1943-November Shipmate

THE EYES AND THE EARS OF THE NAVY

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With women in the Service . . .

IVACS-Maybe you chauffeur a j e e p ; maybe you learn radio and free a radio man to fly; but, by the time you've finished training, you'll know your Army...from khaki to Camels â&#x20AC;&#x201D;the service favorite.

IN THE

Actual sales records show the favorite cigarette with smokers in the Army, Navy, Marines, and C o a s t G u a r d is Camel.

S P A R S - T h a t job you take at a desk means anothe r Coast Guardsman f r e e to f i g h t on deck! And, if your taste runs to the extra mildness of slow burning, you'll be smoking Camels â&#x20AC;&#x201D; the Coast Guard favorite.

T H E " ' T - Z O N E . " Taste...throat... that's the proving ground of any cigarette.

On the basis of the experience of millions of steady Camel smokers, we believe you will like Camel's blend of costlier tobaccos. Try Camels. See if they don't suit your "T-Zone" to a "T."

"BE A MARINE-free a Marine to fight" is t i e m o t t o of t h e M a r i n e Corps Women's Reserve.

Uniform above is by government issue, cigarette byCamel; and that means the smoking situation is "well in hand."

for T.N.T.

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'""'O<^'""^'CT'""-1 GENERAL MOTORS

DIESEL POWER

ENGINES

150 fo 2 0 0 0 H. P. CLEVELAND DIESEL ENGINE DIVISION, Cleveland, Ohio

ENGINES

IS to 250 H. P. DETROIT DIESEL ENGINE DIVISION, Detroit, Mlcb.

LOCOMOTIVES •

ELECTRO-MOTIVE

DIVISION,

La Grange, IlL

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HE boats of our armed forces have nev/ importance, and the young men who crew these boats n o ^ knov^ the " f e e l " of Power.

Naturally, it is no surprise to old friends of Gray to find that so many of the new boats are "po>vered by Gray."

We've taken a great liking to the lads who man these boats.

This country's destiny and Gray Marine Engines are in good hands.

GRAY MARINE MOTOR COMPANY

DETROIT

AERVOtD HIGH VACUUM INSULATED HOT FOOD AND LIQUID CARRIERS

THEY FLOAT When filled to

flervoids

in fhe Hayy

of The high VACUUM-INSUIATION of AerVoiD food and liquid carriers provides thermal efficiency to keep foods hot ior hours even when transported in outdoor cold-weather temperatures.

The sturdy, reinforced, welded construction of AerVoiDs provides durability to stand up under rough usage unmatched in any other carrier and lessens the necessity ior repairs and replacements at times and places where they would be hard to get, AerVoiDs are ready for service as soon as unpacked. Just put hot foods and beverages into AerVoiDs piping hot and clamp down the cover. Food carriers available in iour diiierent sizes to carry either 1, 2, 3, 4 or 5 diiferent hot ioods to each carrier. Convertible soup and coffee carriers available in four diiierent sizes, capacities 10, 8, 5 and 3 gallons.

AerVoiDs FLOAT when filled to capacity The ability of all AerVoiDs to iloat when filled to capacity is an invaluable quality when used on landing barges, troop transport ships, commando operations or invasion under fire, where sinkable carriers would mean loss of food supplies. The tight fit of AerVoiD gasketfitted covers is a factor in protecting contents against contamination in cill climates.

• sending food to or with parties operating away from ship. ieeding gun and ammunition c r e w at their station.

• training stations, air stations and shore bases ior transporting hot ioods lo the scene oi activity.

• enabling landing their own hot iood.

parties

to

carry

• Servicing hot foods to men on distant riile ranges.

• supplying hot foods for patrol ilights by aircrait.

• supplying hot ioods ior night crews and promoting earlier cooking aboard ship.

• navy hospitals to lessen investment in more expensive steam tables, service locations iar away irom kitchens, promote earlier cooking.

Our entire production oi AerVoiDs is going into Navy, Marine, Coast Guard, industrial plant and other war eiiort food servicing. Write today for Navy envelope A 8 , containing information about AerVoiDs of especial interest to Navy iood servicing activities ailoat, ashore or in the air.

7/acu44/nt S^n.U(£at^d /lro*>sYHyj Food, soup ^z««< coffee carriers / 1 F P \ ^ I T \ DURABLE

VArilllU TAM fnUDAKIV 25 South Hoyne Ave. Chicago 12, III. YALUUM vMN L U m r M l l i NOVEMBER, 1943

SOLE MANUFACTURERS

Af/o D/STRIBUTORS

C o m i n g I n f o H a r b o r • . . Btf. Alj^ Mo4fei Occurit nomen quasi patrium regis—De Re Publica.

And still more lights, and the black midnight round them; Lights opening out; and the great ship moves on.

i. MUfUt W e build our empires; and the invisible Power Takes them, and shapes them to its own deep end.

We ride our seas, until the appointed hour; And then—the four great winds of God descend . . .

Midnight and storm blot out the shining vision— Isles of our hope that seemed so close at hand.

The giant surges rise in blind derision And turn to a driven cloud our glimpse of land.

The pilot-stars are drowned in their high places.

Our lights make even the darkness more forlorn.

A little mist hides all the starry spaces; And of a mist, they say, the worlds were born.

We have seen mountains moved from their foundations; We have seen armies melting like thin rain; We have seen thrones and altars, creeds and nations Formed, as a cloud forms, and dissolved again.

Out of what fire-mist was that strange Word spoken And clothed with flesh to look thro' human eyes?

By what strong thought were all those dead worlds broken And driven, like fire-mist, back into the skies?

Shaper of nations, from what awful tourney Ride those dark forms across the sky tonight?

Mover of worlds, upon what ghostly journey Is Britain moving now, to what far light?

O, not as long, long since, in exultation, When to a breeze of song her sails unfurled, But crowned for service, bowed for consecration, And, in her hope, new hope for all the world.

Have we not heard—'my soul there is a country,' Felt on our brows the breath of that lost shore?

Have we not seen, on high, one 'winged sentry' Towering above the winds' and waters' roar?

Out of what lifeless protoplast uplifted Were those lean hands on that unshaken hill, Round which, like clouds upon the sea-wind drifted.

The kingdoms pass, but leave one kingdom still.

Not of ourselves the wildering path was But, even now, as when a ship draws With tattered sails, and all her halliards Strange harbor-lights flash out across

chosen; home. frozen. the foam.

What are these coasts?—No earthly compass found them— What land is this?—A light flashed and is gone!—

Beautiful England, under a white-sailed cloud, lies dappled with shadow; Swims into sunlight and drifts into amethyst shadow anew.

Apple-bloom mottles the orchard. The long grass waves on the hill-side.

Lenten has whispered her love, and the promise of Spring has come true.

High over the Scottish hills, high hills, there's a lavrock in heaven.

Quivering, up, up, up, till his wild heart soars out of sight.

West, oiEF the coast of Wales, tall sails on the cloud-shadowed water Glimmer like May-bloom at dawn, then sweep once again into light.

Spring and her legions awake; but not only in meadow and woodland Flowers appear on the earth; nor only in cities of stone Music and color go by; for there is a lovelier kingdom Deep in the spirit of man, where he speaks with his Maker alone.

There, in a lovelier Spring, grave memories gather like pilgrims.

Mount as with Chaucer of old, and ride thro' the showers and the sun, Shining with surcoat and sword, from the dark old Tabard at day-break, Down to a shrine that' endures when a thousand Aprils are gone.

Memories not to be spoken, memories not to be numbered, Stream thro' the glorious land, each to its own grey shrine, Each with its laughter and tears; and all, when the journey is over.

Bowed at one altar-rail, accepting the Bread and the Wine, Faces that loved her of old, and are one with her labour and sorrow; Hearts that beat high at her call, and beat on in her lifeblood today.

Living, though dust of her dust, they breathe but one word in that stillness: He that is greatest shall serve, and his kingdom shall not pass away.

Woodcuts by Ben Alben Benson

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THE EYES AND THE EARS OF THE

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NAVY

NOVEMBER, 1943

VoL 6—No. 11

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Managing Editor

THE PUBLICATION OF THE UNITED STATES NAVAL ACADEMY ALUMNI ASSOCIATION U. S. NAVAL ACADEMY, ANNAPOLIS, MD.

HARRY R. ENGLAND, '27

•

Go4deHii * Board of Trustees President and Trustee CDR. C. MCK.

LYNCH, '07

Vice Presidents and Trustees CDR. CLYDE W . K I N G , '22 GEORGE B . J U N K I N , '13

Coming Into Harbor—By Alfred

Noyes

American Shipbuilding and Repair—By Admiral E. L. Cochrane

4 Rear 9

T h e Coast Guard of Tradition and Today's War —By Arthur Bernon Tourtellot

12

4,600,000 Ton Miles With Naval Air Transport Service—fiy Captain J. P. Whitney, USN

15

Clouds A r e Important in Wartime—By Ray Tannehill

17

TRUSTEES R. ADM. THOMAS J. S E N N , '91 ADM. D . F . SELLERS, '94 ADM. W . H . STANDLEY, '95 ADM. H . E . YARNELL, '97 ADM. A. J. H E P B U R N , '97 CAPT. E . J. SADLER, '99 R. ADM. W I L S O N BROWN, '02 ADM. H . R . STARK, '03 ADM. C . W . N I M I T Z , '05 V. ADM. R . W I L L S O N , '06 R. ADM. BRYSON BRUCE, '07 R. ADM. R . JACOBS, '07

Ex-Gov. L C. STARK, '08 CDR. T . A . NICHOLSON, '10 LT. CDR. W . V. BRANDT, '11 CDR. M . D . GILMORE, '11 N O R M A N O . W Y N K O O P , '16 CDR. V. F. BLAKESLEE, '20 GERALD A. STACEY, '22 J O H N WALDHAUSER, JR., '23 CDR. W . W . HONAKER, '26 (SC) CDR. T . J . H A M I L T O N , '27

LT. J . M . BuitNfHAM, '41

Ivan

The Nazis Were Taken By Surprise—By Second Lieutenant McGeorge Bundy, AUS .

20

W e Model Our Fighting Ships—By C. Walker

23

Lester

If You Have An Unsuspected Landing—By Ensigns Frank and John Craighead, USNR ...

26

Miscellaneous Cargo

28

Navy Athletics

32

Spindrift—By Lee Shores

38

What's the Dope

40

T h e Searchlight

80

W e Waiting Wives

81

T h e Last Call

98

Branch Association News

99

ENS. J . L. M C C L A N E , JR., 'AA

Single copies 15c Subscrtption Price $1.50 Per Year Copyright 1943, United States Naval Academy Alumm Association Entered as Second Class Matter at the, Post Office at Annapolis, Md.

NOVEMBER, 1943

THIS MONTH'S COVER. Sinister and elective, a motor torpedo boat speeding out jot the kill somewhere in the South Pacific.

In the three specialized types of Beechcrafts shown in formation below, a large proportion of Air Forces bomber )j crews gain the skills t h a t serve t h e m so well in their f flights over Axis targets. * Pilots learn the technique of handling heavy, fast, multi-engine bombers in the plywood AT-10 Beechcraft transitional trainer (leading formation). * Navigators master their complex art in t h e all-metal AT-7 (Navy SNB-2) Beechcraft navigation trainer (second in forniation). ^ Bombardiers learn to make the niost of those crucial split seconds over the target in t h e all-metal AT-11 (Navy SNB-1) Beechcraft bombing trainer (third in formation) which is also adaptable for instruction in flexible aerial gunnery. * Like the commercial Beechcrafts which were prototypes of t h e AT-7 and AT-11, these trainers combine near-tactical high cruising speeds with exceptionally low landing speeds, ^asy maneuverability, and great sturdiness. * Like the m e n they help to instruct, these Beechcrafts work hard and efficiently at their vital tasks with t h e world's finest Air Services.

C O R P O R A T I O N BEECHCRAFTS

ARE

DOING

THEIR

PART

WICHITA,

KANSAS,

U. S. A.

minm^h

MANUAL AND AUTOMATIC

LIFE RAFT RELEASE Life-rafts, floats, etc., previously h a d no life-saving value, unless there w a s sufficient time to release the lashings before a ship went down. Today, however, with the Grove Hydralease, buoyant g e a r can be released automatically, after the ship sinks, or m a n u a l l y if time permits. This unit h a s been thoroughly tried a n d proved under rigidly severe a n d thorough tests simulating every type of condition—such a s g r a d u a l or rapid submersion with light or h e a v y buoyant loads.

For full details write today.

RELEASES BY PULL OF A

RELEASES BY PRESSURE OF WATER—When there is only time to a b a n d o n ship a n d get clear, pressure of the water automatically withdraws the h y d r a u l i c pin, uncoupling the lashing plates a n d permitting the raft or float to rise to the surface after the ship goes under.

PIN—By simply twisting a n d pulling m a n u a l pin a n d breaking the seal, the lashing plate uncouples, permitting the raft or float to be launched.

E R E G U L A T O 6511 GREEN STREET, OAKLAND (8), CALIFORNIA

R BRANCH OFFICES:

NOVEMBER,

1943

R

30 ROCKEFELLER PLAZA, NEW YORK CITY • 5644 NAVIGATION BLVD., HOUSTON, TEXAS

METAL PRODUCTS CO C L E V E L A N D , OH

IO

American Shipbuilding and Repair

By Rear Admiral E. L. Cochrane

The Chief of the Bureau of Ships Reviews the History of American Shipbuilding Since Pearl Harbor, and Thereby Discloses One of Our Outstanding Keys to Victory "PHENOMENAL records in ship con-'- stxuaion and repair are being made on American shipways today, both in Government-owned and private yards.

The "impossible" is being doneâ&#x20AC;&#x201D;an achievement made possible, first, by the devotion to duty of men and women workers (many of whom have never seen the sea), and second, by the all-out cooperation being given shipbuilders by American industry as a whole. The joint eflForts of individuals and,industry have been inspired, of course, by the realization that a United Nations victory depends, to a great extent, upon the ability to keep our guns firing and our ships moving.

Once again, as in all previous wars this country has been dragged into, we were woefully unprepared. The Japanese gained a tremendous initial advantage of their well-executed attack on Pearl Harbor. Even with assistance from our allies, there were not enough fighting ships, auxiharies, and other shipping facilities to hope or expect to hang on to what we then possessed.

Thus it became a primary but difficult task to allocate available facilities, delay our enemies as much as possible while contracting our lines, and accept as few sacrifices as possible. The enemies, although underestimating the potentiality of our industry and resources, were striving for a knock-out blow. Before its effect could be felt they were thwarted at Coral Sea, quickly followed by Midway, where they must have learned with a shock how superior our men and equipment were to theirs. They were by no means ready to go on the defensive, for they realized that this inevitably would lead to defeat.

strong position. Their merchant tonnage was more than equal to the task of supplying their outlying forces. It was up to their fighting ships to destroy ours before

NAVY WAR PROGRAM

PRE-PEARL HARBOR BUILDING PERIODS COMPARED WITH

RECENT BUILDING PERIODS NUMBER OF MONTHS KEEL TO COMPLETION

NUMBER OF MONTHS KEEL TO COMPLETION

It is not the Japanese way to give up easily, and despite the set-backs at Coral Sea and Midway, they still were in a NOVEMBER,

increased production in this country could assert itself, even at the cost of accepting greater losses than were inflicted. They were thwarted in this ob-

1943 HEAVY CRUISERS

LIGHT CRUISERS

The Japs marked the USS SHAW off as finished after the sneak attack at Pearl Harbor but American shipbuilding ingenuity resulted in a different story.

(1) Probably one of the outstanding combat photographs of all times; the SHAW blowing up when Jap bombs struck her magazine on December 7, 1941.

(2) The wreck after three bombs had struck her.

(3) Temporary bow being installed.

jective in the many actions centering around the Solomon Islands in which our ships, aided by air power, inflicted heavier damage on the enemy than even many Americans believed possible when the situation appeared so depressing.

We were not without serious troubles ourselves, however. In the Atlantic, in the Caribbean, even within sight of out own shores, Nazi submarines were taking their toll. The ocean thoroughfares to Russia were littered with the wreckage of American and United Nations ships.

Axis leaders were jubilant; the air was filled with their boasts that America would never be able to send invasion forces to Europe, or even to keep England from starving. Obviously and admittedly, herculean efforts were required to meet the situation. How well this effort was successful is best borne out by examining the record.

But first, take a look at the problem.

'TpHE primary function of our Naval â&#x20AC;˘^ Shore Establishment is to provide service to the Fleet. The Navy Yards perform a vital part of this service in keeping our fighting ships fit and ready for service, providing them with the latest types of fighting equipment, and healing their wounds after battle. Toâ&#x20AC;˘'^ day, not only are the yards doing notable work in the building of new ships, they must be and are ready at all times

to care for the ships on the fighting line.

