Chapter 2

In connection with wars on land the preliminary preparations are simplified, for under these circumstances most of the battleships and troops have been equipped and prepared for action. The methods to be employed by the battleships to carry out the operations would vary and must be left to the discretion of the chosen naval expert. It should be pointed out in this connection, however, that with a small battle fleet like ours it is most necessary to concentrate our full strength for the defense and execution of the land operations. We must endeavor, therefore, in time of peace to get our fleet forces out of foreign waters and keep the battle fleet together. Thus the great political questions would be decided only upon the European scene.

A rapid mobilization of our sea fighting forces, namely, those which belong to the battle fleet, is of great advantage, but the calling in from foreign waters of such forces would undoubtedly serve to create suspicion. The Kaiser Wilhelm Canal affords us the means to concentrate these forces quickly as may be required either in the North or Baltic Sea.

If the demands for ships and supplies exceed our advance preparations, proper methods should be employed to seize quickly what is needed and immediate reparation made. Plans should also be made to secure sufficient reenforcements of troops. In large operations where all our ships are employed, after they are successfully loaded and started on the voyage the transports arriving from foreign waters can be equipped. All ships belonging to hostile nations that are lying in our harbors we would of course seize and utilize for transports.

While the distribution of our transport steamers at the various points of embarkation will have been taken care of by the loading commission, various difficulties would be encountered in altering the vessels that by chance are at the disposal of the commission for transports, such as unforeseen defects and inaccurate measurements of the foreign chartered steamers arriving in our ports. The adjustment and equipment of these ships must be expedited so that the troops can be despatched in masses as fast as they arrive. Once the ships reach the selected harbors the necessary rearrangements probably can be made simultaneously with the loading, depending upon the advance preparations and the presence of a skilled staff of workmen. The time needed will depend somewhat upon the length of the voyage to be made.

In England the steamers for transporting troops to Cape Town, which is a long trip, were prepared in four days for the infantry and in seven days for the cavalry and artillery. The consuming of such time, even for a long sea voyage, must be considered poor execution. At the time of our expedition to China we had the ships complete in a short time. For one steamer, the discharge of the cargo, readjustment for transport and reloading, with the exception of the cavalry, not more than two days need be consumed. For short distances, according to English and Russian estimates, one day is required for infantry and two to two and one-half days for cavalry and artillery. These periods can be greatly shortened through the efficiency of the building staff, as pointed out previously.

The formation of the expedition corps must of course be established in the annual maneuvers. Various factors, such as seasons, political aims, present situation of opponents, extent of material for the available ships, all bear witness to the urgency of taking up measures in advance for facilitating the work of mobilization. The speedy concentration of troops and materials at the points of embarkation will make heavy demands upon the railroads, even though the haul is short, and the shipment comparatively small. Arrangements should therefore be made with the railroads to have on hand at all times sufficient rolling stock for these purposes, to guarantee the prompt departure of the transports. It is urged that authority be given the loading commission to supervise and direct this work. It must be taken into consideration that part of the troops are inexperienced reserves and good order must be maintained. A high standard of efficiency should prevail, to lessen the burdens of executing orders.

Numerous machine gun divisions increase the fighting strength and do not require great space or support. The usefulness of a cyclist division depends entirely upon the condition of the roads in the hostile country. For the reasons stated previously, cavalry would not suffer in distribution of strength, which is customary in wars on land. In large over-seas operations it is recommended that a special cavalry division or brigade be formed for reconnoitering purposes. Beyond this, the strength of the cavalry division must be sufficient to render possible an independent operation. It would also be of great value to the field artillery, of which an ample supply is on hand.

Especially important is the method of distributing supply trains, for these require a great deal of space and render landing very difficult. They also hinder the rapid movement of the expedition corps. When the transports do not remain in close communication with the troops after landing, a very large supply of stores is necessary to make the army independent of the vessels. There should be added, therefore, a reserve ammunition column to that already provided.

A fixed amount of supplies should be determined upon, taking due consideration of the extent of the voyage. The troops could requisition some materials from the hostile country.

EMBARKATION.

Proper loading is the business of the land forces and should be conducted by trained officers so as to ensure the shipment of materials and men. To make landing effective the necessary supplies should go on the vessels with the troops. A loading plan should be so drawn up in advance as to meet all emergencies. The length of time consumed for loading depends on the distance of the voyage.

