Motto:—"A man’s a man for a' that.”
The Navy offers at present a respectable and inviting career to only a few enlisted men, and to those only in such special ratings as ship's writer, yeoman, printer, master-at-arms, and machinist. Petty officer's billets of the seaman class are thoroughly unattractive, and are filled throughout the service to-day by men who, however efficient they may be as seamen, have had very little modern training in the theory and practice of gunnery, have seldom been entrusted with the handling or drilling of a squad of men, and have very little idea of their duties and responsibilities as petty officers in a military sense. This is more the fault, however, of imperfect enlistment laws and defective methods of organization and training, than of any lack of intelligence or capability on the part of the petty officers themselves.
A modern ship, being a complicated machine, requires the most intelligent kind of men to handle and fight her effectively. On account of the cramped living space, the number of men on each new ship must be reduced to the lowest margin. Each man being thus a most valuable unit, we must proceed on the theory of picking our men and building up a trained nucleus of American men-of-wars-men, capable of meeting the demands that will necessarily be made upon each individual in our organization in case the service is suddenly expanded to meet the exigencies of war. With the improved type of enlisted men now demanded by modern conditions, we need new Watch, Quarter, and Station bills, adapted to modern and improved types of cruisers and battle-ships. To man and fight these ships effectively, we need better methods of recruiting and training.
The holding out of a more attractive career to enlisted men is not so much a question of increased pay and emoluments as we would like to believe, nor are their shortcomings due as much to want of intelligence on their part as to the lack of military purpose in their training. Aside from this and from the evils in the system of rating, promotion and rewards, there are positive faults in the internal arrangements of our newer ships which will neutralize the allurements of any pay-table that can reasonably be devised, and in the end drive out of the service the very class of men and boys that we are now so earnestly endeavoring to attract into it. The more modern the ship and the greater the need for intelligence in her crew, the more and more objectionable she seems to become in point of quarters for the men, until we have about reached the point where it is well to call a halt on certain disastrous tendencies in the direction of the utter disregard of what intelligent men are capable of putting up with. In the smaller cruisers, flesh and blood will not stand any further sacrifice to illusive offensive power, particularly in the craze for phenomenal speed and great battery power on small displacement. Before taking up the consideration of the problems of recruiting, training, and organization, it will be best to point out some changes which are needed in the internal arrangements and discipline of our ships, in order to secure the creature comforts to the men under all conditions of service, and thus render the ships habitable and attractive.
New Ships and Old Methods.
There is not a new steel ship built or designed for the navy since 1884 that can carry her full complement of men as intended, or that has berthing arrangements and general accommodations which intelligent men have a right to expect. Fortunately we give much more attention to such matters than they do in foreign services, but that is no reason why we should stop half-way. In the Chicago, Boston, Atlanta, and Dolphin, designed before 1884, the berthing accommodations are not so bad. On the Chicago, which seems to be the only gun-deck ship we are to have, the hammock-hooks are 14 inches apart, and the men swing "high and low." The rows of hammocks dovetail in with those forward and abaft them, and this, the usual arrangement, represents luxury compared to the newer ships. The Boston and Atlanta have fair quarters in the superstructure, but, commencing with the Yorktown, we find nothing but evil in the living accommodations of the men. In the last named, below the spar-deck, there are billets for twenty men in the bow compartments, for forty-four on the berth-deck, for twenty-two in the passageways, and for five in the alcoves and workshop. At sea, in any weather, the heat is almost intolerable, and on long passages the berth-deck is barely habitable. The men who sleep under the forecastle are not so badly off. On the Philadelphia and Baltimore it was found necessary at the Navy Yard, New York, to put up hammock-hooks in every available compartment on the protective decks, to accommodate even the reduced complement which each carries. The Charleston is admitted to be a failure in her original berthing arrangements, but it is only fair to state that the last four ships mentioned are built more or less on English models. The tendency of our own constructors and their attitude is shown by the following extract from the report of the Chief Constructor for 1889, relative to the two 3000-ton cruisers, Cincinnati and Raleigh, building at New York and Norfolk respectively:
"The forward berth-deck, with the exception of the paymaster's office, dispensary and prison, is given up to the crew. There are also roomy quarters for the men under the forecastle."
It is a good thing that the forward berth-deck is surrendered to the men, for in the roomy space under the forecastle are located the galley, crew's water-closets, the distiller, ice-machine, refrigerators, the steam capstan, vegetable lockers, scuttle-butt, bitts, harness cask, and hawser reels. This type of ship, begun in the Yorktown, is the general style of all the newer ones with uncovered gun-deck. On the Philadelphia, with an unusually "roomy" forecastle as far as dimensions go, only eighteen men can billet under the forecastle. What can we look for in cruisers Nos. 9, 10 and 11, of 2000 tons displacement, where the design calls for water-closets, crew's wash-room, the brig, capstan, galley, ice-machine, refrigerators, engineer's workshop, hawser reels, bitts, etc., under the forecastle? This, of course, means that the crew-berths are entirely below the spar-deck. In port in a cool climate, with an inspection board pronouncing on the fitness of such ships for distant and prolonged service as cruisers, the air-ports are not closed, the ice-machine is not rattling away, the blower engines are not humming, the ash-hoists are not buzzing, the dynamos are interesting, and the distiller is temporarily out of use. Put all these in the living spaces, add the phenomenal heat of modern fire-rooms, and the noise, oily smell, cramped berthing space, bad air, and consequent loss of sleep, and the picture is that of ordinary cruising at sea. Prolong this for months and it means sickness, discomfort, and inefficiency of the crew. The remedies for all this are simple enough.
1st. Group as far as practicable all heat-producing objects and auxiliary engines, such as blowers, dynamos, galley, ice-machine, distillers, etc., in one compartment, or in adjacent compartments, as remote as possible from living spaces, with carefully arranged separate ventilation.
2d. Substitute electric motors for all auxiliary engines doing constant work in or about living spaces and that cannot be grouped as above.
This is only, in a measure, forestalling the inevitable substitution of electric for auxiliary steam power. Aside from saving miles of piping, with the inevitable leaks and the expensive water-tight joints at each bulkhead that is pierced, there are the additional advantages in the less danger of having the supply cut off in action, and of compartments flooded with steam; in the reduction in heating and oily smell all over the ship; in being able to use motors for ammunition-hoists, thereby reducing the need for so many men in the powder division; in economy of power over present arrangements ; in ability to splice a break readily; in the ease with which the wires at vital points can be protected with steel tubing ; and finally, in the reduction of the engineer's force by the number of men now required to look out for auxiliary engines, and the substitution of seaman-gunners to run the motors, thereby increasing the number of trained combatants on board by that many.
3d. Reduce the ship's- complement of men and officers to a minimum, especially in small ships.
The necessity for a certain amount of entertainment by the officers in time of peace calls for a considerable table space in a mess-room, which should be, where practicable, separate from the living space, and it should be made a regulation that all commissioned officers, below the commanding officer, shall constitute one mess. In the smaller ships of 2000 tons and under, junior and warrant officers' quarters should be abolished, and if the exigencies of the service really require the assignment of one or more cadets, they also should mess in the ward-room. In larger ships the necessities for reduction in officers' quarters are not so great, but still the tendency must be towards "surrendering" to the men more living room, even in the best of them.
4th. In smaller ships already built or designed, add a light spardeck, worked over the space between the poop and forecastle, to give additional berthing space.
If the weights do not admit of adding the covered deck, then do away with the auxiliary sail-power, which is of less importance than the comfort and efficiency of the crew. The best plan is to stop designing, and sending people to sea in small vessels of enormous horse-power. It is a delusion and a snare to attempt to get high speed on small displacement in cruising vessels, and expect to beguile intelligent Americans into accepting, as a profession, life in such sweat-boxes, with no place to stow clothes, and with every unsanitary condition carefully observed. There is almost a criminal side to the case in the sacrifice of safety to speed in these so-called cruisers. In the Yorktown, which has not phenomenal speed, a double bottom was not possible. In the extremes of the type, like the Serpent, we have a lesson that we should not be slow to learn. The tendency is too much towards sheet-iron shells, light steel frames, and linoleum bulkheads as they have abroad in such so-called cruisers as the French Forbin, where only conscription can keep a crew in her. The physical condition of the men, when it comes to action or to conditions of war, is of greater moment than the one or two knots extra about the twenties for which we are asked to sacrifice so much. Great speed is all right on great displacement, and is all wrong in small vessels really intended as cruisers.