In times of peace this function is fulfilled by the assignment of ships to home yards, where they remrn at regular intervals for well defined overhaul periods which are assigned many months in advance.

On this basis the work at the yards could be scheduled in an orderly manner and a fairly constant working force employed on this type of work. The larger Navy Yards ordinarily employed from 5,000 to 7,000 men, working 40 hours a week with little shift or overtime work.

After Pearl Harbor an entirely new situation had to be met. All ships had to be brought to their highest state of efficiency and maintained there. New developments in weapons and instruments had to be rushed through production and installed. Continuous cruising in convoy and other work made more frequent overhauls necessary, and the time allowed therefore in the yards was sharply curtailed. Then came the battle damage repair jobs which had not and could not be scheduled.

To meet this situation our Navy Yard working forces were doubled, tripled and quadrupled as fast as men could be recruited. When skiUed men were no longer available, untrained men and women were brought in to work alongside the skilled until they could pick up their share of the workload. As an example, the force at one of our East Coast Navy Yards expanded from 1,500 men in 1937 to 26,000 in 1943. One of our larger Navy Yards now employs over 69,000 men and the forces are still increasing.

Getting the ships damaged at Pearl

(4) With temporary bow she steams out of Pearl Harbor enroute to Mainland.

Harbor back into service was a large order. Workers were recruited, largely from the mainland Navy Yards at first, for this task. Pearl Harbor Yard mushroomed almost overnight to many times its former size. The workers were subjected to inadequate accommodations, were separated from their families and friends but ungrudgingly accepted these conditions. The Japanese can testify as to the effectiveness of their work.

AS the size of the Navy increases this -^*- repair load grows in direct proportion. On December 1, 1941, just before Pearl Harbor, there were less than a thousand ships in commission in the Navy. On July 1, 1943 this number was approaching foiu: thousand. During one month of this year there were 436 naval vessels under repair in nine Navy Yards; work costing a total of $20,000,000 was accompHshed on these ships. Most of this repair work is done on the basis of remrning the ships to the Fleet at the earhest practicable date; to accomplish this, full.shift work and overtime is employed. In many cases where important units of the fleet were needed by specified dates, the yard persoimel have virmally accomplished the impossible in meeting the deadhne. There are many unsung heroes among our shipyard workmen and foremen who have worked long hard hours without benefit of blueprints, to get a ship back to the batde Hne in record time.

Some notable jobs have been done in repairing ships which were badly damaged in batde. Well known to the pubHe are the cases of the SHAW and the SAN FRANCISCO. The former, which lost

bow and steamed to Mare Island under Navies did not help the situation. Our her own power, where a new bow was workmen had to learn that an elevator waiting in drydock. The false bow was on a British ship is a "Lift," that a wire removed and the new one installed and is "earthed" rather than grounded, that all other repairs completed in less than a "bird cage" is a radar shack, and that four months. The SAN FRANCISCO was a "wandering lead" is a portable cable. restored after her battering in the Battle of Guadalcanal in a period of two "lyj"ANY unusual problems have arisen months, a better ship than when she en- â&#x20AC;˘^'-^ during the repair of damaged ships for which there was no precedent, and tered the batde.

As the repair load began to grow by the yards have displayed unusual releaps and bounds, it became evident that sourcefulness and ingenuity in salvaging our Navy Yards would not be able to these. As an example, a ship arrived at a handle aH of the work on Naval vessels, West Coast Navy Yard for repair of and plans were made to make use of pri- damage caused by an explosion in one vate ship repair yards. There were many of her gasoline tanks. The deck plating difficulties to overcome in setting up this had been forced downward in such a program due to the unfamiliarity of the way as to block access to the damaged private yards with Navy specifications gasoline piping. It had not been pracand standards, but they were overcome ticable to remove all gasoline in the area by the hearty cooperation of the shipyard and some preliminary cutting away was persoimel. Naval inspectors and ships' necessary before steaming of the tanks officers. Most of these yards have now could be undertaken. The yard was therepassed the educational stage and take fore faced with the problem of cutting Navy work in their stride. The extent away the deck plating while working in of this program is indicated by the fact an explosive atmosphere.

The problem was solved by flooding that during one month of this year there were 418 U. S. and foreign naval vessels the compartment with water, and sendundergoing overhaul or conversion in ing down a diver to cut away the plating with underwater cutting equipment. private yards in this country. .

AcmaUy a sizable part of the work The cut plating was then removed and undertaken in our yards, both govern- the compartments pumped down. As the ment and private, has been the overhaul arc type of underwater cutter was not and repair of foreign warships. During available, the gas type was used. This the past year this work constimted 17% necessitated the Hghting of the torch on of the total repair load and involved an forecastle deck and lowering it to the expendimre of approximately $60,000,- diver in a bucket of water. As a further 000. A total of 83 large ships were re- precaution, the bucket and torch were paired for 10 AUied nations, the ma- kept in a fog spray until the torch was jority being British. This work, especial- submerged. Access was then had to the ly in the beginning, taxed the resource- damaged piping. During this work of fulness of our yards in adapting U. S. removing the piping, it became neces{Continued on page 71) methods and materials to the require-

everything forward of her No. 1 stack at Pearl Harbor, was fitted with a false ments and specifications of foreign naval services. The use of diflFerent names for (5) The arrival in Mare Island for repairs. the same article by the U. S. and British

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(6) With a new bow and repairs completed the SHAW rides forth to avenge December 7th.

^â&#x20AC;˘i^"^

The Coast Guard of Tradition

By Arthur Bernon Tourtellot (Above) The

/ ^ N E Sunday a year ago last Septem^ - ^ her, during the first hard weeks on Guadalcanal, a detachment of Marines was sent into an area where the enemy was particularly smbborn. By mid-afternoon, it became apparent that the expedition could not cope with the simation and that if the men were not immediately evacuated, the entire expedition would be lost. A twenty-one-year-old Coast Guardsman volunteered to lead a flotiUa of Higgins boats inshore to take oflF the five hundred stranded Marines.

He led the little fleet in under the noses of enemy guns, and while the exhausted Marines were loaded into the boats, he placed his own craft so that it could serve as a shield between the evacuation flotilla and the enemy's shore forces. Just as the operation was being completed, an enemy buUet stmck him down. He regained consciousness long enough to say only four words: "Did they get oflF.'" Some months later the President awarded young Douglas Munro the posthumous decoration of the Congressional Medal of Honor "for conspicuous gaUantry in action above and beyond the caU of duty."

Munro's case is only one of many Coast Guardsmen who have given up their 12

MASSACHUSETTS, one of

the earliest ships of the Coast Guard Fleet, as painted

by Chief Boatswain's Mate Hunter Wood. This ship was commissioned in 1791 to aid the Treasury in collecting customs.

lives in this war. But somehow the way in which he ^ , died â&#x20AC;&#x201D; combining a humanitarian task with action against the enemyâ&#x20AC;&#x201D; typifies the role of the Coast Guard throughout a hundred and fifty-three years of the Nation's history. For, ever since the founding of this service in 1790 (four years before the establishment of the present Navy), the Coast Guard's men and ships have policed the seas in time of peace and fought the enemy in time of war. Like Douglas Munro, who held the enemy oflF with a thirty calibre Browning at the same time that he was directing the rescue of five hundred men with a few saltatorial boats, it has performed a dual function, often simultaneously, from the start.

During the infancy of the Republic, when the average annual revenue was barely a million doUars, Alexander Hamilton, the far-sighted Secretary of the Treasury, pointed out to Congress that there would always be traders who would smuggle goods into the country rather than declare them and pay the revenue charges. Congress then authorized the construction and commissioning

yTtnmmp

J

and Today's War

little force of revenue cutters constituted an important part of our defense.

GraduaUy, as the new Navy's development was accelerated by the hostilities, the cutters operated in closer and closer association with the Navy. By the end of the French imbroglio in 1801, the Cutter Service had seventeen shipsâ&#x20AC;&#x201D;the newer ones bark-rigged vessels of heavy firing power. The Service's record during the quasi-war was an enviable one.

Out-manned and out-powered by most of their opponents, the cutters capmred several prizes and did much to establish the dignity and freedom of the young American republic on the high seas for the first time.

'T~'HE importance of the quasi-war to -â&#x20AC;˘- America's naval history can never be over-emphasized. It was the beginning of American sea-power, and it also established the precedent for incorporating the Coast Guard into the Navy during national emergencies. The significance of the latter fact was perhaps greater at that time than it has ever been since, for the opening of the war with France found the Cutter Service comprising a third of America's fleet. President John Adams, sensing the simation with which the nation was confronted, promptly made the Service an operating part of the Navy. With Congressional approval of his action, it became law that the Service enter into such a relationship with the Navy during any emergency which the President should consider sufficientThe recent landing on a Greenland icecap

by Lieutenant John A. Pritchard, USCG, when he rescued two Army air men, whose plane had crashed, as depicted by Coast Guard Artist, Larry O'Toole.

of ten "revenue cutters" to enforce the duties laws. The first and largest of the cutters was the seventy-ton MASSACHUSETTS, a square-sterned schooner armed with six swivel guns. The other ships varied from the thirty-ton GENERAL G R E E N E to three sloops of fifty tons.

When America faced the Quasi-War with France in 1799 and the Navy was StiU largely existing on paper only, the

Coastguardsmen perform a wide variety of duties. At top they are fighting a dockside fire; in the center, a Coastguardsman protecting Federal lives and property and rescuing Naval personnel at sea, and bottom, the first sub-sinking in American coastal waters by the cutter ICARUS as depicted by a Coast Guard Artist.

ly serious to warrant the unification of the sea forces. Up until the present, therefore, the Coast Guard operates under the Treasury Department in time of peace and under the Navy Department in time of war.

When an economy wave seized the JeflFerson administration, Albert GaUatin, the Secretary of the Treasury, went along with it and cut down the Service, seUing the larger brigs or giving them to the Navy. At the same time, a fortyfive ton limit was placed on aU revenue craft, and a crew of only six men was aUotted each ship. The threat of a second war with Great Britain, however, necessitated a new preparedness program, and the acmal outbreak of the War of 1812 found the Service weU equipped to join forces with the Navy once again. The cutters then in use were as large as a hundred and thirty tons, and the first capmre of the war was eflfected by the cutter JEFFERSON when she took the' British brig PATRIOT, A prized tradition of the Service also is the story of Captain Samuel Travis, of the cutter SUR-, VEYOR. Outnumbered and with his ship's deck swarming with a boarding party twice the size of his crew. Captain Travis led his men in a fight to the end in defense of every inch of the SURVEYOR'S deck. The superior British forces won the engagement, but the next day they returned Captain Travis his sword, explaining that it was a tribute to his courage and gaUantry.

In both the Seminole War and the Mexican War, the Service's cutters joined forces with the Navy. In both cases the close association of the Service 14

with southern United States waters—an association that dated back to the war against the pirates—served the national interests in good stead. On the other hand, the Service itself profited from these wars. It was knitted together after the close of the Mexican War, and discipline was strengthened. For the first time, a Commandant, Captain Alexander V. Fraser, was appointed to head the Service in Washington. Fraser was probably the outstanding man that the Service produced during its first cenmry. A leading maritime figure even before his appointment, he had been a master of ships in the East India trade before joining the Service in 1832. As a regular line officer, he had developed what has since become a primary function of the Service—the job of saving lives and property at sea. Sailing out of New York, he spent three years in the work of patrolling the Eastern coast for vessels in distress. His reputation in Eastern maritime circles was so enhanced during these years that he became the most influential officer in the Service. Consequendy, when the Congress made its next periodic criticism of aU the services. Secretary of the Treasury J. C Spencer made the obvious choice of Fraser as the man who could best reconstruct and invigorate the entire Service. Fraser setded down to hard work immediately. He instimted a system of making promotions only after examinations, introduced the use of iron steamers and established an engineering branch. With Eraser's administration, the Service reaUy became of age, but he never did succeed in completely divorcing the Service from politics. He resigned only for the more exciting job of taking a new cutter around the Horn in '49 to {Continued on page 87)

4,600,000 Ton-Miles With Naval Air Transport Service iv unm i. p. HHrriev, a The Aviation Director, Office Chief of Naval Operations, cites figures ( 1 7 , 0 0 0 , 0 0 0 passenger miles and 2 , 9 0 0 , 0 0 0 cargo ton miles for the total of 4 , 6 0 0 , 0 0 0 ton miles) of monthly traffic by NATS and credits airline personnel with a large part of the job.

A HUGE transport airplane circled in •^ ^ a bright blue October sky over Washington's National Airport. The pilot asked for and received permission to land. The four-engine giant touched its tricycle landing gear lighdy to the ranway, taxied to the apron and braked silendy to a halt. The hatch opened.

Secretary of the Navy Frank Knox emerged. He was returning from a mission to England, Africa and the Italian warfront. He had been gone over three weeks but his total time in travel had been only 80 hours—a Htde over three days. He had traveled 20,000 miles, covered an average of better than 205 miles an hour.

The Secretary's party moved away from the airfield in cars. The Douglas R5D Skymaster transport stood deserted, apparently just another of the scores of thousands of American airplanes serving the war eflFort. But that airplane is more than "juSt another" plane. It is a monument to the amazing record of achievement compiled by one of the least publicized branches of the Navy—the Naval Air Transport Service. The mission it had just completed was so typical of a NATS operation as to be outstanding.

Without fanfare or publicity, Commander Wharton E. "Slim" Earned, USNR, former airline pilot and Commanding Officer of the first NATS squadron to be formed, had flown one of the United States' highest officials 20,000 miles through all kinds of weather, over oceans, skirting war zones, at an averIn the foggy Aleutians, United States Navy aged hourly speed of 205, mUes. To transports much of its freight by air. Here Earned and crew of seven it was just ana PBY is being loaded for a trip to one other routine operation. To the Secreof the outposts.

NOVEMBER,

1943

tary and members of his party it was, in their own words, "A marvelous trip, perfectly executed." Part of an organization whose hallmark is precision, they were nevertheless impressed by the clocklike regularity of the operation.

Starting from scratch, five days after the United States went into the war, the Naval Air Transport Service has grown to the point where it is transporting, over a worldwide network, 15,000 passengers and 4,500,000 pounds of maU and cargo a month.

These figures are double those of six months ago and there wiU be further increases in the fumre as the service expands its operations to keep pace with the building up of the greatest naval force in the history of the world.

As the fleet expands so wiU NATS, for NATS has the specialized job of following the fleet wherever it may go. In a war such as this of worldwide proportions, an assignment of this type calls for an operating technique which is peculiarly adapted to going anywhere at any time with either seaplane or landplane, depending upon which can do the best job.

AIRLINE M E N LEAD 75 PER C E N T OF SQUADRONS

The history of NATS is acmaUy a record of the success of the scheduled airlines. Without them, the job that NATS is now doing would have been impossible. The Navy's air transport system is in fact built around ex-airline experts whose names are familiar to many in the scheduled airline industry.

For instance, of ,the eight transport 15

The Naval Air Transport Service delivers vital war supplies to Naval Establishments and Fleet units in all corners of the globe.

This is the interior of one of the Douglas cargo planes.

squadrons which now comprise the service, six have, as squadron commanders, former airHne operators and pilots.

In fact, the entire NATS organization is smdded in operations, traffic and "management" with Naval Reservists, who, when they came on active duty brought with them the valuable "knowhow" that only years of acmal experience in scheduled airline business could give them. A good example of this can be seen in the Washington Headquarters of NATS where Comdr. C. H. SchUdhauer, USNR, is chief man.

Around him are such well-known names in the air transport industry as: Comdr.

Paul E. Richter, USNR, in charge of operations; Lt. Comdr. Harold A. EUiot, USN. (Ret.), heading up. landplane operations; Lt. Comdr. Karl F. Lueder, USNR, charge of seaplane activities. / ^ U T on the line, NATS has as squad^ ^ ron commanders, Lt. Comdr. Wharton E. Earned, USNR, former assistant superintendent of flying for United Airlines; Lt. Comdr. Harry R. Canaday, USNR, of Pan American Airways; Lt. Comdr. Verne A. Dorrell, USNR, of Mid-Continent Airlines; Lt. Comdr.

Stewart W. Hopkins, USNR, United Air Lines; Comdr. Carl F. Luethi, USNR, of Northwest Airlines; and Lt. Comdr.

Henry C. HoUenbeck, USNR, one of the veterans of Western Air Lines.

Operating procedures of NATS fol16

The power of 200 horses embodied in this airplane engine is loaded into the hatch of one of the Navy's own transport service planes at an American airport—destined for some distant front to fill a badly needed requisition.

low closely those of the airlines because airHne men are running it. This applies not only to acmal handUng of planes in flight, but also with regard to such important phases as communications and the system of replacing worn out parts.

