, and Ockenfels. The remainder of Virginia's war service consisted ofescorting convoys from the Eastern seaboard to mid-ocean. After Armistice, she was modified

to serve as a troopship to return American doughboys from Europe. She was decommissioned in 1920. In 1923 she

served as a target for experimental air attacks performed by Army Martin bombers. The single 1,100-pound bomb

that hit the ship during the test was sufficient to virtually demolish her, and she sank within half an hour. DANFS,

Volume VII, USS Virginia, 1981, pp. 541-2.

63. Queenstown, now Cobh, Ireland.

64. In March 1917, Rear Admiral William S. Sims was detached as President of the Naval War College and sent

to Great Britain as an observer and transmitter ofinformation. After the U.S. entered the war, Sims became commander

of the U.S. naval forces operating in European waters. Sims, a graduate of the Academy in 1880, was a gunnery

specialist, an advocate of a general staff, and a notorious Anglophile. After the war he returned to the Naval War

College until he retired in 1922. He died in 1936. Official biographies in Operational Archives, Naval Historical Center,

Washington, D.C. See also, Elting E. Morison,A dmiral Sims and the ModernAmerican Navy (Boston : Houghton Mifflin,

1942).

65. Josephus Daniels was appointed Secretary of the Navy in 1913 by President Woodrow Wilson. Daniels was

a newspaper editor by profession, from North Carolina. Robert E. Ferrell, Woodrow Wilson and World War One,

1917-1918 (New York: Harper & Row, 1985), pp. 31-2.

66. As events turned out, due to her excessive draft, 15 knots put too much strain on the McDougal. Unlike the other ships, McDougaPs two main turbines were supplemented by two "cruising" reciprocating engines. Since her main turbines were judged to be uneconomical, she relied on the cruising engines for the crossing, and it was these engines that had a difficult time driving the heavily laden ship at that speed. McDougal, and hence her division, were

thus limited to 14 knots maximum speed. Taussig, "Destroyer Experiences during the Great War," Proceedings,

December 1922, p. 2026.

67. Taussig later mentioned that wartime experience taught him how easy it was to mistake the low silhouette ofa destroyer for that ofa submarine. Taussig, "Destroyer Experiences during the Great War," Proceedings, December

1922, p. 2028.

68. H.M.S. Parthian was an "M"-class destroyer. These ships ranged in displacement from 883 to 1,154 tons and

had dimensions of 270' to 274' x 27' x W/i. They were armed with three 4-inch and four torpedo tubes and were

capable of 35 knots. The Parthian was built by Scotts, launched 3 July 1916 and was sold on 8 November 1921. The

example of the Parthian was the subject ofan address given by Vice Admiral Sir Lewis Bayly to the assembled captains of the second division of destroyers to arrive. According to Commander Joseph Daniels, who was present on the

occasion, Bayly said: This destroyer [Parthian] proceeded to sea. The night came on and just before nightfall a submarine rose to the surface of the sea 150 yards ahead The watchful eyes of the crew saw her instantly: the watchful commander drove his vessel at her, and the watchful and ready-gun's crew opened fire instantly. The

submarine was struck eight or ten times in the space of a minute. Her tower was shot up, and she rolled over and sank at once. I cite this to show that in a space ofperhaps two or three minutes a submarine was destroyed.

If vigilance was lacking, the opportunity would have been lost Taussig, "Destroyer Experiences during the Great War," January 1923, Proceedings p. 48.

69. A young signalman, Charles Minor Blackford, sailed with the squadron to Queenstown in the McDougal. In

his memoirs Blackford writes that it was the Conyngham which needed repairs. He also mentions that no lookouts were posted, that all the destroyers hove to and that the Wadsworth attempted to make radio contact with the British

for fifteen minutes (which, to be fair, Taussig had been specifically ordered to do). See Charles Minor Blackford,

Torpedoboat Sailor (Annapolis: Naval Institute Press, 1968), p. 73.

70. H.M.S. Mary Rose was an "M"-class destroyer. She was launched 8 October 1915, and was sunk by German

cruisers in the North Sea 17 October 1917, along with H.M.S. Strongbow, with all hands, in a valiant attempt to protect

a Norway convoy of twelve merchant ships from the German light cruisers Brummer and Bremse. Nine of the convoy

were sunk, after which the German cruisers returned unharmed. The Mary Rose remained on the Irish station only a short time after the arrival of the U.S. destroyers, when she was transferred to the Grand Fleet. Jane's Fighting Ships of World War I (New York: Military Press, 1990), p. 72; and Paul G. Halpern, A Naval History of World War I

(Annapolis: Naval Institute Press, 1994), p. 376.
Endnotes 187

7 1

.

According to Taussig, the Mary Rose was also signaled an inquiry ofcourse, and if it were desirable, to zigzag.

The British ship responded that "It is safer to zigzag, but it is a terrible nuisance." Accordingly, the entire formation

proceeded to its destination on direct course. Taussig, "Destroyer Experiences during the Great War," Proceedings

December 1922, p. 2029.

72. According to Blackford (Torpedoboat Sailor), the entire flotilla, including theMary Rose, hove to while waiting

for the freshly mined channel into Queenstown to be cleared. Since several of those involved expressed a belief that

this might be construed as evidence of a breach in security, and that the Germans mined the channel deliberately,

hoping to destroy one or more of the American ships upon their arrival, the actions of the commanders seem

particularly reckless (heaving to, breaking radio silence, etc.). The presence of the mines was certainly suspicious:

mines had not been laid off the entrance to Queenstown for several months and never before within six feet of the

surface. Queenstown was (and still is) a small seaport and naval base on the east coast of Ireland near Cork. The great cathedral of St Colman is the dominating feature of the town, an overwhelmingly Roman Catholic community. The

cathedral was situated very close to Admiralty House where Vice Admiral Sir Lewis Bayly resided. The town's name was Cobh (pronounced "cove") until 1849 when it was changed to Queenstown in honor

of Queen Victoria who had paid a visit there. Haulbowline island was the site of the dockyard in Cork Harbour.

Queenstown was considered to be a suburb of Cork County. In 1922, when the Republic of Eire (Ireland) was

established, Queenstown resumed its old name of Cobh.

The transfer ofTaussig's division to Ireland was a closely guarded secret, and no news release had been made

to the American or foreign presses. In spite of all this security, the information of Taussig's arrival seems to have

preceded his entry into Queenstown. Just prior to the appointed hour, the Stars and Stripes was displayed on many

public buildings, private homes, and on small craft in the harbor. Sims, The Victory at Sea, p. 50.

73. Commander E.RG.R. Evans of the destroyer leader Broke, noted hero of a recent destroyer engagement, was

available to assist the Americans because his ship was in dry dock undergoing repairs to damage sustained in ramming

and running through a German destroyer. On the night of 20-21 April, three British and six German destroyers had met off Dover. Evans, in the Broke, torpedoed and sank one destroyer, rammed and sank a second (passing clean through and over her). As survivors from the sinking ship climbed over the Broke's bow, they were repelled by

cutlass-swinging sailors. The action delighted the British public. Evans found Taussig a kindred spirit, and several years later, in his book Keeping the Seas (London: Simpson, Low, Marston, 1919), he wrote that ". . . Taussig was full of brains and go, and I was very much impressed by him." Admiral of the Fleet Earl Jellicoe, The Crisis ofthe Naval

War (London: Cassell, 1920), pp. 211-2; Sir J.S. Corbett and Sir Henry Neubolt, Naval Operations, Volume IV

(London: Longmans, Green, 1920-1931), pp. 377-8; Reginald Fo\xnd,Evans ofthe Broke (London: Oxford Univ. Press,

1963), pp. 148ff; E.R.G.R. Evans, Keeping the Seas, pp. 120ff. 74. H.M.S. Broke, the ex-Chilean Almirante Goni, was purchased in August 1914. The Broke was a destroyer

leader displacing 1,750 tons. Her dimensions were 331' x 32', and she was armed with two 4.7-inch, two 4-inch, and

four torpedo tubes. She was built by White, launched 25 May 1914. Jane's Fighting Ships of World War I, p. 67.

75. Paymaster Lt. Commander E. C. Tobey, attached to the American embassy at London.

76. American Vice Consul Sherman, representative of the American Consul, present to welcome the destroyer

division to Queenstown.

77. Sir John Jellicoe, First Sea Lord and previously Commander in Chief of the British Grand Fleet.

Jellicoe, appointed First Sea Lord in December 1916, had been commander in chief of the British Grand

Fleet during its inconclusive action against the German High Seas Fleet in the Battle of Jutland. His reference to China concerned European-American efforts to relieve the foreign legations at Peking during the Boxer Rebellion. Taussig, then a naval cadet in the USS Newark, was hit in the leg by a dum-dum bullet while ashore with a landing

party. Jellicoe, a captain commanding H.M.S. Centurion, was shot in the chest at about the same time. The wound

left Taussig with one leg three-quarters of an inch shorter than the other. Jellicoe, for the rest of his life, suffered from

rheumatism because of the bullet which remained in his lung.

The McCalla mentioned by Jellicoe was Captain (later Rear Admiral) Bowman H. McCalla, then commanding the USS Newark at Taku Bay. McCalla headed the U.S. naval contingent in the Seymour column.

Taussig, "Experiences during the Boxer Rebellion," Proceedings, April 1927, pp. 403-20; Jellicoe, The Crisis ofthe Naval

War, p. 160; Paolo E. Coletta, Bowman Hendry McCalla, A Fighting Sailor (Washington, D.C.: Univ. Press of America,

1979), passim; A.T. PattersonJWficoe (London: Macmillan, 1969), pp. 32ff; Dictionary ofNational Biography (London:

Oxford Univ. Press, 1916), p. 235.

78. Blackford's view of the flotilla's arrival carries a more ominous cast. "Ahead, climbing the hillside, was the town, but our eyes were on the waters about us. A graveyard of wrecked, partly sunken ships. Some showed only bows

or sterns, others were indicated by their masts or upper works." Blackford, Torpedoboat Sailor, p. 75.

79. Although the letter of invitation from the Admiralty House (Lewis Bayly) is dated 3 April 1917 in the diary, the narrative of the diary indicates that the actual date of the invitation had to be (Friday) 4 May 1917—the day that
188 Queenstown Patrol

the Wordsworth arrived in Haulbowline [island] Dockyard in Cork Harbour. At that time, Queenstown was considered

to be a suburb of Cork County.

80. Commander Arthur P. Fairfield of the McDougal was a Yankee from Maine who in the 1930s became a rear admiral commanding U.S. Squadron 40-T in the Mediterranean during the Spanish Revolution. Upon his retirement

in November 1941 he assumed duties with the Maritime Commission in Washington. He died in 1946. Official biographies in Operational Archives, Naval Historical Center, Washington, D.C.

81. Commander Rufus F. Zogbaum of the Davis was a classmate of Fairfield's (Class of 1901). In 1928, at the age of 48, he took a year's training at Pensacola and, like his friends, Captains Halsey and King, qualified as a naval

aviator. Subsequently he commanded the Naval Air Station at Pensacola and the carriers Langley and Saratoga.

Although he retired as a captain in 1936, he was recalled to active duty in World War II. He was advanced to the rank

of rear admiral on the retired list and died in 1956. Official biographies in Operational Archives, Naval Historical Center, Washington, D.C.

82. New York Sun, dateline London, 19 May 1917: "A prominent theater was packed when it was announced

. . . motion pictures depicting the arrival of American destroyers—The audience went wild with enthusiasm when

it showed Commander Evans . . . shaking hands with Lt. Commander J.K. Taussig " New York Sun, 20 May 1917.

83. Irish nationalism (Ireland in 1917 being part of the United Kingdom) precluded any large-scale enthusiasm

for conscription to support a "British war." Nevertheless, more than 200,000 Irishmen enlisted in the British Army

subsequent to the outbreak ofwar. But others of the Irish Republican brotherhood were actively engaged in planning an armed revolt with German support. The revolutionary outbreak erupted on 24 April 1916, Easter Monday. It was

not suppressed until 3,000 people had been killed or injured. Forewarned of trouble, Admiral Bayly had called for a

battleship and 2,000 Marines to be sent to Queenstown. They arrived before Easter Monday and no disorders occurred

in that port city. E. K. Chatterton, Danger Zone (London: Rich & Cowan, 1935), pp. 158-61; R. D. Paine, The Fighting

Fleets (Boston: Houghton Mifflin Co., 1918), pp. 91-3; Sims, Victory at Sea, pp. 83-6.

84. Obviously, Taussig was not aware after his call on Vice Admiral Bayly that he had just played a principal

role in an incident that subsequently became a legend. It was during this visit that Bayly asked when he would be

ready for at-sea operations. The best evidence is that Taussig replied, "I shall be ready when fueled." Bayly then asked,

"Do you require any repairs?" The reply was, "No sir." The Admiral finally asked, "Do you require any stores?" Taussig answered, "No sir. Each vessel now has on board sufficient stores to last for seventy days." The Admiral

terminated the call with the welcome words, "You will take four days rest. Good morning." However, in naval folklore, the legendary reply, known to every plebe at the Naval Academy, is "We are ready now, sir." Taussig, "Destroyer

Experiences during the Great War," Proceedings, December 1922, p. 2036. Although the officer is not named, all evidence points to Lt. Commander E.C. Tobey (S.C.), U.S. Navy, as the source. Tobey was on Sims' staff. He accompanied Taussig on the call on Bayly. On page 70A ofthe diary, Taussig

Papers, Taussig states that Tobey "says he heard me say this!"

85. General St. John, Brigadier commanding the military district and forces in the immediate vicinity of Queenstown.

86. Miss Violet Voysey had been Admiral Bayly's hostess since 1907, and she was his companion until his death

in 1938. American officers who served in Queenstown were unanimous in praising her warm and friendly manner.

Admiralty House was an imposing, three-story, stone mansion with wide porches and a formal garden at the

rear. After the war and the departure of the British Navy, the house was burned during a wave of violence generated

by the agitation for an independent Irish republic. The interior of the building was gutted by fire. Chatterton, Danger

Zone, pp. 166, 243, 382; Sims, The Victory at Sea, p. 72.

87. Another associate of Bayly observed that the Admiral rarely touched alcohol, and from the date when

Buckingham Palace went "dry" during the war, Admiralty House followed the Royal example. Chatterton, Danger

Zone, pp. 166, 243, 382; Sims, The Victory at Sea, p. 72.

88. Taussig was later careful to mention that this elegant contrast to his former circumstances at sea did not, as one might be inclined to think, conceal awareness that a grim war was waging on their very doorstep. During the

dinner, conversation was interrupted by the report of an exploding German mine in the distance, and before the party

broke up, Carpendale was called away to meet a returning patrol vessel bringing survivors ofa torpedoed British sloop.

The sloop in question lost forty of her complement, including her captain, who happened to be one of Bayly's favorite

officers. Taussig, "Destroyer Experiences during the Great War," Proceedings, December 1922, p. 2039.

89. This was the Sloop Garden, an attractive walled-in area of fruit trees, hedges, a tennis court, and graveled

paths. It had been reserved exclusively for commanding officers of the British sloops (patrol-escort vessels), and since the sloops were named for flowers, each sloop captain considered it appropriate to plant a patch with the flower

signifying his ship. Tea was served in the arbor every afternoon. Chatterton, Danger Zone, p. 83. 90. It might be appropriate here to mention that this corner of Ireland was, to all practical purposes, something

of a hostile occupied territory, especially since the beginning of the "troubles" of 1916. Taussig here makes reference

for the first time to his belief that local spies were leaking information to the Germans.
Endnotes 189

91. It is interesting to note that the American DD's arrived without depth charges. For some months they

operated with only two in each ship. According to Blackford, McDougal still had none after more than a month's duty

in the war zone. Blackford, Torpedoboat Sailor, p. 85. Taussig later recorded that the installing of depth charge racks was done by the dockyard force, and "most

of us had not even heard that there were such things." The charges were placed on the stern and were released by a hydraulic system operated from the bridge. The topmasts were removed to lower the silhouette and make visual detection more difficult. Taussig, "Destroyer Experiences during the Great War," Proceedings, January 1923, p. 45.

