During the remainder of the fiscal year the inspection of transports by officers of the Inspector-General's Department has proceeded regularly under the instructions issued, and the reports received have been promptly acted on by this Bureau, and it is believed that the results of these inspections have been of marked benefit to the public service; and a somewhat similar practice and instructions to those issued for inspections at the ports of New York and San Francisco may wisely prevail in the insular possessions, so there will be an occasional inspection report showing the condition of the transports during actual service, as also of the transports which do not touch at those American ports. The reports by 12 officers of 70 inspections of 40 transports have been received during the past fiscal year, as shown in Appendix B; and the additional labor has fallen principally upon the New York and San Francisco offices and the insular dependencies, upon whom the greater bulk of the most important work of inspection had already largely devolved during the past fiscal year. How important such inspection duty was upon more than one occasion during previous wars, and the faithful zeal and tactful intelligence with which it has been accomplished now, is doubtless recognized by all who are familiar with the traditions of the corps. None have been daunted by the additional work, and it is believed the public service has been given opportunity to profit by this arduous work well done. Would it not be well to authorize the Quartermaster's Department to construct a pair of model transports to cap its purchased fleet, say twin-screw, fairly fast, strong, commodious, comfortable, safe, and healthful vessels, capable of carrying a battalion comfortably and promptly, with all its stores? The work has been so striking and important that, in view of all that lies before it, the Quartermaster's Department should be given every encouragement and opportunity to demonstrate the perfection of its system by having ships of its own design. At the beginning of the last fiscal year there were in use on the Atlantic coast, in connection with the army transport service, 9 vessels employed in the transportation of troops and freight and 1 as a hospital ship, and in addition 3 steam lighters, 7 tugs, 6 barges, and 2 sloops, all of which were owned by the Government. At the same time there were in service in the Pacific fleet 1 cable ship, 5 troop ships, and 1 hospital ship, and 3 other vessels were being fitted out for this fleet as troop ships, also owned by the Government. In addition there were on June 30, 1899, 15 chartered vessels in service for duty on the Pacific Ocean. The first of the transports to be refitted and put in thorough repair for the more comfortable accommodation of the officers and enlisted men carried on them were the Grant, Sherman, and Sheridan, and every effort was made to make them models of their class. These were followed by the refitting of the Thomas, Logan, Meade, Crook, and Sedgwick as troop ships, and the Missouri as a modern hospital ship. The other vessels purchased by the Government are being refitted as they can be spared from the service. From the reports submitted comparative data indicating in detail the condition of the vessels owned and chartered by the Government for the use of the army transport service is shown in Appendix B. The following extracts from the reports of Lieut. Col. M. P. Maus, inspector-general, U. S. Volunteers, Department of California, and of Lieut. Col. R. B. Harrison, inspector-general, U. S. Volunteers, In making these inspections it has been the custom to have the marine superintendent, supervising engineer, transport quartermaster, and, at times, the master of the ship accompany me. Every part of the ship has been visited, and defects, needed repairs, and improvements noted and called to the attention of the transport officials. Subsequent inspections have shown in almost every case that there has been promptness in making such repairs wherever practicable. Ventilation, as a rule, is a difficult matter on ships, and in the more remote parts it is believed that the exhaust and forced-air systems should be combined, especially in the compartments occupied by the firemen and crew, which are low and more or less heated. Suitability of trans- It has been observed that the ships of the class of the Sherman, ports. Sheridan, Logan, Thomas, and Grant, which carry on an average 1,822 officers and men and a large amount of cargo, are the most economical vessels. Such vessels can carry an organization complete, with all its impedimenta. The coal consumption of such vessels is not much more than that of the Meade, Sumner, and Warren, which, on account of their limited carrying capacity for both men and cargo and the large consumption of coal, are proportionately very expensive. It is believed it would be in the interest of economy, comfort, Building transports. and efficiency to make specifications for and cause the construction of the required number of transports for our foreign service. Such ships should be built with especial accommodations to carry organizations complete with their wheel and other transportation, animals, camp