In traffic, too, there are former airline men throughout the NATS organization.

Unlike the majority of its operating men, NATS traffic handlers had no previous Navy experience, but when they "joined up," their air traffic "know-how," in itself a specialized business, was put to use.

Of the 15,000 passengers NATS is now carrying monthly and who fly monthly a total of close to 17,000,000 (passenger) miles, aU are of a priority namre and for the most part are naval personnel. IncidentaUy, each of our passengers flies more than a thousand miles on the average, indicative of the widespread routes of the service, which now total just under 60,000 miles.

Ton miles of cargo and mail now being hauled reached the figure of 2,900,000 each month, and each vital ton is hauled an average of 1300 miles.

H A L F A M I L L I O N MILES A W E E K

The fleet of NATS consists of weU over 100 planes, divided about equaUy between seaplanes and landplanes. However, with landplanes being used extensively for overseas operations, about three out of every four airplanes in the fleet

are flying overseas with the remainder being used within the continental boundaries of the United States, connecting naval centers and important manufacturing districts where Navy supplies are produced. This fleet of planes is performing an aggregate of more than a half miUion miles per week, many of which are to places that had never been touched by transport planes until war.

To carry out its job of serving the Fleet, NATS must be able to fiU two main requirements. In the first place, it must operate both land and seaplanes because in several of our far-flung patrol fronts—especiaUy on smaU South Pacific islands—there are no air fields that can accommodate large transport landplanes. Seaplanes are needed for the job.

Second, NATS must be flexible enough and good enough to fly, almost at a moment's notice, into and within areas required by plans of the High Command.

UNEXPECTED MISSIONS

As an example of this latter point, only a few weeks ago an order came at 10:00 a.m., whereby NATS was required to rush many tons of vital machinery to a certain point outside the country.

When that order was received several scheduled planes in flight over the system were mrned back to their starting points, unloaded, and flown quickly to (Continued on page 74)

Qimaip

Clouds Are Important in

Wartime

By Ivan Ray Tannehill • p E W places are better for observing -'- clouds than on a ship at sea. Over the open ocean and above islands and seacoasts we see a great variety of cloud forms. They take almost every conceivable shape and may be at any level from the siuface of the sea, where they are caUed fog, to a level of twelve miles above the earth's suxface where high clouds are sometimes seen in the tropics. It is not astonishing, then, that the job of naming diflFerent kinds of clouds was so great a puzzle that it remained unsolved for thousands of years. Not a great deal more than a century ago (1803) an Englishman, Luke Howard, proposed a classification which is the basis of aU cloud records in the world today.

To people of Howard's time, it seemed to be almost miraculous that he had at last brought order out of chaos in the cloud world. The fact that Goethe composed a poem in Howard's honor, is evidence of the enthusiasm with which his cloud classification was received. Although the proper identification of clouds is sometimes difficult, even today —so much so that the world's leading smdents of clouds may disagree over some of the finer points—the classification that has been developed from Howard's system is rather simple. Even a person who has never observed clouds before, except to look for imaginary shapes in the everchanging contours, can master

Material for this article is taken from Mr. Tarmehill's new book, WEATHEJR AROUND THE WORLD, published, by Princeton University Press, which is highly recommended to SHIPMATE readers.

NOVEMBER,

1943

This is a lenticular cloud. the elements of the classification in a few minutes.

Howard named three principal kinds of clouds: 1. On some bright days we have noticed high clouds of a fine thin texmre that moved very little or not at aU; a few of these clouds looked somewhat like feathers. Maybe wq have heard these fine, thin clouds, snow-white in color, caUed "mare's tails." Or at night we have noticed a large ring around the moon.

Perhaps we have noticed people looking through smoked glass at the sun and on getting a dark or smoked glass have seen a similar ring in the daytime around the sun. These lunar and solar halos are caused by thin clouds. Or perhaps we recaU that on some occasions we have seen a sheet of high, whitish clouds, with a large patch broken up into litde globides or flakes, arranged in lines or rows like the pattern on the back of a fish, and have heard this caUed a "mackerel sky." AU of these high, thin, whitish clouds Howard named cirrus.

2. Then there are larger clouds, nearer the earth and of greater density. Usually, their outlines are constantly changing and we may have seen edges of clouds that were shaped like faces or animals.

But we realize that even though the outlines were changing, there was usuaUy something in common about all the clouds on that certain day that made

chem a little different from the clouds on some other day. For example, we plan a picnic and on looking out we see nere and there large, dense bunches of clouds with dark flat bases and grayish summits or snow-white tops in the sunlight; we see them pushing up high into tlie atmosphere, the kind of clouds associated in our minds with summer showers, so we close aU the windows before we go out to prevent the rain from blowing into the house. This heaped-up type of cloud Howard called cumulus.

3. On other days, especiaUy in winter, when it has been raining or snowing, we wonder if it is going to clear up, so we look out to see if there is an opening of blue sky in the low, grayish layer in formless masses or large roUs, moving more or less rapidly. At other times we suddenly become conscious that the sun is no longer shining. Looking out, we see that a layer of grayish clouds has spread over the sky and is growing thicker, lower and darker and then rain begins. This convinces us that we are "due for a wet speU" for somehow we have learned that the development of this kind of cloud promises more or less continuous rain for a day or two. Howard's name stratus has been applied to clouds of these kinds. " p V E N today, clouds are given these three names—cirrus for the high, 17

The main features of the ten principal kinds of clouds, are as foUows: Clouds of Ice Crystals. The majority of clouds, especially in the lower levels, are composed of smaU water droplets which are less than one-thousandth of an inch in diameter. But the temperature of the atmosphere decreases with height above the surface of the earth, ordinarily at a rate of about 1 째 for each 300 feet of ascent; when the temperamre is 70째 at the surface of the open ocean, it may be as low as 20째 below zero at a height of five miles.

So it is easy to understand why the high clouds, or cirrus forms, are composed of ice crystals. There are three kinds: Cirrus in little patches or in streaks A fog bank on the North Atlantic.

Cirrus

clouds, generally in the form of hooks ending in a point.

thin clouds, cumulus for the heaped-up clouds, and stratus for the grayish layers.

The three are combined with each other, or with the words alto (high) or nimbus ( rain) to give us the ten different clouds now recognized, as follows: High Clouds (average height about 4 miles) 1. Cirrus 2. Cirrocumulus 3. Cirrostratus Middle Clouds (average height about 1 to 4 miles) 4. Altocumulus 5. Altostratus Low Clouds (average height a few hundred feet up to about a mile) Cumulus, indicative of fine weather.

6. Stratocumulus 7. Stratus 8. Nimbostratus Heaped-Up Clouds (base low and flat but top may be very high) 9. Cumulus 10. Cumulonimbus Aside from these forms, there are many special clouds such as standing clouds (cap clouds or banner clouds or crest clouds), seen near mountain tops.

The air is in motion but the cloud continuaUy develops into the wind and dissipates at the other end so that it appears that tlie air is stationary. Some of them are lens-shaped or "very like a whale": ihey are caUed lenticular clouds. Probably the most famous of all standing clouds is the "Tablecloth" that sometimes covers the flat top of Table Mountain at Capetown, South Africa.

of feathery or thread-Hke strucmre, generally white in color; Cirrocumulus or mackerel sky, in smaU rounded masses or flakes, often arranged in groups or lines like ripples in sand on the seashore or the pattern on the back of a fish; and Cirrostratus which is a sheet of high thin cloud that gives the sky a milky appearance, and through which the sun or moon may shine, producing a halo. The cirms forms are usuaUy so thin that their surfaces away from the sun have no shadows. Cirrostrams should be watched for if it grows lower and seems to thicken, it is usually a sign of the approach of a weather dismrbance, probably with some rain and wind. Cirrostrams is a thin stratus cloud at a high level.

Clouds in Sheets or Layers. The other stratus clouds are altostratus, nimbostratus, and simply stratus. The highest of these is the altostratus which is a little lower than cirrostratus. It may be rather thin so that the sun or moon shines through it like ground glass, or it may grow thicker and have a dull gray color.

It does not form halos around the sun or moon, for it is composed of water particles or snow. When cirrostratus, growing thicker and lower, changes to altostratus, this is a more certain indication of the near approach of a weather disturbance. As the cloud sheet becomes thicker and lower and broken clouds begin to form below the sheet, with a threat of rain (or snow), the cloud usually has become nimbostratus and the disturbance is at hand with prospects of A halo in cirrostratus.

Altocumulus clouds arc larger and lower than cirrocumulus; they are usually globular masses more or less flattened and like a cauliflower above or they may be arranged in groups or lines in one or torn by the wind and become fractomore directions. If the clouds are lower cumulus. than altocumulus and are made up of When the cumulus cloud grows to larger globular or flattened masses, or the great heights with parts like mountains clouds appear as regular or irregular rolls and towers, and its top begins to lose its of large size, with darker and lighter cauliflower appearance, spreading out at parts, they are caUed stratocumulus. the summit in the form of an anvil, it has become a cumulonimbus. The lofty The 'Heaped-up" or Cumulus Clouds. top of the cloud is now so high that it The cumulus cloud is a heaped-up mass, penetrates the upper layers where the generaUy with a dome-shaped upper surtemperatures are below freezing. face with rounded protuberances and a The cumulonimbus is the most specflat base. In fine weather they appear in tacular of all.

At home in the town or small masses that are bright on the sunny side and grey in the shadows; their ver- city we may rarely notice the developtical development is rather small. These ment of one of these great clouds until {Continued on page 72) are the typical clouds of the trade wind belts; they are often called "trade cumulus." As the day advances they may grow A scarf cloud above a cumulusâ&#x20AC;&#x201D;an unusual higher and have clear-cut surfaces shaped sight.

continued rain (sometimes snow) and the wind may have increased already to a fresh breeze or a moderate gale. is a low sheet of gray cloud, STRATUS almost formless, which is like a high fog. Rain may come from it in the form of a fine drizzle but it does not amount to much. Strams is not a cloud of stormy weather. It is often seen over cold waters in coastal regions and has a strong tendency to "burn oflF" in the morning when the sun is well above the horizon. When broken up by the wind it is called fractostratus.

Clouds are also commonly seen in layers or patches which are composed of more or less rounded masses or roUs.

The Nazis Were Taken By Surprise A Round-By-Round Account of the Invasion of Sicily, Told in Detail By an Observant Student of Military Strategy, As Seen From a Ringside Seat. The Author is Military Aide to Rear Admiral Alan G. Kirk

By Second Lieutenant McGeorge Bundy, AUS AMPHIBIOUS assault is an operation -'*• of war as old as Ulysses and as new as FM radio. Its basic principles—its strategic strength and its tactical weakness—have been weU known for generations; its detailed techniques change constantly. Already in this war there have been many amphibious operations. There wiU be many more, and probably those ahead will be larger, more complex, and more fiercely resisted than those behind us. This is the story of a part of one operation, told as simply and as clearly as possible, not for the purpose of glorifying the soldiers and sailors who took part in it, but rather with the hope that for soldiers and sailors who may be concerned with fumre operations, it may be helpful.

The invasion of Sicily was planned to begin early on the morning of July 10, 1943. It had of course, in many senses, begun long before. The conquest of Africa and of Pantelleria and Lampedusa can be thought of as stages in the attack.

The flyers who in the days before the first landing so violently bombed the island surely played their part. So too did many thousands of men, from generals to privates and admirals to apprentice seamen, who loaded the ships and trained the men and made the plans. If you push it back far enough, almost everybody in this country and in Canada and in Great Britain had a part in those preparations.

For us, concerned with the military and naval action of the landing batde, the proper beginning is with the operational plan. And of that plan we need know only enough to understand clearly the mission of a single force among the many committed to the battle—Task Force "X," carrying the 45th Infantry Division, reinforced.

General Eisenhower planned to attack Sicily at its southeastern tip, using two 20

armies. The Eastern Task Force was to land a British Army along a thirty-mile front, on the eastern side of the tip. The Western Task Force was to land the American Seventh Army on selected beaches along forty miles of the southwestern side of the tip. In the British landing force were about five divisions; in the American were three. In both cases there were reserves afloat, and the Americans had in addition a force of airborne troops to be used ahead of the landing attack. Carrying and supporting these ground forces were appropriate naval units. Covering them at sea were strong British battle forces, prepared to entertain any major Italian naval units which might come to the party. Overhead, but not mainly concerned with the landing, was the powerful Allied Air Force, with the primary mission of destroying enemy air strength.

The three American divisions were each in a separate Attack Force. Task Force "Y" was to land the 3rd Division on the extreme left of the entire assault, at Licata. Task Force "Z" was to land the 1st Division at Gela. Task Force "X" (Rear Admiral Kirk, USN) was to land the 45th Division (Major General Middleton, USA) at Scoglitd. When we say "at" Scoglitti or Gela, it must be understood that the assault landings were to be made at points chosen together by the Army and Navy commanders in each area, and that in most cases it was not at the town but at beaches near the town that these landings were made. ' T ' H E assault troops of the "X" Force —the three regimental combat teams of the 45 th Division—were embarked in the United States in transports. Supporting troops of the division (which with its many attached units numbered nearly thirty thousand men) were in the

transports and in landing craft (LSTs, LCI(L)s, and LCT(5)s; the landing craft mounted for the attack in North Africa. These ships, carrying the Army, were approximately one-half of the total; the remainder were destroyers, minelayers, minesweepers, PCs, SCs, one light cruiser and a British monitor mounting fifteen-inch guns. The flagship controlling this armada contained Admiral Kirk, General Middleton, and Lieutenant General Omar Bradley, Commanding General of the II Corps, which for this attack included the 1st and 45 th Divisions.

The ships used were thus of aU sizes and types—and speeds. They were assembled in North African ports and grouped for the approach to Sicily in convoys according to speed and point of deparmre. Some sailed in large groups containing craft assigned to other areas; some sailed on special assignments, reporting later to the Force. The fighting ships sailed as escorts to the convoys.

All this movement was coordinated in two respects, first with the other hundreds of vessels approaching other beaches, and second with the time schedule of the attack, which called for a predawn landing from the transports, followed up on the morning of D-day by the large landing craft, and accompanied throughout by the gunfire of fighting ships.

The approach of the "X" Force was uneventful until the afternoon of July 9-

The Conquest oj Sicily (1) U. S. warship hurling shells into Axis shore installation on first approaching the objective.

(2) Destroyer laying smoke screen to cover landing of fighting forces.

(3)

"Greatest Armada in history looms in the horizon."

(4) The destination—Licata,

Sicily.

(5) "Park it here"—a signalman waves an L S T to proper beach.

(6) First troops ashore during operations at Scoglitti.

(7) Birdseye view of invasion.

(8) Mutual congratulations. Rear Admiral Alan C. Kirk exchanges a hearty hand shade with Vice Admiral H. K. Hewitt, commanding U. S. Naval forces in North African waters.

inrrmtp

Those in the Transport convoy will never forget the staggering number of landing craft which they saw moving out from their advance bases on July 8; neither wiU they forget the majesdc line of transports of the "X" and other forces, passing in column. But aU this was according to plan. What happened on July 9 was not.

In any amphibious attack the naval commander faces three potential enemies.

There is the hostile armed force, naval and coastal defense and air; there is the nature of the beaches and waters where he must attack; finally there is the weather. In the planning of the Sicilian attack it was generaUy held that enemy No. 3 would offer no resistance. The Mediterranean in July has for years attracted travelers to its blue skies and gentle breezes. And yet it was the weather which provided the most unpleasant surprise of the landing. On July 9, when aU ships had turned toward their goal, it began to blow. Through the afternoon the Northwesterly breezes ran at about thirty-five knots, raising a choppy sea with waves about twelve feet from crest to trough. According to the best available reports such weather occurs about one day per summer off southern Sicily.

This was the day.

The landing craft pitched and rolled; their troops got seasick, and their approach was delayed. On the transports seas broke over the bows, dashing sheets of spray up to the navigation bridge.

Barrage balloons were carried away. The booms could not be cast loose. It seemed as if the lowering of smaU boats in such weather would be a desperate undertaking. Admiral Kirk sent to one of the ships in company the signal: "Jolly boating weather"; he got no answer. / ^ N L Y Admiral Cunningham, Naval ^ ^ Commander of the entire invasion, was empowered to order a delay in the attack. He said nothing, and the approach continued. As it mrned out, nothing was exacdy the right thing for him to say.