92. Major General Beauchamp Doran, commander of all military forces in Southern Ireland.

93. Brown. Architect for large Ford tractor plant erected near Cork.

94. Later corrected in diary to read "Pelly."

95. Evans' lecture tour was a fund-raising venture intended to aid the widows and children of those expedition

members who lost their lives. Upon receipt of his commission, Evans was the youngest captain in the Royal Navy.

Admiral Lord Mountevans, Adventurous Life (London: Hutchinson, 1946); and Simpson, Anglo-American Naval

Relations, p. 212.

96. Bayly would write after the war, "Considering that in past wars the necessity and value of convoys were so

clearly recognized, it is difficult to see why they were so long delayed in the Great War." Lewis Bayly, Pull Together

(London: George G. Harrap, 1938), p. 239. Nevertheless, he was not initially an enthusiastic supporter of convoys. He believed that attacks on submarines should be first priority, not the protection of merchant shipping. In effect, merchant ships at this time were being used as lures to bring U-boats up where they might be attacked. Bayly to Sims,

6 July 1917 in Simpson, Anglo-American Naval Relations, 1917-1919, pp. 213, 240; see also Arthur J. Marder,From the Dreadnought to Scapa Flow, Volume IV (London: Oxford Univ. Press, 1961-1970), p. 127.

97. Taussig wrote later that after the meeting Bayly said: "The Admiralty is dreadfully afraid that I may be rude

to you young gentlemen. But I will be perfectly frank with you. If you do well I will tell you so and if you don't do

well I will tell you so." Taussig, "Destroyer Experiences during the Great War," Proceedings, January 1923, p. 50. Bayly was posted to the Queenstown command in July 1915 from the Royal Naval College, Greenwich, where

he served as president. Known in the Royal Navy as the "father of destroyer tactics and organization," he also had

the reputation of being an original thinker and a driver who did not tolerate less than top performance from his subordinates. Some years later Taussig recalled that Admiral Bayly's talk made an indelible impression on him. E.E. Morison, Admiral Sims and the Modern American Navy, p. 379; Chatterton, The Danger Zone, pp. 65, 66, 68ff, 74, 75ff, 251.

98. The Royal Cork Yacht Club remained a favorite spot for U.S. destroyer officers. A certain amount of

socializing also took place at the Queen's Bar, particularly for the junior officers. Aside from golf and tennis, social

life at Queenstown was simple. Indicative of their interest in the Yacht Club bar, junior officers prompdy dubbed the mooring station nearest the club the "Gin and Bitters buoy." Vice Admiral Walter DeLany, U.S. Navy (Retired), who

served in the USS Wilkes at Queenstown. Interview with Captain Ryan.

99. The U.S. destroyers at Queenstown officially were the United States Destroyer Squadrons operating in European waters under the overall command of Admiral Sims. They were, however, when based at Queenstown,

under the operational control of Admiral Bayly. Taussig, "Destroyer Experiences during the Great War," Proceedings,

February 1923, p. 224; Bayly, Pull Together, p. 181. 100. H.M.S. Swift was a destroyer displacing 1,825 tons. Her dimensions were 345' x 34', and she was originally

armed with four 4-inch and two torpedo tubes. She was built by Cammell-Laird and launched 13 July 1907. In 1917, she was rearmed with one 6-inch and two 4-inch, which brought her displacement up to 2,170 tons. Jane's Fighting

Ships of World War I, p. 76; and T. D. Manning, British Destroyers (London: Putnam, 1961).

101. Both the British and German navies installed "fighting lights" in their ships as a consequence ofeach service having fired on their own ships during night combat. The Royal Navy used red and green recognition lights. Taussig,

"Destroyer Experiences during the Great War," Proceedings, January 1923, pp. 46-7.

102. H.M.S. Lavender was a sloop of the uAcacia" class (1,200 to 1,250 tons displacement, dimensions of 262' to 267' x 33' x 11 '). They were armed with two 4-inch or two 12-pdrs. and depth charges. They were capable of 17 knots. The Lavender was built by McMillan, launched 12 June 1915, and torpedoed 5 May 1917 by UC-75 in the Channel.

Jane's Fighting Ships of World War I, p. 87. 103. Admiral Bayly's command extended over 25,000 square miles. It covered the western approaches to the

British Isles, extending as far as 20° West longitude. Each patrol area was identified by a letter and a number and

comprised a 50-mile square. A patrol vessel could be assigned one square or, under certain circumstances, could have two or three squares to patrol. The area assigned to the Queenstown patrol included the coast of Ireland, the Irish Sea, the sea area between Ireland and England, and the southwest entrance to the British Channel. Taussig, "Destroyer

Experiences during the Great War," Proceedings, January 1923, p. 53. 104. H.M.S. Magic, destroyer, ex-Marigold (renamed in 1915). Magic was an "M"-class destroyer. She was built by White, launched 10 September 1915. Jane's Fighting Ships of World War I, p. 72.
190 Queenstown Patrol

105. H.M.S. Narwhal was another destroyer of the "M" class. She was built by Denny and launched 30 December

1915. Jane's Fighting Ships of World War I, p. 72. 106. H.M.S. Sarpedon was a destroyer of the "R" class. These ships displaced 1,173 tons and had dimensions of

276' x 27' x 16'. They were armed with three 4-inch and four torpedo tubes and were capable of36 knots. TheSarpedon was built by Hawthorne Leslie, launched 1 June 19 16. Jane's Fighting Ships of World War I, p. 71. 107. H.M.S. Marne was an "M"-class destroyer. She was built by J. Brown, launched 29 May 1915.Jane's Fighting

Ships of World War I, p. 72. 108. H.M.S. Rigorous was an "R"-class destroyer. She was built by J. Brown, launched 30 September 1916. Jane's

Fighting Ships of World War I, p. 71. 109. H.M.S. Peyton was a destroyer of the "M" class. She was built by Denny, launched 2 May 1916.Jane's Fighting

Ships of World War I, p. 72. 110. These areas were to the south and southwest of Ireland and comprised a belt of water measuring 100 miles west of Fastnet (southern tip of Ireland) to a position west of the Isles of Scilly (the extreme southwest tip ofEngland).

Queenstown was five miles from Cork, on the southeastern coast of Ireland, facing the Welsh coast across St. George's

Channel. Berehaven, where Taussig's division would occasionally visit, was a small port on the southern tip ofIreland on Bantry Bay. Taussig, "Destroyer Experiences during the Great War," Proceedings, January 1923, p. 53. 111. This meant putting another torpedo in the target. 112. In abrogation of normal rules of the road in some crossing situations (i.e. vessel to starboard is the stand-on

vessel). 113. It was customary in the Wadsworth to always keep one man aloft (with the radio mast struck down, his head was the highest point on the ship), two on the forecastle (belonging to the ready gun crew), two on the bridge, including

a chief petty officer, and two on the afterdeck house. In addition, everyone on the bridge, such as the quartermaster,

signalman, and fire control talker, kept lookout. Either Everson (the executive officer) or Taussig was on the bridge

at all times underway, in addition to the officer ofthe deck, so no less than twelve pairs ofeyes were constantly scouring

the sea for sign ofU-boats. It is no wonder that in their early patrols false U-boat sightings were a regular fare. Taussig,

"Destroyer Experiences during the Great War," Proceedings, January 1923, p. 54. 114. To German U-boat commanders in early 1 9 1 7, it was obvious that the richest target areas were the trade-route approaches to the British Isles. Aside from the numerous targets concentrated around the English Channel and the

Irish Coast, U-boat skippers favored the western approaches since they were not forced to make long patrols away

from their bases. Consequently, submarine activity beyond the 15th meridian was slight when compared to the scale of operations around Ireland. When the United States entered the war in April 1917, Germany had ninety-nine submarines assigned to operations around the British Isles and the Baltic, plus another twenty in the Mediterranean. Ofthese, twenty-seven were in their patrol areas in the North Sea. Germany had started the war with twenty oceangoing submarines and

ended it with 212 boats in active service. RH. Gibson and M. Prendergast, The German Submarine War 1914-1918

(New York: Richard R Smith, 1931), pp. 349, 351, 355.

115. After four days of frequent sounding of the general alarm as the Wadsworth lookouts reported periscopes

that turned out to be boat hooks or tree limbs, Evans, the experienced U-boat hunter, said to Taussig, "Well, you

certainly keep a good lookout on this ship." Taussig, "Destroyer Experiences during the Great War," Proceedings,

January 1923, p. 54. 116. H.M.S. Snowdrop was a sloop of the uAcacia" class. She was built by McMillan, launched 7 October 1915. Jane's Fighting Ships of World War I, p. 87.

1 17. H.M.S. Laburnum was another sloop of the "Acacia" class. Laburnum was built by Connell and launched 10 June 1915. Jane's Fighting Ships of World War I, p. 87. 118. H.M.S. Poppy was a sloop of the uArabisn

class. These vessels displaced 1,200 to 1,250 tons and possessed

dimensions of 262' to 268' x 33' x 11'. They were armed with two 4-inch or two 12-pdrs. and depth charges. They

were capable of 17 knots. The Poppy was built by Swan Hunter, launched 9 November 1915. Jane's Fighting Ships of World War I, p. 87.

1 19. Lt. Commander George P. Sherston, RN. (CO of Snowdrop).

120. Lieutenant Douglas A. (or possibly William F.) Budgen, RN. (CO of Laburnum).

121. Lieutenant Edward G. Hastings, RN. (CO oiPoppy).

122. Lt. Commander Charles R Sharp, RN. (Retired), harbormaster, Berehaven.

123. Lt. Commander Gordon Campbell, RN., and the special service or "Q" ships. For Campbell, the most famous

of the Q-ship commanders, see Rear Admiral Gordon Campbell, My Mystery Ships (London: Hodder & Stoughton,

1928). Special service ships were typical tramps fitted out as decoy craft to combat German submarines. The British navy converted the earliest of these in 1915 at Rosyth, Queenstown, and other ports. By giving the appearance of innocent merchant ships or coastal steamers, the "Q" ships sought to trip U-boat commanders to approach and surface, and then would finish off the target by gunfire. To reinforce the innocent character of the "Q" ship, a "panic party"

usually abandoned the ship when the U-boat periscope was sighted. But since two-thirds of the crew remained hidden
Endnotes 191

behind wooden or canvas screens, which concealed deck-guns and torpedo tubes, the U-boat skipper who fell for the

ruse stood an excellent chance of being sunk. Lieutenant Commander Harold Auten, V.C., R.N., Q-Boat Adventures (London: Herbert Jenkins, n.d.); Sims, The Victory at Sea, pp. 71, 169, 175, 186, 194. Additional note: Perhaps it should be mentioned that many decoy vessels designated as "PCs" and "sloops" were deliberately built to resemble small coasters so as to lure U-boats to surface attack. These were entirely apart from the converted merchant ships designated as "Q" ships. This would include the thirty-nine Flower-class sloops

(Aubnetta and Anchusa subclasses) and the twenty "PC" patrol boats.

124. Commander Odairne U. Coates, R.N. (Retired), senior officer, Castletown.

125. During the war, the adoption of "fast time" was left to local option. In America, the U.S. Congress finally

put an end to independently regulated time by enacting legislation on 19 March 1918 to make Daylight Savings Time

the law of the land. Sixty-fifth Congress, Session II, 1918, page 450 citing S. 1854 (Public, No. 106), "An act to save

daylight and provide Standard time for the United States." Chapter II: Escorts and Convoy

126. The Tuscania, a 14,000-ton troopship of the Cunard line, was torpedoed 5 February 1918 by the UB-77 off the Irish Coast with the loss of 166 lives; T.G. Frothingham, The Naval History ofthe World War: The U.S. Navy in the War 1917-1918, 3 vols. (Cambridge: Harvard Univ. Press, 1926), vol. Ill, p. 227.

127. H.M.S. Gladiolus was an drafts-class sloop. She was built by Connell, Scotstoun, launched October 1915. Jane's Fighting Ships of World War I (New York: Military Press, 1990), p. 87. 128. That is, the vessel's hull seemed not to have the carrying capacity, and perhaps to be faster than might be

expected, ofa merchantman. Taussig's suspicions were correct. When he arrived at Queenstown later, he was surprised

to meet the skipper of the Maldonado. She was a Q-boat (a converted sloop or patrol-escort ship) manned by the Royal

Navy. Joseph K. Taussig, "Destroyer Experiences during the Great War," U.S. Naval Institute Proceedings (hereafter

Proceedings), January 1923, p. 64. 129. Taussig was naturally puzzled by these challenges from the Orduna. Eight months later he was at a dinner

in Boston where he met a Dr. Twigg, who had been aboard the transport. It seems that the skipper of Orduna feared he was being trapped by a German U-boat. When the doctor overheard the name Wadsworth, he mentioned to the

captain that Paymaster White was a friend of his. The captain sent the message and was finally convinced that the Wadsworth was a U.S. ship. Taussig, "Destroyer Experiences during the Great War," Proceedings January 1923, p. 67. 130. Eighteen thousand American Red Cross nurses served in active Army service. Under Army regulations, the Red Cross nurses constitute the reserve of the Nurse Corps and in time ofwar (and with the consent of the individual nurse) could be assigned to active duty. Among the first contingents to sail for Europe, from New York in May 1917 on the Cunard line's Orduna, were sixty-two Red Cross nurses. They had been hastily assembled from all over the United States and received their capes, caps, and other equipment only after going on board. Lavinia L. Dock et al., History ofAmericanRed Cross Nursing (New York: Macmillan & Co., 1922), p. 85. See also Foster R Dulles, TheAmerican

Red Cross: A History (New York: Harper, 1950).

131. Poldhu is in Cornwall, England. Letter from Royal Navy historian, Rear Admiral Peter Buckley, to Captain

Ryan. Mentioned in draft of manuscript prepared by Captain Ryan.

132. USS Rowan (DD 64) was a Sampson-class destroyer built by the Fore River Shipbuilding Co. of Quincy,

Mass., and commissioned in August 1916. She arrived in Queenstown with Division 7 on May 27 to begin patrol and

escort duty. On May 28 she joined two other destroyers in a depth charge attack which brought oil to the surface. Upon returning to the United States after cessation of hostilities, the Rowan continued to operate until 1922. This

ship, like Wadsworth, was a little unusual in that she saw no postwar service with the Coast Guard. Rowan was scrapped

in 1939. Dictionary ofAmerican Naval Fighting Ships (hereafter DANFS), volume VI, USS Rowan (Washington: U.S. Govt. Print. Off. [hereafter GPO], 1976), p. 161. 133. USS Cassin (DD 43) was the name-ship of her class. Cassin displaced 1,020 tons with dimensions of 305' x

30' x 10' and could make thirty knots. She was armed with four 4-inch guns and eight 18-inch torpedo tubes. Cassin was built by Bath Iron Works of Bath, Maine, and commissioned in August 1913. She arrived in Queenstown on 17 May to begin her service in escort and patrol. On 14 October 1917, while about twenty miles off Mine Head, Ireland, she sighted the surfaced U-61 and gave pursuit. At 1330 [1:30 p.m.] she was hit by a torpedo on her port quarter that

killed one man, wounded nine others, destroyed her rudder, and did other damage to her stern, causing her to begin

to circle. (Taussig speaks of this later in the diary.) Even with this damage, the Cassin managed to get off four rounds

of4-inch when the submarine's conning tower became visible at 1430 [2 :30 p.m.]. The next morning H.M.S. Snowdrop

took Cassin in tow for Queenstown. After repairs in July 1918, she returned to duty. Along with Wadsworth, she served

as a picket ship in the 1919 transatlantic NC-4 flight. Decommissioned in 1922 and taken into the Coast Guard the same year, she was sold for scrapping in 1934. DANFS, Volume II, USS Cassin 1963, pp. 47-8.