equipage, etc. Animal transports should especially be constructed with broad beam and bilge keels, in order to give plenty of space for the exercise of animals, to insure steadiness, and to provide at the same time for the other requirements of an animal ship which experience shows to be absolutely necessary for the safe passage of animals and assure their arrival in a serviceable condition, which is a matter as important as the requirements of troop ships. Purchase and hire of Laws ought to be enacted by Congress permitting the Governtransports. ment to purchase or charter ships flying the United States flag at rates to be established on some equitable basis, when needed in case of war or other necessity. As the law now stands, the Government is at the mercy of owners of ships, brokers, and others. Transport quarter- Under the present transport regulations there is liability to conflict of authority between transport quartermasters and the masters of the ships in regard to their duties. masters. There can be no divided authority, and it is evident that all matters relating to the navigation of the ship, discipline of the crew, lifeboat drill, fire drill, and drill of the crew generally should be left to the master of the ship, who is naturally responsible for its proper navigation and safety. On him the crew depends. His authority in the hour of danger, and at other times, should be unquestioned. Seamen will receive punishment from the master of the ship that they will resent from the transport quartermaster or anyone else aboard the ship. If interfered with and authority divided, the result some day may be disastrous. Life-preservers. Racks above the berths for the storage and safe-keeping of lifepreservers should be provided on all transports, where they should be required to be kept, not only to insure their serviceability, but to protect Government property. Steward's depart ment on transports. Attention is invited to the fact that the steward's department of transports is under the control of the depot and purchasing commissary, while in all other respects the ships are under the control of the superintendent of the transport service, an officer of the quartermaster's department. The scuppers should discharge overboard and not into the bilges. Animal transports. When they do discharge into the bilges the refuse must necessarily be pumped out by the bilge pumps. Solid matter is more or less liable to get into the pipes and they are in danger of becoming disabled by being clogged. If the bilges are not well flushed and kept clean, which at times may become difficult to do, bad sanitary conditions arise. This is a most important matter, and wherever possible ships should not be employed where the scuppers do not discharge overboard and are not adequate to pass the refuse. Animal ships should have a broad beam and bilge keels in order to give stability and at the same time provide suitable space for the animals that they may be taken out and given some exercise and recreation from the restraint of the stall. Much care has been taken in the inspection of these vessels in ascertaining that the best accommodations under the circumstances have been provided. Reports containing information as to the suitability of stalls, feeding, watering, etc., have been consulted. The proper dimensions and suitability generally of stalls, especially with regard to strength, have been duly considered. With the exception of the Siam, where the stalls broke loose in a typhoon and most all of the animals were destroyed, they have generally been strong and well constructed. Quite a number of animals, however, have been lost in transportation from various causes, the exact number of which I have been unable to determine. The ventilation of animal transports has generally been good. It has consisted of the forced-air system, wind sails, ports, and open hatches. Horses carried on the upper decks have fared especially well in this respect. Those on the lower decks, while they have had less motion from their location, have not been so well supplied, but, as far as known, there have been no serious results. Electric lights have been installed, and awnings and other protection needed in the more northern routes, especially for protection against rain and cold weather, have been provided. Horses are very liable to contract pneumonia as a result from such exposure, and precautions in this respect are important. Water has been supplied in large tanks, one of which has been provided for each compartment, and it is believed that, all things considered, the results have been generally satisfactory. Stalls. Ships have been fitted out with various kinds of stalls, generally well made, and padded fore and aft. Slings and breast straps have also been supplied for use when necessary. The dimensions and construction of stalls is a most important matter, but as far as known there is no standard fixed by the Department for them. Those placed on ships here have varied in size from 7 feet in length and 29 inches in width to 6 feet 6 inches in length and 274 inches in width. Those which have appeared most satisfactory have been placed upon the Strathgyle and Aztec, the last