Bringing "the largest invasion force in history" to the beaches assigned for a simultaneous attack involved a considerable traffic problem, and the "X" transports had their share of trouble. Off Malta the afternoon of July 9 the convoy lost about an hour's time in radical maneuvering to keep clear of three other forces. At dusk it squared away for the final approach. Two hours later one transport division with appropriate supporting and screening vessels turned off to-

ward its transport area southeast of the beaches. Here careful training and Scoglitti. The remaining ships continued skillful planning pay off. The bombardto their area west of the village. Ahead ment is so effective that the first waves of them to the North, near Gela, were land almost without opposition. By 0400 gunfire and flares, probably aroused by three of the six assault battalions have paratroops already in battle. But in the hit and overrun their beaches. The three immediate area it was calm, and very others come in during the next hour. On each beach the pattern is the same—caredark.

So here is the "X" Force, aU except its fuUy navigated control vessels lead the large landing craft, safely arrived off waves of small boats to a Hne of deparSicily and loading its smaU boats for the ture offshore. As the first wave leaves landing. Boats from other ships are re- that Hne for the beach, the guns begin. porting to the six transports carrying the Almost before the defenders know what assault troops. Boat waves are being has happened they are off the beaches, formed; control vessels are taking sta- their positions "neutralized" by the Navy tion to lead the waves; fire-support ships and then occupied by the Army. Shortare making their last-minute prepara- ly before six o'clock with several thoutions for the initial bombardment. In sand soldiers ashore. Admiral Kirk is the darkness the navigators are figuring able to report that landings on aU "X" their position, and rail-loaded soldiers beaches have been successful. are lowered in their boats, while others go down the nets.

This is their first battle, the first test of a division which has been in training for two and a half years.

The lowering of boats is not easy. The wind has abated but a heavy sweU is running. One loaded support boat has been cut adrift after swinging at the end of a boom for .fifteen minutes during the last stages of the approach. (It rejoined in time to do its part of the job.) On almost every ship one or two boats have been so badly damaged in lowering that they cannot be used—some have been sunk. But so far there are no casualties, and the work goes ahead. It is apparent nevertheless that H-hour cannot be met, and a delay is ordered. At 0345 the supporting cruiser wiU shoot out a beacon that has been sweeping indecisively but dangerously. Twelve minutes earlier the destroyer bombardment will begin.

There are searchlights sweeping intermittently from the shore, but they do not seem to have told the enemy anything. What is more helpful to him, and more disturbing to our forces, is the dropping of flares by German aircraft.

These flares brightly Hght the northern transport area, and it appears that air attack is imminent. None develops at this dme. Later, at 0420, more flares wiU be dropped and bombs with them.

•jyTEANWHILE the party has begun.

•*-'^-'- On schedule the destroyers open fire, and their high-speed, low-trajectory shells put on a fireworks show that is as exciting to the watchers on the transports as it must be heartening to the men crouched in smaU boats speeding toward land. SmaU support boats are also in action, pouring their own special fire upon

There have been few casualties. In two boats which missed their beach and landed on rocks, about thirty soldiers have drowned, and one sailor. Perhaps more serious, in the long run, are the losses of boats. In the four assault waves twelve boats have been broached. This is a loss not dangerous in itself, but alarming to experienced officers who know that in later trips, with boats carrying cargo, not men, unloading wiU be slower and broaching much more likely.

The longer a boat stays at the beach, ramp down in the water, the more likely it is to fiU with sand and water, or to swing broadside against the sand, out of control, and helpless until salvaged. It begins to look as if the weather and the beaches would demand their price. For these are foul beaches, smdded with offshore bars, irregular in slope, and swept today by surf—a chaUenge to smaU boat coxswains. The chaUenge is being met, but the toll wiU be heavy.

These, of course, are calculated risks.

In amphibious warfare you always have a Hobson's choice between the easy approach against stiff defenses and the tricky landing on points lightly held. The whole attack has been launched on a part of Sicily unsuited for large-scale landings. As the weeks go by it wiU be more and more clear that this is fine strategy—the defenders are caught off balance. But the smaU-boat crews are not sitting in rapt contemplation of strategy. They are matching wits with waves and sand bars, cursing at both, and straining against odds.

T T is daylight, now, and from the trans-*• ports you can see the shore you have attacked. It is a flat coast, the sandy beaches broken at wide intervals by {Continued on page 74)

22

A

W e Model Our Fighting Ships

By C. Lester Walker T ^ r O T so many weeks ago, as this war -^ ^ goes, our Navy found itself with a unique and extra-worrisome problem on its hands. One of the biggest and newest of our plane carriers (for reasons of censorship she must remain nameless here) had to be put into another ocean in a hurry. That meant of course taking her through the Panama Canal. But the great trouble was that it was dubious if the big flat-top would go through. And yet she had to go through! The enemy was on the move and a battle pending.

The whole simation was electric with potential disaster. The Navy knew the measurements—the beam of the carrier, the width of the canal locks. It knew there was some clearance—a matter of inches—and that it was enough perhaps for any normal ship. But a carrier in such a tight squeeze was a new and special problem. For a carrier is built lopsided. AU her superstructure rises from the extreme starboard edge of her flight deck, and this off-center build gives her a different puU in the water she travels through. Unlike a normal ship, the Navy knew, she would drag on one side more than on the other. And once she was in the locks and under tow, this uneven drag would produce a sideways pull.

How much.^ No one knew. And since there were only inches to spare, the ship could be expected to swerve into the lock waUs, damaging herself, possibly NOVEMBER,

1943

smashing the locks, and even thereby plugging the canal. Still this carrier was needed—urgently. Should the Navy try to send her through?

For solution of its problem the Navy turned to its David Taylor Model Basin, a new and amazing ship-experiment laboratory tucked away in an obscure valley in Maryland.

One morning some days later an officer from the Bureau of Ships in Washington caUed the Basin. "That Panama Canal job—can you rush it—tell us if we can get that carrier through the Canal—right away.-"" Admiral Herbert ^S. Howard, director of the Basin, and his staff officer in charge of the project answered yes, they thought so, they'd try; and the Basin swung into action to speed up the job. Within a few days its ship-testing experts had ready along its deep-water basin a scale replica of the locks of the Panama Canal, and in the technical laboratory special test apparatus and measuring and weighing instruments never devised before were being rushed to completion. Meanwhile the model-making shop had finished a twenty-seven-foot wooden duplicate of the tight-fitting plane carrier, exact in every necessary detail. Next day this model was floated out of the workshop into the quarter-mile, dark tunnel of the testing basin and hitched under the towing carriage that, trestle-like, spans the

pool. A pretty girl took her stand at the control platform. Two observers climbed aboard the carriage and sat down at their instrument tables. There was a whirring of hydraulic pumps, a swish of water, as the carriage, like a bridge in flight, began to rush forward into the darkness— and the tests were on.

Two days later, before the report on the tests was finished, Captain Harold E. Saunders, the Basin's technical director, caUed the Bureau of Ships and reported informally: "You can take that carrier through." The finished report was then rushed by special messenger to Washington. There it was put aboard a fast plane for the Canal Zone. Some days later the big flat-top was passed through the canal—unscathed.

This is not an unusual case. This sort of thing goes on at the new basin almost every day. When the British decided that invasion in this war would be amphibious on a scale that the tacticians had never dreamed of before, they decided in the next brain wave that landing craft of a new and special type would be necessary. Their own hands very full with advance fighter-plane experimentation, they called on our Navy to develop the needed boats—and in a hurry. It was for that reason that our Bureau of Ships one day got the new testing basin on the telephone and was again—and as usual —in a terrible rush. How soon could 23

Preliminary stages in constructing a model for test.

new-type landing boats be modeled and tested, and the results got ready for the manufacmrers? What followed was the birth of LCI(L), the now famous Landing Craft Infantry {Large).

The Basin started work at four o'clock of a May afternoon. It designed and modeled all night, aU the next day, the foUowing night. Three seven-foot models were completed and run through rapid tests for form, speed, and power. Later —some time after these tests were completed—the Basin threw up a sand beach at the end of the shallow-water pool, and the wooden landing-craft models then ready were driven on to it by their own motors, steering by acmal working rudders, and with to-scale weights inside them to simulate tanks. As the beaching operations went on, the "tanks" were shifted about, taken out, put back. On the basis of only its very first experiments —for form, speed, and power—the Basin was able to call back the Bureau of Ships within forty-two hours after the order had come in and give exact specifications on the landing barges for history's biggest invasion. One of the most valuable discoveries it had to pass along was about

Trimming model for size and shape.

the motors. The barges, the Basin announced, would not need three engines —only two. That's what they had a few months later when they grounded their noses on the beaches of Sicily.

AU this work which the Navy's new basin does is accomplished, notice, chiefly with models—with things in miniature. If it wishes to solve the problem of why a new hull form on a 400-foot destroyer does not give the hoped-for additional speed (a matter which has the designers and the engineers caUing one another uncomplimentary names) it wiU make its tests with a Lilliputian version of the destroyer: a model only twenty feet long. So with propeller problems (their noise and vibration), or paravanes and mine detectors, or the crushing strength of submarine hulls. The Basin's specialists will explode a half ounce of T N T (a piece the size of the end of your thumb) under water, and t.ike stroboscopic moving pictures, which are ultra slow-motion, of just what happens to undersized, wafer-thin hull plates.

They will then prescribe what ought to be done to increase bottom-plate strength on a 12,000-ton cruiser.' Or the Bureau of Ships wiU give an order in effect something Hke this: "A new battleship. A given shape of huU. Wanted: 33-knot

Speed. How much horsepower must be put into her? Length of ship: 600 feet."

The Basin wiU specify what power shoidd be put into the giant battlewagon to get the required speed, after towing a model—identical in every curve of her huU—which is twenty feet long.

The building where aU this semimagic goes on is a glistening white structure sitting in a green meadow in Carderock, Maryland. Carderock is northwest of Washington about twelve miles and in the rocky gorge of the Potomac —fresh water here and a setting and atmosphere far removed from the sea. ,The testing basin itself (there are adjuncts to it: laboratories, machine shops, woodworking rooms, etc.) looks like a long silver mailing mbe laid down in the vaUey, its lower half buried in the earth. To the general public, strangely enough, the establishment is almost tmknown. Yet, scientificaUy speaking, it is one of the wonder buildings of the world. For instance, the basin is the only building known which foUows the earth's curvature.

II ' I *HE Basin came into being—to go -•• back to first causes—because an English engineer, one WiUiam Froude, discovered one day in the middle of the last century that the behavior of big ships could be prophesied by the performance of smaU models of the same geometrical shape. Froude developed a way of measuring the power needed to tow a model and then of relating that to the amount of power necessary to propel the full-sized ship. He also showed that The wind tunnel at the David W. Taylor Model Basin. The circular section houses the motors. The high pressure section is on the right.

Installing apparatus into ship model for self-propelled test.

model-towing could enable one to find the best shape for a huU for a particular need.

The British Admiralty was impressed and gave Froude about $10,000 for further tests. He evolved a formula based on what he caUed "the law of comparison or corresponding speed." The formula said that if you took the ratio of the length of the model to the length of the fuU-size vessel, found the square root of it and then multiplied by the given speed of the larger craft you would have the corresponding speed of the model.

Worked in the other direction, the formula enabled Froude to say positively that, with water resistances known, a fourreen-foot model with a speed of 3-85 knots indicated a corresponding speed of 23 knots for a ship of geometricaUy the same huU which was 500 feet long.

What Froude did, and what the Navy's new basin does to-day, was to get the resistances of the ship. For a ship's hull traveling through water there are two of these. One the engineers call frictional, and this is easy to get at on any hull. It is produced by the rubbing of the water along the hull, and can be readily calculated by towing a thin plane of the same length and area as the wetted surface of an accurate model. The other resistance is termed residual, and rises from the wave system which the ship itself throws up. A ship with a beautiful high bow wave is an inefficient ship. A ship with no bow wave at all would be perfect. The kind of wave a ship makes is influenced by the shape of her huU, and if you can model the hull to reduce the wave, you can cut down the residual

General view of towing carriage over the deep water basin with a ship model attached to the towing and dynamometer.

resistance. When Froude showed that successful experimentation could be done with ship models a few feet long, it was something revolutionary in the shipmaking world. One of the results was that the British Navy profited.

Our own Navy had no model-testing basin of any kind until almost the turn of the century. Then someone pointed out that we were paying handsome bonuses to the shipyards for speed above contract almost every time the Navy got a new ship. The rate was $50,000 for every quarter-knot extra. It seems that the Navy designers were unable to be certain of their estimates for the power needed to get the required speed. They over-powered the shipâ&#x20AC;&#x201D;to be on the safe side; and in one twelve-year period the safe side cost the government and the taxpayers $2,500,000 in unnecessary bonuses. Then Congress stepped in and appropriated $100,000 for a model-testing basin to be built at the Washington Navy Yard. After that no bonuses had to be paid for extra speed.

This testing basin, although small business compared to the new Carderock establishment, proved its worth in many ways, even in times of peace.

It conducted research on the matter of suction between passing ships. This had

Placing ballast weights into model to obtain proper treatment and even keel.

usually been termed "a mysterious force" and passed off with a shrug of the shoulders. The Navy Yard basin brought to light the true nature of this betweenship suction and measured its forces. On another occasion it performed a considerable service for the port of New York.

Engineers and shipping people were in a dither because the Army was casting dubious eyes on a couple of new piers then a-building for two big liners which would berth in the Hudson River. It was asked if the piers could be extended into the river any farther without causing traffic hazards when the liners were moving in. The Washington Tank, so called, made a replica of the lower, Hudson, with piers, channel buoys, accurate models of lighters, ferryboats, and other ships, and then ran a model of a thousand-foot liner up and down. Movies were taken, and surface and underwater disturbances accurately registered. On the findings the Army engineers limited the pier lengths.

Well before 1936 this first basin had established itself as invaluable, but it was obsolete and inadequate. With the idea {Continued on page 89)

If You Have

An Unsuspected Landing Two Young Naval Officers, trained in the lore of woods and beaches, offer some global suggestions that may mean the difference between survival and death in South Pacific jungles or Arctic wastes.

By Ensigns Frank and John Craighead, USNR where to look for it, and how to prepare it. You must know how to care for your body, how to conserve energy, where to sleep, how to take shelter, and how to tell where you are at all times. Likewise, you must familiarize yourself with those

T N a world-wide war of movement, -*â&#x20AC;˘ you may suddenly find yourself stranded in unfamiliar conditions and surroundings in the Arctic, on the ocean, on coral islands, or in desert or jungles.

You may tend to magnify the hazards of these strange places because of this unfamiliarity.

Fear of the unknown weakens you by reducing your ability to think and plan. But if you are armed with knowledge acquired beforehand, no part of the world wUl be completely strange or frightening to you. You wiU be capable of coping with the new surroundings and remrning to your base in good physical and mental trim.

Survival in the jungle, desert, and Arctic country depends largely on resourcefulness. Your chances of success will be greatly increased if you are physically fit, if you are dressed and equipped for an emergency, if you know fundamental woodcraft principles and can to some extent apply them, and if you have at least a limited skill in a number of outdoor techniques. To feel at home in the wilderness you must learn to know it just as you have learned to know your home or city. You must learn what can be used for food, 26

This following article ii taken from the first chapter of a text book soon to be published, by the Training Division, Bureau of Aeronautics, designed, to instruct naval air cadets in the important art of being able to care for themselves under emergency conditions anywhere in the world. The Ensigns Craighead, principal authors of the text, have based much of the material on their own experiences in many parts of the world.

At present they are visiting several preflight training schools installing the course as part of the physical training program.

They are the authors of "Hawks in Hand," a handsomely illustrated volume of their adventures catching, training, and observing falcons and hawks; several articles in "The Saturday Evening Post," "National Geographic Magazine," etc. SHIPMATE is indebted to the Bureau of Aeronautics for permission to use this material in advance of book publication.

things in the environment that will harm you. It is not an easy task, but you can do it.

Many forces will be operating against you to reduce the length of time you can survive. Food and water are always critical, but other factors such as warmth, shelter, and disease may also be hazardous, depending upon the conditions.

So many different emergency situations may confront you in a global war that it is impossible to lay out any defi-

nite survival formulae. The best assurance, therefore, that you can overcome all such adverse factors â&#x20AC;˘ when on your own is to possess basic information on survival.

