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The house sits, as it were, in the emperor’s seat of the amphitheatre of the town, overlooking the panorama of a perfect harbour. A ring of emerald hills is broken by a little gap to seaward, and in the centre is a miniature emerald isle. The ships lying at anchor seemed like children’s boats in a pond. To the right, where a river empties in, were scattered groups of queer, rakish craft, each with four slanting pipes and a tiny flag floating from her halyards; a flag–as the binoculars revealed–of crimson bars and stars on a field of blue. These were our American destroyers. And in the midst of them, swinging to the tide, were the big “mother ships” we have sent over to nurse them when, after many days and nights of hazardous work at sea, they have brought their flock of transports and merchantmen safely to port. This “mothering” by repair-ships which are merely huge machine-shops afloat–this trick of keeping destroyers tuned up and constantly ready for service has inspired much favourable comment from our allies in the British service. It is an instance of our national adaptability, learned from an experience on long coasts where navy-yards are not too handy. Few landsmen understand how delicate an instrument the destroyer is.

A service so hazardous, demanding as it does such qualities as the ability to make instantaneous decisions and powers of mental and physical endurance, a service so irresistibly attractive to the young and adventurous, produces a type of officer quite unmistakable. The day I arrived in London from France, seeking a characteristically English meal, I went to Simpson’s in the Strand, where I found myself seated by the side of two very junior officers of the British navy. It appeared that they were celebrating what was left of a precious leave. At a neighbouring table they spied two of our officers, almost equally youthful. “Let’s have ’em over,” suggested one of the Britishers; and they were “had” over; he raised his glass. “Here’s how–as you say in America!” he exclaimed. “You destroyer chaps are certainly top hole.” And then he added, with a blush, “I say, I hope you don’t think I’m cheeking you!”

I saw them afloat, I saw them coming ashore in that Irish port, these young destroyer captains, after five wakeful nights at sea, weather-bitten, clear-eyed, trained down to the last ounce. One, with whom I had played golf on the New England hills, carried his clubs in his hand and invited me to have a game with him. Another, who apologized for not being dressed at noon on Sunday–he had made the harbour at three that morning!–was taking his racquet out of its case, preparing to spend the afternoon on the hospitable courts of Admiralty House with a fellow captain and two British officers. He was ashamed of his late rising, but when it was suggested that some sleep was necessary he explained that, on the trip just ended, it wasn’t only the submarines that kept him awake. “When these craft get jumping about in a seaway you can’t sleep even if you want to.” He who has had experience with them knows the truth of this remark. Incidentally, though he did not mention it, this young captain was one of three who had been recommended by the British admiral to his government for the Distinguished Service Order. The captain’s report, which I read, is terse, and needs to be visualized. There is simply a statement of the latitude and longitude, the time of day, the fact that the wave of a periscope was sighted at 1,500 yards by the quartermaster first class on duty; general quarters rung, the executive officer signals full speed ahead, the commanding officer takes charge and manoeuvres for position–and then something happens which the censor may be fussy about mentioning. At any rate, oil and other things rise to the surface of the sea, and the Germans are minus another submarine. The chief machinist’s mate, however, comes in for special mention. It seems that he ignored the ladder and literally fell down the hatch, dislocating his shoulder but getting the throttle wide open within five seconds!