134. USS Ericsson (DD 56) was an O'Brien-class "thousand-tonner" built by New York Shipbuilding and

commissioned in August 1915. Before the U.S. entry into the war, Ericsson served along the eastern seaboard in the

neutrality patrol. On 9 October 1916 she sighted a U-boat close by the Nantucket lightship, with a Dutch merchantman

hove-to nearby. Minutes later the U-boat fired shots across the bow ofan approaching British merchantman, ordering
192 Queenstown Patrol

her to heave-to also and abandon ship. Ericsson took off this ship's company while other destroyers removed people

from the Dutch ship as well as three others that were also ordered abandoned, so as to be sunk by the U-boat. The

incident received sensational coverage at the time and fueled speculation that a secret U-boat base existed somewhere

in the vicinity. Ericsson began wartime duty in European waters 12 May 1917 and almost immediately came upon a surfaced U-boat engaged in shelling two sailing ships. She opened fire, forcing the U-boat to submerge, and then picked up

thirty-seven survivors from the stricken vessels. On the night of 28 September 1917 she once more sighted a surfaced U-boat, opened fire, attempted to ram, and then dropped depth charges, but in the end lost contact. In subsequent

months she engaged U-boats on several more occasions.

Ericsson was transferred to Brest in June 1918 to perform convoy duty, usually finding herselfsteaming about

three miles ahead of her convoy while towing an observation kite balloon. She returned to the U.S. in 1919. Like

Wadsworth, Ericsson participated as a picket ship in the 1919 transatlantic flight. She was decommissioned in 1922, transferred to the Coast Guard in 1924, and was sold for scrap ten years later. DANFS, Volume II, USS Ericsson, 1963, pp. 361-2.

135. USS Winslov) (DD 53). The O'Brien-class Winslow displaced 1,050 tons and was 305' x 30' x 10'. She was

capable of twenty-nine knots and was manned by a complement of 106 men. She was armed with four 4-inch guns and eight torpedo tubes. Winslow was built by William Cramp and Sons of Philadelphia and was commissioned in August 1915, with Lt. Neil E. Nichols in command. Winslow arrived in Queenstown on 17 May 1917 and began her

first patrol on the 21st. She continued to operate out of that port for nearly one year and conducted depth charge

attacks on U-boats on four separate occasions without confirmation of success. After shifting to Brest in April, she made attacks on seven more occasions, again without evident results. After the war she, along with Wadsworth, served as a picket destroyer for an expedition of Navy seaplanes

crossing the Atlantic. She was decommissioned in 1922 and scrapped in 1936. DANFS, Volume VIII, USS Winslow,

1981, p. 424.

136. This was the second unit of U.S. destroyers, commanded by Commander Charles E. Courtney, to arrive at Queenstown. After mid-May a new division put into this Irish port almost weekly, and by 5 July there were thirty-four

American destroyers in Admiral Bayly's command. In addition, two tenders, the Melville and Dixie, reported on 22 May and 12 June respectively.

At Queenstown between 4 May 1917 and the Armistice, ninety-two U.S. ships served in the Queenstown

command. They included forty-seven destroyers, one submarine tender and two destroyer tenders, seven submarines,

thirty sub-chasers, one mystery ship, one mine-layer, and three tugs. In all, eighty-five destroyers had served in European waters by war's end. The ships' skippers were: Commander Charles Courtney, Rowan; Lt. Commander

Walter N. Vernou, Cassin; Lt. Commander Neil E. Nichols, Winslow; Lt. Commander Benyaurd B. Wygant, Tucker;

Lt. Commander David Worth Bagley, Jacob Jones; and Lt. Commander Charles T. Hutchins, Ericsson. Lewis Bayly, Pull Together (London: George G. Harrap, 1938), p. 85.

1 37. Commander Charles E. Courtney ofxhcRowan, a classmate ofTaussig, attained flag rank, served successively

as Commandant ofthe Naval District in the Philippines, Commander Cruiser Battle Force, and in 1939 as Commander

of Squadron 40-T in the Mediterranean. He died in Washington, D.C., in 1966. See official biographies in the Operational Archives, Naval Historical Center, Washington, D.C.

138. Lt. Commander Walter N. Vernou of Cassin became a rear admiral in 1935, commanded a cruiser division,

and was later flag officer in command, Cruiser Battle Force. He retired in March 1942 and died at Coronado, California

in 1955. Official biographies in Operational Archives, Naval Historical Center, Washington, D.C.

139. Lt. Commander Neil E. Nichols, CO, Winslow.

140. Commander Joseph F. Daniels was assigned by Admiral Sims to the destroyer Flotilla Staff based on board

the Melville. (He had come over in the Ericsson with the second division of destroyers to arrive.) Official biographies,

Operational Archives, Naval Historical Center, Washington, D.C.

141. USS Melville (AD 2). The Melville arrived in Queenstown 22 May 1916. Ultimately this allowed 75 percent

of all repair work to be performed in base. Named for famed naval engineer Admiral George Wallace Melville, the

destroyer tender Melville was built by the New York Shipbuilding Corporation at Camden N.J. and commissioned on

3 December 1915. Assigned to the Atlantic, Melville was ordered to Queenstown, arriving on 22 May 1916. She carried out repair and support operations until the war's end. Melville spent the 1920s and '30s in the Pacific. In February

1941 she was transferred to the Atlantic Fleet When World War II broke out, Melville sailed for Londonderry,

Northern Ireland, to support destroyers and escort ships operating with Atlantic convoys. After varied service at Iceland, Brazil, and Scotland, Melville was at Portland, England, in 1944, preparing landing craft for the invasion of Europe. The old ship was struck from the Navy list on 23 April 1947 and sold for scrapping. Historical File, Melville, Ships History Division, Naval Historical Center, Washington, D.C.

142. Sims had left Queenstown on 3 May 1917, after arriving 1 May to meet the destroyers and seek Bayly's

cooperation. The two officers had met in London two weeks earlier, after which Sims wrote of Bayly that "he was as rude to me as one man can well be to another." But in the Queenstown meetings, Bayly, as unpredictable,
Endnotes 193

temperamental, and overworked as he was, was won over by the personable Sims. E.E. Morison, Admiral Sims and the Modern American Navy (Boston: Houghton Mifflin, 1942), p. 380.

143. Even before the United States entered the war, censorship of mail and telegrams had been instituted on a national level. Mail sent to the States by naval personnel was examined by the postal censors in this country as well

as by each command's own censors. Evidently the postal censor was particularly alert to examine the first mail received from Queenstown, for he later reported that he had received mail from the Wadsworth and other destroyers at Queenstown. "Judging from our examination . . . great care seemed to have been taken by the commanders of the

ships and the officers entrusted with the duty of censoring the mails "

J.R. Mock, Censorship 1917 (New Haven,

Conn.: Yale Univ. Press, 1941), p. 109. 144. H.M.S. .Paxton, a "Q" ship.

145. The following quotation is Taussig's paraphrase of Lt. MacGregor's story: "The Paxton was proceeding on

her route at about 8 knots when a submarine appeared and commenced to shell her. A bluff was made at trying to get away, lots of smoke, but no extra speed, etc. The submarine closed and pretty soon her shells commenced getting

uncomfortably close. The captain of the Paxton lost patience and opened fire on the submarine with the stern gun. The submarine evidently concluded that the Paxton was a trap and disappeared. The crew of the Paxton were then

sent over the side and painted the name ofa neutral ship and country in large letters. Just as this was finished a torpedo

struck without warning, and, while the panic party was carrying on, a second torpedo struck, the ship sinking in a very few minutes without having an opportunity of sending S.O.S. calls. The submarine took the captain prisoner

and disappeared." Taussig, "Destroyer Experiences during the Great War," Proceedings, January 1923, p. 64. 146. Chief Pharmacist's Mate, a chief petty officer rating now known as Chief Hospital Corpsman.

147. The Bull is a lighthouse off the southwest coast of Ireland, visible twenty-three miles at sea. Hydrographic

chart, Naval Historical Center, Washington, D.C. (Captain Ryan's note.)

148. USS Nicholson (DD 52) possessed characteristics identical to other O'Brien-class ships. She was built at the Boston Naval Shipyard and commissioned in April 1915. She arrived in Queenstown 24 May and participated in the

relief of the J.L. Lukenbach when that ship was shelled by a U-boat. She operated from Brest from February to November 1918. She was decommissioned in 1922 and scrapped in 1930. DANFS, Volume V, USS Nicholson, 1970,

p. 88.149. USS Cummings (DD 44) was a "thousand-tonner" of the Cassin class built by Bath Iron Works and

commissioned in September 1913. She arrived in Queenstown on 26 May and pursued an active escort and patrol career in which she had encounters with U-boats on fourteen occasions. She was decommissioned in 1922, was

transferred (as so many were) to the Coast Guard in 1924, and in 1934 was scrapped in accordance with the London

treaty for the limitation and reduction of naval armaments. DANFS, Volume II, USS Cummings, 1963, p. 215.

150. USS Cushing (DD 55) was an O'Brien-class ship built by Fore River Shipbuilding of Quincy, Mass. Cushing was commissioned in August 1915. She arrived in Queenstown on 24 May and in the course of patrol duty she picked

up survivors from the Italian brig Luisa, the British merchantmen Tarquah, Onitsha, Obuasi, Lamia, and Vienna, and

escorted the Tamelee to safety after the latter ship had received five shells from a surfaced U-boat. On 3 April 1918 the Cushing dropped fifteen depth charges on U-104, damaging her severely (the U-104 was sunk by H.M.S.Jasmine later the same day). After 11 June 1918 the Cushing operated out of Brest, escorting eleven troop convoys through coastal danger zones in which she made two depth charge attacks. She was decommissioned in 1920 and sold for scrapping

in 1936. DANFS, Volume II, USS Cushing, 1963, pp. 221-3.

151. USS Benham (DD 49) was a /iy/ium-class destroyer displacing 1,036 tons, 305' x 31' x 10', and capable of twenty-nine knots. She carried a complement of 133. Benham was built by William Cramp and Sons Ship and Engine

Building Co. of Philadelphia and was commissioned early in 1914. Eventually William Halsey (later Fleet Admiral

Halsey) commanded the Benham under Bayly. After her tour in Queenstown, the Benham operated out of Brest from

June 1918 to the end of the war. She was decommissioned in July 1922 and broken up in 1935. DANFS, Volume I, USS Benham, 1959, p. 116. 152. J.B. Gay, CO, B*nAam.

153. USS O'Brien (DD 51) was built by Cramp and Sons, Philadelphia, and commissioned in May 1915 with C.E. Courtney (later of the Rowan) in command. On 16 June 1917 the O'Brien passed close aboard the submerged U-16

while in pursuit and depth-charged it. Though there was substantial evidence of damage at the time, the U-16

nonetheless continued its patrol. In summer 19 1 8 the O'Brien transferred to Brest. Like many ofthe thousand-tonners, O'Brien was decommissioned in 1922 and scrapped in 1935. DANFS, Volume V, USS O'Brien, 1970, p. 131.

154. Lt. Commander Charles A. Blakely of the O'Brien was to qualify (as a rear admiral) as a naval aviator at Pensacola. He went on to command a carrier division and later served as Commander, Aircraft Scouting Force, and

as Commander Aircraft Battle Force. He retired in 1942 and died in 1950 at San Diego, Calif. Official biographies,

Operational Archives, Naval Historical Center, Washington, D.C.

155. USS Sampson (DD 63) was the name-ship of her class. The Sampson displaced 1,225 tons, measured 315' x

31' x 9', and could do twenty-nine knots. She carried a complement of ninety-nine and was armed with four 4-inch, two one-pdrs., two .30-caliber machine guns, and twelve 21-inch torpedo tubes. She was built by the Fore River
194 Queenstown Patrol

Shipbuilding Company and commissioned in June 1916 with Lt. Commander B.C. Allen in command. Sampson

arrived in Queenstown in May 1917. She rescued survivors from several torpedoed vessels and made several depth

charge attacks in the course of operations. Sampson also served as a picket ship in the transatlantic NC-4 flight She was decommissioned in 1921 and sold for scrap in 1936. DANFS, Volume VI, USS Sampson 1976, p. 278.

156. B.C. Allen, CO, Sampson.

157. George Neal, CO, Cummings.

158. Byron Long, CO, Nicholson.

159. This was the third division of American destroyers to arrive. 160. Frederick William Wile, journalist author ofMen Around the Kaiser and The Assault.

161. This division was composed entirely of "flivvers," a nickname applied to the 700 to 750-ton destroyers built before the First World War (twenty-six in all, with destroyer number.; 17-41). See Taussig, "Destroyer Experiences

during the Great War," Proceedings, January 1923, p. 57. 162. USS Patterson (DD 36) was a member of the .Roe class, displacing 787 tons. Her dimensions were 304' x 27' x 8'; she was capable of twenty-nine knots and was manned by a complement of eighty-nine. She was armed with five 3-inch and six 18-inch torpedo tubes. Patterson was built by Cramp and Sons of Philadelphia and commissioned in October 1911. She arrived in Queenstown 1 June 1917 after refueling in mid-Atlantic from USS Maumee. She dropped

depth charges on 12 June without evidence of results and on the evening of 1 January 1918 Patterson collided with the

British naval tug Dreadful at the entrance to Berehaven, which put her out of service for two weeks. In June 1918 she

left Queenstown for the United States. On 16 June, only one day out ofBermuda, she rescued survivors ofa torpedoed

Norwegian bark sunk by U-1S1. Subsequently she patrolled the eastern seaboard from the Virginia Capes to New

York. She dropped depth charges on a U-boat for the last time (again without results) on 3 September 1918. She

entered the Coast Guard in 1924 and returned to the Navy in 1930. Patterson was scrapped in 1934. DANFS, Volume

V, USS Patterson, 1970, pp. 229-30.

163. Lt. Commander J.H. Newton, USN; CO, Patterson, and commander of the fourth division of American

destroyers to arrive. 164. USS Paulding (DD 22) was the name-ship of her class. She displaced 882 tons and her dimensions were 294' x 26' x 9'. She carried a complement of 1 10 men and was capable of thirty-three knots. Paulding was armed with four 3-inch and six 18-inch torpedo tubes. She was built by Bath Iron Works, Bath, Maine, and commissioned in September 1910. She spent her entire wartime service operating out of Queenstown. Paulding was decommissioned

in 1919 and transferred to the Coast Guard in 1924. As with so many others she returned to the Navy in 1930 and was

scrapped in 1934. DANFS, Volume V, USS Paulding, 1970, p. 237.