At the most the limit of a short sea voyage for us has been considered about forty-eight hours. This is too small an estimate; it should undoubtedly be doubled. The Italian General Staff estimates the length of a short sea voyage to be five days. Besides, to preserve the fighting worth of our troops, we must allow sufficient time for rest.

The troop transport capacity of a ship has heretofore been calculated by the ship's tonnage, that is, sixty per cent. of the ship's capacity is net ton loading space. The necessary space for us, for a long sea voyage, is set at two tons for each man and six to seven tons for each horse. The English and Russian estimates are about the same. But the English transports to Cape Town accommodated a larger number of troops than was thought possible, and the American transports to Cuba were increased by one-third.

As for the arrangements which must be made for sleeping, cooking and washing and for a hospital service, we need not go any further here, as they have been discussed at length in the press. The stowing of equipment and baggage should be done in such a way as to make the articles available on landing in the order in which they are needed. The ship's space required for maintenance supplies for man and horse figures relatively as about one to five.

Coming next to the loading of the artillery, the rule should be to place all common and machine guns on deck. A certain amount of ammunition should be stowed so as to be quickly accessible. This is an essential measure to afford the transport protection from some privateer. The guns should be securely placed to prevent their movement by the motion of the sea and to render feasible their use on deck. Trials will soon be made to find the suitable means whereby field artillery may be put to successful use on shipboard, and this testing will certainly repay us. All rolling stock will be stowed away firmly in the freight space without removing the wheels. The material and personnel of the field hospital should be divided among the ships, so that a ship's hospital division may be formed. The airship division should be placed on deck in such fashion that observation flights may be made during the voyage.

The shipping of horses is especially difficult. By former methods the horses had to stand the entire trip and had practically no exercise. This left them in a weakened condition and made necessary a long rest after arrival. For a war transport, in which is required a rapid and successful offensive, such horses are not useful. Because of the important work to be done by them after landing, careful attention should be given to the horses to keep them in good working condition. To this end, proper nourishment must be given and facilities provided for daily exercise while on the transports, which should consume at least three-quarters of an hour for each horse.

Ships that are built particularly for the transportation of horses can be adjusted with four decks over each other, including upper deck stables and two courses for exercise, so that a transport of from three to four thousand net tons capacity can carry over one thousand horses. Three ships would accommodate two cavalry brigades. On every large steamer many horses can be shipped for a long trip, in addition to its regular quota of men and supplies.

After the transports have been prepared, about seven hundred and fifty horses, equal to one cavalry regiment, or six batteries, can be loaded daily on the lower decks. Cleanliness, ventilation and care are the three most important factors for the good health of the horses. Every horse transport must be given ventilating apparatus to assure sufficient fresh air. Artificial ventilation is to be preferred to natural ventilation, for if the latter becomes too strong the horses' lungs are easily affected. Through this cause, for example, the American transport to Cuba lost the greater number of their horses.

Likewise condensers are required for the necessary quantities of drinking water. It is recommended that each ship be given its own condenser. The provision of only one or two large condensers on special ships which supply the entire demand of the transport fleet, as the Americans employed in their expedition to Cuba, has not proved practical.

For the short sea voyage, our transports would be able to despatch substantially more troops, through Germany's geographical position. The strength of near-by powers requires, though, the immediate utilization of all ships and materials at our disposal, if the operations are to succeed. For short expeditions, the general rule will be to ship as many troops as the transports will carry. The forces will bivouac on the upper and lower decks and receive only straw bags and covers. They will keep their whole baggage with them. Cooking will be done in large field kettles. If time permits, it is recommended that the same adjustments as for a long journey be made for the horses, at least to provide separate stalls. This will prevent heavy losses in case of rough weather. Guns and accessories can be disposed of in the same manner as for long voyages.

The length of time for embarkation depends on whether the loading can be done from the wharves of the harbors or whether the troops and materials must be taken out by lighters and then transferred to the ships. The latter method is a waste of time and is dependent on wind and weather.

The time required for loading is as follows: Fifteen minutes for one hundred men, one minute for one horse, ten minutes for a cannon. In an operation by the Russians, 8,000 men, including infantry and cavalry, were embarked in eight hours. In our loading of East Asia transports, it required one to one and one-half hours to load one battalion. The speed of our loading has amazed departmental circles in general. It is certain, though, that this time can be greatly reduced through detailed preparation and training. Napoleon I, in the year 1795, had ostensibly drilled his troops so well that he could plan to put 132,000 men and their materials on shipboard in two hours.