More stowage room should be provided on board ship for the men's clothing and outfit. Each man is required to have the following, valued at a total of $56.35:
2 suits of blue. $12.36
1 white hat .33
2 white mustering suits 5.32
1 neckerchief 1.06
3 white working suits 3.18
1 pair leggings .60
2 blue undershirts 2.58
1 pair blankets 4.36
2 pairs drawers 2.30
1 mattress with covers 4.32
2 pairs socks .66
1 suit oil-skins 2.20
1 pea-coat 10.00
1 pair rubber boots 2.50
2 pairs shoes 2.28
2 caps (one mustering) 1.80
1 watch cap .50
This simply represents what a man requires to be presentable under the conditions of service. Many men have four or five working suits, white hats, etc., and they certainly ought to be encouraged to dress well; but, for instance, on the Chicago the average capacity of the forty-four wire lockers in which the same number of apprentices are required to stow all their belongings is 1.8 cubic feet. The other men have lockers of about 2.2 cubic feet average capacity, but the engineer's force are allowed an extra locker each for soiled clothes. Considering that this ship is the roomiest and most comfortable of the new ships, the first-class petty officers, who usually wear white shirts, collars, cuffs, etc., should have more than 3.7 cubic feet for their clothing. The result is that rain-clothes are stored where they deteriorate rapidly, pea-jackets are lashed in the hammocks, the clothing all shows the result of tight packing, the locker doors are sprung, and a premium is placed on shiftlessness. In the newer ships the lockers are larger, but from four to six cubic feet is reasonable. Separate lockers should be provided for rain clothes, with pigeon-hole subdivisions capable of holding a pair of boots, southwester and oil-skins, to be stored by gun's crews, with a separate locker or two for those watch petty officers who require them. Oil-skins of the prescribed pattern should be kept in the paymaster's stores for issue, for it is useless to attempt to have a boat's crew in uniform, a thing which is desirable and easily enough accomplished if properly looked out for. Living out in all kinds of weather, oil-skins are certainly an essential part of a man's outfit; and, as they are prescribed as a uniform, some official attempt should be made to protect the men from the harassing unreasonableness of requiring them to have everything of a uniform pattern and then providing no place to stow the things they are required to have. It is such policy as this that drives more men out of the service than questions of life career, more pay, or seamen's savings banks, etc. Ditty boxes are part of men's outfit, yet few ships go into commission with any racks provided for their stowage. The holds of ships are now so small that a great deal of the gear formerly stored there, such as deck-buckets, stages, wash-deck gear, boat-gripes, sea-painters, stage-ropes, etc., are crowded out. Places must be provided for these, as well as for cleaning-gear for bright work; gun, hatch, canopy, steering wheel, binnacle, search light, and other covers; boat cushions and cloths ; watch-tackles, straps, heaving-lines, lashings, old canvas, steaming-covers, etc., which are required to be handy for routine purposes. Top-chests and channel-chests cannot be carried now, yet there is no allowance to take their place. The regular allowance for ships should include deck-chests, boatswain's mates' chests, and spar-deck lockers for the stowage of gear that is in more or less constant use. Neglect to provide proper stowage room leads to tendencies on the part of the men to surreptitiously stow gear in ventilators, guns, field carriage boxes, air ducts, capstan barrels, hammock nettings, wash-rooms, and all the nooks which supply the lucky bag with its daily haul. There is nothing so time-honored as a lucky bag, and yet few ships have any place provided for its stowage.
The ordinary conditions of cruising bring out, of course, many defects which cannot be foreseen, but there are many things which an inspection board should be charged with ascertaining, which are considered trivial, but which make the difference between a happy and an unhappy ship.
Proper drying-rooms for clothing should be provided, particularly for the engineer's force. Standing, as they do, in three watches, there is no such thing at sea as a chance to wash clothes in the morning watch, and opportunities should be given them at other times. With practically mastless ships, the facilities for drying clothes for all hands are not what they should be, and it would be of immense advantage to have a large drying-room to be used in bad weather, care being taken to locate it apart from the living space of the men, on account of the heat it gives out.
In a sanitary way men have very little idea of the question of the proper ventilation of a ship. Improved appliances are useless unless properly looked out for. So much depends on it now-a-days that it seems worth while to provide blowers that will work either way, so as to force or exhaust as required. The direction of the wind in steaming forms draughts through a ship independent of the currents set up mechanically, and differences of temperature come somewhat into play. It thus happens that a certain compartment of the ship may, under certain circumstances, require both a force and an exhaust draught to clear it of foul air, while, under others, it would have to have the forced or exhaust system only. If it is worth the expense of putting in the elaborate appliances now provided, it is certainly worth the while of some one to look after the subject carefully. This will be spoken of later.
In thus calling attention to the necessity for providing increased comforts for the men and for improving the sanitary condition of ships in the matter of berthing and ventilation, it is aimed to lay down the proposition that it is the small annoyances in life which make the difference between happy and unhappy ships; but there is one other thing which is more important than even this, or than the question of increased pay and emoluments tor faithful service, and that is the administration of firm and even-handed justice. An idea is prevalent that the discipline in our navy is very harsh, and, like most popular ideas, is founded on the glaring exceptions which prove the other rule. Fact is that, through one cause or another, the general system of punishment has been so relaxed that for certain offenses there is now no adequate punishment, which, coupled with the entire lack of uniformity throughout the service, earnestly calls for an inquiry into the subject by a board of officers with a view to tautening up the whole system. Plenty of work, many privileges and comforts, and rigid adherence to fixed, swift and well-graded punishments, means good discipline and hence general contentment. In each new ship designed the brig is given a more and more choice location, until in cruisers 9, 10 and 11 it is under the forecastle in the 6-inch gun support. The fundamental principles of confinement in a brig are restraint and removal from intercourse with others, and solitary confinement becomes a farce when the prisoner can constantly see his messmates passing to and fro, and where the noise and bustle of the ship's routine work is interesting and diverting to the prisoner. The light is generally good, the ventilation is excellent, and the confinement admits of rest and recreation. If the brigs were put below, where they were intended to go, and were kept dark and isolated from all noise and intercourse with the crew, then five days' solitary confinement would mean something. Non-intercourse, restraint, and silence are the very elements of solitary confinement, and its purpose is defeated in the new ships. In the Philadelphia and Baltimore there are small brigs—one on each side of the berth deck in the 6 inch gun supports. To properly enforce a sentence of bread and water there should be a sentry on each brig, as they are separated by a fire-room trunk. This means eight sentries to properly enforce the sentence of two men. The Yorktown's brig is under the forecastle. That of the Chicago is on the berth-deck forward, where people are constantly passing to and fro. The punishment of double irons is now no punishment at all. Not only do the hand and leg irons now furnished ships admit of the greatest freedom of motion, but such confinement becomes a rather welcome opportunity for the idle, lazy and shiftless to escape work for five days or so. The messmates of the prisoner do his work for him while he eats the bread of idleness, and dozes away his time. To be a punishment, confinement in irons should primarily imply retirement from the public gaze, and should be made as irksome and uninviting as possible. What is needed is the old-fashioned leg-iron with sliding rod through staples in the deck, and lilly-irons for the wrists. In the interests of good discipline and in economy of sentries, the brig should be located below the berth-deck, away from the temptation and opportunities of the men to pass in food; it should be as remote from the noise and bustle of active life as possible; it should be well ventilated but not lighted; and, in the passageway outside of it, leg irons should be fitted to the deck as described above for prisoners confined in irons as a punishment. The present style of irons is admirable for the confinement of men for safe-keeping, but it is manifestly unfair to treat a man awaiting trial or sentence of a court-martial to the same punishment as a man confined in irons for an offense of which he has been adjudged guilty. The man awaiting trial may be acquitted as innocent, yet he is punished the same as the man adjudged guilty of some minor offense. There should be a wide distinction. With proper fittings in a ship for punishing men, and with certain and unvarying punishment for specific offenses, with additional penalties for repeated infractions of the same regulation, it is possible to carry out the purpose and spirit of the navy regulations. The whole subject needs investigation and revision by proper authority, and it is just as important as questions of increased pay and rewards.
In nothing so much as in the messing arrangements on board ship is there more pressing necessity for a radical change. The interests of the service demand the establishment of a general commissary system, in place of the antiquated, uneconomical, and cumbersome mess organization which we now have. Under any other arrangement than that which now obtains on board sea-going ships the ration of thirty cents a day would be ample, and the usual assessment of from $1.50 to $3 per month in addition, which the caterers of messes exact from each member, represents the correct measure of the wastefulness, poor economy, and failure of the present system. To exact such sums of money from apprentices getting $9 or $11 per month, or from landsmen getting $16, is nothing short of outrageous. Nor is this in any way the fault of the men themselves, but simply demonstrates that the separate mess system is fundamentally wrong. To illustrate its workings let us examine into details. Each mess consists of from eighteen to twenty-three members, some more, some less. Each has its separate cook, caterer, vegetable-locker, mess-locker and mess outfit. In the mess outfit the government furnishes a coffee, tea and sugar-tin, molasses and vinegar-breaker, a scouse-kettle, bread-kid and a mess-cloth. Each mess buys in addition a coffee-kettle, knife, salt and pepper-boxes, carving-knife and fork, knives, forks, spoons, coffee-tins, plates, butter dish, oil table-cloth, meat-dishes, frying-pan, and three baking-pans. The rations as issued and the fresh provisions, not perishable, are stored in tins, boxes, etc., in the mess-lockers. Each mess has its slop-buckets, dish-pans, swabs, etc., for cleaning gear. Multiply each outfit by the number of messes; crowd the cooks around a galley; see the lack of economy in space, the wastefulness in food, and the character of the cooking; see the liability to confusion, difficulties and conflicting interests that must bring constant trouble, and then try and find one good reason for continuing a system that stamps itself on its own face as a monumental failure. There are always difficulties in getting men who are willing to serve as cooks; they must be paid extra money by the messes; confusion reigns when a cook is absent on liberty, or sick, or confined as a punishment; caterers abscond now and then with the mess funds; and finally, the berth-deck cook is an unmitigated nuisance in the ship's organization that causes more difficulties than any other class of men in the ship's company. The remedy for all this is simple enough.
