ARMY TRANSPORT SERVICE. At the outbreak of the war with Spain the water transportation in the possession of the United States consisted of a few small tugs, ferry boats and launches. Suddenly confronted with the necessity of dispatching armies across the seas, it is not surprising that some 'confusion and delay were encountered in selecting, char tering and assembling fleets capable of trans porting troops, with their guns, animals and impedimenta, to Cuba, Porto Rico and the Philippine Islands. To convert the vessels com posing the several fleets from ordinary freight ships into commodious and comfortable troop transports required time and much outlay. The arrangement of sleeping accommodations for the men, stalls for the animals, increased water supply and ventilation involved a practical re construction of the interior of every vessel. It was particularly necessary to have those ves sels destined for the Philippines made safe and comfortable, for it was anticipated that the troops might pass direct from the decks to the battle-field. Hospital ships were fitted out as quickly as possible and served a useful purpose during the time of greatest need.
It was apparent at the outset that the prob lem of water transportation required careful and continuous study, and immediately after the surrender of Santiago de Cuba a division of transportation was created by the Secretary of War and charged with supervision and control of all rail and water transportation; with the inspection of ships with reference to charter or purchase for use as transports, and with the arrangements for sending troops by rail to and from the various ports. When it became ap parent that vessels would be required for a prolonged period, and that it was a very ex pensive proceeding to alter chartered vessels, the department began to purchase such ships as seemed best adapted to use as transports. Aside from the mere act of affording a passage to troops across the seas, the question of fur nishing them supplies after landing involved many intricate problems, each requiring a spe cial solution. American troops submit cheer fully to any amount of necessary hardships, but consider themselves entitled to the best lof everything, regardless of cost, when the emer gency has passed. For supplying their needs, it was necessary to construct refrigerator coin partments in the transports to carry fresh beef and other perishable stores to the most remote and hitherto little known islands of our new possessions.
During the first few months of the heavy demands for transportation, the quartermaster's department was much hampered because vessels of foreign register could not be employed for the service and Congress refused to grant American register to such vessels. Neverthe less, by 1 July 1898, 43 chartered vessels had been secured and fitted up for the transporta tion of troops, animals and supplies. The diffi culties and expense attendant upon securing efficient service with chartered vessels led to the gradual substitution of transports pur chased by the government and permanently fitted up as troopships. The largest and best transports averaged nearly 6,000 tons capacity; and when, after some practical experience, a general plan of fitting up had been adopted, the transport service became a prominent feature of army administration, and attracted the at tention and admiration of the civilized world. The urgency of the situation on the Pacific compelled a continuance of the charter system; but a fleet of government transports was gradu ally put in commission on the Atlantic, and as soon as the withdrawal of the volunteer army from Cuba permitted, many of the transports were sent to Manila by way of the Suez Canal and put on the San Francisco-Manila route. The Grant, Sherman and Sheridan were the first vessels fitted out for this service, and their sailing from New York for Manila marked a new era in the occupation of the Philippines. The character of these transports may be comprehended by the statement that the Grant sailed from New York on 19 Jan. 1899, with the 4th United States infantry and one battalion of the 17th United States infantry, with a total strength of 50 officers and 1,703 enlisted men. The Sherman sailed on 2 February with the 3d United States infantry and one battalion of the 17th United States infantry, with a passenger list of 1,812 persons, followed by the Sheridan on 19 February with the 12th United States infantry and the 3d battalion, 17th infantry, with a total passenger list of 2,017 persons. These vessels made the long voyage to Manila with such success and comfort that the regiments were enabled to enter immediately upon active service. The experience of these voyages dictated some val uable suggestions, which were availed of at once in making desirable changes to perfect the transport service generally.