It must be remembered that everything, troops, guns and supplies must eventually be landed on open coasts. Portable flat-bottom boats and building materials for piers must therefore be carried on the transports. Special vessels must accompany the transport fleet with large reserve supplies of food, equipment, ammunition, coal and so forth. A cable-laying ship is also required.

We must now consider to what extent Germany is able to load forces for the execution of operations which involve only a short voyage, in which success depends so much on speed. For embarkation on the North Sea, Hamburg and Bremen alone could furnish so many steamers capable of being converted into transports, that with their tonnage capacity the loading of four infantry divisions is possible in a period of four days. With the addition of ships from Emden, Wilhelmshaven, Glueckstadt and Kiel we would be able to despatch in the same length of time, at least six infantry divisions, or five infantry and one cavalry division. To these must be added several especially large and fast German steamers, partly for the shipment that might be delayed and partly to expedite the return to home waters. A large number of troops can also be shipped from Baltic ports. Besides this, a repeated trip of the transport fleet is possible if the command of the sea is maintained continuously.

For longer sea voyages, in which the importance of speed is not so great, our transport fleet can be greatly increased through chartering or purchasing ships of foreign nations. Still, we are at present in the position to despatch about four infantry divisions, with present available ships, within ten or twelve days.

SEA VOYAGE.

For transporting troops over the sea, it is the chief problem of the navy to clear the course to the hostile shore. All enterprises of this kind are dependent on the battle fleet, whose first aim, therefore, must be to run down and attack the enemy's fleet which the transports might encounter; if the opportunity is afforded our fleet must bring about an engagement for the command of the sea at least by the time of embarkation. As the mobilizing of the battle ships is finished before the transport fleet is ready to put to sea, they can undertake an early offensive to make secure the passage of the expedition. Also, throughout the voyage offensive operations can be undertaken by the battle fleet, in waters distant from the transport, which would serve the same ends of keeping the course clear.

The escorts of the transport squadron should consist of just enough ships to give immediate protection. A large number would increase unnecessarily the size of the transport fleet without increasing its safety, while every addition of strength to the battle fleet is of the greatest value. The task of the escorts is only to protect the transports from attacks by single or several small vessels of the enemy. Our torpedo boats are particularly adapted for escort service, and make it feasible to restrict the number of large battle ships used for this purpose. During the assembling of the transports, these boats may devote themselves to secure the safety of the traffic between the loading harbors.

The departure of the transports from the various harbors must be so regulated that they sail in close union, to assure a safe voyage and a quick landing. The loading commission must take appropriate means to expedite the loading in those harbors farthest removed from the central assembling points. As a rule, the transport steamers would sail with the battle fleet; but in the English expedition to South Africa and ours to East Asia, this rule was not followed.

An essential requirement is that the transports put to sea as soon as the loading is complete. They cannot wait for news of the success of the battle fleet. A certain risk is involved, but it is not great, for the transport fleet can always turn back. Only an early departure would insure successful, unexpected landing. The shorter the voyage the greater the necessity for a surprise attack.

In the event of our battle fleet being attacked, it does not follow that the transport operations must be abandoned, for if the voyage be short an energetic continuation of the venture will command a fair prospect of success. Even the victor in a great naval battle might not be able to carry out an attack against the transport squadron. An individual hostile battle ship or cruiser would find it difficult to break into the transport fleet.

An important factor in the sea voyage, perhaps the most important, is the weather. For short distances, it is possible to a certain degree to choose favorable weather for the passage, with the help of scientific forecasts. Conditions might be such that a delay would not harm the operations. Adverse weather conditions would more seriously affect long-distance transporting, to a degree that might cause abandonment. Our vessels must be so improved as to make them independent of wind and weather, to make certain the speed of the voyage and to permit the establishing of a time record. For the time of the passage, the highest speed of the slowest boat is the standard, which could probably be increased by towing with tugs.

In putting to sea all transport ships must retain the order of position they are to take in the squadron; this order is not broken until after leaving the harbor, so that the object of the voyage is known only to the home officials. The advance guard of troops will sail in the fastest ships so that they can make the unexpected landing. The pioneer and airship divisions are placed with the advance guard. The ships which have artillery ride on the flank of the troop transports. Then follow the ships carrying supplies. The cable ship comes last. The laying of the cable gives a continuous communication with the home country. For extensive voyages, preparations must be made for taking on coal on the open sea. The commander-in-chief of the expedition corps should be on a transport steamer so that in event of a fight the transport fleet will not be without proper guidance.