Abolish separate messes; cook the issued rations as for one large mess; with the commuted ration-money purchase such extras as with the fresh provisions issued by the pay department in port will insure good living, reserving, however, some of the money as a sea store fund; set aside a separate compartment or enclosed space as a pantry, containing lockers and racks for storing the general mess gear, the stores for immediate use, and the various appliances and gear needed in the preparation of food for cooking; locate here, also, sinks with hot and cold fresh and salt water, with hand and steam pump connections for washing mess-gear; merge all the vegetable lockers into one general system of lockers; and finally, set aside a store-room and a space in the hold for the men's provisions and Stores. The rate of baker, abolished in 1883, should be revived, and those of ship's steward, pantryman, messman and ship's cook's assistant created. The pay of steward should depend on the class or rate of the ship, but should be, at least, from $75 to $100 per month. He should be a man of experience as a caterer and the very best man that can be gotten for the money. He should select and order mess supplies, and render bills to be paid in such way as will insure the safety of mess money, or the protection of the mess against loss by any method of fraud or dishonesty. The whole messing arrangements should, however, be under the supervision of an officer whose function will hereafter be described. The ship's cook should be required to qualify as such at a naval rendezvous before transfer to a sea-going ship, and for thus qualifying should receive increased pay. It should be the duty of the pantryman to receive and have charge of all stores, mess-gear, etc., in immediate use, and, assisted by the assistant ship's cook and such messmen as may be needed, to prepare the food in the pantry ready for cooking. It should be the duty of the baker, under the direction of the pantryman, to prepare and bake all bread and pastry. It should be the duty of the assistant ship's cook to assist the pantryman in the preparation of food, and the cook in such ways as may be necessary. It should be the duty of the messmen to wash all mess-gear, spread mess-tables, help in the preparation of food, clear up, clean and keep in order the pantry and store-rooms, and in every way assist the pantryman, baker and cook in their duties. It is confidently believed that eight messmen could do the work now done by eighteen cooks, or that six or seven could do that of from twelve to sixteen, being a clear gain to the effective deck force of at least fifty per cent. The ship's steward could certainly do the work of all the mess caterers not only more economically, but with better judgment and intelligence. The ship's cook, his assistant, and the baker could cook or bake all that is required by a general mess much better than the ship's cook can now alone cook for some sixteen separate messes. As for the pantryman, the gain in economy and in time in the preparation of food for a general mess, as contrasted with the go-as-you-please style of preparing all sorts of dishes for a number of messes, is too apparent to need practical demonstration. The number of messmen could be reduced to the lowest limit by having a certain number of men detailed for a week at a time to go below when mess-gear is piped, to help set and serve tables from the galley or pantry. After meals they could help clear off the tables and sling them overhead. Such services would not be required for more than from fifteen to twenty minutes altogether, and need not in any way interfere with their duties on deck. The ship's company should mess by gun's-crews or divisions as now, excepting that apprentices should be organized into separate messes presided over by first or second class petty officers. Men going on watch should all be served at the same table, thereby saving over the present arrangement of having half a dozen tables or mess-cloths going for half an hour before each meal. Petty officers' messes could very easily be furnished with extra dishes through extra money paid into the mess fund, provided they wished to live better than the regular mess. This general system here outlined is, with some necessary modifications, carried on for the cadets on the practice cruise, and is entirely feasible. On the receiving-ship Independence at Mare Island it was inaugurated several years ago by Captain Frederick Rodgers, U. S. N., under the supervision of the executive officer. Lieutenant Daniel Delehanty, U. S. N., and was described in the Naval Institute Proceedings about that time. It certainly commends itself on every possible ground, and it is worth at least a trial on a sea-going ship.
In the latest types of ships, cold storage and refrigerating rooms are provided. These add very much to the efficiency of the ships in the ability it gives them to carry fresh provisions for long periods of time at sea, thereby reducing the necessity for such large storerooms below, and adding to the healthfulness and comfort of the crew. It would certainly add to the efficiency of all ships now in commission, to put in cold storage rooms as a compensation for the reduction in store-room and hold space for the stowage of provisions. Cruisers 9, 10 and 11 will be fitted with Allen's dense air ice and refrigerating machine, capable of making 200 pounds of ice a day, and of cooling a 60-gallon scuttle-butt, besides keeping a meat room of 350 cubic feet at a temperature below 34° F. It is a sufficient commentary on our present system of having numerous messes, to point out that with twelve to eighteen different cooks running to a cold storage room to get out from twelve to eighteen different pieces of meat, with the consequent confusion and the admission of hot air to the room, the cold storage would be apt to prove a failure. With a general mess and a large cold storage room there is no reason why fresh provisions” should not be carried for thirty days as in ocean steamers.
The liberality of the present ration, the extra dishes prepared, the provisions purchased with commuted ration-money and by extra assessments, the issue of fresh provisions in the pay department, all lead to overcrowding the galleys now furnished ships, and bring failure upon any type of range that can be adopted. There are many pertinent reasons for abolishing the present type of galley. The work required of one can best be performed by steam heat. In all modern ships it is required that steam be kept up constantly on an auxiliary boiler for the various purposes of electric lighting, distilling, heating, pumping, etc. All roasting and boiling in large quantities is best and most economically accomplished by using steam heat. The steam roasting ovens and boilers are perfect in their operation, convenient for shipboard, and possess every advantage over a range. As for the self-feeding copper urns for making coffee and tea, nothing can more highly commend itself to our consideration. The present method of making coffee is for the berth-deck cook to drop an uncertain amount of ground coffee into a big tin bucket and pour a still more uncertain amount of hot water in with it. The water may or may not be boiling, but that is hardly material. The coffee steeps for ten or twenty minutes, and the result is an insipid drink in which a great amount of excellent coffee has literally gone to pot. In the steam self-feeding urns, on the contrary, the coffee is made on the drip principle, and the water feeds in automatically. Unless the coffee water is actually boiling, it will not feed over into the urn. A sketch of such an apparatus is shown in Plate I, where the centre urn is for hot water and the end ones for tea or coffee. They can, of course, be made any size collectively or relatively. The operation of the coffee urn is shown in a section in the same plate. The drip-basket, C, in which the coffee or tea is placed, is made of copper. The bottom, D, is pierced with small holes, while below it is the flannel strainer, E, which can easily be replaced. The cast-iron vegetable boiler is also shown in section. The live steam enters at A and passes around to B, being cut off by the partition C; E is a galvanized iron steam-pipe, perforated for steaming purposes; G is the strainer and outlet to the faucet. Galvanized iron baskets go in the boilers to separate different things that may be boiling at the same time, such as meats and vegetables. A small steam oven could also be provided for keeping warm the meals of men away at meal hours.
For baking bread or pastry, a sheet-iron bake-oven, burning coke or coal, should be provided. It would only be needed for a few hours in the day, and requires very little fuel. With such an oven and any sort of a baker there would be no need for buying fresh bread on shore in any of the officers' or men's messes.
For a crew of 450 men, a galley or range of the present type furnished with all the accessories costs fully $1500. For $1200 the following outfit, as shown in Plate II, can be placed in the same amount of space as now occupied by a regular galley:
5 oblong seamless cast-iron steam roasting ovens with hinged covers, each 24 inches by 33 inches, at $75… $375
3 seamless cast-iron steam vegetable, stew, meat, or soup boilers, of 70 gallons capacity, with galvanized iron hinged covers, at $75 each… 225
One set of self-feeding copper urns on iron stands, with gauges, faucets, strainers, etc., complete, of the following sizes: water urn, 100 gallons; coffee urn, 80 gallons; tea urn, 40 gallons… 400
One sheet-iron bake-oven, 3 feet square, with three compartments…200
The roasting ovens and boilers should be lagged with asbestos to prevent radiation and to keep down the temperature of the galley space in hot climates. The above outfit would easily go in a space twelve feet by ten, with ample room to get around in. Whether it is used for a general mess or a separate mess system, the advantages of this outfit over the galley or range may be stated as follows:
1. To "start fires" requires turning on a valve or so, and in twenty minutes the plant is in full operation.
2. If desired, only a part of the plant need be operated on occasions when it is desired to practice economy.
3. The heat given off by such a plant in the tropics is much less than by a galley, and the noise about it is very much less.
4. The oddest kind of shaped space can be utilized for erecting such a plant, as remote from living spaces as possible, on account of ability to fit any shaped space to order.
5. No immense and expensive bed-plate is required as in the case of a galley.
6. The danger from fire is reduced to a minimum.
7. Cooking by steam gives the best results in a culinary way, and is more economical than burning coal in a range.
8. Once set up, a steam plant will outlast several galleys, as there is little to get out of order, and can be replaced in part as it wears out.
9. Steam cooking plants are in successful operation at the general recruiting depot of the army at David's Island, at Snug Harbor, and, to a certain extent, in all the leading hotels in New York City.
The following named people are a few of the firms which are prepared to make bids on erecting such a plant in whole or in part on different men-of-war: John Ashcroft, No. 73 Gold street. New York; Duparquet, Huot and Moneuse Co., No. 43 Wooster street. New York; Bramhall, Deane & Co., No. 274 Front street, New York; Van & Co., Cincinnati, Ohio.
This system of messing should be supplemented by a co-operative bumboat system on the canteen principle. The profits of bumboating are enormous, and should properly accrue to the men themselves. The economy of buying fruit, beer, etc., by wholesale instead of by retail is a sufficient argument for undertaking such a system, at least in large ships.
The general commissary and canteen system here briefly outlined is perfectly feasible and certainly desirable. The more minute details will in a measure work themselves out in practice if the idea is once adopted in the service.
In thus looking out for the physical comforts and welfare of the men there need be no fear of coddling them. There is too much routine work for every one aboard a modern ship to admit of men being spoiled, in the ever-recurring necessity of overhauling, cleaning, painting, scraping, and caring for the hull and armament of a cruiser or battle-ship. The chief difficulty is to find sufficient time to devote to drills and exercises without neglecting too much of that attention to smart appearance which has always characterized the vessels of the American Navy.
Having called attention to several needed improvements in the internal organization, arrangements, and discipline of our new ships as affecting the comfort and best interests of the men, it is well to now inquire into what special inducements we should offer, in the shape of rewards and emoluments, as will not only attract into the service more of the better class of Americans, but retain them in the navy for life. This we can only accomplish by excluding aliens from the service, and by offering to the men advantages and rewards as substantial relatively as those which officers now receive, and equal to those offered by corresponding occupations in civil life. We have in the service now, (1) a practically working continuous-service system, providing a small longevity increase of pay for each three years of service; (2) a system of conduct grades with corresponding monthly money allowance; (3) improved rations far better than issued in any other service in the world; (4) a good quality of clothing of more or less uniform pattern, and small stores in variety and at the lowest market prices; (5) a government savings system paying 4 per cent interest on money deposited; (6) two pension laws, one providing help from the Naval Pension Fund for disability after ten years' service, on recommendation and finding of a board of officers, and the other providing a regular pension, or, in lieu of it, maintenance at the Naval Home, for disability after twenty years' service; (7) a fairly good apprentice system; (8) an allowance of $45 to apprentices on enlistment for clothing; and (9) a system of instruction for seaman-gunners which is not yet, but soon will be, in thorough working order. These represent, outside of the pay tables, the principal inducements now held out to enlisted men to make a career in the navy. The results are not encouraging. It is not that we do not get many good, bright, excellent men, but that we do not seem to be able to retain them in the service longer than one or two enlistments. To endeavor to remedy this, and to supplement what has already been done towards making a life career for men in the service, the following provisions should be enacted by law:
I. No alien should be accepted for either special or continuous service, excepting to fill vacancies in special service billets for the remainder of a cruise on a foreign station.