165. John S. Barleon, CO, Paulding.

166. USS Warrington (DD 30) was a Roe-class destroyer of 742 tons and dimensions of 294' x 26' x 9'. She was

capable of thirty knots and carried a complement of eighty-nine. Warrington was built by the Philadelphia yard of Cramp and Sons and commissioned in March 1911. While between Charleston, S.C., and Hampton Roads in the company of other destroyers of two divisions on the night of 27 December 1911, an unidentified schooner collided with the destroyer and cut off thirty feet of her stern, depriving her of propulsion and requiring the assistance of

several of her consorts to effect salvage. Subsequent to U.S. entry into the war, she arrived in Queenstown 1 June after a stop in Newfoundland. She operated out of Queenstown for the next six months until transferred to Brest. In May

1918 the Warrington, in company with the USS Smith (DD 17), rescued all but one of the 1,121 survivors on the Navy

transport President Lincoln. The single exception was a Lt. Issacs, who managed to be rescued by U-90, the submarine

that torpedoed the Lincoln. Later, the U-90 (as well as Lt. Issacs) was depth-charged by the Warrington and the Smith, an experience that Issacs lived to report as harrowing. Warrington continued to serve in European waters until 1919. She was decommissioned in 1920 and sold for scrap in 1935. DANFS, Volume VIII, USS Warrington, 1981, pp. 113-4.

167. I.F. Dortch, CO, Warrington.

168. USS Drayton (DD 29) was a Paulding-class "flivver" built by Bath Iron Works and commissioned in October

1910. She arrived in Queenstown 1 June by way of St. Johns, Newfoundland. She operated out of Queenstown until February 1918, when she was transferred to Brest She was decommissioned in 1919 and sold in 1935. DANFS, Volume

II, USS Drayton, 1981, pp. 298-9.

169. D.L. Howard, CO, Drayton.

170. USS Jenkins (DD 42) was a Monaghan-chss destroyer of 787 tons displacement. Her dimensions were 294' x 27' x 8'. She was capable of twenty-nine knots, and was served by eighty-three men. Jenkins was built by Bath Iron Works and commissioned in June 1912. She served in Queenstown until armistice and was decommissioned in 1919. Jenkins was scrapped in 1935. DANFS, Volume III, USSJenkins, p. 514.

171. W.S. Lee, CO,Jenkins.

172. USS Trippe (DD 33) was a Roe-class destroyer with characteristics similar to others ofher class. She was built by Bath Iron Works and commissioned in March 191 1 with Lt. Cdr. Frank Berrien (later ofNicholson) in command.

She came across in May 1917, with a brief refueling stop in St. Johns, Newfoundland. Her first patrol was 5 June. During her wartime experience she had only one brief(and inconclusive) brush with a U-boat, dropping depth charges
Endnotes 195

without verifiable results. She was decommissioned in 1919, transferred to the Coast Guard in 1924. Trippe returned

to the Navy in 1931 and was scrapped in 1934. DANFS, Volume VII, USS Trippe, 1981, pp. 290-1.

173. Lieutenant Robert C. Giffen of the Trippe was promoted to the rank of rear admiral in 1941. Then, as in World War I, he found himself fighting U-boats in the North Atlantic Neutrality Patrol out of Iceland. Later he was

in command ofnaval forces covering convoys to Europe and Russia. Following participation as a task force commander

in the occupation of French Morocco in 1942, Giffen went to the Pacific, where he commanded forces in the Marshall

Islands operation, Saipan, Tinian, and Truk. He ended the war a vice admiral commanding the Service Force, Atlantic

Fleet. He died at Annapolis, Maryland, in 1962. Official biographies, Operational Archives, Naval Historical Center,

Washington, D.C.

174. Lieutenant Commander E.C. Tobey (S.C.), USN, was attached to the Office of the U.S. Naval Attache^ London. He accompanied Taussig on his round of calls on 6 and 7 May. The unnamed officer mentioned on line 2, page 2036 ofTaussig's article, "Destroyer Experiences during the Great War" (December 1922), was evidently Tobey.

Taussig confirms this in a note in his Diary in Taussig Papers.

175. Apparently Evans did convey his impression to the Admiral, for as Taussig later writes, the duty cycle was

changed shortly afterwards to five days out and two in port. Later, when more destroyers became available, this was

changed once again to five days out and three days in. It should be remembered that these little ships possessed open

bridges until modified later in the war.

176. Ryan's note: Killybegs is a small fishing town on the north side of Donegal Bay on the west coast of Ireland.

177. Captain Henry B. Price was at other times captain of the destroyer tenderDixie. Price and Pringle exchanged

commands on occasion (between Dixie and Melville). Pringle was senior to Price, and it was Sims' desire that the senior of the two remain in Queenstown, necessitating an exchange when that harbor became too crowded and the Dixie was

sent to Berehaven. Price commanded the battleship Wyoming in 1921. In 1923 he was named governor of Guam and

served in that island outpost until 1926 when he retired. He died in 1941 at San Francisco. Captain Joel R.P. Pringle

eventually became a vice admiral. See official biographies of Price and Pringle in Operational Archives, Naval

Historical Center, Washington, D.C. For the command relationship at Queenstown, see Michael Simpson, ed., Anglo-American Naval Relations, 1917-1919 (London: Naval Records Society, 1991), pp. 56, 166.

178. H.M.S. Camellia was an Acacia-ctess sloop. She was built by Bow McLachlan, launched 25 September 1915. Jane's Fighting Ships of World War I, p. 87. 179. Hospital ship Karapara was returning from Gallipoli for Bristol with sick and wounded. Taussig, "Destroyer

Experiences during the Great War," Proceedings, January 1923, p. 62. 180. H.M.S. Pargust, "Q" ship.

181. The British Navy operated 193 "Q" ships. German U-boats lost in the war numbered 178, ofwhich the "Q"

boats sank fifteen and damaged sixty. Admiral of the Fleet Earl Jellicoe, The Crisis ofthe Naval War (London: Cassell, 1920), p. 80.

182. One effect of the Q ships was to drive the U-boats below the surface to conduct a higher proportion of their attacks by torpedo, which were more deadly (though it reduced time on station for the U-boats). Until January 1917,

60 percent of the vessels destroyed by German submarines were sunk by gunfire. By April 1917, 60 percent of those

vessels destroyed by U-boats were being sunk by torpedo. In 1916, 68 percent of armed merchantmen survived attack by U-boats, but in the first quarter of the unrestricted campaign only 49 percent were surviving, and the rate dropped

to 43 percent by April. Arthur J. Marder, From the Dreadnought to Scapa Flow, Volume IV (London: Oxford Univ.

Press, 1961-1970), p. 91. 183. Avonmouth is a town on the southern English coast near Bristol.

1 84. British Patrol boat P-14. The "P" class ships displaced 613 tons and measured 230' x 24' ft. They were armed

with one 4-inch gun and two torpedo tubes. ThtP-14 was built by Connell of Scotstoun, launched 4 July 1916.Jane's

Fighting Ships of World War I, p. 79. 185. Cases of mistaken identity were apparently fairly common. According to Blackford, the McDougal provided

complementary escort to a U-boat for an entire evening under the mistaken impression that it was a coaster. They

realized their mistake at dawn when those on the U-boat waved to the McDougal in appreciation before submerging.

Charles Minor Blackford, Torpedoboat Sailor (Annapolis: Naval Institute Press, 1968), p. 77. The P-boats were anti-submarine craft built to resemble U-boats from a distance. They were used as decoys

to lure U-boats within gun range. Later P-boats were designed to look like small merchant ships. E.K. Chatterton,

Danger Zone (London: Rich & Cowan, 1935), p. 198. Inserted in his diary, but not included here, is a copy ofTaussig's

official report of the incident and Admiral Bayly's terse response.

186. Undoubtedly this was a British blimp. The British had established air stations on the English coast for the operation of airships in extensive antisubmarine patrol work. During 1917, air cover for convoy became more and more routine. The U.S. Navy also employed dirigibles toward the end of the war from three air stations in France.

Jellicoe, The Crisis of the Naval War, p. 123; William S. Sims, The Victory at Sea (Annapolis: Naval Institute Press,

1983), p. 330. Reprint of 1920 edition.
196 Queenstown Patrol

187. The Fastnet is a lighthouse on the southern tip of Ireland; Mizen Head, the Bull, the Skelligs, and Blasket

Island extend in a northwest direction from Fastnet along the Irish coast. 188. Under normal circumstances Taussig found navigation off the coast of Ireland to be fairly simple, as there were few outlying dangers, plenty of water until very close in, and excellent sound signals on the major headlands. Fog did complicate operations, however. Under most circumstances the frequent onshore wind brought thick fog,

and because this eventuality also placed the ship to windward of the sound signals (and since fog has an uncanny

capacity to distort or muffle sound) the navigator was often denied their benefit. The Germans made it a habit to mine

the waters near the major headlands, so ships were prevented from standing within five miles from them, which often placed them outside audible range. Naturally, being so far out, soundings were often less than useful, with the result that ships were sometimes forced to make their landfall under dead reckoning alone, without ever picking up the major aids (such as Daunt Rock lightship). Taussig, "Destroyer Experiences during the Great War," Proceedings,

February 1923, p. 245.

189. H.M.S. Adventure was a scout cruiser of 2,670 tons with dimensions of 374' x 38'. She was armed with ten 12-pdrs. Built by Armstrong, she was launched 8 September 1904. Jane's Fighting Ships of World War I, p. 62.

190. Captain Richard Hyde, RN., CO, Adventure.

191. Admiral Bayly has this to say of his flag captain: "... a remarkable man. He was brought up as an apprentice

in the merchant marine, joined the Navy as a lieutenant . . . and rose ... to be First Naval Member of the Royal

Australian Naval Board, as well as a Vice-Admiral in the Royal Navy." Bayly, PuU Together, p. 182. 192. That is, on the mainland, across from Queenstown (now Cobh) on Great Island in Cork Harbour. The base

itself was on Haulbowline Island, nearby.

193. In the original text (p. 89) his name is spelled Budjen; on page 45 (original text) it is spelled Budgen.

194. The British naval officers, recalled Taussig, had a difficult time distinguishing between the names of U.S.

destroyers and the names oftheir skippers. The reason for their confusion arose from the fact that there was a destroyer

Davis and two commanding officers named Davis; a destroyer Alien and a commanding officer named Allen; and so

on. The British solved the matter by addressing each skipper by the name of the ship he commanded. Thus Taussig was often addressed as Wadsworth but commander Wortman of the Porter was addressed as "Guinness." The reason, the British explained, was that the CO was "stout" and commanded "Porter." Taussig, "Destroyer Experiences during

the Great War," Proceedings, January 1923, p. 60. 195. Ryan's note: As is generally true of a democracy in wartime, the traditional American freedom of the press took second place to the larger goals of security of information. The censorship board which included the Secretaries ofWar and Navy, created in 1916, undoubtedly antagonized members ofthe working press, one ofwhom complained

rightly or wrongly that censorship should not be administered "by retired Army and Navy officers, who may suffer from physical and mental doubt. . . ." Had the armed forces in World War I had available the public information

services they have today, the editors of the World War I era might have received more timely news releases, thus

eliminating many of the speculative stories on ship sinkings. Mock, Censorship 1917, p. 45.

196. H.M.S. Myosotis was a sloop oftheArabis class. She was built by Bow McLachlan, 4 April 1916.Jane's Fighting

Ships of World War I, p. 87. 197. Commander (William C. O'G.) Cochrane, R.N., CO, Myosotis.

198. The ellipsis indicates the actual location in the diary of the four sentences preceding the reproduced

memorandums.

199. Admiral Bayly, during the period of USN-RN operations, appointed two courts of inquiry concerned with

collisions. The first had a British naval officer as president, a U.S. naval officer as second member, and a British naval

officer as third. The second court comprised two U.S. naval officers (one ofwhom was president) and a British officer. Bayly, PuU Together, p. 223. 200. Captain Henry William Grant, RN.; Admiralty offices, London.

201. Captain William Wadsworth Fisher, RN.; Admiralty offices, London.

202. Lt. Comdr. Jones, RN., CO, Parthian.

203. Lt. Comdr. Henry V. Hudson, RN., CO, Narwhal.

204. Bayly took a short vacation on the west coast of Ireland. Admiral Sims hoisted his flag on 18 June 1917 as Commander-in-Chief of all British and U.S. naval forces operating on the Irish coast. Sims later commented that while his assumption ofcommand was principally symbolic, it undoubtedly had a proper effect when the news became

known to the German public. Sims, The Victory at Sea, p. 82; Bayly, Pull Together, pp. 234-5; Chatterton, Danger Z^me,

p. 252. 205. H.M.S. Primrose was an Acacia-class sloop. She was built by H.M.S. Simons, launched 29 June 1915. Jane's

Fighting Ships of World War I, p. 87. 206. USSJarvis (DD 38) was a destroyer oftheMonaghan class built by New York Shipbuilding and commissioned

in October 1912. TheJarvis departed New York for European waters on 26 May 1917, arriving in Queenstown via St. Nazaire on 1 1 June. In the course of operations Jarvis rescued the crews of two torpedoed ships and on one occasion

deliberately positioned herself between the SS Mechanician and an attacking U-boat to shield the merchant vessel
Endnotes 197

from torpedoes (the sort of selfless action Bayly warned against in his first address to Taussig and his fellow captains).

The Janns transferred from Queenstown to Brest in February 1918. She was decommissioned in 1919 and scrapped

in 1935.

Interestingly, coincidental behavior characterized the service life of the nextJarvis (DD 393). On 8 August

1942, during the initial Guadalcanal Ian dings,Janns maneuvered at high speed to absorb an aircraft-launched Japanese

torpedo intended for the heavy cruiser Vincennes. This sacrificial action ultimately had fatal consequences. The torpedo

hit the destroyer and exploded, ripping a fifty-foot hole in her side, causing several fires and disabling the ship. When

last seen by American witnesses, she was under reduced power, down by the bow, and trailing oil. While attempting

to retire the following night, the crippled Janns unwittingly limped through the middle of the catastrophic (for the Americans) battle of Savo Island, engaging several enemy ships in the darkness without taking further damage She

managed this miraculous escape only to find herselfon the following day the unfortunate central figure in a sacrificial gesture of massive proportions. A flight of thirty-one Japanese planes from Rabaul were heading in the direction of

the American transports (now unprotected by the American surface force, much of which was lying at the bottom of

"Iron Bottom Sound" after the previous night's action), when they were diverted by the lone destroyer. Upon sighting

her, the Japanese apparendy mistook her for a wounded capital ship worthy of special attention. Jarvis absorbed the

entire attack and went down with all hands. DANFS, Volume III, USS Jarvis DD 38, and USSJarvis DD 393, 1968, pp. 504-5.

207. Ship Jaino—perhaps a merchant vessel. Chapter III: Convoying

208. The game of hurling is similar to field hockey. It is played by teams of fifteen men each, using a leather-covered ball and a wide-bladed stick. Webster's Third New International Dictionary (Springfield, Mass.: Merriam-Webster, 1986), p. 1103. 209. Jarvis arrived Queenstown 1 1 June via St. Nazaire, France. The reason she was mixed with the 1,000-tonners was that Admiral Bayly decided to mix destroyers that first arrived under Taussig with those that arrived later. He

apparendy felt that placing a "veteran" destroyer with inexperienced ones would be beneficial. Rowan, under

command of Commander Charles Courtney, was still there—possibly in the dockyard.

210. USS Birmingham (CL 2) was a light cruiser displacing 3,750 tons and of dimensions 423' x 47' x 17'. She was armed with two 5-inch, two 21-inch torpedo tubes, was capable of 24 knots, and carried a complement of 359. She

was built by the Fore River Shipbuilding Company of Quincy, Mass., and was commissioned in April 1908. Flying

from her deck in 1910, Eugene Ely made the first airplane takeofffrom a warship. As indicated in the diary, Birmingham

escorted the first American troop convoy to France. In August she reported to Gibraltar as flagship for Rear Admiral

A.P. Niblack, Commander U.S. Forces, Gibraltar. She was decommissioned in 1923 and sold for scrap in 1930. Dictionary ofAmerican Naval Fighting Ships (hereafter DANFS), Volume I, USS Birmingham (Washington: U.S. Govt.