On long sea voyages, gymnastics, drilling and target practise can be pursued. Ample daily exercising of the horses will occupy the greater part of the time of the cavalry. For short sea voyages these features are not so necessary. In general, strict discipline must be exercised to overcome the tediousness of the trip.

While the command of the troops on every transport is in the oldest officer, the command of the ship remains in the hands of the captain, who is inferior in rank to the commander of the troops. If this captain has not served in the German navy, a midshipman may be signed as a coordinate officer. It is our policy to provide every transport ship with a naval officer.

LANDING.

Military history shows that an attempt to prevent a really bold landing is never successful. The defense must either scatter its forces along the coast to be protected, or concentrate its full strength to cover one point, while the assailant, through the mobility of its transport, can keep its landing plan uncertain, and under the protection of long-range guns on the ships can throw more troops quickly on the land than the defense is able to concentrate in the same time. A simultaneous landing at different places is hazardous if the opponent can muster considerable strength. An expedition is seldom so large that disadvantages arise through landing at one point. On the other hand, it would require a great many battleships for the protection of numerous landing places. A division of the forces weakens all of them, and great difficulty would be found in uniformly managing the start of the operations for want of time and means. Therefore, it is recommended, when the situation permits, to select one central place for landing.

For the disembarking a harbor is of course the most advantageous; less advantageous but always favorable is an enclosed, protected bay; the most unfavorable is the open coast. Yet a landing on the open coast would encounter little resistance if it is carried out with great speed. If the chosen landing place be near a bay or a seaport town, it would be the mission of the first landed advance guard to seize this port, to make it possible for the transport fleet to disembark the mass of troops, horses and materials. The occupation of a good harbor will greatly hasten the unloading, prevent a hostile attack from the sea and add greatly to the ability of the landing corps to carry on the operations. If a seizure of a port is not possible, the landing of the entire expedition must take place by means of prepared disembarking contrivances. Every transport must be equipped for landing on an open coast.

The best landing place is a site nearest the object of the operations, which would force the opponents to a decision before they were thoroughly prepared. Clear coast regions within range of the ships' guns are desirable, as is also quiet, deep water near to the landing site.

It is possible to land within range of important hostile garrisons and fortifications. Russian landing maneuvers have demonstrated the truth of this statement. Fortifications are effective against landing enterprises only when sufficient troops are on hand to defend the coast. If the assailant is successful in landing a detachment of troops out of the range of the fortifications, the latter would be ineffective for defense. The best security, however, for the initial landing is its unexpected delivery. Reconnoitering of the coast site by boats sent beforehand is an absurdity, for the opponents immediately become acquainted with the landing plans and are given time for preparations for defense. Of great importance for rapid, well-regulated landing is uniform management through the signal service of the ships and the telephone service on land, which can be installed advantageously. In anchoring the ships must be the correct distance apart, to avoid crowding.

The execution of the landing as a rule is as follows: The advance guard rides ahead, on the last stretch, with its own escort of battleships, and lands, if possible, unawares, usually at night. If the landing be on an open coast, the mass of troops which follow should immediately throw up earthworks. The entire disembarking must be made with great speed, for the quicker the landing is accomplished the less the danger of being disturbed. The most favorable time for attacking the coast is at dawn, for the landing can take place unknown to the enemy and day be used for disembarking. As the ships do not carry a sufficient number of patent boats for landing on an open coast, special flat-bottom boats should be prepared for unloading horses and heavy material. The English employ collapsible boats for landing men, which accommodate a crew of fifty, while the Russians have flat-bottom boats capable of holding two hundred men, or one complete cannon. It is recommended that we be permitted to try the Russian model, which has been well tested. Small power boats should be employed for tugging, as rowing would be a waste of valuable time. To permit horses to swim ashore is to be condemned, for it would cause confusion and delay, and we know from experience that a large number are sometimes lost. The Americans, in their landing in Cuba, lost seven per cent. of their horses. For the landing of artillery and heavy materials small landing bridges must be erected on the beach, for which prepared material is carried on the transports. The assembling of the troops must not be permitted on the beach, for all space there must be kept for the landing of supplies.