In the matter of restricting all enlistments to Americans, some difficulties may seem to present themselves in the case of getting men for certain special service billets, such as stewards, cooks, servants, and bandsmen. Fact is, it is in these billets that we most of all need Americans. The day has passed when foreign messmen and bandsmen can be relegated to the powder division. The question of the rapid supply of ammunition is serious enough without complicating it with thoroughly non-combatant foreigners, unused to manual labor and ignorant of our language. If we cannot get American servants for the pay allowed, then it will be time enough to increase the pay. If we cannot get American bandsmen for the same reason, let us put up with inferior music. As each non-effective man in a ship takes up as much room as an effective one, and as few ships can carry their effective complement, it certainly follows that in the matter of messmen and bandsmen we have a long way to go to arrive at a satisfactory solution of the problem. Once pass the law and the difficulties will in time vanish. The exception noted above, in the filling of vacancies in special service billets abroad by foreigners, is a necessary one. As for general and continuous-service men, there can be no doubt as to the wisdom of restricting enlistment to Americans, or to those who have declared their intention of becoming naturalized, as it is the height of folly for a rich and powerful nation to have to rely on mercenaries and hirelings in the exigencies of war, through neglecting in time of peace to train up a picked body of her own citizens to bear arms for the national defense.
II. Unless having had previous naval experience, no men other than effective, able-bodied men, between the ages of eighteen and thirty-five, shall be enlisted.
III. The term of enlistment shall be for a period of four years. Section 1418 of the Revised Statutes, enacted as far back as 1837, provides that men "may be enlisted to serve for a period of not exceeding five years, unless sooner discharged by direction of the President." Three years has come to be the customary service, and the laws relating to continuous service (Rev. Stat. 1426 and 1573) have been enacted on a three years' basis. This change to four years will require corresponding changes in the laws relating to honorable discharges, allowances for re-enlistment, and increase of pay for each re-enlistment. A four years' enlistment will enable ships to make full three-year cruises without having to pay so much extra compensation to men held over after expiration of enlistments, and, best of all, will permit of recruits being put through some preliminary training at recruiting stations before they are drafted off to cruising ships. Such modifications of the present continuous-service laws as are needed are outlined in IV, V, VI and VII, which follow.
IV. Every person re-enlisting for a period of four years within a period of four months after having been honorably discharged, shall, on presenting his honorable discharge, or on accounting in a satisfactory manner for its loss, be entitled to pay during the said four months, equal to that to which he would have been entitled had he been employed in actual service.
V. Every person who, having been honorably discharged from the navy, re-enlists within four months thereafter for a period of four years, shall be further entitled, after four years' service, including his first enlistment, to receive, for the period of four years next thereafter, two dollars per month in addition to the ordinary pay of his rating; and for each successive period of four years of service, so long as he shall remain continuously in the navy, a further sum of one dollar per month ; the past continuous service of enlisted men now in the navy, not to exceed four years, shall be taken into account, and shall entitle such men to additional pay according to this rule. Provided that one dollar per month shall be retained from the pay of the re-enlisted men, of whatever rating, during the whole period of their re-enlistment, to be paid to each man on his discharge, but to be forfeited unless he shall have served honestly and faithfully to the date of discharge.
VI. To the rates of pay which may from time to time be fixed upon by the President, there shall be added, (1) in the case of men enlisted for a period of not less than four years, for the third year of enlistment one dollar per month, and two dollars per month for the fourth year; and (2) to the rates of pay so fixed in the case of apprentices and boys, enlisted to serve until they shall arrive at the age of twenty-four years, there shall be added for the second year of such enlistment, after they shall have attained the age of twenty-one years, one dollar per month, and two dollars per month for the last year of such enlistment. But this increase in every case shall be considered as retained pay, and shall not be paid to such enlisted person until his discharge from the service, and shall be forfeited unless he serves honestly and faithfully to the date of his discharge.
VII. Continuous-service men shall be entitled to one month's leave for each year of service, to be granted at the convenience of the Navy Department, and to be cumulative up to four months, which may, however, be commuted in whole or in part on re-enlistment, if leave is not desired, to cash payment of four months’' pay, or in accordance with amount of leave surrendered. A continuous-service man thus entitled to leave may, if he so elect, report on board any convenient receiving-ship or any recruiting station, and, under such rules as may hereafter be prescribed by the Navy Department, may enjoy his leave of absence, with privilege of residence on board such ship, or at such recruiting station, in the quarters provided for enlisted men.
VIII. Boys between the ages of fourteen and eighteen shall hereafter be enlisted to serve until they shall arrive at the age of twenty-four, instead of twenty-one as now provided.
IX. Any apprentice serving in either a training or a sea-going ship may, at any time in the first three years of his enlistment, on the finding of a board of three officers, be discharged for inaptitude or undesirability for the service, but due notice shall be given the parent or guardian of such apprentice, at the expiration of which time, with the approval of the Navy Department, said apprentice shall be transferred to the nearest receiving-ship and there discharged. The discharge of an apprentice for any cause before he shall reach the age of twenty-four, shall work forfeiture of the $45 originally received for outfit. Notification of the vacancy at any time created shall be promptly sent to the commandant of the Apprentice Training Station, in order that the total complement of apprentices shall be kept full.
X. In the appointment of warrant officers, preference shall hereafter be given to graduated apprentices who, after having reached majority, shall have served at least two years as a seaman, petty officer, or special class petty officer on a sea-going ship, and shall have subsequently qualified as a seaman-gunner.
XI. All enlisted men serving in the Coast Survey and Fish Commission shall be called in by executive order, and authority granted these services to enlist their own men for their own purposes.
Under section 4397 of the Revised Statutes, "The heads of the several executive departments shall cause to be rendered all necessary and practicable aid to the Commissioner (of Fish and Fisheries) in the prosecution of his investigation and inquiries." The navy practically furnishes the steamers of the Fish Commission with their men and officers. That it is not "practicable" now to longer spare this force from the naval service is sufficient grounds for the withdrawal of it. That such service is of no military benefit to the enlisted men is certain. That the men in it are a dead loss to the navy as men-of-wars-men is of necessity a good reason for calling them into active military service. Under section 4685 of the Revised Statutes, "The President is authorized .... to employ all persons in the land or naval service of the United States" to carry out the provisions of the acts establishing the Coast Survey service; and under section 4687, " Officers of the Army and Navy shall, as far as practicable, be employed in the work of surveying the coast of the United States, whenever and in the manner required by the Department having charge thereof" This is subserving the military to the civil branch of the government with a vengeance. The fact that the army has dropped out of any share of the work under the Coast Survey, and that the navy bears most of the drudgery and a large share of the annual expense of the hydrographic work, is not in itself a hardship, but from a military point of view it represents a grave mistake. Untrained merchant and coasting sailors are the class of men from which the crews of Coast Survey vessels are recruited, and they are well adapted to such service. That so many man-of-war petty officers and seamen are diverted from a military service where they are absolutely needed, into a non-military service to furnish it with the means of doing the only work for which it was originally created and now has any nautical claims for existence (viz., surveying the coast) is, to say the least, a queer state of affairs. The annual appropriation for the support of the Coast and Geodetic Survey is over a half-million dollars, of which sum about $50,000 is for the expenses of hydrographic work carried on by some ten or more vessels manned and officered from the navy, and about $25,000 for the maintenance and repairs of these vessels. The annual appropriation for the publication of charts representing this hydrographic work, of so much value to mariners, is less than $20,000. In other words, less than one-fifth of the total appropriation goes to do the work for which this branch of the government was organized, and for which it gets the credit with the country at large. The merchant marine is benefitted by all this superb work, and the annual appropriations for the support of the Coast and Geodetic Survey are cheerfully granted. How many people in the United States know that the navy with its officers and men do the work, and that it pays annually some $200,000 for the salaries of the sixty officers and the men diverted from military service to do this work for a civil branch of the government? This service undoubtedly enables the naval officers in it to become familiar with our coast and harbors, and a moderate amount of duty in the Coast Survey service may possibly be of great value, but for enlisted men, drawn from an already depleted allowance, such diversion is unjust to the navy, uneconomical, unmilitary, and unnecessary. The sooner the enlisted men are called in, the sooner a grave mistake will be rectified.
XII. The total number of persons who may at one time be enlisted in the navy shall not exceed 10,000, of whom 1500 shall be apprentices and boys.
XIII. When an enlisted man absents himself from his ship on the eve of her sailing for a foreign port, and then gives himself up as a "straggler" on board some receiving or other ship, he shall forfeit three months' pay, and be further required to serve three months beyond the regular expiration of his enlistment, before he can acquire the right of discharge and the benefits of continuous service in case of re-enlistment.
XIV. Whenever it is discovered that a person who has been dishonorably discharged from the navy has eluded detection and re-enlisted, he shall be immediately discharged in the nearest available port, at home or abroad, and forfeit all pay that may be due him on the books, excepting $10 for immediate expenses.
XV. The Navy Yard, New York, shall be designated as the Central Recruiting Station for the Atlantic Coast, and the Navy Yard, Mare Island, on the Pacific Coast. All recruits enlisted on either coast at the various other recruiting stations now or hereafter established shall be concentrated, as hereafter provided for, at these two central stations, for instruction and preliminary training before drafting them off for service.
