Fort Oglethorpe, Ga.-Commanding officer, Colonel Herbert J. Slocum.

Fort Benjamin Harrison, Ind.-Commanding officer, Major Alvan C. Read.

Fort Sheridan, Ill.-Commanding officer, Lieut. Col. James A. Ryan.

Fort Snelling, Minn.-Commanding officer, Colonel J. D. Leitch.

Leon Springs, Texas-Commanding officer, Lieut. Col. J. D. L. Hartman.

Presidio of San Francisco, Cal.-Commanding officer, Lieut. Col. F. W. Sladen.

The regular army organization camps are located at:

Chickamauga National Park, Ga.
Douglas, Ariz.

El Paso, Texas.

Fort Benjamin Harrison, Ind.

Fort D. A. Russell, Wyo.

Fort Douglas, Utah.

Fort Ethan Allen, Vt.

Fort Myer, Va.

Fort Riley, Kan.

Fort Sam Houston, Texas.

Fort Sill, Okla.

Fort Snelling, Minn.

Gettysburg National Park, Penn.

Presidio of San Francisco, Cal.

San Antonio, Texas, (Camp Wilson.) Vancouver Barracks, Wash.

MEDICAL OFFICERS' TRAINING CAMPS

Allentown, Penn., 150 students, (Ambulance Corps.)

Fort Benjamin Harrison, Ind., 1,200 students.

Fort Des Moines, Iowa, 75 students, (colored.)

Fort Oglethorpe, Ga., 1,300 students.
Fort Riley, Kan., 900 students.

Total approximate number attending, 3,625 students.

ENGINEER OFFICERS' TRAINING CAMPS

American University, Washington, D. C., 425 students.

Fort Leavenworth, Kan., 525 students. Vancouver Barracks, Wash., 160 students. Total, 1,110 students.

DEPARTMENTS AND COMMANDERS HEADQUARTERS, COAST ARTILLERY DISTRICTS, &C. EASTERN DEPARTMENT.-Headquarters, Governors Island, N. Y.; commander, Brig. Gen. Eli P. Doyle, retired.

Middle Atlantic Coast Artillery DistrictHeadquarters, Fort Totten, N. Y.

Panama Coast Artillery District-Headquarters, Ancon, Canal Zone.

NORTHEASTERN DEPARTMENT.-Headquarters, Boston, Mass.; commander, Brig. Gen. John A. Johnston.

North Atlantic Coast Artillery DistrictHeadquarters, Boston, Mass.

CENTRAL DEPARTMENT.-Headquarters, Chicago, Ill.; commander, Major Gen. William H. Carter, retired.

SOUTHEASTERN DEPARTMENT.-Headquarters, Charleston, S. C.; commander, Major Gen. William P. Duvall, retired.

South Atlantic Coast Artillery DistrictHeadquarters, Charleston, S. C.

SOUTHERN DEPARTMENT.-Headquarters, Fort Sam Houston, Texas; commander, Major Gen. John W. Ruckman.

WESTERN DEPARTMENT.-Headquarters, San Francisco, Cal.; commander, Major Gen. Arthur Murray, retired.

South Pacific Coast Artillery DistrictHeadquarters, Fort Miley, Cal.

North Pacific Coast Artillery DistrictHeadquarters, Seattle, Wash.

PHILIPPINE DEPARTMENT.-Headquarters, Manila, P. I.; commander, Major Gen. Charles J. Bailey.

HAWAIIAN DEPARTMENT.-Headquarters, Honolulu, Hawaii; commander, Major Gen. Frederick S. Strong.

NAVY TRAINING CAMPS AND STATIONS

Philadelphia, (League Island;) Newport, R. I.; Cape May, N. J.; Charleston, S. C.; Pensacola, Fla.; Key West, Fla.; Mare Island, Cal.; Puget Sound, Wash., (Bremerton ;) Hingham, Mass.; Norfolk, Va.; New Orleans, La.; San Diego, Cal.; New York Navy Yard; Great Lakes, Ill.; Pelham, N. Y.; Hampton Roads, Va., and Gulfport, Miss., (Winter.)

MARINE CORPS TRAINING CAMPS Port Royal, S. C.; Mare Island, Cal., and Quantico, Va.

HE destruction of allied and neutral

THE

shipping since the war began in 1914 and the diversion by the Allies of an enormous amount of tonnage from normal trade channels had already, before the United States became a belligerent, forced this country to consider very seriously the problem of creating a mercantile marine of its own on a scale commensurate with its commerce. Ever since the civil war the United States has occupied a secondary position as a carrying nation. It has depended upon foreign ships for its ocean transportation, although for half a century efforts were repeatedly made to establish a mercantile marine.