With even an elementary knowledge of fundamental woodcraft principles, you would not worry, for example, about a tiger being the cause of an unfamiliar night noise in our North American woods because you would know that tigers "can't happen here." Likewise, you would not waste valuable time and effort attempting to catch fish with a hook if you know that it is almost impossible to hook a particular kind of fish because {Continued on page 84) Upper left, the well prepared pilot should carry a sheath knife, water proof matches, water proof compass, pencil flashlight, shirt-pocket fishing kit, and a mosquito head net. Lower left. Aviation cadets are taught that cattail roots make a nutritious meal.

flfRIIIL PllODyCTS, A-P PISTOL ROCKETS MERRICK, L I., NEW YORK

NOVEMBER, 1943

27

Miscellaneous Cargo AT'ICE Admiral Joseph K. Taussig and * Captain Harley F. Cope have pooled their vast knowledge of the Naval establishment to produce Our Navy: A Fighting Team (Whittlesey House $2.50) which is an excellent discussion of the relative importance of the Navy's various fighting instruments from battleships to machine guns. The Navy in the task of patroUing the seven seas has built an amazing record of achievement, which can be attributed to splendid cooperation between Bureaus, private individuals, and private industry. Anyone reading the book by these two well-known and capable Naval authorities wiU get, perhaps for the first time, a complete picmre of the Navy as a united force and a striking power of preponderant weight.

The authors have explained the differences between the light and heavy craiser, air craft carrier and auxiliary carrier, destroyer and corvette, and other ships that make up a balanced fleet. The book in a very interesting way explains exactly why each ship can be used singly or in cooperation with other types. It by no means neglects showing the importance of the air arm of the fleet. While it wiU be especiaUy useful for Navy indoctrination courses, the book wiU be fascinating to anyone interested in the Navy. , * * * * When Theodore Roosevelt entered the White House we trailed the navies of the world as a poor fourth, England, France and Germany all being superior.

It took the dynamic energy of Roosevelt, his fight for more and better ships, better personnel and improved Naval administration to bring the fleet at the end of his Presidency, to second place among the powers exceeded only by Great Britain.

In Theodore Roosevelt and the Rise of the Modern Navy (Princeton Press, $1.50) Gordon Carpenter O'Gara teUs the story of how the Navy straggled through departmental inertia, administrative deadwood, and the inhibiting influence of die-hard politicans to become the balance of power in a warconscious world. Acmally Mr. O'Gara's book is the first to give adequate treatment to this great turning point in American history. It was at this time 28

A discussion of seapower, shades of Theodore Roosevelt, last word in navigation, stirring fiction of the sea^ fighting words from fighting men and two literary gems. that the policy of maintaining a strong imdivided fleet instead of scattered, ineffected squadrons was introduced, a reform made possible by the building of the Panama Canal. Mr. O'Gara does a splendid job of describing Roosevelt's farsightedness briefly and cogently, showing how his fearlessness and stubborn insistence were directly responsible for changes in ship construction, ordnance, gunnery, fire control, and personnel training, all of which was a splendid foundation for the beginning of the greatest fleet in the world which has blossomed under the second Roosevelt and the pressure of World War II. * * m * The latest volume to come from the team of Professor Lyman M. KeUs and Associate Professors WiUis F. Kern and James R. Bland, aU of the Academy Department of Mathematics, is Navigation (McGraw-HiU $5.00) which is an up to date and very logical and complete course in that subject. This new text sets forth the mathematical background for each theory of navigation and treats each one thoroughly by means of clear illustrative examples and exercises graded to give maximum efficiency in the learning process. The book is splendily illustrated with numerous figures and diagrams to bring out all essential elements of the topic. As the book is planned, it gives a quick comprehension of each problem in navigation besides supplying interest, reality, and motivation. * * * * Fathoms Deep by Michael Dawson (Sheridan House $2.00) is a story of British submarine men. With typical British restraint, Mr. Dawson tells undersea yarns of today's war in a very interesting manner. He has introduced a love angle to the book, which is incidental, but all in all has mrned out a very acceptable job. * * * * There is no more inglorious chapter in

the history of mankind than that concerning the bondage of one class of human beings by another. By the chains of slavery, from Biblical times to comparatively recently, various segments of the human race have lived on the blood and sweat of others and Occidentals are not immune by any means to changes of inhumanity through several cenrares.

Hamilton Cochran, who in Windward Passage vividly portrayed the buccaneer Sir Henry Morgan, in a new book has created a whoUy original outlaw in David Ashby. Captain Ebony (BobbsMerriU, $2.75) is a story of how the ebony skins of smuggled Negroes earned Ashby his nickname. This former socaUed Virginia gentlemen, who was embroiled in a henious traffic for reasons best known to himself, took pride in the name that his trade brought him, and in his exploits of breaking the laws of civilized nations. One suspects that most of the plot of this book is taken from acmal records of slavery as it existed around 1843 when the further entry of slaves was prohibited in most parts of the Western Hemisphere. This novel is both interesting and informative, being history in fictional form and could be taken largely as fact. *

«

*

*

Alfred Knopf has just published Dr. Wilfred E. Binkley's American Political Parties ($3.00) which won the FeUowship Award in History offered by that* publisher. This analysis of the growth of the American party system is a smdy of the formation of group opinion and —further—of the coalescing of that opinion under the guidance of a master politician into a political party. A few of the chapter headings read: The Federalists Democracy; The Break-up of the Major Parties; and Present Day Democracy. Dr. Binkley is Professor of Political Science and History at Ohio Northern University. This book is a masterly handling of the subject and {Continued on page 97)

wkmaip

:Mi

Every RCA Aviation Radio Ciystal Is a JMasterpiece of Accuracy

T

o NAVIGATORS of the skyways and ocean lanes a fine chronometer is the ultimate of accuracy. To the expert machinist a good micrometer is the symbol of precision. Both of these instruments are, indeed, highly accurate; yet finer still is the precision required of good aviation radio equipment.

An example of this high degree of accuracy is the quartz crystal plate shown above. Crystals like these are used to keep radio transmitters, a n d in some cases receivers, operating at their proper frequency.

To do this efficiently the quartz plates must be cut and ground with extreme accuracy.

Only very minute tolerances can be allowed.

Precision work in other lines ordinarily requires measurements no finer than one ten-

thousandth of an inch. But RCA crystals are measured in microns, and fractions of microns, and one micron equals only 40 millionths of an inch.

A very slight error will make a difference of thousands of cycles in the crystal frequency controlling tjie oscillator circuit.

Conventional measuring instruments are useless for this work. That is why, for production of RCA crystals, RCA engineers have devised special means, such as X-rays, greatly magnified micrometers, and electronic devices.

RCA crystals are made with such precision that operating frequencies can be held to two ten-thousandths of one per cent! Thus the crystal vibration frequency will not vary more than 3 cycles in 1,000,000.

With wear and aging, mechanical devices lose their initial accuracy. Yet crystals whiph are properly cut and carefully ground will maintain their original accuracy indefinitely. Thus precision of RCA crystals is maintained at all times, assuring you of permanent accuracy.

So, too, every other factor affecting performance of aviation equipment is worked out with meticulous exactitude by RCA engineers—through every step of theory, every operation in manufacture. That is why aviation en- KK^ICTORY gineers say confidently, "RCA ^^ BUY Aviation Radio Equipment is WAR dependable. You're 'on the BONDS beam' when you consult RCA research!"

RCA A V I A T I O N RADIO RCA VICTOR DIVISION • RADIO CORPORATION OF AMERICA • CAMDEN, N. J.

NOVEMBER, 1943

29

WAESCHE THE E.FFICIEKT AMD WELL LIK.ED COMMANDAHT OF THE UWITED STATES COAST Q-UAR.D . WHO IS NOW SERVING UI5 SECOMD * APPOINTf/lENT IN TWAT CAPACIT/.

30

winmaii ...JMBTP

THIS IS ''ELMER'S'' FATHER "This simple gyroscope, a toy top, is the father of the automatic pilot in our big b o m b i n g p l a n e s — t h e marvelous gadget our boys call "Elmer."

Often, on the way h o m e after a raid, they t u r n the p l a n e over to E l m e r — f o r they know the pilot can be depended on to fly a course m o r e accurately than any h u m a n .

T h e gyroscope itself, however, depends on another ingenious d e v i c e — t h e ball bearing!

Without these b e a r i n g s , the smooth, swift, steady spin of the gyroscope's wheel would be impossible to maintain.

A n d the automatic pilot is only one of several " i m p o s s i b l e " instruments which g y r o s c o p e s — a n d b a l l b e a r i n g s — m a k e practical. The fascinating truth about them cannot be r e v e a l e d — y e t . But this much can be told n o w : very few of our tools of war could operate — or even be m a d e in the first place—without anti-friction b e a r i n g s which reduce friction, keep metal cool, postp o n e wear, and maintain precise location of p a r t s .

N E W D E P A R T U R E ball bearings, in ever-increasi n g millions, are flowing steadily into America's fighting m a c h i n e s .

3i<>

eu/ BALL

cuitum BEARINGS Nothing Rolls Like a Ball

NEW

DEPARTURE

NOVEMBER,

1943

DIVISION

OF

GENERAL

MOTORS

BRISTOL,

CONNECTICUT

31

NAVY ^

^t/uetlcd

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Football In The Limelight ' T ' H E Naval Academy varsity football -*- team stood in third place in national ranking by the sport experts after mrning in wins in the first four games of a nine game schedide.

On the first national poll made after the Navy had mrned back North Carolina Pre-Flight and Cornell by impressive scores the middie varsity was put in fourth place. The order of national standing in the expert's poll was Notre Dame, Michigan, Army and Navy.

Then came Notre Dame's defeat of Michigan and Navy's win over a hard fighting Duke team. The result was that Navy was moved up a point in the national standing.

The lineup, Notre Dame, Army and Navy stood despite a hard game the midshipmen had with Penn State.

But the midshipmen face extremely hard going and will be forced to the limit to maintain their national position.

The teams they have to face are the hardest of all. Georgia Tech is followed

by Notre Dame, Pennsylvania, Columbia and Army.

About two-thirds of the midshipmen regiment were able to attend the Cornell and Duke games played in the Baltimore stadium, making the trip from Annapolis aboard a bay steamer.

A t Penn State game.

FOOTBALL

Four full Navy team, with a few extra players tossed in for good measure—20 backs and 31 linemen to be exact—had 46; Cornell, 7. the Cloudbusters back on their heels all 14; Duke, 13afternoon in winning the 31 to 0 victory.

14; Penn State, 6.

While there was the usual early season fumbling and some inept play here N O R T H CAROLINA PRE-FLIGHT and there, the middie teams just kept The Naval Academy opened its 52nd rolling along, with backs getting away football season on Sept. 25 by crashing for good gains, passes clicking and the an outclassed North Carolina Pre-Flight lines charging well. Some of the 20 backs team with a display of power and re- that Capt. John E. (BiUick) Whelchel, Navy coach, sent in action were fast serve strength.

Navy, 0.

Navy, Navy, Navy,

32

31; North Carolina Pre-Flight,

breaking, elusive and had a good change of pace.

The Navy first team, with Hal Hamberg, Tom Dwyer, Ben Martin and Joe Sullivan in the backfield, saw action only long enough to drive 64 yards for a touchdown in the early part of the first period and then it gave way to the second, third and fourth teams. The second team scored touchdowns in the second and third quarters, while the third team tallied in the latter part of the second and the fourth frames.

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The Pre-Flight players only crossed midfield twice during the game, once in the second quarter when they ran a punt back to the Navy 47, where they were forced to kick and late in the fourth period against Navy's fourth team when they again drove 28 yards on plays to the middy 47 where they lost the ball on downs.

The Navy first team touchdown was marked by a 15 yard gain in three line plays by Ben Martin, Hamberg's 14 yard run and his 14 yard pass to Roe Johnstone. Then Hamberg got another 15 yards but fumbled with Sullivan recovering on the Cloudbuster 5-yard marker.

SuUivan went over for the score.

E)uring the first period Pre-Flight had the ball three times. They were forced to punt on their own 24 after gaining two years; then they had to punt from their 41 after gaining 14 yards rushing and, facing the second team, they were forced to kick from their 17 after gaining 13 yards and losing 15 on a penalty.

In the second period the middle second team drove 52 yards for a touchdown. Dick Gay mrned in runs of 14 and 15 yards and Bill Crawley added a 13 yard dash. Gay made the score on a Stame of Liberty play.

Later in the same period the Navy third team marched 85 yards for the tliird middie score. Jim Pettit, the fast stepping Navy sprinter, got away for runs of 10 and 8 yards, Vic Finos mrned in a 30 yard dash. A pass from Brace Smith to Vine Anania gained 8 yards.

Charles Guy scored on a Smith pass.

Pre-Fhght had the ball four times during the second frame being forced to kick from its own 46, from the Navy 47, losing possession by a fumble on its own 15 and holding the ball on its own 42 as the half ended.

An intercepted pass by Hillis Hume set up Navy's fourth tally in the third period. Hume added a 24-yard run but Gay fumbled and Navy lost the ball on the Pre-Flight 11. Crawley ran the Cloudbuster punt back 20 yards, Hume lost 14 on a bad pass but Crawley got away for another 19 yard run. Bill Barron took the ball over.

During the period Pre-Flight was forced to kick from its own 18 and 3 yard lines, had a pass intercepted on its own 39 and lost the ball on downs on its own 47.

In the fourth quarter the Navy third string punched 47 yards for a score with Smith making gains of 8 and 11 yards, Albion Walton adding seven and Barron making a twisting, spinning 20 yard dash for the tally.

Gay around left end against N. C. Preflight.

made a desperate attempt to score, sending in Tippy Dye, former Ohio State Pre-Flight only had the ball twice dur- star back, and Don Elser, powerhouse of ing the quarter being held for downs on Notre Dame's 1935 team. The net rethe Navy 47 after a 28 yard gain and sult of passes from Dye to Elser was a later being forced to kick from its own loss of seven yards. Dye is 28 years old 30. and Elser is 30. Elser, 220 pounds, 6 In the second quarter Pettit took a foot 2 inch fullback, who gave the prelong pass from Smith to cover 50 yards war Navy teams plenty of trouble, played to the goal, but the play was called back at different times but failed to make telland Navy was penalized 15 yards for ing gains. holding.

During the closing minutes, Pre-Flight N. C. Preflight tackled by Barron.

Hack carrying the ball is tackled by a N. C Pre-Flight Player.

CORNELL

The Naval Academy football teamâ&#x20AC;&#x201D; or rather teamsâ&#x20AC;&#x201D;that steamrollered Cornell to a 46 to 7 defeat before 32,546 spectators in the Baltimore stadium Oct. 2, is considered by many sports writers to have greater possibilities than any that has represented the midshipmen, not excepting the 1926 national championship squad.

The well executed plays, diversity of attack, galaxy of running and plunging backs and husky linemen brought this expression of opinion from the scribes who foUow the gridiron game from the press boxes of the nation.

Navy used about eight backfield combinations in crushing Cornell and there seemed to be no letup in striking power.

The starting quartet of Hal Hamberg, Joe Sullivan, Ben Martin and Stuart Nelson took just eight minutes and 15 seconds to drive over the first touchdown and mrned in a second within 35 seconds after the opening of the second period.

Then Hamberg, Sullivan and Martin went out to watch the game. Nelson got back in again later in the third period, running with a combination consisting of Bob Jenkins, Plebe, who ran wild as Alabama's full back when the Crimson Tide turned back Boston College in the Orange Bowl last New Year, Bill Barron, and Al Walton.

There have been those who thought that Jenkin's Orange Bowl showing was SI flash in the pan, but the middie Plebe 34

ceiver by Navy, brought a touchdown.

Incidentally Navy suffered heavily through interference and holding penalties. One holding penalty robbed the midshipmen of a touchdown after Hillis Hume had run 76 yards to cross the Cornell goal.

The Navy first team drove 76 yards for the first touchdown, with a 36 yard run by Sullivan and good gains by Ben Martin setting the stage for the final pass from Hamberg to Martin.

The second score came ar the end of an 87 yard march, the telling play being a 48 yard gain by Ben Martin after taking a Hamberg pass.

The Hume, Bill Crawley, Jim Pettit and Renn Lawrence backfield figured in the third score, with Crawley breaking loose for runs of 20 and 54 yards to overcome a 15 yard hold penalty.

The Jenkins, Barron, Walton, Nelson and a Jenkins, Walton, Barron, Pettit combinations had a field day in the third period. Barron got the fourth touchdown when he picked up a fumbled pass from center and sprinted 58 yards for the score. Then Pettit got the fifth tally when he went over from the one-yard line after helping set up the play by getting two first downs. A Cornell fumble gave the middies their chance. Jenkins turned in the sixth score by his touchdown gallop.

M. Johnson, Pearce, Duden and Murray, another backfield group tallied in the fourth after Navy took the ball on

showed what he could do. Starting in the third period, he ran kickoffs back 34 and 36 yards, made some good gains in line bucking, recovered a Cornell fumble on the Red team's 41 yard line, and then climaxed his play by taking a Cornell punt and sweeping 70 yards down the field for a Navy touchdown.

Cornell was bottled up most of the game, except in the early third period when the passing of Bill Maceyko, Fiatnberg picked up 8 yards on a run around coupled with interference with the releft at Cornell game.