The ordinary receiving ships at different points should serve merely as conveniently distributed posts for recruiting under special conditions. At stated intervals a transport should make the rounds and gather in recruits, concentrating them at New York for inspection and training, leaving, however, the continuous-service men on the various receiving-ships, for such disposition as the bureau may see fit. This system of inspecting recruits at the central stations would lead to the detection of deserters and dishonorably discharged men who might try to enlist. There shall be attached to the stations at New York and Mare Island a corps of experienced and trained petty officers, rated in such billets as master-at-arms, yeomen, and gun-captains, constituting a body of what may be termed recruiting and drill sergeants, and composed of men who had made excellent records in the service on sea-going ships as petty officers. While gaining valuable experience in drilling and handling men, they would aid in examining and keeping records of recruits and would become personally acquainted with them. By this means and by a good system of descriptive lists, in the course of a short period of years, it would be almost impossible for a deserter or dishonorably discharged man to escape detection on presenting himself at or on being transferred to New York or Mare Island. By changing a few commissioned and petty officers occasionally between New York and Mare Island, it would not only contribute to uniformity in duties and methods at the two stations, but would lessen the possibility of such men as described changing their base of operations from one coast to the other. It is notorious that men now desert and re-enlist, or are dishonorably discharged and come right back into the service by reshipping at remote stations, and this evil should be put down at once. Let men once understand that dishonorable discharge and desertion mean severance with the service for good, and that deserters will be followed up and brought to justice wherever possible, and there will be a great falling off in both. By going even further and requiring men to bring certificates of good character when they present themselves for enlistment, and by raising the physical and mental standard in the requirements for enlistment, the good effect would be shown in fewer desertions. Make it harder to get in and recruits will not be so anxious to get out.
Coal-heavers and second-class firemen for the entire service should only be enlisted at New York, where a uniform and rigid standard should be established. There is no difficulty in getting plenty and the best at this one station. It is easy enough in case of a scarcity or extra demand to order special enlistment at other stations. The enlistment of coal-heavers on this coast is now confined to New York by recent orders, and the improvement in this class of men is most marked. Of course, continuous-service or honorably discharged coal-heavers and second-class firemen should be allowed to re-enlist at the nearest recruiting station. In Section XII it is sought to increase the total force of enlisted men to 10,000. This is admittedly more men than we need just at present for our ships, but to be able to keep a lot of men at New York or Mare Island for six months or so in training, it is necessary to increase the total allowance. Where the allowance is small, a sudden emergency might arise and a draft of recruits be ordered off, to the breaking up of any systematic attempt to drill them properly. With a larger total force, the pressure would never be so great as to call for raw recruits who had never received any instruction.
XVI. Any seaman or seaman-apprentice who shall hereafter qualify as a seaman-gunner, or any seaman who, having heretofore qualified as a seaman-gunner, shall re-qualify by attaining excellence in small arm and great-gun target practice, and shall be able, as a leading man aboard ship, to drill a squad of men in the usual routine drills, shall receive in any rating as a petty officer of the seaman class an increase of pay of 30 per cent over that provided in the regular pay tables, as authorized by the President from time to time for such rating, and in any rating of either the special or artificer class he shall receive an increase of 10 per cent.
This will have the double effect of encouraging men to become seaman-gunners, and of adding dignity and importance to billets of the seaman class. To further improve the status of the seaman class of petty officers, a considerable increase in their pay is both wise and desirable. This class of petty officers bears the brunt of the routine work about decks, of the military duties, and of the fighting in action, and on their efficiency largely depends the character of the discipline of the ship. It is through them that we must accomplish some needed reforms in the organization and general discipline of the service, yet these billets are now doubly unattractive through the drudgery of their work and the small pay and great responsibility of their position. This is so much the case that seaman-gunners and graduated apprentices generally try to get the billets of ship's writer, painter, oiler, or yeoman—anything, in fact, to keep out of a rating of the seaman class or as a watch petty officer. This is admittedly all wrong and a great misfortune to the service.
XVII. Cooks, stewards, servants, and ship messmen shall be enlisted for special service, and on board the ships in which they are to serve.
XVIII. Pensioners who become inmates of the Naval Home shall hereafter be paid their pensions under certain restrictions, to be held in trust by the Governor of the Home, or allotted to a wife, or child, or parent living.
The fact that a pensioner takes advantage of the privileges of the Naval Home is no reason why he should surrender his pension, particularly if there are others dependent on him.
XIX. Transportation at government expense shall be furnished, under the direction of the Secretary of the Navy, to such persons as may be authorized to enter the Naval Home as beneficiaries, and who shall be unable to pay for their transportation to the same.
XX. After thirty years' continuous service as an enlisted man or as an appointed petty officer in the navy, any person shall be entitled to retirement on three-fourths pay of the rank or rating held by him at the date of retirement, by making application to the President; or, after having served thirty years, but not continuously, any person shall be entitled to retirement on half-pay. Provided also, as in case of enlisted men in the army and Marine Corps, under Act of September 30, 1890, active service, either as a volunteer or regular during the War of the Rebellion, shall be computed as double time in computing the thirty years necessary to entitle him to be retired.
XXI. Dishonorable discharge in any case shall work forfeiture of all subsequent benefits of pay, pension, or retirement due to previous honorable service.
XXII. Officers and enlisted men of the Marine Corps shall be withdrawn from service afloat, and serve as a garrison for naval stations and in the sea-coast defenses of the United States.
Section 1616 of the Revised Statutes reads: "Marines maybe detached for service on board the armed vessels of the United States, and the President may detach and appoint for service on such vessels such of the officers of said corps as he may deem necessary." This would seem to imply that when no longer necessary they should be withdrawn. Section 1619 says: "The Marine Corps shall be liable to do duty in the forts and garrisons of the United States, on the sea-coast, or any other duty on shore as the President, at his discretion, may direct." It is certainly in keeping with the march of progress abroad to follow the example of foreign powers and place our sea-coast defenses in the hands of a semi-naval branch of the government. The record of the Marine Corps certainly merits the confidence of the country, and in taking this step we are but following out the dictates of wisdom in officering our sea-coast garrisons ultimately with graduates of the Naval Academy, and for the present with officers whose sea experience would be of the utmost value in the defense of our coast.
As to the wisdom of withdrawing the marines from service afloat, the subject has so recently been discussed that little argument is here necessary. If, however, no other arguments were forthcoming, it would be sufficient to show that it is demanded by the reduced complements of our recent ships. The newer vessels exact such care for their hull, armament, and machinery; the coaling of them is such a task, and the routine work required of the men is such that the marine "who toils not" takes up too much valuable room. The Yorktown has a guard of 18, the Baltimore and Philadelphia each 36, the Boston and Atlanta 40, and the Chicago 56. Of course some one has to do the police duty of a ship, and the marine does the work acceptably enough, but he is not sufficiently versatile. In a modern ship a man must be something more than a soldier; he must be a sailor besides, and a man with only one talent is out of place on a man-of-war. Aside from the desirability of having the police work done by the men themselves, it makes a ship's company more homogeneous, and is more in keeping with the system which requires our officers to perform a wider range of duties than any similar body of men in the world. Primarily this demands intelligence on the part of the individual, and, secondarily, thorough training in all the qualifications which make a modern man-of-wars man. In adopting this system for the men we are simply taking a step necessary to place our naval service at least theoretically ahead of any other in the world. There are other immediate reasons for the withdrawal of the marines from service afloat. The infusion into our men of a proper military spirit, now believed to be so necessary in modern training, is an impossibility as long as the marine guard exists on board ship. It is idle to say that we cannot trust the men themselves with police duty. If we cannot, then we have the strongest argument that can be advanced for beginning at once to remedy a defect that stamps any organization a failure in which the fighting force is untrustworthy. If we are to make any progress in increasing the respectability and sense of responsibility of enlisted men, we must take this step as a fundamental one. Such police duty is essentially military, and a proper spirit can never be cultivated in the men as long as the marine guard, by its mere presence on board ship, is a notice to the men that they are not trusted and respected; that they are incompetent to perform military duties, and that they do not possess the confidence of the officers. The military spirit is not difficult to acquire, particularly if exacted of men by the officers themselves. Most of the average marine guard sent on board a ship are raw recruits. One sees very few continuous-service stripes amongst them, and in the annual report for 1890 the number of reenlistments is given as 85, while there were a total of 948 enlistments and 520 desertions, and this in a total force of 1950, with five years as a period of enlistment and with 918 of the total force serving on board ship.
A full marine guard of the newer ships will never in the future, even for a flagship, consist of more than forty men, of which one will be orderly sergeant, two or three sergeants, four corporals, two music, and about thirty men. The detail in port consists usually of four admiral's and four cabin orderlies, and some three to five posts, each taking some four men, or about twenty in all. Then there are two cooks and a mail orderly. On gun-deck ships and the larger battleships there would be needed four corporals for the gun or battery deck, besides. In case the marine guard is withdrawn from service afloat, it is here proposed to perform their present duties in the ship as follows: We have now on board each ship a master-at-arms, a ship's bugler, and a ship's corporal, with an additional ship's corporal for a gun-deck ship. Add one more ship's bugler and four to six ship's corporals to the ship's complement. On flagships have in the commander-in-chief's complement an allowance of four men for flag orderlies. On flagships and other than flagships, select four men for cabin orderlies; these and the flag orderlies to serve for three months as such. Assign one man also to act as a mail orderly in port and as a sentry at sea. Select from four to six men as compartment men for the protective deck and lower compartments, to keep them clean, to preserve order, and to be responsible for them in every way, serving practically as sentries in the compartments to which they are assigned. They should have important duties in connection with closing water-tight doors, rigging hand-pumps, and opening or closing proper valves for fire or other purposes; regulating the ventilation under the general direction of an officer, whose functions will hereafter be described; and above all, in being held strictly responsible for the police of the compartments to which they are assigned. They should sleep there, and only leave it for "all hands." Assign the master-at-arms, corporals, orderlies, and compartment men to the Powder Division, and the two buglers to the Navigator's Division. Detail from the deck force each day a sufficient number of men to act as sentries for the three, four, or five posts which may be necessary, just as they do in the army, where sentry duty is legitimate military service. Aboard ship it might be well to make a detail last for a week at a time, but not longer. The master-at-arms and two corporals should make the rounds, and be on duty continuously from "all hands" in the morning, or from daylight, to 10 P. M., alternating in inspecting below, to suppress or report all infractions of the regulations. The master-at-arms should occupy the same relation to the entire force that the orderly sergeant does to the marine guard, excepting that his duties should be more active in policing the ship and less in drilling the men under him. He would of course have also to do what constitutes his important duties at present as master-at-arms, excepting that with a general mess system he would have no berth deck cooks to look after. The other three or four corporals should be on the spar-deck in port, to assist the officer of the deck, somewhat as a corporal or sergeant at the gangway does now, in overhauling boats and looking out for details of discipline, etc. For a quarterdeck guard in port where necessary, use as now certain men off post, with the addition of one or more machine-gun's crew from deck as needed, or detail a boat's crew from one of the boats that are hoisted, with the coxswain as sergeant or corporal of the guard.