Print. Off. (hereafter GPO), p. 125. 211. USS Charleston (C 22) (CA 19after 17July 1920), was a protected cruiser built by Newport News Shipbuilding

and commissioned in 1905. Before the war she saw active service in the Atlantic, Pacific, and the Far East. She arrived

in St. Nazaire with the first troop convoy on 28 June and returned to New York 19 July. Following operations in the Caribbean, Charleston escorted convoys to Nova Scotia and subsequendy completed five more voyages to France,

bringing troops, and then several more in returning them after the armistice. She returned to the West Coast once more before decommissioning in 1923 and was sold in 1930. DANFS, Volume II, USS Charleston, 1963, pp. 82-3.

212. This directive and its results might be mentioned in regard to its timing and how that bore on the convoy

controversy. These troops, numbering 1 5,000 men, were mostly from the regular Army units. Elements from the 16th, 18th, 26th, and 28th Infantry Divisions, the 2nd Infantry Brigade Headquarters, and the 5th Regiment, U.S. Marine

Corps, were on board the transports. On arrival in France the units were organized into the First Division. Troop

arrival data Book I, Box 3533, Records of the American Expeditionary Force (Record Group 120), National Archives,

Washington, D.C; L.P. Ayres, The War with Germany (Washington: GPO, 1919), p. 100. 213. CM. Hathaway, U.S. Consul, Queenstown.

214. H.M.S. Achilles was an armored cruiser displacing 13,550 tons. Her dimensions were 480' x 73', and she was armed with six 9.2-inch, four 7.5-inch, and 24 3-pounders. Achilles was built by Armstrong, launched 17 June 1905. Jane's Fighting Ships of World War I (New York: Military Press, 1990), p. 51. 215. Lieut. Commander Alexander S. Douglas, R.N.; Operations office, Queenstown.

216. USS Burrows (DD 29) was a Paulding-class destroyer built by New York Shipbuilding Company and

commissioned in February 1911. After her escort of this convoy, the Burrows was attached to Queenstown forces, performing a variety of missions. On one occasion a ruptured fuel line required the assistance of four other ships to subdue a fire, which killed two of her crew. She was decommissioned in 1919 and transferred to the Coast Guard in 1924. In 1931 she was transferred again to the Navy and sold for scrap. DANFS, Volume I: USS Burrows, 1959, pp. 179-80.

217. USS Corsair (armed yacht) displaced 1,600 tons and measured 304' x 33' x 16'. She could make nineteen knots and was armed with four 3-inch. Corsair was built in 1899 by W. & A. Fletcher Company of Hoboken, New
198 Queenstown Patrol

Jersey, and chartered by the Navy in May 1917. She arrived in St. Nazaire with her convoy on 27 June. Following this service, she performed escort and patrol duties off the west coast of France, rescuing survivors from a number of torpedoed vessels such as her consort in the first convoy, the U.S. Army Transport Antilles. Corsair was returned to her owner 9 June 1919. DANFSy Volume II, USS Corsair, 1963, pp. 191-2.

218. USS Aphrodite (armed yacht) was launched by Bath Iron Works in 1898 and free-leased to the Navy in May

1917. She displaced 1,500 tons, with dimensions of 302' x 35' x 16', and was capable of fifteen knots. She was armed

with four 3-inch and carried a wartime complement of 132. She was decommissioned in July 1919 and returned to her owner. DANFS, Volume I, USS Aphrodite, 1959, p. 52. 219. USS Henderson (AP 1) was a transport displacing 7,750 tons with dimensions of 484' x 61' x 16'. She was

capable of fourteen knots, required a crew of 233, and carried 1,695 troops. Henderson was armed with two 3-inch and

two 1-pdrs. She was built at Philadelphia Navy Yard and commissioned in May 1917. In addition to the crossing

mentioned here, she made eight more voyages to France laden with troops. She was steaming near the Army transport

Antilles on 17 October 1917 when that ship was torpedoed and sunk, perhaps escaping the same fate herselfby making

smoke. After the armistice, the Henderson made eight more voyages, returning the troops home, and subsequently saw

service as a military transport around the world. During the Second World War, the Henderson made twenty voyages, transporting troops between California and Hawaii, until converted to the hospital ship Bountiful in 1943-44. As

Bountiful, the ship received wounded in forward areas during some of the Pacific war's bloodiest campaigns. She was

present at the Operation Crossroads atomic tests, was decommissioned in 1946 and sold for scrap in 1948. DANFS,

Volume III, USS Henderson, 1968, pp. 295-6.

220. USS Antilles (Army Transport).

221. USS Momus (Transport).

222. This ship was possibly the USS Lenape, which served the first part of the U.S. involvement in the war as an Army transport until acquired by the Navy in April 1918. She had a displacement of 3,389 tons with dimensions of

398' x 50' x 18', and was capable of fifteen knots. After making three voyages between the United States and France,

transporting troops, the ship was returned to the Army. DANFS, Volume IV, USS Lenape, 1969, p. 85. 223. Vice Admiral Walter DeLany, USN (Ret.) in conversation with Captain Ryan: Each skipper in convoy

received a set of zigzag plans prior to departure, much the same as was done in World War II; L.P. Clephane, Naval

Overseas Transportation Service (Washington: GPO, 1969), p. 142; Albert Gleaves,^4 History ofthe Transport Service (New

York: George H. Doran, 1921), p. 80; William S. Sims, The Victory at Sea (Annapolis: Naval Institute Press, 1983), pp. 144-5. Reprint of 1920 edition. 224. The Wadsworih and her sister ships had no sound-detection gear. Although research programs were underway and the Navy was conducting tests at sea as early as January 19 1 7, no effective sound gear had been developed

when the United States entered the war. However, Professor RA. Fessenden of the Submarine Signal Company had

developed an underwater sound oscillator that was eventually modified for ranging purposes to detect submarines.

Several destroyers, including the Wilkes, were fitted with the device. The Wilkes reported two submarine contacts to Admiral Gleaves during this first convoy. In January 1918 a squadron of subchasers fitted with hydrophones was assigned to the Queenstown

command. Ultimately their number reached thirty. Admiral Bayly considered their commander, Captain Arthur J. Hepburn, USN, "most able" and "thoroughly reliable." By July 1918 most patrol and escort craft were equipped with

detection devices. The subchasers worked together with U.S. naval seaplanes based at Wexford, Ireland, the seaplane

searching for the submarines and communicating with the subchaser, which was ready for a depth charge attack. This was the precursor of the antisubmarine hunter-killer teams developed in World War II. Gleaves, A History of the Transport Service, pp. 43-5; Josephus Daniels, Our Navy at War (New York: Horan & Co., 1922), pp. 285ff. 225. According to Admiral Gleaves, the most trying experience of the voyage was the arrival at Brest. At 8:00 pm

that evening he had received a radio report that two U-boats were in the area. To add to his concern for his ships, he was forced to slow down to take pilots on board to steer through the minefields planted by the Germans. According

to Gleaves, that his ships were not attacked seemed inexplicable; the Germans had lost a marvelous opportunity.

Gleaves, A History ofthe Transport Service, p. 45. 226. USS Wilkes (DD 67) was a Sampson-class destroyer displacing 1,110 tons with dimensions of 315' x 29' x 11' and a speed of thirty knots. She carried a complement of ninety-nine and was armed with four 4-inch, two 1-pdrs, two .30 cal. mg, and twelve 21-inch torpedo tubes. Wilkes was built by Cramp and Sons of Philadelphia and

commissioned in November 1916. After participating in the first American troop convoy she was assigned to Queenstown for the remainder of the war, but never engaged a U-boat. Like Wadsworth and twelve other destroyers, she served as a picket ship for the first Navy transatlantic flight in 1919. She was decommissioned in 1922, transferred

to the Coast Guard in 1926, and returned to the Navy in 1934 before scrapping. DANFS, Volume VIII, USS Wilkes,

1981, pp. 312-3.

227. J.C. Fremont, CO, Wilkes. 228. USS Fanning (DD 37) was a Monaghan-dass ship built by Newport News Shipbuilding and commissioned

in June 1912. Fanning acted as escort vessel for two German auxiliary cruisers which visited Norfolk in September
Endnotes 199

1916. In October 1916, she searched for crews of ships sunk by U-S3 near Nantucket lightship. The appearance of

this U-boat led to speculation on the possible existence ofa secret U-boat base somewhere near Block Island or around

Long Island Sound, and Fanning was given the mission of searching for this base 12-14 October, but of course found no evidence of such a facility. During the last half of October 1916 the Fanning and the oiler Jason conducted

experiments for the development of refueling underway at sea, a technique of vast strategic portent and one in which

the U.S. Navy established an early and commanding lead. Operating out of Queenstown from June 1917, Fanning sighted the periscope of U-S8 and, with Nicholson,

began her attack. The first depth charges dropped were right on target, forcing the submarine to the surface, where

her crew tumbled out and surrendered. This was the first of two U-boats sunk by U.S. destroyers during the war. Though Fanning made further attacks in subsequent operations, they proved inconclusive. In October 1918 Fanning

picked up survivors from the torpedoed French cruiser Dupetit-Thouars. Fanning was decommissioned in 1919, transferred to the Coast Guard where she served until 1930, and scrapped in 1934. DANFS, Volume II, USS Fanning,

1963, p. 388. 229. A.S. Carpender, CO, Fanning.

230. USS DeKalb was the interned German vessel Printz Eitel Friedrich, which had put into Norfolk in March

1915 for repairs and failed to leave within the time prescribed by international law. The ship was built by Vulcan Co. of Stettin, Germany, and was launched in June of 1901. The 14,180-ton ship was commissioned in the U.S. Navy in May 1917 with Commander W.R Gheradi in command. After completing the voyage mentioned by Taussig, DeKalb

made ten more such crossings, carrying 11,334 soldiers to France and returning 20,332 home in eight more voyages. She was decommissioned in 1919 and turned over to the Shipping Board for disposal. DANFS, Volume II, USS

DeKalb, 1963, p. 254. 231. W.R. Gheradi, CO, DeKalb.

232. Bion B. Bierer commanded USS Olympia. No "Senton" is listed in the Navy Register. 233. These officers were on Admiral Gleaves' staff: Lieutenant F.H. Roberts, Gunnery Officer; Lieutenant A.L.

Bristol, Flag Secretary; and Lieutenant T.H. Symington, Flag Lieutenant U.S. Navy Dept., Bureau of Navigation,

Navy Directory; Officers ofthe United States Navy and Marine Corps (Washington, D.C.: GPO, 1917). 234. Army and NavyJournal.

235. Commander Frederick A.W. Roe, RN.

236. Dr. Harry W.P. Turner.

237. The implementation of this policy is interesting in thai it seems to represent a transitional phase between

independent sailings and convoy.

238. By 15 July, there were thirty-four American destroyers based in Queenstown. This number would remain

stable until November. By the war's end the United States had seventy-nine destroyers deployed in European waters, augmenting the four hundred ofthe Royal Navy. William S. Sims, The Victory at Sea (Annapolis: Naval Institute Press,

1984), p. 165. 239. TheDixie was originally a steam brig, built in 1893 at Newport News, Virginia. She displaced 6,1 14 tons and

was 392 feet long. During the Spanish-American War she convoyed Army transports to Cuba and participated in the capture of Puerto Rico. Later, as a troop transport, she sailed to the Philippines carrying naval personnel to the new

base at Cavite. In 1909 she was converted to a tender for the Atlantic Torpedo Flotilla and Destroyer Squadron. She

also transported Marines to Latin America and took part in the operations offVera Cruz in 1914, transporting supplies

and evacuating refugees. On 31 May 1917 Dixie departed Philadelphia for Queenstown. She served there until 15 December 1918 except for a brief period at Berehaven (21 June-27 August 1917). In 1922 Dixie was decommissioned

and sold DANFS, Volume II, USS Dixie, 1963, pp. 281-2.

240. Captain H.L.P Heard, D.S.O., RN.; Senior Naval Officer, Berehaven.

241. Lieut. Comdr. David Lyons, CO, Benham.

242. Lt. Percy W.Northcroft.

243. This is possibly J.D. Lane. There is no mention of a surgeon Lang in the Navy Register, Operational

Archives, Naval Historical Center, Washington, D.C.

244. This is an interesting exercise in circular logic, but it does lay the groundwork for the principle of convoy, without mentioning such a policy directly. Taussig is willing to use any evidence to maintain optimism. Sometimes

the absence of shipping is comforting to him because the lack of traffic apparent to the Wadsworth must also be the

case for nearby submarines. At other times the profusion of shipping provides him evidence that the unrestricted submarine warfare policy cannot be working.

245. Taussig, in 1920, along with Admiral Sims, Secretary Daniels, and others, testified before the Senate Subcommittee of the Committee on Naval Affairs regarding lack of naval preparedness for war. In his statement, Taussig pointed out that when the war began in 1914 the U.S. Navy manning level was inadequate for peacetime and

deplorably deficient for war. He added that in spite of efforts by the General Board and the Bureau of Navigation (in charge of personnel) to recruit more men, the Navy Department not only ignored these recommendations, but took

steps to prevent the reports ofunsatisfactory conditions from reaching the public. As a clincher, Taussig testified that
200 Queenstown Patrol

the new destroyers commissioned during the war were not efficient for fighting purposes because of the large

proportion of untrained crews on each one. Taussig's statement clashed head-on with Secretary Daniels' Annual Report of 1918 which announced that the Navy had been made ready "from stem to stern" for any eventuality, a statement with heavy political overtones. The Navy's failure from 1914 on to take all steps to mobilize for war stemmed from Daniels' determination to support

Wilson's policy of neutrality by avoiding any open recognition of the possibility of war. Admiral Benson, the Chiefof Naval Operations, in his testimony, confirmed that the Navy was not prepared

for war and argued that he did not urge the Secretary to mobilize because he "appreciated the general attitude of the country and the administration. .

. ," at best a novel position for the professional head of the Navy to take. Naval

Investigation: Senate Subcommittee of the Committee on Naval Affairs, Hearings, 66th Congress, 2nd sess., 1920,

Vols. I and II, pp. 475ff., 506-9, 1820, 1837-8.

246. Lt. Commander Gay spent four months as executive officer of the Dixie and then was given command of the Conyngham. While her skipper, he won the Navy Cross. He went on to a distinguished career including service as a convoy Commodore in World War II. Captain J.M. Gay, official biographies in Operational Archives, Naval Historical Center, Washington, D.C.

247. USS Ammen (DD 35) was Taussig's command in 1911. She was a Monaghan-ctess destroyer built by New

York Shipbuilding and commissioned in May 191 1. She finished her first voyage to Europe at St. Nazaire in July 1917 but served the remainder of the war out of Queenstown. She was decommissioned in 1919 and served between 1924 and 1931 with the Coast Guard. Ammen was scrapped in 1934. DANFS, Volume I, USS Ammen, 1959, p. 41. As a former commanding officer of the Ammen in 1911-1912, Taussig has a natural interest in his old ship. 248. Lt. George C. Logan, CO, USS Ammen.

249. Commodore Walter J. C. Lake, R.N.; Flag Captain for [Admiral Sir Lewis] Bayly.

250. Commander Godfrey Herbert, D.S.O., R.N., Operations office. According to Taussig, writing after the war, Herbert was a soft-spoken "dare-devil" cut from the same cloth as Nasmith, Campbell, and Evans. In the case of

Herbert, numerous exploits in submarines and the "Baralong" affair resulted in the unique distinction of having a price put on his head by the Germans. Bayly enjoyed having such men serving under him and strove to collect as many as possible. Taussig, "Destroyer Experiences during the Great War," Proceedings, February, 1923, pp. 236-7. The "Baralong" affair: The British Q-ship Baralong, under the command of Herbert, committed an "atrocity" in September 1915 when it sank a U-boat and killed German sailors when they were boarding (and after they were

aboard) a neutral merchant ship. For this incident, see Paul G. Halpern,/! Naval History of World War I (Annapolis:

Naval Institute Press, 1994), pp. 300-1.