ships fitted out. The dimensions have been, length 6 feet 6 inches, width 27 inches, both measurements in the clear. Two side boards, made of smooth 12-inch lumber, are placed on the sides, which board them up to within 22 inches of the deck. Four cleats have been placed on the floor, inside the stall, and one in front in the alleyway. These stalls have been very strongly made, both sides and front posts being detachable. The transport regulations have no instructions on this subject. It is suggested that such regulations and instructions be formulated and issued for the guidance of all concerned. This is an important matter, and to date it is left largely to the opinion of individuals, as is shown by the frequent changes in dimensions and other arrangements. As animals differ greatly in size, from the heavy battery or Adjustable stalls. draft horse to the light cavalry or saddle horse, and the draft and pack mules, it would seem that in fitting out ships due consideration should be given to this fact. If properly constructed, stalls can be taken apart and used again when necessary. They should be arranged so as to be suitable for animals of different sizes and also to the requirements of the weather. In rough weather it is well known that animals should be kept as tight as possible to prevent knocking about, while in smooth seas they should be given more freedom. This can only be done with adjustable stalls. Suitable plans for the same could easily be provided, and they would cost but little more than the ordinary stalls. ing. Feeding and water- Paragraph 341 of the transport regulations gives directions as to feeding. The opinions of officers vary as to the suitability of this ration. One officer finds that bran mash should be fed for three or four days after starting out, and then grain, to be varied at times with bran mash. Another officer states that the feeding of straight grain invariably has given his horses colic. It is further stated that after a period of mixed bran and oats diet or bran mash the bowels become too sensitive to receive straight oats, even for a short period. Much seems to depend, however, on how the horses have been treated before going aboard ship. Alfalfa is recommended as especially suitable in the way of hay and has a laxative tendency, while the wheat hay furnished horses at this port was not relished by the animals. This is a very complicated subject, and regulations, as full as possible, covering the various kinds of food suitable, ought to be prepared, especially for the use of officers who have had limited experience. The safe transport of animals and their arrival in proper condition depends largely upon the diet. Tanks have generally been supplied in each compartment. These should always be provided with faucets from which water can be drawn in buckets. The dipping of buckets into the supply tanks is liable to impair the purity of the water. It would greatly facilitate watering, and be desirable, to have pipes carried through the compartments, with faucets arranged at suitable points from which the water can be drawn. A full supply of water for the voyage should be carried in tanks, and the condensers not depended upon. A careful inspection as to the cleaning and disinfecting of tanks, however, should be made before filling. Officers in charge, It is fully as important, if not more so, to have as experienced care takers, etc. an officer in charge of an animal transport as of a troopship. For obvious reasons the animal demands, from its helpless condition, especial care and attention. The great object is to insure arrival in good condition, ready for service. Animal transportation is very costly, and their value on arrival at times is inestimable. It would be of interest to the Government to assign especially experienced and able officers in charge of animal transports, and to assign permanently to such ships veterinarians, trained crews, and care takers. Such men ought to be comfortably quartered and well paid. Good men discharged from the mounted service would be especially suitable. These crews would become used to the sea, and the difficulty arising from green men, who become ill often as soon as the vessel leaves the harbor and strikes the least rough weather, would be obviated. In some cases it has been reported that a very large percentage of the care takers have become so ill for extended periods as to render the proper care of animals, cleaning the ship, etc., impossible. I would invite attention to the immense amount of work done Commendation. at this port by the transport service, and the satisfactory results generally in the transportation of men, animals, and supplies of all kinds. Not a life has been lost through accident. This service has been under the charge of the general superintendent, Maj. Oscar F. Long, whose incessant labor and faithful and intelligent performance of duty are deserving of high consideration. Lieutenant-Colonel Harrison reports: The transport service of the island up to last June, when the movement of relief supplies began to be discontinued, was of the highest order. During this period Porto Rico enjoyed a weekly transport service with clean and comfortable