XXIII. The following table gives the present monthly pay and ratings in the navy, and also the new ratings and new rates of pay here proposed. The new ratings are in italics, and the new rates of pay in the second columns. The old ratings to which stars are prefixed should be abolished. Any man holding a certificate as a seaman-gunner (having qualified in target firing or gunnery) shall be entitled to receive 30 per cent increase over any rate of pay shown in the proposed table for a petty officer's billet of the seaman class, and 10 per cent in a petty officer's billet of the special or artificer class.
With regard to certain new rates here proposed it may be well to make some explanation.
The rate of gun-captain should be established, and to qualify in it a man should be able to drill a squad of men at any regular routine drill, such as infantry, artillery, great guns, machine guns, etc.; should be required to pass an examination in the "duties of a gun-captain" as laid down in the hand-book hereafter mentioned; and should have made at four successive quarterly target practices a prescribed percentage hereafter fixed upon by the Navy Department. Gun captains should rank as second-class petty officers of the seaman class. In case a man is rated as gun-captain without qualifying, he shall receive $35 a month. A gun-captain, qualified, shall receive $45 per month. The same explanation applies to ship's cooks and machinists. To qualify in those rates requires that the candidate shall have passed through the prescribed training at the central recruiting station as hereafter described.
The rates of electrician and dynamo-tenders seem to be demanded, as distinguishing them from the engineer's force in official designation.
Our signal corps on board ship is inferior to what it should be. Something must be done to bring it up to a proper standard. It is proposed to establish the rate of signalman, with the pay of $27 per month; any ordinary seaman, seaman, or apprentice of corresponding rates being eligible, where specially fitted for the position. A hand-book for quartermasters and signalmen should be officially gotten up for their instruction and to prescribe the duties of quartermasters and signalmen, and the rating of quartermaster should be held out as an inducement to signalmen to become thoroughly proficient.
By the system of messing here proposed it is hoped to restore to the deck force at least 50 per cent of the berth-deck cooks now allowed. By having all commissioned officers (other than the commanding officers) in one mess, and by not assigning warrant officers and naval cadets to small ships, we can do away with warrant and junior officers' stewards, cooks and servants. By transferring the marine guard to a higher sphere of usefulness on shore we can largely increase the available working force on deck. The need of doing this in new ships with their crowded living spaces is sufficient warrant for hoping that sentiment will not stand in the way of common sense.
With increased pay, comforts and respectability, and with a fairly attractive career offered to enlisted men, we can hope to attract intelligent Americans into the navy. With more intelligent men we can secure a wider range of duties from each individual. With good raw material everything depends on training. The handling and fighting of a ship's armament is the true modern basis of the education and training of our men. We give too much importance to the paint-pot, holy-stone, active-top man type of man on the one hand, and leave all the military training to the marines. The modern effective unit, the seaman artillerist, must be somewhat of both types, and very much more than either, not only in military spirit and exactness, but in professional attainments to a degree not as yet fully realized. The improvement in the status of our men can and should end only in placing our service in harmony with the spirit and purposes of our republican institutions. This we can never do as long as we widen the gap between the officers and men by exacting the highest standard in the former and the very lowest in the latter. The new types of ships have done much to emphasize this, but we must train the men to the ship, not strive by conservatism to check the development of the materiel simply because it involves radical changes in methods of training.
There is neither sufficient time nor room aboard the new ships, in the exigencies of cruising, to conduct the drilling of recruits systematically and thoroughly, particularly in the first few months of a commission when there are so many other things to be looked after. It would tend, moreover, to secure uniformity, continuity, and thoroughness in the preliminary training of men, and would result in the greater economy in time and labor, if certain drills, up to fixed standards of efficiency, were given recruits at the central recruiting stations at New York and Mare Island before drafting them off to cruising ships. The most serious faults to be contended with in our service to-day are: first, lack of homogeneity in the crews of ships; second, lack of uniformity in drills, routines, etc.; and third, the absence of a strictly military purpose in the training of men. The duties of commissioned and petty officers, and the routine and details of drills should be thoroughly systematized. What we need are hand-books on different drills, accessible to officers and men alike, and a series of short and condensed text-books outlining the duties of petty officers and what they should be required to know to qualify in the ratings they hold. In the French service such books are prepared under government supervision, and sold for a nominal sum to the men. One gives, for instance, instruction to quartermasters and signalmen and all that they ought to know to qualify in such ratings; another, instructions to quarter-gunners and gunners' mates, etc. The application of these books to the practical examination of candidates for ratings, or to men or boys advanced from one rating to another, would tend to secure uniformity in the qualifications for ratings throughout the service. At present it is largely a matter of the individual ship, and the qualifications demanded are un-uniform, vague, and not at all thorough, except in special cases.
At the central recruiting stations the preliminary training of recruits should include setting-up exercise, gymnastics, swimming, school of the soldier and company, pistol and cutlass drill, singlesticks, boxing, bayonet exercise, field artillery, machine-gun drill, aiming and pointing, knowledge of accounts with paymaster, sewing, care of clothing, and familiarity with routine naval and police duties. Enclosed pistol-ranges for target practice should be erected at New York and Mare Island, and in the preliminary drill in aiming and pointing of small arms, air guns or parlor rifles should be used to illustrate the principles of aiming and firing. At Sandy Hook, near New York, and at the Mare Island Navy Yard, rifle ranges should be erected, embodying the latest ideas and suited to the requirements of individual, skirmish and company firings. Systematic firing over the ranges should be carried on until the men attain a fair ability to hit a target at various distances. Every endeavor should be made to familiarize the men with the care, preservation, and use of the arms they are called upon to handle aboard ship. The course of instruction at the station should last some three months or more, and should embrace from four to six hours a day.
Attached to the New York station should be four vessels to be used in the training of recruits. One should be a transport, to make the rounds of the recruiting stations at stated intervals, to gather in the recruits and to take drafts of men to ships along the North Atlantic coast. The second should be a small steamer of some sort, mounting a six-inch rifle, and having a small secondary battery consisting of a three- or six-pounder Hotchkiss, a revolving cannon, and a Gatling, to be used as a gunnery training ship for target practice for recruits at the station, to cruise out to sea or in Long Island Sound for a day or so at a time. The third should be either a sailing vessel, like the Saratoga, or a steamer with practically full sail power, like the Yantic, to serve as a training ship for recruits. From time to time recruits should be transferred to her for a cruise of from three to four months, for instruction in seamanship, alacrity, heaving the lead, signals, compass, log, knotting and splicing, handling boats, and the usual duties of a seaman as distinct from the military and gunnery duties of a man-of-wars-man. The incidental routine gunnery drills on board should be somewhat the same as at the station on shore, such as school of the soldier, small arms, machine-gun drill, single-sticks, field artillery, etc., to familiarize the men with the drills in service afloat. Great attention should be paid to boat drill as a most valuable professional exercise and a most necessary training for seafaring men. They should be taught to handle and bring boats alongside in all weather under oars or sail, and to expose themselves in bad weather in order to give them that confidence which only comes with a great deal of experience, and with a real knowledge of how to handle a boat under all conditions. They should be exercised in righting a capsized boat, in jumping overboard to pick up. Other persons in the water, and in every way encouraged to that fearlessness which comes with trained courage rather than heedless daring. It is easy to exaggerate the virtues of the old system of training men aloft as compared with the really thorough, athletic and professional training which men can be given in ordinary ships' boats under intelligent guidance. It should be as important to train men to handle a boat as to train a cavalryman to ride a horse.
The fourth ship, more or less attached to the central training station at New York, should be some modern ship like the Miantonomah or Terror, for the training of the recruits for the engineer's force. A vessel of this kind, to have routine target practice, must needs put to sea each quarter anyway, and it is certainly of sufficient importance in the training of the engineer's recruits to justify frequent short trips to familiarize men with their duties. As all coal-heavers for the coast are enlisted at New York, and all second-class firemen should also be so enlisted, it follows that a regular course of training in steam engineering and preliminary military training should be established for such recruits. It should go even further. A school for machinists should be added, and all who qualify in it should receive the increased pay provided for qualified petty officers. There is quite as much, if not more call for improvement in the character and training of men in the engineer's force than in the deck force, and if we are wise we will wake up to an acknowledgment of the fact.
Another advantage of having thoroughly equipped recruiting stations at New York and Mare Island is in the ability to provide for drilling the naval reserve forces at stated periods.
With a large total allowance of 10,000 men in the service, there will be no difficulty in carrying out this scheme. With a small allowance it will be impossible, as unexpected demands will be made on the central station, and men drafted off with little or no training to meet emergencies that are always arising. There must be a wide margin to enable men to receive proper training. With regard to whether or not recruits in service on shore should live in barracks or on receiving ships depends entirely on the efficiency of the ships, and whether or not they can accommodate as many men as may be necessary. The ships possess many advantages in respect to training, but in the course of time barracks will have to be built. In that case, the life of the recruit in barracks should be assimilated as nearly as possible to service conditions. This whole scheme of preliminary training is nothing more nor less than the application of the Apprentice Training System to general service recruits.
As regards the apprentice training system itself, special efforts must be made to enlarge and develop it. With the total allowance of apprentices increased to 1500, and an earnest effort made to retain the best products of the system in the service, it would become a most important factor in Americanizing the navy. Modern guns and appliances, and increased accommodations and facilities for training are very much needed. The attachment of the Richmond to the station is a great step in the right direction. The enlargement of the course for apprentices to qualify in special and artificer class ratings is demanded by new service conditions.