251. Commander R. Watkins Grubb, R.N.; Operations office. Grubb had just completed three years ofstrenuous

destroyer duty when he was posted to Queenstown. Captain Ryan's note. 252. Mr. MacAfee. (Perhaps a friend of the family.) 253. In early 1917, in response to the American public's reaction to German submarine attacks on neutral shipping, President Wilson authorized the arming of U.S. merchant ships. The first ship to be so armed was the USS

Manchuria, its gun crew being drafted from the secondary battery of the battleship Arizona. Immediately thereafter, the Navy received requests to send armed guard crews to thirty-eight other ships. By December 1917, 1,200 trained Navy men were being placed aboard merchant ships as gun crews. Before the war ended, 373 merchant ships had

naval armed guards. The number ofNavy men completing armed guard training (including gunner, radio, and signals) totaled 15,000. Clephane, Naval Overseas Transportation Service, pp. 15-8.

254. It might be worthwhile to point out that in this instance escorted vessels bound for roughly the same

destination deliberately "split up," losing all the advantages of convoy for no apparent purpose except adherence to an independent sailing policy. This was July 19 and 20. Captain Ryan's note. See also Arthur J. Marder, From the Dreadnought to Scapa Flow, Volume IV (London: Oxford Univ. Press, 1961-1970), pp. 156-92.

255. Taussig, in a later account of this incident, described how provoked he had been over the Aurania's total disregard for his signals to change course. Ranging up close aboard to the Aurania, he hailed her: "Why didn't you

change course as directed by signal and radio?" The only reply was: "Was that a submarine you were shooting at?" Taussig, "Destroyer Experiences during the Great War," Proceedings, January 1923, p. 63. 256. This is Taussig's first mention of convoy implementation.

257. Islands in the St. George's Channel at the southern entrance to the Irish Sea. 258. The adoption ofthe convoy system in place ofthe old area patrol system represented a victory for its advocates

in the Admiralty. The new system meant that the Queenstown destroyers would now escort outbound convoys from

Milford Haven, Queenstown, or Liverpool and accompany them to the limit of the submarine danger zone. The

destroyers would then pick up an inbound convoy and shepherd it to its destination. As a senior destroyer captain,

Taussig faced greatly increased responsibilities because of the tactical duties involved. Among other things, the escort commander had to compose and issue an operation order to his ships and submit a post-operation report. These were

not required for the area patrol system. Taussig, "Destroyer Experiences during the Great War," Proceedings, February

1923, p. 226.
Endnotes 201

259. Captain Ryan's note: "Paying the Price" was produced in 1916 and starred Gail Crane, George Ralph, and

Gladden James. The plot involved the development of a secret torpedo explosive being tested aboard the USS

Wadsworth. The attempts of the spy, played by George Majeroni, were, of course, foiled. The movie's theme was very

topical, paralleling as it did the case of the German military attaches, Captains Franz von Papen and Karl Boy- Ed,

and the Austrian Ambassador, Constan tin Dumba, all three of whom in 1915 had been declared persona non grata by

Secretary of State Robert Lansing for their activities in sabotage and espionage. T.A. Bailey, A Diplomatic History of

the American People, 6th ed. (New York: Appleton-Crofts, 1958), pp. 582-3.

260. USS Walke (DD 34) was aPaulding-class destroyer built by the Fore River Shipbuilding Company ofQuincy,

Mass. She was commissioned in July 191 1. The first three days of her crossing to France, the Walke was towed by the

collier Jupiter because of her limited fuel capacity; she arrived in the Gironde [estuary] on 5 June 1917. After service there and at Brest, the Walke moved to Queenstown. She returned to the United States in November 1917 (again

under tow part of the time) and after an overhaul operated out of New York for the remainder of the war. She was

deactivated in 1919 and scrapped in 1935. DANFS, Volume VIII, USS Walke, 1981, pp. 54-5.

261. Archibald Taylor, R.N.; Paymaster at Queenstown.

262. J. W. Walker, Constructor, Queenstown at Haulbowline Dockyard.

263. Jellicoe and Taussig met one another after both were wounded during the Boxer Rebellion.

264. USS Shaw (DD 68) was a Sampson-class destroyer built by the Mare Island Navy Shipyard and commissioned

in April 1917 with Lt. Commander Milton S. Davis in command. She sailed from Mare Island on 25 May, arrived at New York on 10 June 1917, and sailed for France one week later. She refueled underway during her crossing and from

10 July operated from Queenstown. While escorting the giant British transport Aquitama on 9 October 1918, Shaw's

rudder jammed as she was completing a zigzag, forcing her to circle directly across the path of the much larger vessel. Aquitania struck the Shaw moments later, shearing off ninety feet of the destroyer's bow, mangling her bridge, and

setting her on fire. The Shaw's crew heroically brought her under control and with a reduced contingent oftwenty-one men she made her way forty miles back into port under her own power. After repairs she returned to the U.S. in 1919 and was decommissioned in 1922. She was transferred to the Coast Guard in 1926 and sold for scrap in 1934. DANFS,

Volume VI, USS Shaw, 1976, pp. 471-2.

265. While the British and U.S. navies recognized that more than twenty-five ships in a convoy became unwieldy,

it was more likely that the average convoy exceeded that figure. Occasionally as many as forty-six ships sailed in company, but no more than fourteen troopships were ever allowed in each convoy. Clephane, Naval Overseas

Transportation Service, pp. 136-43.

266. Captain Ryan's note of official letter from C-in-C Coast of Ireland to the Secretary of the Admiralty dated 28 January 1918 (No. 312/W. 109A. held in official jacket of Vice Admiral Taussig): Admiral Bayly, in a letter to the Admiralty, subsequently brought to the attention oftheir Lordships Taussig's attack on a U-boat, which he evaluated

as "probably seriously damaged.''

267. There were sixty-four "P" class patrol boats built in 1915-1918. They were 613 tons, 230'x 24', armed with one 4-inch (two 4-inch in P-32) and two torpedo tubes. Some designated "PC were built as decoy vessels. Jane's

Fighting Ships of World War I, p. 79. 268. Richardson—unclear in diary. 269. Probably Ensign Charles C. Hartman.

270. Gervas W.H. Heaton, R.N.

271. C.L.M.M. Crichton, RN., CO, H.M.S. Peyton.

272. Odd as it sounds, this is the spelling from the original text Taussig was attempting to disguise the name of

the correspondent whose name was James B. Connolly. For this incident see entry for 5 July 1917, Josephus Daniels,

The Cabinet Diaries ofJosephus Daniels, 1913-1921, E. David Cronon (ed.) (Lincoln: Univ. of Nebraska Press, 1963),

p. 172. 273. Commodore John Denison, D.S.O., RNVR.

274. No information regarding the identity of the rich American in London.

275. Lt. Commander W.S. Bryant, CO, Allen. 276. Lt. Commander M.S. Davis of the Shaw retired as a captain in June 1939. Recalled to active duty in October

of the same year, he later was promoted to the rank of commodore in the post of Regional Shipping Director based

at San Francisco, California. He died in 1955 in that city. Captain Ryan's note. 277. George W. Simpson, CO, Sterett. 278. This might be Lt. Commander Graham F.W. Wilson, D.S.O., commander of the sloop Zinnia.

279. Captain Ryan's note based on consultation with Naval Observatory, Washington, D.C., July 1971: Taussig

evidently meant Standard (Meridian) Time by his abbreviation S.M.T.; B.S.T. (one hour advanced) was British Summer Time.

280. Halsey Powell, CO, Parker.

281. USS Parker (DD 48) was an Aylwin-class ship displacing 1,036 tons and measuring 305' x 30' x 9'. She was

capable of thirty knots and was armed with four 4-inch and eight torpedo tubes. Built by Cramp and Sons, she was
202 Queenstown Patrol

commissioned in February 1913. After escorting the first troop convoy to St. Nazaire, the Parker was assigned first to Queenstown and then in July 1918 to Plymouth. She had several encounters with U-boats and is credited, as Taussig

relates, with probable serious damage to one on 3 August 1917. She was deactivated in 1922 and was broken up in

1935. DANFS, Volume V, USS Parker, 1970, p. 215. Admiral Bayly evaluated the Porter's attack as "probably seriously damaging submarine." The Parker made

this attack on 3 August 1917 on the UB-103. The submarine skipper evidently used the well-known ruse of expelling

oil and blowing debris out the torpedo tubes. Eventually the UB-103 was sunk in the Dover Strait on 16 September

1918 by a depth-charge attack conducted by British patrol boats. Vice Admiral Sims commented on the verification of sinking as follows: "One of the things that made the work of the destroyer such a thankless task was that only in the rarest cases was it possible to prove that she had destroyed a submarine. Only the actual capture of the enemy ship or some of its crew furnished irrefutable proofthat the action had been successful. The appearance ofoil on the surface

after a depth charge attack was not necessarily convincing, for the submarine early learned the trick of dumping

overboard a little oil " Admiral Bayly's report to the Admiralty of 28 January 1918, copy in Taussig papers.

282. This action, between Campbell's Dunraven (ex-collier, 3,000 tons) and UC-71 (Reinhold Saltzwedel) inside the Bay ofBiscay on 8 August 1917 was perhaps the most famous "Q-ship" action of the war. See E. Keble Chatterton,

Q-ships and Their Story (London: Sidgwick and Jackson, 1922), pp. 203-12.

283. Communications under combat conditions usually create difficulties. Taussig soon discovered that some

merchant ships carried no signalmen and only one radioman. So it was necessary to run his ship alongside a merchantman and try to communicate by shouting through a megaphone. When there were French, Italian, and

Scandinavian ships in the convoy, the difficulties were multiplied. Taussig later recounted how Commander J.C. Fremont of the Wilkes solved a problem in ordering an Italian tramp steamer to change course. After the merchant

skipper had failed to understand flag hoists, semaphore, radio, and megaphone, Fremont came alongside and shouted

"You blank, blank, blankety blank, when I hoist flag X you head south blank blank quick, savvy?" Instantly the reply came back "All right, Sir!" Taussig, "Destroyer Experiences during the Great War," Proceedings, February 1923, p. 239.284. Captain Ryan's note of interview with Mrs. Taussig, 28 April 1970: Mrs. Taussig later acknowledged that she had disregarded her husband's advice to be inoculated. One day she attended a ladies' luncheon and fell violently

ill. The health authorities traced the source of the disease to the chicken salad that had been served and then to the old cook who had prepared it. 285. Frank Berrien, CO, Nicholson. 286. Pringle was seven years senior to Taussig. He had commanded the destroyer Perkins and later the Second

Atlantic Flotilla of destroyers, his flagship being the tender Melville. In August 1917 Pringle, by now a captain,

commanded the thirty-seven destroyers and two tenders at Queenstown. In October, on orders of the Navy

Department, Pringle assumed additional duties as Chiefof Staff(at Queenstown) to Admiral Sims. In an arrangement

unique in British and American naval annals, Pringle was also made Chiefof Staff to Admiral Bayly and was included

as such in the British Navy List. Bayly later wrote that Pringle was "my beau ideal of what a naval officer should be." Taussig served as Chief of Staff to Pringle when the latter, as a rear admiral, was President of the Naval War College.

Vice Admiral Pringle died in 1932 while Commander Battle Force, U.S. Fleet. "Vice Admiral Joel Roberts Poinsett

Pringle, U.S. Navy," Naval War College Review, January 1970, pp. 1-2; Lewis Bayly, Pull Together (London: George

G. Harrap, 1938), pp. 222-2; Taussig's biography in Naval Operational Archives, Naval Historical Division; Pringle's

biography in Naval Operational Archives, Naval Historical Division.

287. After the war, Taussig recalled that with the occasional excitement there was much monotony associated with the antisubmarine patrol duty. There were days when the lookouts sighted nothing. The rough seas of the North

Atlantic caused excessive rolling, which made eating off tables impossible and sleeping in bunks difficult, and the constant whine of the wind in the rigging got on one's nerves after a while. While at sea, few men removed their clothes to sleep, and even fewer showered; there were too many horror stories of a man being in the shower just when

his ship was torpedoed. Taussig, "Destroyer Experiences during the Great War," Proceedings, January 1923, p. 69. 288. Tonnage losses did indeed decline from the July and August figures of more than 500,000 tons of British,

Allied, and neutral shipping to 292,682 tons in November; 394,1 15 in December; 302,088 in January, 1918; and 318,174

in February. It would be the late spring before a significant drop in losses occurred. Marder, From the Dreadnought to Scapa Flow, Volume IV, p. 272; Volume V, p. 78. 289. USS Allen (DD 66) was a Sampson-class destroyer built by Bath Iron Works and commissioned in January

1917, with Lt. Commander S.W. Bryant in command. She was part of the first American troop convoy to France,

subsequently serving in European waters on antisubmarine operations until the end of the war. She was decommissioned in 1922 but returned as a reserve training ship in 1925. She was decommissioned again in 1928 but

returned again to active status in 1940 and was ordered to the Pacific in December of that year. She was present in Pearl Harbor during the Japanese attack but sustained no damage or casualties in the action. Allen continued to operate

as an antisubmarine patrol vessel out of Pearl Harbor until 1945. She was decommissioned for the final time in 1945 and sold in 1946. DANFS, Volume I, USS Allen, 1959, p. 32.
Endnotes 203

Chapter IV: Escort Commander

290. H.M.S. Zinnia was a sloop of the Acacia class. She was built by Swan Hunter, launched 12 August 19 1 5. Jane's

Fighting Ships of World War I (New York: Military Press, 1990), p. 87. 291. The reference could mean the "Old Head of Kinsale," a distinctive point, or the bay and port of that name

beyond the headland and to the north.

292. H.M.S. Crocus was anArains class sloop. She was built by Lobnitz, launched 24 December 1915.Jane's Fighting

Ships of World War I, p. 87. 293. USS Perkins (DD 26) was a .Roe-class destroyer built by the Fore River Shipbuilding Company of Quincy,

Mass. She was commissioned in November 1910, with Lt. Commander Pringle (later Captain Pringle, commander of

American destroyers in Queenstown and Chief of Staff for Admiral Bayly) in command. Perkins deployed to Queenstown with the second division of destroyer forces in Europe (which included Paulding, Wilkes, and Ammen)

with Lt Frank M. Knox in command. She operated out of Queenstown from June to November 1917, when she

departed for New York. After overhaul she operated on antisubmarine patrol out of New York, and sighted U-151

off New Jersey on 2 June 1918. She entered the reserve fleet in 1919 and remained until 1935, when she was scrapped.

Dictionary ofNaval Fighting Ships (hereafter DANFS), Volume V, USS Perkins (Washington: U.S. Gov't. Print Off)

(hereafter GPO), 1970, pp. 264-5.

294. Wadstvorth's boilers required (as marine boilers still do today) periodic manual cleaning of the interior of each ofthe manytubes (to remove baked-on mineral deposits) and the exterior ofthe tube banks and firebox brickwork.

It was (and still is today, with chemical aids) an unpleasant and laborious task, made all the more time-consuming

because the entire propulsion plant had first to be secured and cooled, and then painstakingly restored to service. However, to allow the "waterside" and "fireside" deposits to remain would lead first to severe reduction ofthe efficiency

of the boiler and thereafter to catastrophic failure. 295. Lieutenant Timothy J. Keleher was executive officer of the Ammen. The Navy Register 1917, Operational

Archives, Naval Historical Center, Washington, D.C.