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After Navy's late first period drive had fizzled out, Jenkins ran back the Duke punt for 22 yards. He then fired three passes, fast and accurate shots, to Jim Pettit, Roe Johnstone and Hilhs Hixme that carried for a total of 49 yards to the Duke 4 yard line. Altogether he sparked play that covered 71 yards. When he was replaced after putting Navy on scoring position by Hamberg many persons in the stands wondered at the move.

However, Hamberg justified the shift when his lateral to Hume was mrned into Navy's first touchdown.

Navy makes 8 yards off tackle at Penn State game.

downs on the Cornell 7 yard stripe. Murray made five yards in the line for the score.

DUKE

The Navy football team definitely earned its rating as one of the leading clubs of the nation Oct. 9, when the 55,600 thrilled spectators, under the Hghts of the Baltimore stadium, saw the Blue Devils of Duke University turned back 14 to 13, after a hammer-andtongs battle.

Both teams made two touchdowns, the difference being that Navy's Vic Finos was able to convert two placements, while Duke's famous All-Southern end. Bob Gantt, converted one and failed under pressure to make the point that would have knotted the count 14 all. Finos is a newcomer to placement goal kicking while Gantt had made 18 goals in 20 tries when he trotted out into the spotlight of a dramatic moment in the Baltimore stadium.

The Navy players—whether through tenseness at taking part in a cracial test or just a hard charging, fighting Duke line—put on a pretty bad performance in the first quarter but in the second period they rose to the heights. If in fumre games they can maintain the power, drive, deceptiveness and general excellence shown in that second period, which saw both middies' touchdowns scored they will give any team in the nation plenty of trouble.

36

Navy never crossed midfield in the first period. The first time they got the ball they lost a net of eight yards rushing, the second time they lost a net of seven yards and the third time they lost two yards, had a kick blocked and a touchdown scored against them. Later in the period they began clicking and had made a net of 22 yards rushing feamred by a pass from Hal Hamberg to Hillis Hume.

Duke, midway of the first quarter had driven down to the Navy 16 when Loyd Blount fumbles—the first of four Duke fumbles that cost them heavily. Ed Sprinkle, who with Don Whitmire, former Alabama player, were towers of strength as Navy tackles, recovered.

Then aided by an unnecessary roughness penalty—one of the many penalties that cost Navy a total of 90 yards during the game—^Tom Davis booted the ball out on the Navy 2 yard marker.

Pat Preston, Duke's great tackle, who gave the Navy plenty of trouble during the game, blocked Hamberg's kick and recovered behind the goal for a Duke touchdown. Gantt was successful in the placement and the pressure was on the middies.

The Navy come back' in the second quarter was one that set the fans on edge and had them chattering excitedly at the intermission. Incidentally it was sparked

by Bob Jenkins, Whitmire's roommate at Alabama, who flashed the form that made him great in the South before he entered the Naval Academy.

Another long Navy drive down the field ended when Bob McDougal intercepted one of Bill Crawley's passes deep in Duke territory.

Then Duke's second ftmable, by Davis on Navy's 34 yard line was recovered by Al Channell and the middies were off on another sparkling drive that carried 80 yards and a touchdown.

In this drive they were working against time and they pulled a display of razzledazzle and ball handling that has not been seen in a Navy backfield for many years. Duke's line gave trouble at the start but the Navy starting line was rushed into the game and ended this problem.

Crawley started things off by shooting a forward to Roe Johnstone who in turn fired a lateral to Joe SuUivan and Navy was on its way. Hamberg contributed a 10 yard end run and Ben Martin added 17 more and Navy was on Duke's 21 yard line with only 35 seconds left in the half. It looked hopeless to expect a score, but Martin gained 10 yards and then Hamberg swept up to the Duke 7 yard marker. With only five seconds left Hamberg passed to Johnstone who again shot a lateral to Sullivan and Navy had its second touchdown.

The third period was marred by the many penalties called on both teams.

Duke's Blount fumbled on Navy's 26 yard line as the Blue Devils were moving down the field and Whitmire recovered for the middies. A pass interception by Duke's Spook Murphy stopped a Navy advance as the period ended.

The play in the fourth period was between the 20 yard lines until Duke started its final touchdown drive. It began when Howard Hartley took a Navy punt on his own 20 and remrned 17 yards. Then McDougal and Hardey teamed up to move the ball down the field, Hartley finally slipping around Navy's left end for a touchdown. There was no fluke in the score. Duke covered

a total of 80 yards by rushing and passing to make the tally and set the stage for Gantt's failure to kick the deciding goal.

P E N N STATE

A combination of psychology, rain, mud and nearly three-quarters of a ton of husky opposing linemen dulled the luster of the Naval Academy's nationally rated football team Oct. 16 and put the midshipmen under heavy pressure to win a 14 to 6 victory over Penn State.

With Capt. Al Channell, veteran end, Bob Jenkins, speedy back and passer, and Jim Pettit, sprint star, on the bench with injuries, the Navy attack was slow and cumbersome and the defense at times was weak.

A torrential rain which swept over the field just before the fiirst quarter ended was the final touch needed to slow down the Navy fast moving attack that had sparkled in the Duke game. Added to this was the expected let down from the peak of the crucial Duke batde.

The rain and muddy field forced the midshipmen to play the Perm State game of power football, limiting forward passing and unexpected laterals. And Perm State was beautifully equipped for fjower. It put a team on the field that averaged nearly 199 pounds, compared to the Navy average of about 185. The Nittany Lion forward wall from tackle to tackle averaged 208.6 pounds based on program weights which usually give the player a break downward. To this Navy opposed a starting group that averaged 194.4 pounds, the midshipmen being outweighed 14.2 pounds to the man in the heart of the line.

The Peim State starting lineup from end to end weighed a total of 1,450 pounds, or a total of 111 pounds more than the Navy line that took the field at the kickoff.

Navy made its first touchdown Samrday in 9 minutes after the game started.

Allen Richard's, Peim State left half, had a kick deep in his own territory partially blocked by hard charging Navy linemen and the ball went outside on the Nittany Lion 30. Hal Hamberg mrned the break into a score when he shot one pass to Johnny Hansen that covered 18 yards and then another for 12 and the touchdown. Vic Finos kicked the goal.

Twice during the period Navy was held for downs, once on the Penn State 37 and again on the Penn State 17. Ed Sprinkle recovered a Penn State fumble that helped put the pressure on the {Continued on page 82) NOVEMBER,

1943

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Spindrift

By Lee Shores

n p H I S month everyone is well settled •*• in the academic routine, but there is a slight incHnation to think about the coming Christmas leave. Leave begins on Wednesday, December 22, and ends on Samrday, January 1, 1944. Some of

- ^

the men will probably be unable to travel home during the nine day leave, but one can be assured that it will be attempted by many of the fourth classmen. They undoubtedly enjoy that leave more than anyone else, because it is their first chance to go home to demonstrate what the academy has done for them. However, do not be fooled into thinking that the upperclassmen are not interested in going home Christmas too.

The Fall term always seems to go much faster than any of the other terms, because rhere is so much diversion from the regular academic routine. Much to the pleasure of many of the midshipmen, part of the regiment has gone to Baltimore by steamer to see the games there. The games were played at night, and consequently, we had regular Samrday morning classes, including the first classmen's practical work in navigation.

We left Annapolis around two o'clock each time and paraded from the Recreational Center dock in Baltimore to the stadium, a distance of about six miles.

We were allowed to stop in Clifton Park just long enough to smoke a cigarette, and then, we marched on to the stadium.

There was always a big crowd to meet us, and the stadium had very few empty seats. The parades seemed awfully long, but seeing our team play was really a pleasure. The team has been playing excellently this year, and at the time of 38

writing this article, they remain undefeated. Our game with Duke has been the hardest so far this year; we managed to beat them by a score of 14 to 13. After the games, which usually lasted until about 2200, we were granted liberty until 2330. We arrived back at the academy about two o'clock Sunday morning, and reveille was sounded thirty minutes late so that everyone could have a few extra winks of sleep. From the looks of some of the men, they could have used a little more!

Incidentally, speaking of football games reminds me that we have a new sort of novelty here at the academy. A certain midshipman in the youngster class twirls the baton for the band at the football games. Of course, he doesn't parade out on the field with the band, but he performs his antics in front of the midshipmen's section along with the cheer leaders. He is exceptionally good and amazes everyone by some of his fancy manipulations. I understand that there is another man in the plebe class who is good at twirling, so this may become a permanent position on the cheerleading squad. At least, we'll have a baton twirler for three more years anyway.

The acute laundry situation here at U. S. N. A. sdU looks rather dark for about 3,000 midshipmen who have to wear clean clothes to all inspections and formations. In order to relieve the burden on the laundry somewhat, each man is now allowed to send only one bedsheet each week and one bedspread every two weeks. They are wearing white works to class and to meal formations instead of blue service in order to save on shirts and starched collars. The tailor shop is also short-handed, and for the first time since the war started, colored mess attendants are making extra money as presser operators.

Since the midshipmen are wearing white works so much these days—yes, even when the weather is cold—it has become necessary to have some system of distinguishing between first classmen and underclassmen. The Executive Department hit upon the idea of having

each man stencil the last two digits ot his class number on the pocket of his white work jumpers. Now you can spot a first classman at formation by the "45" on his pocket, and last, but not least, a ratey plebe "carrying on" in the corridor by his clearly visible "47."

Seeing the lone buzzard on the right sleeves of first class second petty officers reminds me of those almost-forgotten days when the buzzard without a chevron was the coveted rank of a second classman. This is the third academic year that we have had no second classmen at the academy. However, due to the large size of the class of 1945 (927 members), the rank of 2 P.O. has been revived in order for each first classman to hold some position in the regimental organization.

The food in the Naval Academy mess hall is just as good as ever, but dishes and platters can no longer be sent out to the galley for "seconds." This is not due to any shortage of food, but rather to the recent complaints of the mess attendants that they are being overworked. So— in order to prevent a small mutiny, as I gathered by the presence of stoi'm clouds in the galley, the supply officers have asked that the midshipmen be satisfied with one serving of each item on the menu. How well Lee Shores can recall the days of plebe year when the high and mighty upper classmen took all of the food on the platters while he waited with watering mouth for the boy to bring "seconds" from the galley. It was then that he learned the meaning of those four letter, R. H. I. P. Recently, a letter from Englewood, New Jersey, addressed merely to the "Chamber of Commerce, Crabtown, Maryland," was delivered to the local chamber of commerce office without delay. For years, midshipmen have been referring to the one time Athens of America by the unpoetic name of Crabtown, but now it seems that even the Post Office Department recognizes this name for the capital of Maryland. J. M. Maukert, C. of C. secretary, said that the writer, probably a midshipman's "drag" or some other person who couldn't remember the right name, wanted information about Annapolis. No where in the letter was the city referred to as Annapolis.

Incidentally, while on the subject of our fair city, I might also mention that the frigate—U. S. S. ANNAPOLIS—was launched at a Lorain, Ohio, shipyard on October 16. Mrs. W. U. McCready, wife of the mayor of Annapolis, sponsored the ship. The city presented the warship, {Continued on page 79)

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^O-JO ALBERT MERTZ, (R. *°'^ Adm., USN-Ret.), '72. The Navy has recently honored the memory of Rear Admiral Mertz by naming a new destroyer the USS MERTZ in his

honor.

1883 ALEXANDER S. HALI OO J STEAD, '83 (R. Adm., USNRet.), Pacific Union Club, California and Mason Streets, San Francisco 8, California, is reported very well and chipper. Also he sends SHIPMATE his best wishes and congramlations, for the news of great interest it brings him.

1885 WILLIAM W. GILMER, I003 .g^^ (Capt., USN-Ret.), reports that he is now at Washington Sanitarium, Tacoma Park, Washington, D.C. 1887 lOO/

RICHARD H. JACKSON, ,g-,^ ^^ ^ j ^ ^ USN-Ret.),

gives his address as 432 E Avenue, Coronado, California.

1890 CHARLES B. McVAY, Jr., ' " ' " '90, (Adm., USN-Ret.), from 2131 Bancroft Place, N. W., Washington 8, D. C , reports: ' Charles B. McVay, III, '20, is a Captain on the active Ust, and Charles B. ^cVay, IV, is a seaman 2nd class in the SeaBees (Enlisted at 18.) , HENRY S. RITTER, '90, P. O. Box 312, Reading, Pennsylvania, sends the foUowing nice thoughts on longevity, good philosophy, and an item on Paul Jones: "Since you printed a letter from Soule in the 1890 dope, a copy of which he sent me, I am writing this.

"I recall commisserating with Soule about his soul being enfettered by an office stool at his age, as three score and ten is scientifically the namral age of man.

"H. W. Flaggard, M.D., in his book Staying Young Beyond Your Years writes, I quote: " 'A hundred years is definitely not the normal span; it is close to the extreme that is reached in exceptional cases. The normal span seems to be with40

in the wide range between 50 and 80.

A few men passing middle age in good health reach only the sixth decade; many reach the seventh or eighth; a few, and seemingly no more healrhy, go on into the eighth or ninth; and an occasional one lives into the tenth. Seventy years then would be a far more accurate figure for the namral span of human life than would a hundred years.'

"One ought to be proud to be a sepmagenarian, although such cannot be considered suitable for activity. A smdy of master work in age gives 47 age as the peak for Explorers and Warriors. A rather depressing figure for those that consider the aged as the fit for real work.

"Every now and then I hear that the average span of life in this country is in the sixth decade. Warthin in his book Old Age comments on this as foUows, . . . 'If the average age of longevity be raised to sixty years this will probably be as high as the rate can be raised. That it can be raised to sixty-five or seventyfive years is impossible on the face of it, inasmuch as such an average rate would mean that the whole of the population living would have to reach sixty-five or seventy-five years. It is, therefore, neither possible nor probable, that the average longevity can be raised to the heights prophesied by the over-zealous and very inaccurate advocates of life extension. The biologic limits of life wiU remain as before, fixed for this period of racial evolution, and what is more likely to take place in the next evolutionary phase is a shortening of the biological limit of life father than its lengthening . . . ' "Our census gives the median age of white persons (including Mexicans) in 1940 as 29.4 years.

"The life of the normal old is not unpleasant. Aside from concomitant natural physical modification I note educationally as Robert Burton in his Anatomy of Melancholy puts it "aliquis in omnibus, nuUus in singulis (a somebody in general knowledge, a nobody in any one subject) which is just the reverse of active youthful life.' Something of everything, everything of something as the well mentalized human.

"Your account of the life of Paul Jones in a recent issue of SHIPMATE contains a variation of the genesis of the cognomen of the Father of our Navy.

"Chamber's Biological Dictionary contains this on the subject"... apprenticed as sailor-boy he made several voyages to America and in 1773 inherited a property in Virginia having meanwhile for five years been mate on a slaver; about the same date he assumed the name of Paul Jones . . . ' "The reason for his cognomen Jones change would seem to be that Jones, a Virginian, became John Paul's foster father, and Paul Jones is his individual family affiliation; the personal name John being considered superfluous."

1891 RICHARD H. LEIGH, '91, '"^' (Adm., USN-Ret.), Claremont Inn, Claremont, California, writes: "I was very much pleased to see that you had given over a large portion of the last issue of SHIPMATE to the Medical Corps, U. S. Navy, which so richly deserves mention by SHIPMATE. "I have often felt that our Medical Corps, the finest in the world, is not as fuUy appreciated by our officers and men as it should be. So long as we are not sick, or wounded, we just think of it as a fine corps and the Medical officers as splendid Shipmates.

"From experience I can say just get in an ailing way and go to them, then you wiU find what a wonderful Medical service we have and you wiU be fiUed with gratimde and admiration at the way you are treated from the lowest Hospital apprentice to the very top Medical officer of our Navy. This applies in times of peace as weU as in the stress of war."

HENRY HUGHES HOUGH, '91, (R. Adm., USN), died in New York's Roosevelt Hospital on September 9. He was 72 years old and lived at the Hotel Weylin.

Admiral Hough, who retired on February 1, 1935, as commandant of the

Since publication of a Roster of Alumni engaged in Aeronautical work (June 1943 S H I P M A T E ) we have received the foUowing additions:â&#x20AC;&#x201D; William F. Boyer, '16 WiUiam C. Jordan, '22 Thomas D. Gebhart, '25 Robert K. Brown, '27 Robert H. Davies, '34.

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bearers were Admirals William D. Leahy and David F. SeUers, Rear Admirals Joseph K. Taussig, George H. Rock, Harley H. Christy, RandaU Jacobs and Adolphus E. Watson and Brigadier General Rufus Lane, USA-Ret. Admiral Hough was born in Sr. Pierre, Miquelon, an island north of Newfoundland. In 1901 he married Miss Flaurence Oliphant Ward, who survives.