The seaman-gunners of to-day are the poorest paid, most seriously discouraged, and yet the most important class of men in the navy. Right here must begin a new departure, as this class of men must form the keystone of our organization. Not only should as many men as possible be thoroughly trained, as seaman-gunners, but the course of training should be constantly enlarged and improved, until our petty officers shall be, as far as possible, recruited from men who have first qualified in the rating of seaman-gunner.
The present custom is to send continuous-service men just after re-enlistment to the Navy Yard, Washington, to qualify in ordnance and gunnery, and to Newport to qualify in torpedoes and electricity. The applicant must be a seaman or petty officer of the line, under 32 years of age, and be able to read, write and cipher. He is also required to take out naturalization papers if not already a citizen of the United States. The course at Newport is very far from what it ought to be, and is irregular and unsystematic. The working force at the station is so small that the men are too often utilized for routine work for it to be profitable to the men in the way of general training. Certain men make a specialty of learning printing, others make torpedo fuses and detonators, and still others run the electric plant. All this is valuable in its way, but the course, to be a course, must be uniform, thorough and systematic. More officers are needed at the station, or else a good deal of the training now given can be better accomplished at Washington in connection with the advance and gunnery course. Men frequently qualify at Newport who have had only a few hours' lecture on electricity and a most theoretical course in torpedoes. After the men are transferred to sea-going ships the present pay tables begin to cause mischief. One man gets the rating of machinist at $70 a month; three others become oilers and get $36; while others become gunners' mates at $30, armorers at $45, printers at $40, yeomen at $60, and writers at $45. The pay of petty officers of the seaman class, from which these men are selected or recruited, is so much smaller than that of the special and artificer classes that the deck force receives little or no benefit from the seaman-gunner course. The past training has had the effect of fitting the men best for civil life, and the discouragement of the outlook in the service has operated to the effect of driving most of them out of the service at the expiration of their enlistments.
At the Washington Navy Yard great strides have been made towards the establishment of a proper school for seaman-gunners. With the target practice on board the Alarm with machine-guns and six-inch rifle, and the establishment of a rifle range on the Bellvue magazine reservation, we will soon have in the service a class of seaman-gunners who are, as they should be, expert artillerists. The standard should be high, and when a man qualifies he should receive largely increased pay, especially in ratings of the seaman class. The shops at the navy yard afford every facility for the mechanical and technical training needed, and the system of drills carried on by the seaman-gunners themselves, under supervision of commissioned officers, gives them the training they need as petty officers. The discipline is excellent and the results are very promising. The facilities should, however, be increased and the classes enlarged. The whole course of instruction of seaman-gunners needs thorough systematizing, and hand-books should be gotten out as soon as possible, to aid in the instruction not only of those at Washington and Newport, but those out in the service who need to freshen up from time to time and to keep up with the improvements and changes that are constantly being made.
The circulars of the Bureau of Navigation in relation to target practice, money prizes, etc., leave nothing to be desired in that respect excepting that they may be rigidly carried out in the service. The principal extension of this practical training in prize firing should now be in the application of the whole system to the apprentice training squadron and station, the central recruiting stations for recruits, and the seaman-gunner course at Washington. Special preliminary training both of recruits and petty officers, with a view to securing uniformity in the service and of freeing ship's routine of the elementary drills, is earnestly demanded by modern conditions.
A consideration of the recent tendencies in naval construction leads inevitably to the conclusion that sail-power cannot play an important part in the navy of the future. With twin screws which do not uncouple and cannot trice up, the most we can look for is auxiliary sail for storm purposes. The Newark is the only square-rigged vessel of the more recent ships, and every tendency, as shown by the report of the Policy Board and the plans of vessels contracted for, is in the direction of restricting sail to a very limited area. The Squadron of Evolution, in its recent cruise of 16,000 miles, had every opportunity of testing the utility or futility of square sails, and a study of the logs of the ships will furnish no grounds for a return to the Brooklyn or Pensacola types of cruisers. It is not that sails are obsolete, or that the training of officers and men with spars and sails must be given up, but it is sacrificing too much to handicap swift cruisers with sail-power that is only an incumbrance. Officers and men should be trained aboard sailing ships or auxiliary steamers at the Naval Academy, Newport, and at the central training stations, but it is going backwards to put useless sails on swift cruisers for doubtful advantages in training that can be infinitely better accomplished on regular training ships. Strong, reliable and not too complicated engines, good accommodations for the men, strong hulls with double bottoms, handy and roomy coal-bunkers, increased ammunition capacity, and improved methods of handling the same—these are questions alongside of which the importance of the question of sail-power in a modern swift cruiser dwindles into insignificance. Indeed, in the matter of coaling ship we have a long way to go. The demand for water-tight compartments and the continuity of the armored deck lead not only to most unhandy coal-bunker arrangements, but to difficulties in getting out coal fast enough to maintain high speeds for considerable runs, and, most important of all, to utter inability to coal ships in anything like reasonable time. The spectacle of a swift cruiser like the Philadelphia or Baltimore taking some three or four days to coal, or even one day, is in itself startling. If those last quarters of knots of speed which are added for cases of emergency are worth to the country $50,000 each, at what are we to value the hours wasted through absurd coaling arrangements at a critical juncture, when each hour means a loss of 18 knots or so underway? Fact is, in any new organization we must frankly come to it that the coal-bunkers and the means of filling them demand a place in our new station bills under the heading "Coaling Ship," just as "Making Sail" or "Reefing" were of importance in the past. The coal-shovel, the ammunition-whip, and the lock-string must all have live men on the ends of them, and alacrity is just as great a factor as it ever was in naval discipline and efficiency—some think greater.
Probably nothing can show more clearly the tendency of modern ships in the reduction of living space than the following comparison of the complements of the Chicago and Philadelphia, each representing epochs in naval development, and each carrying a crew up to the full limit of her berthing capacity. The full complement of the Chicago is 442, and of the Philadelphia 368, both being flag-ships.
On the Chicago there are 21 in the band, and an engineer's yeoman is allowed for admiral's writer, making the total allowance 40. On the Philadelphia, on the other hand, the allowance of six seamen and six ordinary seamen is disallowed, and the total is only 22. On the latter, therefore, the barge's crew comes out of the ship's complement. The Chicago being a gun-deck ship has an extra boatswain's mate and ship's corporal.
In the revised organization here proposed for our new ships of from 1200 to 10,000 tons displacement, the principal change is in basing the organization on the gun instead of on the sail power. The parts of ship are abolished and gun divisions substituted. The gun's crew is preserved intact in the entire watch, quarter and station bill, and constitutes, with the machine-guns' crews of the division, a section at artillery, a platoon at infantry, a running boat's crew, and going in the same boat at "arm and away" and "abandon ship." No special-duty men or excused men should come out of the gun divisions, which last comprise the entire deck force. All special duty men are in the powder or navigator's division, and there are as few such men allowed as possible, every effort being made to have a large working deck force. In case the marines are not withdrawn from service afloat, they should be reduced in numbers and regarded as special-duty men, which means that they would constitute a division of the powder division in the quarter bill, but otherwise be under the command of their own officer. However, it is assumed that the marines are to be withdrawn. The important factor to be first dealt with in adapting our organization to modern conditions is the powder division. The character and distribution of the chains of ammunition supply make it obvious that a large number of men are required to deliver the same to the numerous guns now constituting a modern ship's battery. Men at the guns are more or less protected by shields; men in the ammunition supply are mostly on or above the protective deck and entirely exposed, as the coal protection is only furnished the boilers and engines, hence the principal casualties will be in the powder division. On them will devolve also largely the care of the wounded passed below in action, yet at all times the rapid supply of ammunition is of vital importance. This fact, coupled with the necessity for closing water-tight doors when about to ram or in any danger of being rammed, just when ammunition is also most needed with rapidity, leads to the necessity for drawing on the engineer's force for the reserve for the powder division in action. Under ordinary circumstances the powder division must be organized without counting in any of the engineer's force, which should constitute the reserve, but of all things this division must not be short-handed. The automobile torpedoes are mostly handled in the region of the ammunition supply, and the torpedo division is here included as a division in the powder division. This brings us to a very important and very necessary change in the assignment of commissioned officers to divisions.
A consideration of the burden imposed upon an executive officer of a modern cruiser of large displacement, by the care of the hull and below decks, and the ever-increasing duties of looking out for the complicated needs of such a ship, leads inevitably to the conclusion that he should in a measure be indirectly relieved by a competent assistant from some of the duties which now bear so hard upon him. The senior watch officers, from their age and experience in the service, are entitled to share in these duties, and it is here proposed that, on first and second rates, the officer now corresponding to senior watch officer hereafter be designated as first lieutenant, and the executive officer as executive officer only. The first lieutenant shall have charge of the powder division, but shall not keep a watch. He shall, under the executive officer, be charged with the discipline of the lower decks, and of the special-duty and other men who clean, paint, and police the compartments and inside hull of the ship. He shall have charge of the general messing system and its inspection; shall regulate the ventilation of the ship below decks; shall have charge of the water-tight doors, traps, valves, pumps, and drainage system of the ship; and shall have charge of the police and sentries of the ship in the preservation of discipline and in the faithful and efficient discharge of their duties. He shall serve as senior member of boards of survey and inspection, summary courts-martial, board for the examination of seamen and petty officers for ratings to higher ratings than those held by them; and shall have personal and direct supervision of the instruction of landsmen, ordinary seamen, and apprentices to fit them for higher ratings. The executive officer shall continue to discharge the same duties as at present. The first lieutenant is simply to be a well-qualified assistant on whose knowledge and judgment, founded on experience in the service, the executive officer can rely. The work put on a modern executive officer simply means that he does as much as flesh and blood can accomplish and the rest must be more or less neglected. In most cases nothing is neglected, but the physical strain is too great and should be shared by a competent assistant. This is the custom in other services that might be named, and it is founded on reason and common sense.