296. Commodore 2nd class Francis M. Leake, R.N. (in command of station ship Colleen), Chief of Staff

297. This was not the battleship Texas of WWI vintage now moored at San Jacinto State Park (the sole surviving

dreadnought-era battleship), for that vessel was not laid down until 1911. Taussig's Texas of 1903 was launched in 1892 and was a veteran of the battle of Santiago. In 1902 and 1903, the Texas served as flagship for the Coast Squadron,

operating along the eastern seaboard. At the time Taussig wrote this entry in his diary, his old ship had been sitting on the bottom of Chesapeake Bay for six years, where she had been sunk in target practice. DANFS, Volume VII, USS Texas, pp. 114-5.

298. The new camouflage, first developed by the British in World War I, relied on designs of stripes and colors

to deceive a submarine commander trying to estimate its course and speed. The Admiralty dazzle for the Wadstvorth was altered somewhat to conform with trends developed by the Camouflage Section of the Bureau of Construction

and Repair. William S. Sims, The Victory at Sea (Annapolis: Naval Institute Press, 1983), p. 263; R.F. Sumrall, "Ship

Camouflage (WWI) Deceptive Art," U.S. Naval Institute Proceedings (hereafter Proceedings), July 1971, pp. 57ff. 299. This was the minelaying submarine UC-44 (Kapitan-leutnant Tebbenjohanns). At 1030 p.m. on 4 August

1917, having laid eight mines offWaterford, the UC-44 blew up on other German mines laid previously. Reportedly,

the German skipper complained bitterly to the British patrol, which picked him up, for not doing their job and making

the area safe by proper sweeping. R.H. Gibson and Maurice Prendergast, The German Submarine War 1914-1918, 2nd

ed. (London: Constable, 1931), pp. 196ff., 372.

300. Lt. Commander Francis C. Piatt, R.N.; CO, Crocus. 301. William Ancrum, staff officer under Sims.

302. Lt. Commander E.G. Blakeslee, staff officer under Sims.

303. Ernest H. Barber, paymaster; staff officer under Sims.

304. V.A.D. means Voluntary Aid Detachment, a nurses aid group. (Captain Ryan's note.) 305. "Finnan haddie" is smoked haddock.

306. USS Sterett (DD 27) was a Roe-class "flivver" built by Fore River Shipbuilding and commissioned in December 1910. She arrived in Queenstown 9 June 1917 where she served to the end of the war. On 31 May 1918,

while escorting a convoy, the Sterett happened upon a surfaced U-boat which quickly submerged. The Sterett began

dropping depth charges which brought to the surface a dense patch of bubbles and oil. After exhausting her limited supply of depth charges, Sterett continued to pursue the U-boat by following its train of oil. The destroyer kept with

her quarry after nightfall only by following the fumes of the oil slick. Such persistence was rewarded at dawn by the

sight of the U-boat surfacing 1,000 yards off. Sterett increased speed to ram, but the submarine eluded the destroyer

by a mere twenty feet. The destroyer opened fire but was unable to disable the submarine before the latter once more

submerged, this time losing the pursuit. For this encounter the officers and men ofthe Sterett received a commendation.

Sterett was decommissioned in December 1919 and sold for scrapping in 1935. DANFS, Volume VI, USS Sterett, 1976, pp. 618-9.
204 Queenstown Patrol

307. Columbella is not listed in Jane's Fighting Ships of World War I; probably a merchant vessel. 308. H.M.S. Eridge was a paddle-driven minesweeper of the nineteen-ship Ascot class built on the Clyde (river near Glasgow, Scotland) in 1916. They were 246' overall and displaced 850 tons, certainly large enough to cause the Wadsworth some damage. They were nominally capable of fifteen knots but as paddle vessels they slowed considerably

in a seaway. Interestingly, the Eridge was originally fitted to carry seaplanes. Jane's Fighting Ships of World War I, p. 89. 309. Taussig referred to Captain John Hay Beith, M.C., of the Argyll and Sutherland Highlanders, a member of

the British War Mission to the U.S.A. Beith was a popular author who used the pen name Ian Hay. In World War II he was a major general and Director of Public Relations at the War Office in London. Beith's The Last Million was

published in 1918.

310. The Sinn Fein, Gaelic for "we ourselves," was an Irish nationalist movement advocating separation from

Great Britain. Many young Irishmen had chosen not to enlist in the British army and some were defying conscription.

Furthermore, according to the information available to Admiral Sims, the Sinn Fein was openly pro-German, since

to them a German victory meant an Irish republic. These circumstances, coupled with the fact that American sailors had plenty of money and were attracted to pretty Irish girls, soon led to fistfights and frays. After Cork was placed out ofbounds, it did not take the shop owners of the city long to realize that they were

losing thousands of U.S. dollars a week. On 23 October 1917, the Lord Mayor called on Admiral Bayly to ask that the ban be lifted. When the mayor was unable to guarantee that British and U.S. sailors would not be subject to attack, Admiral Bayly refused to cancel his order. After his chilly encounter with the crusty Bayly, the Lord Mayor is reported

to have expressed his thanks to Providence: "By the grace of God I left through the door, and not by the window."

E.K. Chatterton, Danger Zone (London: Rich & Cowan, 1935), p. 257.

311. H.M.S. Aubretia, Special Service ship. This is the spelling in the original text. No listing by this spelling was

found. There was however an Aubrietia (Q13) sloop, Aubrietia class (1,250 tons, 267V4' x 33V4', two 4-inch, one 3-inch

AA, depth charges; 2,500hp; 16-1 7Vz knots). Built by Blyth, launched 17 June 1916.Jane's Fighting Ships of World War

I, p. 86. 312. Vulcan, depot ship. H.M.S. Vulcan, a "Depot Ship cruiser" of6,620 tons, launched at Portsmouth Dock Yard

in 1889. As Taussig implies, Vulcan was at that time a submarine tender. Jane's Fighting Ships of World War I, p. 90. 313. Lt. Commander Charles R Sharp, RN. (retired) was the Queenstown harbormaster; Taussig had visited his house on a previous occasion.

314. Platypus was a Royal Australian Navy depot ship displacing 3, 476 tons, and measuring 310' x 44'. She was

built by J. Brown and launched 28 October 1916. Jane's Fighting Ships of World War I, p. 98. 315. The Wadsworth, on departing Queenstown, sailed east and then north to Liverpool Bay. The Skerries, Point

Lynas, and Great Ormes Head were navigational lights on the British coast en route to Liverpool. (Captain Ryan's

note.)316. Horace Lee Washington, American Consul, Liverpool.

317. This, of course, was the ship in which Captain Raphael Semmes destroyed more than sixty Union vessels before being sunk offCherbourg in 1864 by the USSKearsarge, Captain John Winslow commanding. DANFS, Volume

I, USS Alabama, 1959, p. 18 and Volume III, USS Kearsarge, 1968, pp. 609-10.

318. Taussig inserted this commendatory letter from Admiral Bayly to his ship captains. 319. Captain William D. MacDougall was the American naval attach^ in London when the U.S. declared war. Anglo-American Naval Relations 1917-1919, Michael Simpson, ed. (London: Naval Records Society, 1991), p. 42. 320. Commander Eugene C. Tobey (Supply Corps) was assistant to MacDougall and later headed the Material

Section on Sims' staff. Captain L.B. McBride (Construction Corps) was the staff maintenance officer; Commander

J.V. Babcock was aide to Sims and was head of the Intelligence Section. Lt. Commanders William Ancrum and Byron

Long were attached to the staffas was Lt. Commander (S.C.) Stewart E. Barber. Mr. Reginald E. Gillmor was described by Sims as a public-spirited American businessman and former U.S. naval officer (Class of 1907) who assigned two of

his best stenographers to Sims' staff. Sims, The Victory at Sea, pp. 123, 242, 249, 250, 251, 348; Navy Register 1917. 321. Jellicoe was almost correct on his estimate of fourteen U-boats sunk since 1 July 1917. Actually, eighteen had

been destroyed up to 18 September, according to Robert M. Grant's U-Boats Destroyed (London: Putnam, 1964), pp.

152-3.

322. Jellicoe made reference to the plan he had discussed with the U.S. Navy to bottle up the U-boats with the

great North Sea Mine Barrage. He was high in his estimate of 200,000 mines. The U.S. Navy contracted for only half

that—100,000. In the event, 56,000 American and 13,500 British mines were planted. Arnold Lott, Most Dangerous Sea (Annapolis: Naval Institute Press, 1959), p. 15. 323. USS Indiana (BB 1) had been commissioned in 1895 and participated in the destruction of the Spanish fleet at Santiago in 1898. She was decommissioned in 1903 and only recently recommissioned when Taussig's father assumed command. At that time she served with the Naval Academy Practice Squadron. At the time Taussig was

writing in his diary, Indiana had only recently been recommissioned again, once more to serve as a training ship.

DANFS, Volume III, USS Indiana, 1968, pp. 429-30.
Endnotes 205

324. By "blouse," Cdr. Taussig means his service-dress jacket, high-collared, in those days, and navy blue in color. (A similar uniform is worn today on dress occasions by U.S. Naval Academy midshipmen.) On the sleeves were gold

stripes ("lace") indicating rank—Taussig would have worn three stripes; the "ornaments" might have referred to embroidered rank insignia on the collar (in his case, silver oak leaves) or to ribbons representing decorations (over the left pocket).

325. Taussig saw Jellicoe three months before he was dismissed as First Sea Lord. Jellicoe had assumed that post

in December 1916 after two years of exhausting duty in command of the Grand Fleet. Taussig's observation of his deafness was kinder than that of Admiral Lord Fisher, who found him "deaf as a post." Others noted Jellicoe's obsession with details, his failure to delegate duties, and his commitment to work, which inevitably reduced his

effectiveness as a leader. Following his dismissal he was elevated to the peerage as Viscount Jellicoe of Scapa. In his remaining years he wrote his memoirs describing his role in the controversial Battle ofJutland, became President of

the British Legion, and was active in the Boy Scout movement He died on 19 November 193S. A.T. Patterson,JW/tcoe

(London: Macmillan, 1969), pp. 177ff. 326. The recommendation was in fact approved. See Joseph K. Taussig, "Destroyer Experiences during the Great War," Proceedings, February 1923, pp. 246-7.

327. Lt. Commander Paul H. Bastedo, an aide, was attached to the headquarters staff. He later distinguished

himself in command of subchasers in protecting an Allied force from U-boat attack during the bombardment of Durazzo, the Austrian base in the Adriatic. D.W. Knox, History ofthe United States Navy (New York: Putnam's Sons,

1936), p. 415. Sims, pp. 233-4.

328. General John J. Pershing, in command of the American Expeditionary Force.

329. That is, the effect ofvariation (that is, the influence ofthe metal ofthe ship surrounding the compass), having

been changed by the repairs, had to be recompensated for (by adjusting the position of movable small magnets on the compass mounting, or binnacle).

330. Coningbeg lightship is off Waterford harbor to the northeast of Queenstown on the Irish Coast. (Captain

Ryan's note.) 331. Charles F. Russell, CO, Walke. Chapter V: Home

332. P-Sl (actually designated PC-SI), "PC-class patrol boat. The PCs displaced 682 tons, measured 233' x

25!/2', were armed with one 4-inch, and two 12-pdrs. PC-SI was built by Tyne Iron, launched 25 November 1916. The "C" versions were built as decoy ships. For P-boats, seesaw's Fighting Ships of World Warl (New York: Military

Press, 1990), p. 79. 333. P-62 (actually designated PC-62) was built by Tyne Iron, launched 25 November 1916. Captain Ryan's note. 334. The booms were floating barriers meant to prevent the entrance (or escape, should they find their way in) of attacking surface craft; they were opened and shut by small "boom" or "gate" vessels to permit friendly shipping

to enter and leave. From the booms were generally suspended nets to exclude submarines and divers. 335. H.M.S. Begonia, Special Service Ship. Begonia was an Acacia-chss sloop built by Barclay Curie, 26 August

1915. She was sunk 2 October 1918 in a collision with U-1S1 off Casablanca while serving as Q-10. Jane's Fighting

Ships of World War I, p. 87. 336. H.M.S. Antrim was an armored cruiser of 10,850 tons measuring 450' x 68V2'. She was armed with four

7.5-inch, six 6-inch, and two 12-pdrs; Antrim was built by J. Brown, launched 8 October 1903. Jane's Fighting Ships of World War 7,p.53.

337. John Hawley Taussig—J.K. Taussig's elder brother.

338. F.M. Knox, CO, Perkins. 339. The need for nucleus crews for new-construction destroyers was self-evident in World War I, and the

proposals outlined by the board set a pattern which was followed twenty-five years later in World War II. Shortly

thereafter, three commanding officers, three junior officers, and seventy-five men sailed for the States as the nucleus crews for three new destroyers then being built. Taussig afterwards wrote that by the end of the war there was hardly an officer and man left who had been in the original ships' companies ofthe Queenstown destroyers. Joseph K. Taussig,

"Destroyer Experiences during the Great War," U.S. Naval Institute Proceedings, February 1923, pp. 246-7.

340. H.M.S. Vala—perhaps a Special Service ship. 341. The Begonia (Commander Basil Noake) was never heard from again. After two years of Q-ship encounters, U-boat skippers became increasingly reluctant to move in close to torpedoed merchant ships, surface, and sink them

by gunfire. From August 1917 on, no U-boats were sunk by decoy ships. Lewis Bayly, Pull Together (London: George

G. Harrap, 1938); R. M. Grant, U-boats Destroyed (London: Putnam, 1964), pp. 65-6.

342. H.M.S. Donegal was an armored cruiser of9,800 tons measuring 440' x 66' and armed with fourteen 6-inch,

and ten 12-pdrs. Donegal was built by Fairfield, launched 4 September 1902. Jane's Fighting Ships of World War I, p. 53. 343. That is, the ship was so far distant that, due to the curvature ofthe earth, only its upperworks (superstructure, masts, etc.) were visible.
206 Queenstown Patrol

344. Moldavia, auxiliary cruiser (not listed in College Archives).

345. Holyhead Island light is located just south of the Skerries on the English coast facing the Irish Sea. (Captain

Ryan's note.) 346. Mine Head is a bold headland to the northeast of Queenstown. (Captain Ryan's note.) 347. The (T) designates a temporary commission as ensign. Officer graduates of this three-month course were known as "ninety-day wonders." (Captain Ryan's note.) 348. An indication that at this date American destroyers were still armed with only two depth charges each.

349. Hook Point is on the eastern side of Waterford Harbor. (Captain Ryan's note.) 350. There is a Tamarisk listed as an Aubrietia-class sloop, built by Lobnitz, launched 2 June 1916. Jane's Fighting

Ships of World War I, p. 86. 351. The Maumee (AO 2) was the first diesel-powered surface ship in the Navy. During 1916-1917, her Executive

and Engineer Officer was Lieutenant (later Fleet Admiral) Chester W. Nimitz. After war was declared, the Maumee,

on 28 May 1917, conducted underway fueling operations for six U.S. destroyers en route to Queenstown, thereby

setting a precedent for the mobile logistic support which has enabled the ships of the U.S. Navy to keep the seas for long periods, extending their operations far beyond previous experience. Nimitz had been detached in August so was

not present when the ship made this October visit. TheMaumee served in World War II after which she was transferred

to the Navy ofthe Republic ofChina. She was scrapped at Kaoshiung, Formosa, in October 1 967. Dictionary ofAmerican

Naval Fighting Ships (hereafter DANFS), Volume IV, USS Maumee (Washington: U.S. Gov't. Print Off. [hereafter GPO], 1969), pp. 274-5; biography ofAdmiral Nimitz in Operational Archives, Naval Historical Center, Washington,

D.C.; Petroleum Today, Spring 1961, Washington, American Petroleum Institute article, "The Navy's Secret Weapon,"

by Fleet Admiral C.W. Nimitz.

