''And they thought we wouldn't fight'' - Floyd Phillips Gibbons (fantasy books to read txt) 📗

(Photographs Copyright by Committee on Public Information.)

Between America and the firing line, there are three thousand miles of submarine infested water. Every American soldier, before encountering the dangers of the battle-front, must first overcome the dangers of the deep.

Geographically, America is almost four thousand miles from the war zone, but in fact every American soldier bound for France entered the war zone one hour out of New York harbour. Germany made an Ally out of the dark depths of the Atlantic.

That three-thousand-mile passage represented greater possibilities for the destruction of the United States overseas forces than any strategical operation that Germany's able military leaders could direct in the field.

Germany made use of that three thousand miles of water, just as she developed the use of barbed wire entanglements along the front. Infantry advancing across No Man's Land were held helpless before the enemy's fire by barbed wire entanglements. Germany, with her submarine policy of ruthlessness, changed the Atlantic Ocean into another No Man's Land across which every American soldier had to pass at the mercy of the enemy before he could arrive at the actual battle-front.

This was the peril of the troop ship. This was the tremendous advantage which the enemy held over our armies even before they reached the field. This was the unprecedented condition which the United States and Allied navies had to cope with in the great undertaking of transporting our forces overseas.

Any one who has crossed the ocean, even in the normal times before shark-like Kultur skulked beneath the water, has experienced the feeling of human helplessness that comes in mid-ocean when one considers the comparative frailty of such man-made devices as even the most modern turbine liners, with the enormous power of the wilderness of water over which one sails.

In such times one realises that safety rests, first upon the kindliness of the elements; secondly, upon the skill and watchfulness of those directing the voyage, and thirdly, upon the dependability of such human-made things as engines, propellers, steel plates, bolts and rivets.

But add to the possibilities of a failure or a misalliance of any or all of the above functions, the greater danger of a diabolical human, yet inhuman, interference, directed against the seafarer with the purpose and intention of his destruction. This last represents the greatest odds against those who go to sea during the years of the great war.

A sinking at sea is a nightmare. I have been through one. I have been on a ship torpedoed in mid-ocean. I have stood on the slanting decks of a doomed liner; I have listened to the lowering of the life-boats, heard the hiss of escaping steam and the roar of ascending rockets as they tore lurid rents in the black sky and cast their red glare o'er the roaring sea.

I have spent a night in an open boat on the tossing swells. I have been through, in reality, the mad dream of drifting and darkness and bailing and pulling on the oars and straining aching eyes toward an empty, meaningless horizon in search of help. I shall try to tell you how it feels.

I had been assigned by The Chicago Tribune to go to London as their correspondent. Almost the same day I received that assignment, the "Imperial" Government of Germany had invoked its ruthless submarine policy, had drawn a blockade zone about the waters of the British Isles and the coasts of France, and had announced to the world that its U-boats would sink without warning any ship, of any kind, under any flag, that tried to sail the waters that Germany declared prohibitory.

In consideration of my personal safety and, possibly, of my future usefulness, the Tribune was desirous of arranging for me a safe passage across the Atlantic. Such an opportunity presented itself in the ordered return of the disgraced and discredited German Ambassador to the United States, Count von Bernstorff.

Under the rules of International courtesy, a ship had been provided for the use of von Bernstorff and his diplomatic staff. That ship was to sail under absolute guarantees of safe conduct from all of the nations at war with Germany and, of course, it would also have been safe from attack by German submarines. That ship was the Frederick VIII. At considerable expense the Tribune managed to obtain for me a cabin passage on that ship.

I can't say that I was over-impressed with the prospect of travel in such company. I disliked the thought that I, an American citizen, with rights as such to sail the sea, should have to resort to subterfuge and scheming to enjoy those rights. There arose in me a feeling of challenge against Germany's order which forbade American ships to sail the ocean. I cancelled my sailing on the Frederick VIII.

In New York, I sought passage on the first American ship sailing for England. I made the rounds of the steamship offices and learned that the Cunard liner Laconia was the first available boat and was about to sail. She carried a large cargo of munitions and other materials of war. I booked passage aboard her. It was on Saturday, February 17th, 1917, that we steamed away from the dock at New York and moved slowly down the East River. We were bound for Liverpool, England. My cabin accommodations were good. The Laconia was listed at 18,000 tons and was one of the largest Cunarders in the Atlantic service. The next morning we were out of sight of land.

Sailors were stationed along the decks of the ship and in the look-outs at the mast heads. They maintained a watch over the surface of the sea in all directions. On the stern of the ship, there was mounted a six-inch cannon and a crew of gunners stood by it night and day.

Submarines had been recently reported in the waters through which we were sailing, but we saw none of them and apparently they saw none of us. They had sunk many ships, but all of the sinkings had been in the day time. Consequently, there was a feeling of greater safety at night. The Laconia sailed on a constantly zig-zagging course. All of our life-boats were swinging out over the side of the ship, so that if we were hit they could be lowered in a hurry. Every other day the passengers and the crew would be called up on the decks to stand by the life-boats that had been assigned to them.

The officers of the ship instructed us in the life-boat drill. They showed us how to strap the life-preservers about our bodies; they showed us how to seat ourselves in the life-boats; they showed us a small keg of water and some tin cans of biscuits, a lantern and some flares that were stored in the boat, and so we sailed along day after day without meeting any danger. At night, all of the lights were put out and the ship slipped along through the darkness.

On Sunday, after we had been sailing for eight days, we entered the zone that had been prohibited by the Kaiser. We sailed into it full steam ahead and nothing happened. That day was February the twenty-fifth. In the afternoon, I was seated in the lounge with two friends. One was an American whose name was Kirby; the other was a Canadian and his name was Dugan. The latter was an aviator in the British army. In fights with German aeroplanes high over the Western Front he had been wounded and brought down twice and the army had sent him to his home in Canada to get well. He was returning once more to the battle front "to stop another bullet," as he said.

As we talked, I passed around my cigarette case and Dugan held a lighted match while the three of us lighted our cigarettes from it. As Dugan blew out the match and placed the burnt end in an ash tray, he laughed and said,

"They say it is bad luck to light three cigarettes with the same match, but I think it is good luck for me. I used to do it frequently with my flying partners in France and four of them have been killed, but I am still alive."

"That makes it all right for you," said Kirby, "but it makes it look bad for Gibbons and myself. But nothing is going to happen. I don't believe in superstitions."

That night after dinner Dugan and I took a brisk walk around the darkened promenade deck of the Laconia. The night was very dark, a stiff wind was blowing and the Laconia was rolling slightly in the trough of the waves. Wet from spray, we returned within and in one of the corridors met the Captain of the ship. I told