With a modern powder division twice the size of a gun division, with the care and manipulation of automobile torpedoes added, and with the various chains of ammunition supply cut off from one another by the water-tight subdivisions, not to mention the exposed position of most of the powder division in even armored ships, it is not too much to say that the first lieutenant should have the assistance of one or more of the junior watch officers, or ensigns not standing watch, to properly carry out the complicated duties of the officer in charge. There being no marine officer in the ship, the duties of such could be incidentally performed by the first lieutenant as far as supervision and inspection of sentries, etc., is concerned. Any officer specially qualified in torpedoes should be assigned to the powder division as assistant in charge of the torpedo division. The more this scheme of having an officer of rank in charge below decks is considered, the more it will commend itself to the service at large. It is not a new idea in any sense, but we need to adopt it. In view of the enormous amount of clerical work required at present in the executive and navigation departments of a ship, two writers should be allowed, one for the executive officer as now, and the other for the navigator and first lieutenant, between them.
With regard to the allowed complement of ships there are certain ratings which should be increased in number. A chief gunner's mate should be allowed each ship carrying automobile torpedoes, whether there is a gunner aboard or not. The allowance of quarter gunners should be one for each large gun of eight inches or over, one for each pair of five or six inch guns, and one for the secondary battery. The armorer should also serve with the secondary battery. Two painters should be allowed to large ships, and the carpenter's gang increased to six carpenters and caulkers, in addition to the carpenter's mate, as the duties now required in the iron work and valves, pumps, etc., are quite additional to the former work of the gang. The commander-in-chief's additional allowance for new ships should be as follows:
Seamen, for orderlies 4
Landsmen 2 —
As the gun divisions take the place of parts of the ship, it may be well to first outline the changes needed in the present watch bill of our ships. In gun-deck ships, or in turret or barbette ships also carrying guns in an armored casemate, central citadel or superstructure, there should be four gun divisions. In all other ships there should be three. As these gun divisions are to constitute the parts of ship, the watch numbers of the first division should run from 101 to 200 inclusive, which would give for the fourth division 401 to 500 inclusive. The numbers from 1 to 100 inclusive should be given to petty officers, mechanics and idlers. Those from 1 to 24 inclusive should be for petty officers, mechanics, and idlers who do not stand watch, and should run as follows:
2. Ship's steward,
5. Equipment yeoman,
6. Pay yeoman,
7. Chief gunner's mate,
8. Engineer's yeoman,
9. Ship's writer,
10. Ship's writer,
11. Chief quartermaster.
13. Captain of hold,
14. Captain of hold,
21. Sailmaker's mate,
The watch numbers from 25 to 80 inclusive should embrace the petty officers, mechanics, and idlers who stand watch at sea, or in port, or both, as follows:
25. Chief boatswain's mate,
26. Boatswain's mate,
27. Boatswain's mate,
28. " "
29. Gunner's mate,
30. Gunner's mate,
33. Quarter gunner,
34. Quarter gunner,
35. " "
36. " "
37. " "
38. " "
39. " "
40. " "
41. " "
42. " "
51. Ship's corporal,
52. Ship's corporal,
53. " "
54. " "
55. " "
56. " "
57. " "
58. " "
59. Dynamo tender,
60. Dynamo tender,
61. " "
62. " "
63. Carpenter's mate,
64. Carpenter's mate,
65. Carpenter and caulker,
66. " "
67. " "
68. " "
69. " "
70. " "
71. Seaman, steam launch,
72. Ordinary seaman, steam launch
73. Side cleaner,
74. Side cleaner,
75. " "
76. " "
The numbers from 81 to 100 should include the ship's messmen, as follows:
81. Ship's cook,
82. Ship’s cook’s assistant,
The watch numbers from 501 to 600 inclusive should be distributed as follows:
From 501 to 550, the marine guard, or, in case the guard is withdrawn, those having corresponding duties should be here enrolled. In the latter case this group should contain numbers for four flag orderlies, four cabin orderlies, and one mail orderly. The other numbers should be reserved for the compartment men. From 551 to 570 inclusive should be the band numbers, and from 571 to 600 inclusive the cooks, stewards and servants, exactly as in the present watch bill.
The numbers from 600 upwards should be the engineer's force.
The quarter bill should be, in respect to names, a copy of the watch bill for the gun divisions, with one quarter gunner added for each division. The remainder of the crew, exclusive of the engineer's force, should be in the powder, navigator's, or torpedo division.
There it no necessity in a modern man-of-war for a large navigator's division. In action everything is now controlled from an armored fighting-tower, and the handling of the ship is confined to very few people. The custom now is to assign one or more machine guns to this division. It is here proposed that the following men compose the navigator's division: the chief boatswain's mate, chief quartermaster, carpenter's mate, and one carpenter and caulker, four quartermasters, four signalmen, four messengers, one ship's writer, two buglers and an armorer, in all nineteen men as a maximum. It will be found that these are the men most needed on the spar-deck in emergencies likely to arise in action. The allowance of four messengers is meant to cover the necessity in large ships for two for the officer-of-the-deck and two for the executive officer. An armorer should be handy in case of accident to the mechanism of guns or gun-carriages. The carpenter's mate and assistant should be on the spar-deck under the control of the commanding, executive, or navigating officer, to receive directions as to trimming the ship, in case of accident, by pumping out or letting water into certain compartments, under the supervision of the carpenter, who should also be attached to the navigator's division as an aid.
The torpedo division should be incorporated in the powder division, under the immediate control of the torpedo officer, but under the command of the first lieutenant, as being on the protective deck. It should consist of the following men: chief gunner's mate, one ship's writer, two dynamo tenders, two ship's corporals, and all the special compartment men, including also the mail orderly and four side-cleaners, in all about eighteen men. While in a special way this division will be called upon in action, at more or less close quarters, to manipulate torpedoes, yet their general duties at all other times should also be to close water-tight doors, rig pumps, close air-duct valves, etc., on signal from deck, or by order of the first lieutenant, where necessary in cases of emergency, as best determined by those below. This division will also act as aids to the wounded sent below or belonging to the powder division. This implies that the torpedo division will be scattered throughout the length of the ship on the protective deck. That is as it should be, as by special signal the men can be called together when about to discharge one or more torpedoes. Men in the powder division whose stations in action are on the protective deck should also be detailed to close water-tight doors, etc., on special signal, as it is important that two men be assigned to perform one duty of this kind, to decrease the chances of failure through the absence of one or the other. In case there are no torpedoes furnished the ship, the men here named as constituting the torpedo division would, of course, be assigned directly to the powder division.
The powder division should be composed of those men whose watch numbers range from 1 to 100 and 500 to 600 not otherwise assigned to the navigator's or torpedo division. The coal-heavers and first and second-class firemen of one division of the engineer's force should constitute the reserve of the powder division, to be drawn on in case of necessity. The steam launch's crew, though assigned to the powder division, are only nominally in it. In port the steam launch is generally busy, and at sea and in action this crew should be stationed in the steering-engine compartment. At sea they should stand in three watches, to oil and tend the steam steering gear, and to stand by to shift from steam to hand gear in cases of emergency. In action all three should be there for the same purpose, with the additional duties of connecting up the preventer tiller ropes or relieving tackles, or in assisting to ship the spare tiller in case of accident to both the ordinary hand and steam gear.
The engineer's division in the new watch and quarter bills should be assigned more space than is now given in the present bills.
In relation to the fire bill, only one remark seems called for in the arrangement and running of steam hose. The latter is kept in racks usually some little distance from the fire-plugs on the steam-main, and in the course of numerous drills the threads are stripped in coupling up hastily. It is here suggested that the pipe leading from the fire-main to each fire-plug be branched, with a valve on each branch. To one fire-plug the fire-hose should always be kept coupled and neatly made up, but handy in case of fire, with nozzle attached ready for running. The other plug should be used for washing decks, etc.
One boat bill should answer for "Running boats," "Arm and away," and "Abandon ship." The same crew should go in each boat under all three circumstances, but in other than running boats the additional men should be indicated by watch numbers under the sub-headings "Arm and away " and "Abandon ship." A boat's crew should be picked from each watch of a gun division, which is practically the same thing as assigning a gun's crew to a boat. The steam launch and sailing launch should be manned from the powder division. The gig's, barge's and dinghy's crews should come from the gun divisions equally, preferably from the machine-guns' crews. Ships should be furnished with small boats pulling double sculls for purposes where they readily take the place of larger boats during drill hours and after dark. The life-rafts, etc., for abandoning ship should belong to the navigator's, powder, and torpedo divisions.
In the organization of the battalion, the powder division should constitute the artillery and the ammunition supply; the navigator's, the color guard; and the pioneer's should be taken from the mechanics and engineer's force. Each gun division should constitute a company of infantry.
In the station bill such changes in the watch numbers should be made as to make it correspond with the new watch bill. To what are already given in the station bill as evolutions, should be added "Closing water-tight doors" and "Coaling ship." In coaling ship with the ship's company, as few should be excused from work as possible.
In summarizing what has been here proposed, it may be stated in a general way that the object sought is to secure for our ships (1) homogeneous crews composed of men who are Americans, or who have declared their intention of becoming citizens of the United States; (2) uniformity in the organization and drills of ships, in the training of men, and in the requirements for advancing men from one rate to another; (3) such improved comforts and consideration as will increase the real efficiency of the crews, and render the service more attractive than at present; (4) the retention of men in the service for life by making a career for them as men-of-wars-men.
Much remains to be done in raising the tone of first-class and other petty officers, by weeding out and getting rid of untrustworthy and dissolute men, and by granting to those deserving it, every privilege consistent with the maintenance of efficiency and discipline. In the case of second-class petty officers, their mustering uniform should be the same as for first-class petty officers, excepting, of course, the devices or rank marks. Men on sentry duty should wear a belt and cutlass. This applies equally to ship's corporals at all times, and to coxswains and quartermasters on watch. Men in the gun divisions should wear on the sleeve, corresponding to their watch, the figures 1, 2, 3, or 4, in white, according to the number of the division they are in, and this in place of the present white tape watch-mark. Men on the sick list should be required to wear the white band with red cross as prescribed.
In any discussion of the needs of the service, due regard must be had to the quiet revolution that is going on in our profession. Whether we close our eyes or not to the inevitable, we will never have an efficient navy until we infuse more of a military spirit into it, and until we recognize that we must provide a career for the men, with rewards and pensions for service as substantial relatively as those provided for officers.