accommodations, good meals, and regular days of arrival and departure of transports. During the period from August 10, 1899, to June 30, 1900, the transport service, in addition to transporting the regular supplies for the maintenance of the army in Porto Rico, transported more than 32,000,000 pounds of relief supplies, and in addition to making substantial contribution to the relief and distress of the island established a highwater mark for efficiency, as the great work was performed without the loss of a single life or substantial injury to a single ship other than the damage to a tugboat. Nothing has contributed so much to the comfort and happiness of men on service in Porto Rico, and made them willing to cheerfully endure such service, as a good transport service. It has brought them in close touch with our home country and its necessities and home comforts, and made it possible for the officers and enlisted men to have their wives and children with them at the minimum of cost. It has brought relief supplies and school furniture without cost, and in thousands of ways has contributed to the advancement, improvement, relief, and education of this island. Cuba is less than twenty-four hours' travel from the United States and Porto Rico is more than five days'. If such good results are attainable with second-hand ships, what can be fairly expected of new ones designed especially for this duty? LAND TRANSPORTATION. In former reports the importance of the coming question of mechanical land transportation has been reverted to, and the present situation can be sufficiently summarized in a single extract from the United Service Magazine of September, 1900, viz: The value of road locomotives as compared with that of horses, mules, or bullocks for army transport work is obvious. So long as fuel is obtainable and the roads are practicable the traction engine can be relied upon to keep up with troops, and thus avert the fatigue and weariness that soldiers feel during the incessant halts to permit the convoy to close up. Moreover, traction engines can always do work up to the limits of their natural strength, whereas draft animals deteriorate rapidly under hard work. The engines, it is true, break down occasionally, but it very rarely happens that the mischief extends beyond what the engineers can speedily repair on the spot. In short, while the steam horse can generally be set on his legs again without much difficulty, the actual horse or mule that drops in his tracks can not be resuscitated unless by a miracle. * * * At the close of the present operations in South Africa the military authorities will doubtless issue a report upon the use of traction engines during the campaign. The Signal Corps has secured the first motor vehicles for the Army yet reported. It may be well to remember that "your carriages were heavy laden; they are a burden to the weary beast." DISBURSEMENTS. A tabulated summary of the money inspected for the current decade is indicated in Appendix E, Tables A and B, the total covered by the ten years' inspection showing $1,183,729,647.32 involved in money accounts, or an average of $118,372,964.73 per annum; the largest being in 1899, involving over $350,000,000, and the smallest in 1891, being less than $63,000,000. Is this not some indication of the growth in the work of this Department which should be most carefully provided for? During the latter half of the fiscal year 1898 very few inspections were made on account of the officers being in the field in the war with Spain, and the inspections for 1899 included those that were omitted in 1898, so the amount involved for 1899 was necessarily unusually large. During the fiscal year ending June 30, 1900, there were made 1,406 inspections of the accounts of disbursing officers, the amount involved, including transfers, being $287,700,522.05, as against $350,855,522.73 for the fiscal year 1899, a decrease of $63,155,000.68. If it is clearly decided how many of such inspections should be made during the year by one officer, some of them taking days to make and involving thousands of checks to verify and millions of money disbursed, the proper number of officers for the corps can be approximately determined, and it will surely be more than are now authorized. And each of them can accomplish more and better work when given an efficient clerk to help him see and do things, especially about money matters, which must need all-seeing eyes. If $10,000,000 each or fifty such inspections would be a fair stint of work in addition to other duties, evidently about thirty officers can be well employed at it. The total amount involved in the inspections for the fiscal year 1900 is much larger than those heretofore made that pertain to the transactions of any one fiscal year, and they may be summarized as follows: Discrepancy in account of acting assistant quartermaster, St. Francis Discrepancy in account of assistant commissary of subsistence, Fort Balance distributed as follows: United States Treasury. United States depositories.. Cash on hand.. Unaccounted for at Marion Branch National Home for Disabled Volunteer Soldiers. 20, 785, 888.90 16, 376, 887. 85 2, 644, 288. 22 1,763, 001. 83 1,711.00 18.34 3.36 |