plants could not be utilized for early quantity production, because of the time that would be taken in building up an adequate manufacturing equipment and training the artisans. Fortune intervened. It happened that three large American firms were about to complete important contracts for supplying Enfield rifles to the British Government. Their plants and skilled labor might be turned to account, but the Enfield was not regarded as satisfactory, principally because its ammunition was inferior to that taken by the Springfield. The War Department decided to attempt a change in the bore of the Enfield so that it would use Springfield cartridges, and to make other minor simplifications and improvements. The experiment proved successful to the highest degree. The modified Enfields were reported to be only slightly inferior to the Springfields and by the end of DeIcember, 1917, five thousand a day were being turned out. Altogether American manufactories produced during the war about two and a half million rifles, of which all but three hundred thousand were modified Enfields.

In the matter of airplane production the record is far less satisfactory. It is, perhaps, too early to distribute with justice the blame for the delays in

production, and full cognizance should be taken of the difficulties which had to be overcome. But whatever explanations are to be found, it is an undeniable fact that not until August, 1918, three months before the armistice, was an American squadron equipped with American planes. The Allies had looked to America for the production of combat planes in quantity and Congress, responding to popular enthusiasm, had in the first days of the war appropriated more than half a billion dollars for their manufacture. An Aircraft Production Board was organized, with Howard E. Coffin as chairman, although the actual manufacture of the machines was under the supervision of the Signal Corps. Promises were made that by the spring of 1918 the Germans would be completely at the mercy of American airmen.

But difficulties developed. A new type of motor had to be produced, capable of serving in any kind of airplane; this was rapidly and successfully accomplished, and in July, 1917, the Liberty Motor was approved. But just as manufacturing was about to begin changes in the design were demanded, with ensuing delays. There was confusion between the jurisdiction of the Aircraft Board and that of the Signal Corps. The organization of

the latter was less efficient than had been expected, and men who knew little or nothing of the technique of aircraft were placed in charge of production. When orders were given for planes to be constructed in France, seven thousand American machinists had to be sent over to release the French machinists who were to work on these contracts, with consequent delays to American production. Repeated alterations in the designs of airplanes must be made to meet changing requirements sent from the front, and large numbers of planes almost ready for delivery had to be scrapped. Two of the types manufactured proved to be unsatisfactory and were condemned, with an estimated loss of twenty-six million dollars. Finally the bitter cold of the winter made it difficult to secure the indispensable spruce from the northwestern forests, and lumbering operations were hampered by extensive strikes, which were said to have resulted from German intrigues.

General disappointment at the failure to produce airplanes in quantity by the spring of 1918 was the more bitter because of the high hopes that had been aroused by those in authority. Instead of confessing the serious nature of the delays, the War Department attempted to conceal not merely the

mistakes made but the fact that airplanes could not possibly reach France in any numbers before the autumn of 1918. Thus when at last, in February, a single combat plane was completed and shipped, the War Department issued the statement: “The first American-built battle planes are to-day en route to France. This first shipment, although not in itself large, marks the final overcoming of many difficulties met in building up a new and intricate industry." When General Wood returned from France in March and reported that not one American-built plane was in action there, and when the Senate investigation committee unearthed the existence of all the delays, the disillusioned public gave vent to fierce criticism. It was to some extent calmed by the appointment, in April, of John D. Ryan, of the Anaconda Copper Company, as director of aircraft production for the army. By this time many of the most serious difficulties had been passed. When the armistice was signed about twelve thousand airplanes had been produced by American plants, of which a third were service-planes.1

It is impossible here to trace the activities of the various departments in the herculean task of arming the nation. But one should not forget that I Ayres, The War with Germany, 87-90.

there was much which never received wide publicity. The development of ordnance carried with it the manufacture of quantities of ammunition hitherto undreamt of, the building of railway and motorized artillery, the improvement of sight and fire-control apparatus, the making of all sorts of trench-warfare matériel. The Air Service had to concern itself with the manufacture of radio telephones, armament for airplanes, the synchronizing of machine guns to fire through propeller blades, airplane bombs, air photography, and pyrotechnics. The Chemical Warfare Service was busy with the making of toxic gases and gas defense equipment, using the peach stones and cocoanut shells which every one was asked to save. The enormous quantities of medical and dental supplies must be gathered by the Quartermaster Department, which also had charge of the salvage service and the thousand gargantuan household occupations, such as laundering and incineration of garbage, that went with the maintenance of the army in camp. The Signal Corps must produce wire, telegraphs, telephones, witchboards, radio equipment, batteries, field glasses, photographic outfits, and carrier pigeons.

Upon its navy the United States has always reied chiefly for defense and in this branch of the