The European war accentuated the problem. The Government was urged to take the matter in hand, and finally President Wilson secured the passing of legislation which authorized the appointment of a Shipping Board and the creation of a corporation to build ships. It was provided that the majority of the stock in this corporation should be held by the Government. Again there was delay, but our entry into the war hastened events, and on April 16, 1917, the Emergency Fleet Corporation was organized by the Shipping Board, and Major Gen. George W. Goethals, the engineer who built the Panama Canal, was appointed General Manager. Congress authorized the use of $50,000,000, and work was immediately begun to build a vast fleet of both steel and wooden ships to transport supplies to the Allies and thus frustrate the German submarine campaign. Contracts were awarded to various shipbuilding firms, and shipyards on both the Atlantic and Pacific Coasts began to hum with increased activity.

Seizure of German Shipping

The first warlike act of the United States on entering the war was to seize all the German merchant ships laid up in the ports of the United States and its insular possessions. As many of these

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ships had been disabled by their crews, work was immediately begun to repair them. Early in June fourteen of the seized ships were assigned to the service of the Navy Department and renamed, while at the end of the same month President Wilson signed an executive order authorizing the Shipping Board to take possession and title" of eightyseven of the German-owned ships, representing 500,000 tons. The board secured from the President the broadest powers to repair, equip, man, operate, lease, or charter the vessels in any service for the United States or in any commerce, foreign or coastwise. These ships were in various ports on the Atlantic and Pacific and in insular ports. The directions referring to them did not affect the fourteen ships which had been taken over by the Navy Department. The eighty-seven ships were specified by name in the President's executive order.

On July 27 Secretary Daniels announced that the American flag had that day been hoisted on the great German liner Vaterland. He also stated that fifteen other German ships had been taken over by the Government and the work of fitting them out for transport service would be rapidly pushed to completion. The work on all these ships was begun some time previously by contract under the Shipping Board. The Navy Department had now taken over this work under its direction. Repairs to the Vaterland, which has been renamed the Leviathan, cost slightly less than $1,000,000. The Leviathan is the largest merchant vessel in the world. Subsequently other German ships were placed under the American flag.

The seized German ships represent the beginnings of the new American mercantile marine. But more important additions are being made by purchase and construction. Thus, Austro-Hungarian ships have been acquired by purchase, since a state of war thus far does not exist between the United States and

Austria-Hungary. International law permits the requisition of foreign tonnage if due compensation is paid to the owners. The first Austro-Hungarian ship thus acquired was the Martha Washington, 8,312 tons, which the Shipping Board announced would be requisitioned and turned over to the War Department for emergency service.

The Shipbuilding Program

Major Gen. Goethals on July 13 outlined his shipbuilding program. He stated that contracts had then been awarded for 348 wooden ships, representing 1,218,000 tons and costing $174,000,000, and seventyseven steel ships, representing 642,800 tons and costing $101,660,356. He added that negotiations were proceeding for another hundred wooden ships. Major Gen. Goethals then explained that he mainly relied on the construction of steel ships of standard pattern for getting the greatest amount of the most serviceable tonnage in the shortest time. Contracts were to be offered for the building of two plants (to be owned by the Government) for the construction of fabricated steel ships, to produce 400 ships, aggregating 2,500,000 tons, within eighteen to twentyfour months, and absorbing $550,000,000. Major Gen. Goethals also foreshadowed the commandeering of ships then in process of building for private account, aggregating more than 1,500,000 tons.

Disagreement between Major Gen. Goethals and the Shipping Board, of which William Denman was President, led to the resignation on July 20 of Major Gen. Goethals and the demand by President Wilson that Mr. Denman likewise resign. Edward N. Hurley, formerly Chairman of the Federal Trade Commission, was appointed President of the Shipping Board, and Rear Admiral W. L. Capps, Chief Constructor of the Navy, was designated General Manager of the Emergency Fleet Corporation. Bainbridge Colby of New York was also appointed a member of the Shipping Board.

The first important act of the Government after the reconstitution of the Shipping Board was the commandeering of all power-driven cargo-carrying and pas

senger vessels above 2,500 tons dead weight capacity under construction, and all materials, machinery, equipment, and outfit pertaining to such construction. The order was issued to the owners of shipyards on Aug. 3 by Admiral Capps in virtue of the authority delegated to the Emergency Fleet Corporation. Compensation, the order explained, would be paid at a later date. Thus, by a single stroke, the United States came into possession of over 1,500,000 tons of shipping in process of construction. Most of the 700 vessels commandeered were owned in Great Britain and Norway. When completed, these vessels will almost double America's steam tonnage in foreign trade.

With the submission of new estimates by the Shipping Board on Aug. 24 the Government's complete shipbuilding program was made public. It called for a total of 1,270 ships, of 7,968,000 tons, in addition to nearly 2,000,000 tons of shipping which was already under construction in American yards, and which had been commandeered by the Emergency Fleet Corporation. The program is to be carried out by the end of the fiscal year on June 30, 1918, and requires a new billion-dollar appropriation, thus bringing the total amount required for building, commandeering, and purchasing vessels up to two billions. The details of the program are shown in the following table:

BUILDING PROGRAM

Contracts for the construction of three

great Government-owned shipbuilding yards were awarded on Aug. 31 by the Emergency Fleet Corporation to the American International Corporation, the Submarine Boat Corporation, and the Merchants' Shipbuilding Company. After the first ship is turned out from one of these yards it will be possible to produce one 5,000-ton steel vessel every two working days.