1 PQ5 JOHN RICHARD BRADY, â&#x20AC;˘07 J .^^^ ((Jomdr., USN-Ret.), gives his new address as 1746 N. Cherokee Avenue, HoUywood, California.

1 ft94 WILLIAM P. ROBERT, '94, ' ° ' ^ (R. Adm., (CEC), USNRet.), should be addressed 1132 Washington Street, Bath, Maine.

Rear Admiral Hough

GEORGE E. GELM, '94, (Capt., First Naval District, with headquarters USN-Ret.), lists his address as 71 East at the Boston Navy Yard, recommis- 77th Street, New York City. sioned the United States frigate CON100c HARRY C. WILLIAMS, STITUTION (Old Ironsides), in June I073 .^^^ ^g^.g Q^^ USA-Ret.), 1934, after 137 years of service as a reports his new address as 55 East 10th naval vessel.

Street, New York City.

In the thirty-eight years he was on active duty in the Navy, Admiral Hough HIRAM MANN, '95, 77 WaU St., saw service in many parts of the world, New York City, contributes the foUowand held numerous important posts. ing from "Broadway Baloney BaUads": Before the first World War he was a NAUTICAL NOTE naval attache at Paris and at St. PetersOne sailor taught the bones to roU burg. During the war he was district While guided by remote control commander at Brest, France, and was a His shipmates say it is a sin commissioner at the Prisoner of War The gobs of Kale those bones brought Conference in Berne in 1918. in.

After the war he became commandSECOND THOUGHT ing officer of the USS U T A H and of the Though second thought has a sober receiving ship N E W YORK. He was apface pointed Naval Governor of the Virgin His heart is warm with wisdom's grace Islands in 1922 and served for one year, Also he speaks with wisdom's voice after which he became director of Naval And those who heed him can rejoice.

InteUigence.

He was sent to China in 1925 to take DAVID W. TODD, '95, (Capt.,USNcommand of the Yangtse Patrol Force. Ret.), gives his address as New York After his remrn from China he served Yacht Club, 37 W. 44th Street, New on the General Board for rwo years, and York City, and requests SHIPMATE sent became commandant of the 15 th Naval to Box 14, Lake Ronkonkoma, Long IsDistrict and Naval Operating Base in land, New York. the Canal Zone in 1931.

RUFUS Z. JOHNSTON, '95, (Capt., A year later he became commander of the Base Force, United States Fleet, USN-Ret.), may be reached at 28 East and served two years before his appoint- 70th Street, New York City. ment as commandant of the First Naval 1896 CHARLES L. LEIPER, '96, District in Boston in 1933. after summering at East HebFuneral services for Admiral Hough were held at St. Thomas' Episcopal ron, New Hampshire, has returned to Church, Washington, on September 14, his residence, 5 Acton Place, Annapolis, followed by burial at Arlington National Maryland.

Cemetery with full military honors.

Rear Admiral Francis L. Lowe was 1 ft97 WALTON ROSWELL SEX^Q^ ,c,y^ (p^g^j. Admiral, escort commander and honorary paU 1 0 7 / 42

Rear Admiral Sexton

USN), a member of the General Board and formerly its chairman, died on September 9 at the Naval Medical Center, Bethesda, Maryland. He was 66 years of age.

When informed of his death Secretary of the Navy Frank Knox issued the foUowing statement: "It was with sincere regret that I learned of the death this morning of Rear Admiral Sexton. I had valued his friendship and counsel very highly. Through his death the United States Navy has lost one of its most experienced and able officers. As commanding officer of various ships of rhe Fleet, as a skiUed diplomat representing the United States Government on international missions, and as Chairman of the General Board of the United States Navy, Admiral Sexton discharged his duties briUiantly, conscientiously, and in a manner which was of inestimable value to his chosen Service."

Born at Monmouth, lUinois, September 13, 1876, Admiral Sexton was appointed to the Naval Academy in 1893Following tours of duty at sea and in the Bureau of Navigation, he was, in May, 1912, assigned to duty as Aide on the Staff of the Commander in Chief, Atlantic Fleet, Rear Admiral Hugo Osterhaus, and in September became Flag Secretary to Admiral Osterhaus. For his services during the first World War as Aide on the Staif of the Commander, United States. Naval Forces in European Waters, Admiral Sexton was awarded the Navy Cross. In June, 1939, he reported for duty as Chairman of the General Board, a post which he held until August

wlnmrtTP

11, 1942, when Admiral Arthur J. Hepburn relieved him. Admiral Sexton condnued as a member of the Board until his death.

Final rites for Admiral Sexton were conduaed September 11 at the Fort Meyer Chapel, Virginia, foUowed by interment in the Arlington National Cemetery with fuU military honors.

Captain Robert D. Workman, United States Navy Chief of Chaplains, conducted the services and pallbearers were: Admirals Arthur J. Hepburn, Thomas C. Hart, Harry E. YarneU, Edward C. Kalbfus and Claude C Bloch, Lieutenant Commander John W. Morse, Major E. C. Kavanaugh, USA, and J. W. PoweU. IQOO RALPH E. POPE, '99, (R. ' 째 ' ' Adm., USN-Ret.), should be addressed 475 A. Avenue, Coronado, CaUfornia.

1900

^^^^^'^ ^- ABERNATHY,

'00, lists his address as Buena Vista Hotel, 1224 St. Charles Avenue, New Orleans, Louisiana. lOni ALBERT T. RICH, '01, ' ' ^ ' (Col., USA-Ret.), early in October left Antassawamock Neck, Mattapoisett, Massachusetts, and should be addressed 269 CUfton Street, Maiden, Massachusetts.

1909

EDWARD J. MARQUART,

17\JJ. ,Q2^ (R Adm., U S N ) , who is commandant of the 3d Naval District, recendy reviewed 2,500 WAVES, at Hunter CoUege, the Bronx.

KIRBY B. CRITTENDEN, '02, from the Bohemian Club, San Francisco, writes: "My Class seems to be waking up so I want to join the chorus.

"Phil Cooper's recoUections of submarine days reminds me of my service in rwo of the 'A' boats. Nailed to the door of my room in this club where I live is my old pennant which I flew as Commander of the Firsr Submarine Division of the Pacific Fleet, 1909 to 1911, the Division consisting of the Pike, Grampus, and the Old Tug Formne, tender. Jim Olding, '06, commanded rhe Grampus, having as striper Harold H. Johnstone, '07, while my striper, who later relieved me in command of the Pike was Pat Donavin, '08.

"I am now on duty with Bob Irvine in the Assistant Industrial Manager's Office in San Francisco and when I see these new modern subs I think back to my little boats and just moan 'My God.' NOVEMBER,

1943

"I hope more of 1902 wiU drop you a line now and then."

FRANK C. MARTIN, '02, (Captain, USN-Ret.), should be addressed 2128 Rosecrans, San Diego, California.

1904

TJie

L A. BENSON CO.,

^ ^ ^ ^ ^ ^ - BAGLEY, 04,

Incorporated

(Adm., USN), is Commandant, 11th Naval District, San Diego, California.

1905

WALTER B. WOODSON,

be reached in care of Office of the Judge Advocate General, Navy Department, Washington, D. C. KENNETH WHITING, '05, (Capt., USN-Ret., deceased), formerly Commanding Officer of Floyd Bennett Field, has been honored by having an auxiliary air station and a seaplane tender named for him.

On Friday, July 16, at Milton, Florida, Whiting Field, an auxiliary air station of the Naval Air Training Center at Pensacola, was commissioned.

The foUowing day, July 17, at Seattle, Washington, a seaplane tender under construction at the yards of the SeatdeTacoma Ship Building Company, was named for Captain Whiting, who was a pioneer in Naval Aviation and submarine operations, and who has often been caUed the "father of the aircraft carrier.

190A WILLIAM T. PEACOCK, '^^ '06, (Lt. Comdr., USNR), gives his address as 3800 Porter Street, N. W., Washington 16, D. C. REUBENL. WALKER, '06, (Comdr., USN-Rer.), 6103 Howard Road, Richmond, Virginia, reports that at present he is on active duty as Director of Personnel, 5 th Naval District.

ROBERT V. LOWE, '06, (Comdr., USN-Ret.), may be reached at 12243 Shetland Lane, Los Angeles 24, CaUf.

1907

ARTHUR J. BUTT, '07, is

President of the Pensacola Hardware Company, Incorporated, 2127 East Garden Street, Pensacola, Fla. NEWTON H. WHITE, Jr., '07, (Capt., USN-Ret.), is Commanding Officer at the U. S. Naval Air Station, Floyd Bennett Field.

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43

"This song was written by me as a retraining station at Hunter College, the ing Base, Terminal Island, (San Pedro), sult of my experiences as Senior Cheer Bronx.

California.

Leader during Midshipman days—1909. ""It will be noted that the lyrics of the CHARLES T. BLACKBURN, '07, reCLARENCE N. HINKAMP, '07, song have been developed upon the (Capt., USN), is on duty at Norfolk, ports a change of address—710 Parsons motif of our "Four N ' Yell." and should be addressed Quarters 8, Road, Ridgewood, New Jersey.

Naval Operating Base, Norfolk 11, Va. HAIL OLD BLUE A N D GOLD 1908 HARRY A. BADT, '08, (Navy Song) '"*' (Capt., USN), is CommandRALPH T. HANSON, '07, (Capt., ant of the U. S. Naval Training Station, N stands for the Navy— USN), Supervisor of ShipbuUding and For staunch Old Blue and Gold, Inspector of Naval Material, 1100 Ches- Sampson, New York.

N-A-V-Y Navy! ter Avenue, Cleveland 1, Ohio, sends J. ARTHUR NELSON, '08, gives his We cheer you, we cheer you— along the foUowing: address as 4 Searles Road, Tokeneke Hip! Hooray! For Navy, "While taking leave of some friends Park, Darien, Connecticut.

We sail the ocean blue— at the Capital City Club in Atlanta, N-A-V-Y Navy! preparatory to shoving off for a new asHALLER BELT, '08, is President of AU Hail! to dear Old Blue and Gold signment in Cleveland, I had the unexthe U. S. Naval Academy Alumni Branch (Ed. Note: Thank you Captain Dunn pected pleasure yesterday of faUing in Association, in San Francisco, Room for this stirring song.) with 'Benjy' Gossett, who as you know, 1001—593 Market Street, San Francisco, is quite a textile czar in these yere parts California.

1 9 1 0 LAWRENCE A. Mcand IncidentaUy a member of the Re' ' * " LAUGHLIN, '10, (Major, gional War Labor Board in this area. I PRESTON E. CLOUD, '08, home USA-Ret.), may be reached at 220 Madihad not seen him before in 35 years. Apparendy I am a little closer than he to address is 221 Dickinson Avenue, son Avenue, New York City. the "string bean' figure of Naval Academy Waynesboro, Pennsylvania, and he is employed by the Landis Tool Company, JAMES ALEXANDER LOGAN, '10, days even at 185 pounds, for he recogof that city.

(Commodore, USN), Commanding nized me almost at once. I am glad to Officer of the Naval Operating Base ait report that although shghdy on the prosEDWARD H. LOFTIN, '08, wiU reLondonderry, Northern Ireland, was perous looking and corpulent side, he is ceive mail addressed to P. O. Box 209, kiUed in an airplane crash in Northern the same delightful old 'Benjy' of "nigh Boonton, New Jersey.

Ireland, on September 4. onto 40 year ago.' The intervening years Commodore Logan was advanced to have touched him lighdy.

ALBERT M. PENN, '08, (Capt., that rank on August 24, 1943, and be"He typifies the graciousness and USN), should be addressed Quarters came the first of the modern commodores genial hospitality of the South, which ""C," NorfoUc Navy Yard, Portsmouth, to die. make us hate to leave it so, for a winter Virginia.

Final rites with fuU military honors on Lake Erie. I know, because I spent were held in the American Cemetery at the first 16 years of my life there, which 1 9 0 9 J^^^ ^ - QUILLIAN, '09, Brookwood, London, on October 5. makes it a veritable "Remrn of The Na(Lt. Col., USA), is ComAdmiral Harold R. Stark, Commandtive.' " manding Officer, Ordnance Department, er, United States Naval Forces in Europe, Chickasaw Ordnance Works, MilUngton, and a group of his sta£F officers served JACOB H. KLEIN, Jr., '07, at present Tennessee. as honorary paUbearers as a group of connected with the Electro-Motive Division of General Motors Corporation, MONROE KELLY, '09, (R. Adm., Commodore Logan LaGrange, lUinois, writes: "USN), from the United States Navy ""Keep up the good work—SHIPMATE Yard, New York City, sends best wishes. is doing more to cement the interest of the Alumni than any other single agency THOMAS B. RICHEY, '09, (R. Adm., that I know of.

USN), has left the Norfolk Navy Yard, ""With best wishes to you and aU of and should be addressed Old Post Office my classmates and friends at Crabtown, Building, Pittsburgh, Pennsylvania. and many thanks for the dope on the CREED H. BOUCHER, '09, reports 1943 Register." his address as 832 46th Street, SacraDAMONE. CUMMINGS,'07, (Capt., mento 16, California.

USN), is on duty with the Navy V-12 W A R D W. W A D D E L L , '09, unit, Dartmouth College, Hanover, New (Comdr., USN-Ret.), is stationed in the Hampshire.

Canal Zone.

GEORGE H. BOWDEY, '07, (Capt., • LUCIUS C. DUNN, '09, (Capt., USNUSN-Ret.), may be found at the Naval Ret.), reports that he is back on active War CoUege, Newport, Rhode Island. duty as District InteUigence Officer, Potomac River Naval Command, Navy SCHUYLER F. HEIM, '07, (Capt., Yard, Washington, D. C , and sends in a USN), is Commandant, Naval Operat- Navy song, his own composition.

44

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NOVEMBER, 1943

Bluejackets from Commodore Logan's command carried the body to the grave.

A squad of Marines fired a salute above the grave. Vice Admiral Sir Geoffrey Blake, R.N., K.C.B., D.S.O., represented the British Navy.

Lieutenant John Koning, Chaplain Corps, United States Army, conducted the services.

Commodore Logan was born January 6, 1889 in Charleston, South Carolina.

He attended the Charleston High School and the South Carolina Military Academy before entering the Naval Academy in June, 1906. Beginning with his graduation and commissioning in 1910, Commodore Logan had a varied career, serving in many capacities.

He remrned to Annapolis for several tours of duty at the Naval Academy.

From 1929 until May, 1932, he taught in the Department of Navigation. From June, 1934, until June, 1937, he was executive officer at the Postgraduate School. He remrned to Annapolis again in June 1939 for duty as Head of the Department of Mathematics. In March, 1940, he was detached from that assignment with orders to duty as Head of the Postgraduate School.

In December, 1942, Commodore Logan reported for duty with Admiral Harold R. Stark, Commander, Naval Force in Europe. In March, 1943, he assumed duty as Commander, Naval Operating Base, Londonderry.

Commodore Logan had received a Letter of Commendation as commanding officer of the USS BEAVER, which he fitted out in the summer of 1918 and commanded until October 1919, for towing the 15,000 ton army transport Dix, loaded with coal and minus her propeller, from the Naval Station, Pearl Harbor, to Honolulu. On that occasion the BEAVER was the first naval vessel to make passage from Pearl Harbor through an unlighted channel after dark.

He received a second Letter of Commendation as commanding officer of the USS CASE in 1926-1927, for rescuing a man lost overboard from a destroyer ahead in heavy seas.

Commodore Logan had the Mexican Service Medal, USS CHEYENNE, Victory Medal, American Defense Service Medal, European-African-Middle Eastern Area Campaign Medal.

He is survived by a wife and one son, James A. Logan, Jr., a smdent at Cornell University. His wife, Mrs. Ruth H. Logan, resides at 272 King George Street, Annapolis.

46

1019 ALFRED E. MONTGOM' ' '-^ ERY, '12, (R. Adm., USN), recently commanded the task force, which bombed and shelled Japanese installations, and the Garrison at Wake Island.

""Class of '13 isn't very good at letter writing but if it's of any interest, I'm still holding the job of Operations Coordinator at the above spot. As such I am on the other end of the telephone to Paul Cassard and Shorty Hull and once in a while Neil Geisenhoff.