352. Victor Tomb, CO, Maumee.

353. The one man who was killed was Gunner's Mate First Class Osmond Ingram. While on watch on the bridge,

Ingram sighted a submarine torpedo heading directly for the ship's stern. Instantly recognizing that someone should

release the depth charges on the fantail, Ingram ran to the stern and frantically began jettisoning them. Only a few

remained when the torpedo hit the stern. On 15 October 1918, the keel for a new destroyer, the USS Osmond Ingram, was laid at Quincy, Massachusetts. TheIngram fought in World War II against German U-boats in the Atlantic. Ship's

History of USS Osmond Ingram (pamphlet) (Washington: Naval History Division, Navy Department).

354. Taussig is wrong on the differences in American and British tonnage sunk. For a discussion ofthis see Arthur

J. Marder, From the Dreadnought to Scapa Flow, Volume IV (London: Oxford Univ. Press, 1961-1970). Note: Gross tonnage is the volumetric capacity of a merchant ship in units of a hundred cubic feet Net tonnage is the "gross"

figure less the space occupied by living quarters, machinery, and fuel for the ship's own use. 355. When the Melville arrived, plans were started to establish a men's club. American businessmen in London,

probably friends of Admiral Sims, donated funds to get the project started, and on 25 August 1917 the club opened.

Facilities included a restaurant, canteen, billiards room, library, sleeping quarters, shower baths, and a theater. Movies

and amateur theatricals were very popular. The British sailors had a similar club on Haulbowline Island. E.K.

Chatterton, Danger Zone (London: Rich & Cowan, 1935), p. 225.

356. Orama—perhaps an auxiliary cruiser. 357. The J.L. Lukenbach incident was another quite famous U-boat action. The U-62 was the submarine that

fired on the^.L. Lukenbach on 19 October 1917. Ernst Hashagan commanded U-62 from November 1916 and patrolled waters protected by the Queenstown force. Hashagan gives an account of this action in U-Boats Westward! (London:

Putnam, 1931), p. 206.

358. USS Reid (DD 21). TheReid was a Flusser-class "flivver" of 700 tons measuring 294' x 26' x 10' with a speed

of thirty-one knots and a complement of eight-five. The ship was armed with four 3-inch and six 18-inch torpedo

tubes. She was built by Bath Iron Works and commissioned in December 1909. The diminutive destroyer departed

New York for European waters on July 21 and from August 1 to September 30 provided escort and patrol services in the vicinity ofthe Azores. She was transferred to Brest in October and on October 23 was rammed and damaged above

the waterline by the minesweeper W.T. James but was quickly repaired. The Reid made several attacks on U-boats

including the UR-55 on 18 March 1918 and U-86 on 1 July but sank none. She was decommissioned in July 1919 and sold for scrapping the same year. DANFS, Volume VI, USS Reid, p. 63. 359. Admiral Bayly later notified the Admiralty that not only did Commander Johnson's prompt action save more ships from being torpedoed, but the picking up and embarking of the survivors of the Orama by Conyngham

(Commander Johnson) and Jacob Jones (Lieutenant Commander D.W. Bagley) alongside a sinking ship was a fine

feat of seamanship. Official letter, Bayly to Admiralty, dated 28 January 1918 ser. 312/W 109A, copy in Joseph K.

Taussig Papers, Manuscript Register Series No. 18, Naval Historical Collection Division, Naval War College, Newport,

R.I. 360. Lieutenant Commander John Charles Fremont was commanding officer of the USS Wilkes. "Reminiscences

of Vice Admiral Walter DeLany" in Bayly's Navy (Naval Historical Foundation: Washington, D.C., 1980)
Endnotes 207

361. Commander David K. Hanrahan, formerly the CO of the destroyer Cashing, later commanded the U.S. Navy's own Q-ship, the USS Santee. On 27 December 1917, she departed Queenstown on her first mission. At 8:45 p.m. she was torpedoed off Kinsale. The panic party got away and the hidden gun crew waited—all to no avail. (Apparently the U-boat skippers had learned to be wary of all merchant ships). Fortunately, there were no casualties and the Santee was towed back to Queenstown. On entering harbor, Admiral Bayly boarded the ship. His first question

to Hanrahan was, "Well, how did you enjoy your cruise, Captain?" Biography of Captain D.K. Hanrahan in official biographies in Operational Archives, Naval Historical Center, Washington; ship history of Santee in Ships History

Division, Naval Historical Center, Washington, D.C.; and E. Keble Chatterton, Q-Ships and Their Story (London:

Sidgwick and Jackson, 1922), p. 231-2.

362. H.M.S. Bluebell was an "Acacia"-class sloop built by Scotts, launched 24 July 1915. Jane's Fighting Ships of World War I,?. 87. 363. Ocean escort H.M.S. Mantua, auxiliary cruiser. 364. That is, attempting to refine navigational dead reckoning by comparing echo-sounder readings with charted depths —a very approximate method. Taussig believes accordingly that he is probably some distance away from his

theoretical "estimate position" near the Small Light.

365. Charlotte Taussig, an aunt. Also a reference to Lulie's brother, Henry Johnston.

366. P-SS (actually designated PC-55), a "PC"-class patrol boat built by Barclay Curie, launched 2 June 1917. She was transferred to Royal Indian Marine in 1922. For P-boats secJane's Fighting Ships of World War I, p. 79. 367. Interesting mention of the early use of the hydrophone. The hydrophone began development in 1914, and

shoreside stations were established in 1916. In use afloat, however, the noise of propulsive machinery drowned out

the weaker signals of submarines, and tangible dangers were involved in stopping machinery to listen. Through the end of the war, the hydrophone was associated with only three U-boat sinkings and its use was abandoned in 1921. Experiments with echo sounding devices began in June 1917, but a usable prototype of sonar was not available until Spring 1918. The war ended before it could be used in combat Marder, From the Dreadnought to Scapa Flow, IV,

pp. 75-8. The hydrophone is a "passive" detection apparatus in that it relies entirely on reception of sound signals

from the underwater environment rather than the returned reflection of sound signals emitted by itself (as in sonar). The device consists of a sensitive underwater receptor linked to an operator's headphones. While the ability of water

to transmit sound waves far exceeds that of air, allowing small or distant sounds to be picked up, it is only possible

to gauge the rough direction of such sounds but not their range. Nonetheless, the device is in common use today for studies of marine mammals and is a critical piece of equipment aboard submarines, since its passive nature permits

its use without revealing the presence of the listening vessel. 368. This was the German submarine minelayer UC-42, that was sunk by one of its own mines on 10 September.

The wreck was finally detected on 31 October. The British diver who was sent down found the hatches open, but no

survivors were ever found. Grant, U-Boats Destroyed, p. 71. 369. H.M.S. Carrigan Head—perhaps an auxiliary cruiser. 370. USS Bridge (AF 1) was a refrigerated stores ship built in Boston Navy Yard and commissioned in June 1917

with Lt. Commander W.K. Riddle in command. Taussig's voyage in her was one of four round-trip crossings she made during the war. She was operating in the Pacific at the time of U.S. entry into World War II and continued to shuttle military cargos throughout the Pacific during the war. Bridge deployed to the Western Pacific during the occupation of Japan, and on 1 November while steaming off Korea, she struck a mine, which caused considerable damage. After repairs she was sold at Manila in December 1947. DANFS, Volume I, USS Bridge, 1959, p. 156. 371. George W. Kenyon; new CO of Warrington.

372. Earlier in the diary, Taussig mentioned meeting Captain Evans, D.S.O., formerly second in command during

the Scott expedition.

373. The letter is in the Taussig Papers.

374. USS Duncan (DD 46) was a Cassin-class destroyer built by Fore River Shipbuilding and commissioned in August 1914, with Lt. Commander C.E. Courtney in command. After U.S. entry into the war, Duncan escorted one

convoy to mid-ocean before leaving with another to Brest on 30 October 1917. She began operations from Queenstown

on 15 November. Duncan was present when Shaw collided with Aquitania, taking off eighty-four of that destroyer's crew before escorting her into port Duncan was decommissioned in 1921 and scrapped in 1935. DANFS, Volume II, USS Duncan, p. 304.

375. Roger Williams, CO, Duncan.

376. Lt. Aaron Stanton "Tip" Merrill. As a rear admiral he commanded task forces in the Pacific in World War

II. See Clark G. Reynolds, Famous American Admirals (New York: Van Nostrand Reinhold, 1978), pp. 216-7.

377. Charles H. Cowell, Admiral Bayly's staff, Queenstown.

378. Churchill, Admiral Bayly's staff, Queenstown.

379. Lt. Commander William K. Riddle, CO, Bridge (AF 1).
208 Queenstown Patrol

380. USS Balch (DD SO) was an Ayltvin-chss destroyer built by Cramp and Sons and commissioned in March

1914 with Lt. Commander David Hanrahan in command. She arrived in Queenstown in November 1917 and carried out convoy duties until November 1918. Upon returning to Norfolk in January 1919 she was laid up in reserve. She

returned to duty in 1921, was decommissioned in 1922 and scrapped in 1935. DANFS, Volume I, USS Balch, pp. 86-7.

381. USS Dowries (DD 45) was another Grow-class ship. She was built by New York Shipbuilding and

commissioned in February 19 IS with Lt. Commander A.W. Johnson in command. The Dowries arrived in European

waters (Devonport, England) on 7 November 1917 and began to operate from Queenstown on the 17th. She was commended twice—once for protection ofthe torpedoed Manley (DD 74) and a second time for the rescue and salvage of the British submarine Z-51. She was decommissioned in 1922, entered the Coast Guard in 1924, and was scrapped

in 1934. DANFS, Volume II, USS Dowries, 1963, pp. 294-5.

382. William S. Miller, CO, Balch.

383. Allen Buchanan, CO, Dowries.

384. Arethusa, oiler. There is znArethusa listed as an R.N. store carrier requisitioned for military service 1915-1920.

385. USS San Diego (CA 6) was a Pennsyhania-class cruiser originally launched as the USS California. An armored

cruiser, the California displaced 13,680 tons, measured 504' x 70' x 24' and could make 22 knots. She required a complement of 829 and was armed with four 8-inch, eighteen 3-inch, and two 18-inch torpedo tubes. The ship was

built by the Union Iron Works in San Francisco.

California began her career in the Pacific, first on the West Coast, then with the Asiatic squadron, and finally

along the Pacific coast of Mexico and Central America. She was renamed in September 1914 and served as flagship,

Commander in Chief, Pacific Fleet. After U.S. entry into the war she was ordered to the East Coast, reaching Hampton

Roads 4 August 1917. Her wartime duty consisted of convoy escort to mid-ocean where she handed her charges over

to ocean escort. Near the end ofthe war, the San Diego was steaming between Portsmouth, N.H., and New York when

she was sighted by the U-1S6 and torpedoed. San Diego sank in twenty-eight minutes with the loss of six lives, the only major U.S. warship lost during the First World War. DANFS, Volume II, USS California, 1963, pp. 13-4.

386. USS Monaghan (DD 32) was the name-ship ofthe same class asAmmen andJenkins. She was built by Newport

News Shipbuilding and commissioned in June 191 1. Her initial wartime experience was in escort of troop convoys to mid-ocean, but from November 1917 to Armistice she operated in European waters. She was decommissioned in 1919 and transferred to the Coast Guard in 1924. Monaghan was sold for scrapping in 1934. DANFS, Volume IV, USS

Monaghan, 1969, p. 412.

387. USS Roe (DD 24) was the name ship of its class: 742-ton "flivvers" measuring 294' x 27' x 8' capable of 29

knots and armed with four 3-inch guns and six 18-inch torpedo tubes. The Roe was built by Newport News

Shipbuilding and commissioned in September 1910. After escort and patrol service along the eastern seaboard, Roe

departed for France 9 November 1917 to serve in European waters to the end of the war. She was decommissioned in 1919, transferred to the Coast Guard in 1924, and scrapped in 1934. DANFS, Volume VI, USS Roe, 1976, pp. 147-8.

388. That is, to save the destroyer's fuel on the long transatlantic crossing. 389. Paymaster Neal B. Farwell, USN.

390. USS Amphitrite (BM 2) was a double- turreted monitor commissioned in 1895 but officially considered to be

a rebuilt earlier monitor ofthe same name and similar characteristics launched in May of 1864. In 1905, when Taussig

served in her, the Amphitrite was a station ship at Guantanamo, Cuba. This veteran of the Spanish-American War

survived to serve in World War I as a training vessel and guard ship for New York Harbor. She was decommissioned

in 1919. DANFS, Volume I, USS Amphitrite, 1959, pp. 42-3.

391. Lt. James A. Saunders of USS Cassin. 392. Lt. Leonard R. Agrell of USS Cassin. 393. Captain Robert F. Scott, R.N., headed this expedition to the Antarctic inl910-1912,a project which in those days may be likened to today's space exploration in the high degree of danger involved. Evans, terribly weakened by

vitamin deficiency, was forced to turn back while Scott pushed on toward the South Pole. Evans' group reached safety

after forty-four days ofmarching over the snowfields. Scott himselfnever returned. Reginald Pound, Evans ofthe Broke

(London: Oxford Univ. Press, 1963), pp. 67-120.

394. French E. Chadwick, The Relations of the United States and Spain: The Spanish-American War, 2 Vols. (New

York: Scribner, 1911).
About the Editor

Dr. William N. Still, Jr., retired in 1994 from his position as professor in history

and as Director of the Program in Maritime History and Nautical Archaeology at

East Carolina University, Greenville, North Carolina. He holds a Ph.D. degree

from the University ofAlabama and is the author of numerous books in American

naval and Civil War history. Dr. Still held the Secretary of the Navy's Research

Chair at the Naval Historical Center, he is past president of the North American

Society for Oceanic History, and is an adjunct faculty member at the University

of Hawaii, Manoa.

Ind<

1. The Writings of Stephen B. Luce, edited by John D. Hayes and John B.

Hattendorf(1975).

2. Charleston Blockade: The Journals of John B. Marchand, U.S. Navy,

1861-1862, edited by Craig L. Symonds (1976).

3. Professors of War: The Naval War College and the Development of the Naval

Profession, by Ronald Spector (1977).

4. The Blue Sword: The Naval War College and the American Mission 1 91 9-1 941,

by Michael Vlahos (1980).

5

.

On His Majesty*s Service: Observations ofthe British Home Fleetfrom the Diary,

Reports, and Letters ofJoseph H. Wellings, Assistant Naval Attache, London, 1940-41,

edited by John B. Hattendorf (1983).

6. Angel on the Yardarm: The Beginnings ofFleetRadarDefense and the Kamikaze

Threat, by John Monsarrat (1985).

7. A Bibliography of the Works ofAlfred Thayer Mahan, compiled by John B.

Hattendorf and Lynn C. Hattendorf (1986).

8. The Fraternity of the Blue Uniform: Admiral Richard G. Colbert, U.S. Navy,

and Allied Naval Cooperation, by Joel J. Sokolsky (1991).

9. The Influence ofHistory on Mahan: The Proceedings ofa Conference Marking

the Centenary ofAlfred Thayer Mahan*s The Influence ofSea Power upon History,

1660-1783, edited by John B. Hattendorf (1991).

10. Mahan Is Not Enough: The Proceedings of a Conference on the Works of Sir

Julian Corbett andAdmiral Sir Herbert Richmond, edited byJames Goldrick and John

B. Hattendorf (1993).

11. UBI SUMUS? The State ofNaval and Maritime History, edited by John B.

Hattendorf (1994).


* I