On Sept. 7 it was announced that the United States is to build a great fleet of merchant vessels of from 10,000 to 12,000 tons, capable of attaining a speed of 16 knots or better. Contracts already entered into for ships of smaller capacity and lower speed would be carried out, but practically all of the millions which Congress had been asked for in addition to the original appropriation of $500,000,000 for construction would be devoted to the fast ships. At least 150 cargo ships aggregating from 1,500,000 to 2,000,000 tons will be built under the new Shipping Board plan, and not one of them will be slower than 16 knots, while many of

them will be capable of 18 knots or more. Careful investigations made by Chairman Hurley of the Shipping Board and Secretary Redfield of the Department of Commerce showed that vessels capable of 16 knots or more were practically free from successful submarine attack.

A question which is causing some perplexity was raised by the commandeering of the ships building for British interests. On one side it was proposed that they should be retained by the United States in spite of the objections of Great Britain, but it was pointed out on the other hand that soon after the arrival of the British War Mission in the United States the British Government gave assurances that it would not protest against the commandeering of British vessels on American stocks. Later there was an endeavor to put through an inter-allied chartering agreement, which, in the view of American officials, would have given the United States hardly enough representation of power in the control of allied shipping. For this reason the proposal was rejected. Following this, Great Britain is understood to have changed her position on the question of commandeer and to have demanded that the ships she is building here be turned back to her on their completion.

The Chartering Commission

Another far-reaching development in the control of the Shipping Board took place on Sept. 6, when Mr. Hurley announced the formation of an American Chartering Commission, with headquarters in New York, to have absolute power over all charters of American ships or by American shippers. The proposed powers of the American Chartering Commission are much broader than those of the Inter-Allied Chartering Committee in London. Mr. Hurley and the Shipping Committee of the Council of National Defense agreed upon a tentative universal shipping rate to be enforced on all Government shipments on American vessels. Close co-operation was also arranged between the Embargo Administration Board and the Shipping Board to insure the widest possible control of alien tonnage.

The rounding off of the Shipping Board's jurisdiction was made manifest in the conclusion arrived at by the Exports Board and the Shipping Board that the United States has full authority to commandeer neutral tonnage tied up in American ports, as "war necessity." This decision affected 400,000 tons of neutral shipping, of which 250,000 was Dutch. An interesting point involved in this step was the revival of the ancient right of angary, which is recognized as part of international law and means

the right to enforce transportation. All efforts to effect an agreement with the Allies for a general rate reduction in the Atlantic have so far proved ineffective, owing to the fact that Great Britain's method of shipping control has made it impossible for the British to co-operate in the Shipping Board plan. In regard to shipping on the Pacific, where Japan dominates the situation, negotiations were begun on the arrival of the Japanese War Mission headed by Viscount Ishii.

T

HE large number of enemy aliens in the United States presents one of the many problems with which

the Government has to deal. Technically, every German who has not taken out first papers and who, therefore, still owes allegiance to the Fatherland is an enemy alien; but, while the great majority of these aliens are naturally either sympathetic to German war aims, or at least unable to give their wholehearted support to the Allies, they are not a source of danger to the United States. Only a small section have given evidence of disaffection, or endeavored to cause trouble.

On the outbreak of war in 1914 the British Government interned all German subjects because it was difficult to know who were and who were not engaged in some form of espionage. Such a measure would be impracticable in the United States, and efforts have accordingly been limited to watching and arresting only those Germans whom there was some reason of suspecting as spies or agents of the German Government. This is the task of the Secret Service, and from the nature of its work it is impossible to give any idea of what has been done except where the arrest of Germans has actually been reported.

Prisoners of War

The largest group of interned Germans consists of those who come under the heading of prisoners of war, as distinct from men suspected of espionage. Practically all these prisoners of war are officers and men who formed the crews of the German merchant vessels seized in American ports; and most of them were arrested in New York and sent in the first place to Ellis Island. The Government has leased a hotel and grounds at Hot Springs, N. C., and there established a detention camp, where several hundred German merchant officers and sailors are now accommodated in very comfortable quarters. Five hundred officers and a hundred sailors here enjoy their new-found leisure in a hundred acres of shaded lawn, and need not work unless they feel so inclined. As soon as new buildings are erected another six hundred men will be sent to Hot Springs.

The Germans at Hot Springs have caused no trouble, and do not seem inclined to do so. They are seafaring men and philosophic enough to enjoy their enforced holiday. They obey the few rules imposed on them. They answer roll call at 9 A. M. daily and take part in a fire drill. Then they are practically free within the grounds until taps sound at 11 P. M. They are practically on the