CARL BENNETT, '12, (R. Adm., "Both of my boys are in the service, USN), is commandant of the Sth Naval Bill, the eldest, after a year on a PYc District, New Orleans, Louisiana. is now in Miami hoping for a boat of his own. Ted, Jr., graduated with the ROBERT E. P. ELMER, '12, en route class of '43 at Pennsylvania in the R. O. at sea, writes: T. C. and is serving on a big battleship ""My son, J. S. Elmer, entered the which has the same name as the first Academy June 19 in the 4th Class. ship I made a midshipman's cruise in. I "My oldest boy is on the have a son-in-law just back from the has had some rugged experiences in Aus- South Pacific, Bob Minmm, Lt. (jg), tralia and in the Sicilian show. Dave is who just made the command group at out in the Aleutians I hear but that's all Miami. I hear that my distinguished I know. brother-in-law '"Bud" Theband has made "I have the run to Rio and Trinidad his broad stripe. He seems to have been and saw Harold Dodd, '12, down there. right in the middle of things and is He looks fine and keeps in good shape painting new devices on his conning by taking a before breakfast swim. He tower. is Commandant.

"One classmate whose saga should be "Have no news of particular interest. printed, is Chuck Austin and how he We have our moments on this job and this run. Have a number of classmates boosts the morale in the British Emon other runs but we never seem to syn- pire." chronize our arrivals.

CHARLIE P. McFEATERS, '13, ""Have had over 14 months in the (Capt., USN), is on duty with 3rd Naval business from Rio to New York, GalDistrict, 90 Church Street, New York veston, Key West the Bohia but hardly City. ever see many convoy commodores in for long. The New York gang don't stay J. CARY JONES, '13, (R. Adm., long South and have a longer layover up USN), reports his address as The there which is a break and makes it Montecito, 6650 Franklin Avenue, popular. Wish they would mn us all the HoUywood, California. way through, it would take a month up and about seven weeks down."

1914 PAUL FITZSIMONS, '14, (Lt. Comdr., USNR), may lOlO NEIL H. GEISENHOFF, "^ "13, (Lt. Comdr., USNR), be reached at Harbourview, Wellington 230 East 7Ist Street, New York City, Avenue, Newport, Rhode Island. writes: STUART A. MAHER, '15, "Attended the monthly meeting here 1915 (Comdr., USN-Ret.), is on on the Sth with much profit and pleasure.

Better attended than our meetings in the Sub-Board of Inspection and SurHouston, Texas. Am always interested vey, Eighth Naval District, 345-346 Mellie Esperson Building, Houston, in reading "What's the Dope.'

Texas. "'Was sent here to the Headquarters, Eastern Sea Frontier, on being accepted PAUL R. GLUTTING, '16, into the Reserve a year ago and then as- ^ 9 1 ^ (Capt., USN), may be found signed to duty as Surface Controller. at Headquarters 6th Naval District, Have had my nose on the same grindCharleston, South Carolina. stone ever since. Will have to admit it is interesting and, to me, satisfactory SIDNEY E. DUDLEY, '16, (Capt., duty. Twenty-two years away from the Navy have not been too easy to bridge." USN), is on duty at the Navy Yard, Portsmouth, New Hampshire.

EDMUND S. (TED) McCAWLEY, '13, (Comdr., USN-Ret.), Joint OperaKNEFLER McGINNIS, '16, (Capt., tions Office, Naval Annex, U. S. Naval USN), is stationed at Naval Air Station, Base, Cape May, New Jersey, sends this Roosevelt Base, Terminal Island, Calialong: fornia.

mmpitp

WILLIAM G. HAWTHORNE, '16, (Col., USMC), is in our Nation's Capital, with the Navy Department.

G I L B E R T F. BUNNELL, '16, (Comdr., USNR), should be addressed in care of the Eastern Sea Frontier, 90 Church Street, New York City.

WILLIAM F. BOYER, Sr., '16, has been New England representative for Reynold Metals Company, for about six years and prior to that was a Sales Representative for the same company in New York City. His business office is 250 Smart Street, Boston, Massachusetts, and his home addressâ&#x20AC;&#x201D;12 Burnside Road, Newton Highlands, Massachusetts.

1 9 1 "7

EDGAR F. MARBOURG, '17, is Agency Organizer for the Mumal Life Insurance Company of New York, with offices on the 19th Floor, One Eleven Sutter, San Francisco, CaHfornia, writes: "SHIPMATE certainly is growing and becoming more and more interesting each month.

"All is going well here in San Francisco, in spite of occasional blackouts."

KENNETH M. HOEFFEL,'17, (Capt., USN), whose home is Green Bay, Wisconsin, and is being held as a prisoner of war by the Japanese, is believed to be faring quite well at Taiwan camp in Formosa. He was captured in the fall of Corregidor.

JOSEPH W. GREGORY, '17, (Capt., USN), reports that his address is still 5 Maryland Avenue, Annapolis, Md. KAVANAUGH C DOWNEY, '17, (Lt., USNR, Ret.), 3328 N. Bardett Avenue, Milwaukee, Wisconsin, was recently reelected President of the Milwaukee Branch of our Alumni Association. He extends a cordial invitation to the Branch meetings, and a hearty welcome to all Alumni passing that way.

L JACOBS CO 1043 SPRUCE ST. DETROIT, MICH.

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W A R D P. DAVIS, '17, (Capt., USN), is on duty in the Office of Strategic Services, Washington, D. C. WILLIAM A. RICHARDS, '17, (Lt. Col., USMC), should be addressed Marine Barracks, Navy Yard, Bremerton, Washington.

1918

ELMER E. DUVALL, '18, (Capt., U S N ) , has recently remrned from a tour of duty in the South NOVEMBER,

1943

DEARBORN, MICH.

DALLAS PLANT DETROIT MICHIGAN

Pacific. H e is now Assistant Director of Naval Communications for Postal Affairs.

JAMES D. MURRAY, '18, (Lt. Comdr., USN-Ret.), reports his new address as 117 Chestnut Street, Garden City, New York.

HORACE S. CORBETT, 1 8 , should be addressed Tiller, Oregon. He is owner of the Lafayette Lumber and Supply Company, Lafayette, California. '\<^\Q

RALPH H. ROBERTS, '19, (Capt., USN), reports a change in address, it is now 3000 Connecticut Avenue, N. W., Apartment 103, Washington 8, D. C. CLAYTON DEMAREST, Jr., '19, has recendy been elected president of the Baltimore Life Underwriterss' Association.

1920

^^^^ ^- HEINERMAN,

7^M '20, (Capt., USN), recently returned from a tour of sea duty, should be addressed A. S. W. Unit, Room 1112, 150 Causeway Street, Boston, Massachusetts.

for the usage of divers involved gadgets, including aviation sextant. His duties take him throughout the Western half of the country.

The commander has led an advenmrous life since he left Annapolis in 1916 as a midshipman gun crew captain on the USS TEXAS. When we entered World War I, he was on convoy duty in the North Adantic, and made many trips to England and France as an escort for countless cargoes of doughboys.

After this he served successively in the Atlantic, Pacific and Asiatic fleets. During an interlude he did a tour of duty with the Brazilian navy.

From 1929 until late in the Hoover era, he served in Eastern waters, ranging from Surabaya to Shanghai. One of his tasks was to cruise about the Philippines Archipelago, finding choice locations for air fields and incidentally to catch any Jap infiltration.

While on Chinese duty he was on the river gunboat patrol and went on expeditions all over the Celestial Empire.

JOSEPH H. H U B B A R D , '21, (Comdr., USN), who was killed when

the USS

SAN

FRANCISCO

attacked a

heavy Jap force, has been honored by having a new destroyer named in his memory, the USS HUBBARD.

DELWYN HYATT, '21, (Comdr., USN-Ret.), has been made Aide to the Superintendent of the U. S. Merchant Marine Academy, Kings Point, New York. This Academy, officially dedicated on September 30, 1943 is operated along the lines of the Naval Academy and has already been referred to as the Annapolis of the ""Merchant Marine." Comdr.

Hyatt, having served nine years at Ahna Mater as an Instmctor, his last tour of duty having been in Department of Seamanship and Navigation, is well qualified to assist the Academy in its plan of organization. SHIPMATE salutes Commander Hyatt, and more power to him in his new duties. Recently, Delwyn WILLIAM A. P. MARTIN, '20, dropped in our office and stated that (Comdr., USN), is Security Officer, at Kings Point is a first class going concern the U. S. Naval Training Station, Samp- with the glorious tradition of the Merchant Marine as a background. son, New York.

KINLOCH N. GARDNER, ROYALL F. JEWETT, '20, (Lt. (jg), 1 9 9 1 '21, (Comdr., USN-Ret.), USN-Ret.), may be reached in care of ' ' ' * ' Western Electric Company, 195 Broad- Headquarters, Seventh Naval District, duPont Building, Miami, Florida, writes: way, New York City. ""For the information of any of the members of the class of 1921, there are OSCAR A. WELLER, '20, (Capt., four of us in this area. Jimmy Dudley is USN), should be addressed Kaiser VanOperations Officer, Gulf Sea Frontier; couver, Precommissioning Detail, AsGerry Galpin is head of the Naval Mistoria, Oregon. sion to Cuba; Tommy Brownell is ComROBERT W. BOCKIUS, '20, (Capt., manding officer of the Air and NavigaUSN), is on the Staff, Northwest Sea tion School at Hollywood, Florida; and Frontier, Exchange Building, Seatde 4, I am Operations Officer of the Seventh Naval District."

Washington.

(Ed. Note: Generous contribution is PAUL R. STERLING, '20, (Comdr., certainly appreciated.)

USN-Ret.), is Officer in Charge, WelCARL A. SUNDBERG, '21, 366 fare and Recreation Sections, Welfare Division, Bureau of Naval Personnel, Manor Road, Englewood, New Jersey, is connected with the American LocomoWashington, D. C. tive Company, 30 Church St., N. Y. C. RAEBURN P. POWELL, '20, (Lt., FRANK C. McCLURE, '21, is PresiUSN-Ret.), may be reached at 4033 Woodmff Avenue, Oakland, California. dent of the Inland Printing Company, Springfield, Missouri.

ORVILLE G. COPE, '20, (Lt. Comdr., LEO S. STAFFORD, '21, (Lt., USN), after 28 years on the blue is now stationed at Santa Ana, California, as- USNR), should be addressed U. S. N. signed to the AAF, and very much at T. S., Camp Peterson, Farragut, Idaho, home in the Army.

PAUL B. WISH ART, '21, who is con. At present he is conducting a class for interested SAAAB officers on the mys- nected with the Minneapolis-Honeywell teries of celestial aviation, which calls Regulator Company, gives his, home ad48

dress as 2221 Newton Avenue South, Minneapolis 5, Minnesota.

1922

J^^^ ^- PARKER, '22, (Lt.

Comdr., USNR), is President of the Northwestern Aeronautical Corporation, Wold-Chamberlain Field, Minneapolis, Minnesota.

HARRY KEELER, Jr., "22, (Comdr., USN), is now at the U. S. Naval Hospital, Oak Knoll, Oakland, California.

CLAYTON C. JEROME, '22, (Col., USMC), gives his address as 928 Hoffman Street, San Diego 3, California.

CHARLES A. WOOD, '22, reports his address—16 Bradford Avenue, Upper Montclair, New Jersey.

GEORGE M. MERIWETHER, '22, is head of a firm dealing in Industrial Equipment, 2226 3rd Avenue, North, Birmingham. Alabama.

FRANCIS D. RIPLEY, '22, lists a new address—2014 Baird, Portsmouth, Ohio.

CHARLES H. STEELE, Jr., '22, (Lt. Comdr., USNR), is on duty at the U. S. Naval Section Base, Naval Station, New Orleans (Algiers), Louisiana.

WILLIAM C. JORDAN, '22, is Vice

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President and General Manager of The States destroyer flotilla single handedly Steel Products Engineering Company, mauled and routed a triple enemy naval force to a midnight requiem to Japanese Springfield, Ohio. control of the north central Solomons.

J O H N H. DORLON, '22, 203 N . 9di ""At least three and probably four Street, Mt. Vernon, Illinois, writes: Japanese warships, including a light "Above is my temporary business ad- cruiser or destroyer leader, were sunk dress. I am in the oil business in this and two or three other destroyers were area. My permanent residence address damaged badly by a more-than-two-tois: 25 Coolidge Avenue, Glens Falls, one outnumbered force commanded by New York.

Captain Frank R. Walker of Alabama, 44-year-old veteran, in a lightning batMILO R. WILLIAMS, '22, (Capt., tle some 15 miles off the northwest coast USN), asks that he be addressed Office of Vella Lavella Island Wednesday night, of Supervisor of Shipbuilding, U. S. N., frontline headquarters dispatches reNew York Shipbuilding Corporation, ported.

Camden, New Jersey, and writes: "'The remainder of a fleet of nine "My congramlations on that very exJapanese destroyers, along with guncellent magazine SHIPMATE. It is a deboats, torpedo boats, and barges sent in Ught to read. as a final evacuation force after the Japa""I have been on the Naval Mission to nese high command wrote off the cenBrazil since February 1941 but expect tral Solomons as a bastion to Rabaul, fled to get back to the States in a couple of in panic before a hail of shells and weeks." schools of torpedoes. United States losses were given as moderate."

FRANK R. WALKER, '22, (Capt., USN), the Victory scored by the deARCHIBALD F. UEHLESfGER, '22, stroyer under his command in South Pacific, has brought him Congressional (Capt., USN), has been awarded the Silver Star Medal for his recognition. gallant service as Executive Congressman Joe Starnes of Alabama, Officer of "Batdeship X." asked that the following remarks and a He now has a command at news item be inserted in the Congressea.

His home is 233 Fourth sional Record: Ave., East, Kalispell, Mont.

"I rise at this time to pay my tribute The citation accompanying the award to the gallant exploit of Captain Frank follows: R. Walker of Alabama, who by skillful maneuvering, daring leadership and in""For conspicuous gallantry and indomitable courage wrote a requiem to trepidity as Executive Officer of a U. S. the efforts of the Japanese to conquer the warship during action against enemy north Solomon Islands.

Japanese naval forces off Savo Island, '"On Wednesday evening last at mid- Solomon Islands, on the night of Nonight this brave American, although his vember 14-15, 1942. When his battle force was outnumbered 3 to 1, and know- station was severely struck by enemy ing the odds against him, so maneuvered shells which killed or wounded most of his destroyer force 15 miles off the coast the men in that area. Commander that within a few minutes time he sent Uehlinger steadfastly remained at his to Davey Jones' locker four Japanese post and continued to fight despite the warships and routed a Japanese force danger of scalding from mpmred steam lines or burning in the fires which had that outnumbered his 3 to 1. ""This proves conclusively that the cut off all chance of escape. His skillful fighting qualities of the American fight- seamanship throughout and his loyal deing men, whether on land, sea, or in the votion to duty under extremely adverse air, are superb, not matched by the men conditions contributed immeasurably to of any other nation. This is because they the morale of his men and inspired them are so well trained, so well led and have in keeping the battle station efficiently manned throughout an important ena cause so worth fighting for. gagement."

•"The article to which I refer follows:

199^ JOSEPHUS A. BRIGGS, '23, *'^^ (Capt., U S N ) , reports diat his home address is 237 East Delaware Place, Chicago, Illinois, and states that he is serving as Chief of Staff to Rear Admiral A. C. Read, USN, the Chief of Naval Air Technical Training, Headquarters in the Board of Trade Building, Chicago, and adds: ""Eldest son, Josephus Jr., now flying in the Army as an Army Aviation Cadet.

Youngest son, Robert, is at home with us here in Chicago."

HARRY R. CARSON, '23, (Comdr., USN), lists his address as Box 7, Aerology, Naval Air Station, Jacksonville, Florida.

1994 LEONARD W. DAY, '24, ^'^•^ (Lt. Comdr., USNR), from the U. S. Naval Section Base, Savannah, Georgia, writes: ""I take pleasure in reporting that after a long stmggle am finally and happily back in Navy."

GERALD N. VAN STEENBERGH, '24, is Assistant General Manager of the Munitions Product Division, American Type Founders, Incorporated, Elizabeth 3, New Jersey, and reports his home address as 539 Sherwood Parkway, Westfield, New Jersey.

RICHARD E. PLAYTER, "24, reports his address as 1914 Esperson Building, Houston 2, Texas, and adds: • ^ ""This means that we remrn to our home in Houston — after some six months of "temporary duty' at the main office of G. F. Braun and Company, Alhambra, California."

CRICHTON N. HUBBARD, '24, writes: '"My present assignment is with Oldsmobile Division of General Motors Corporation, Kansas City, Missouri Plant.

Oldsmobile is one of the largest producers of Fire-Power and I am doing my bit to help the boys keep firing. "'Will be glad to see or hear from any member of the class of '24 stopping over or passing through Kansas City. Just call Wabash 9090 or Hiland 9752."

HUGH B. McLEAN, '24, (Comdr., "Allied Headquarters in the SouthOSBORNE A. KENDRICK, '22, (Lt. USN), is in the Department of Electrical west Pacific, Sunday, October 10—The Comdr., USNR), is Aide to Comman- Engineering, here at the Academy.

Battle of the Solomons surged toward the southeastern fringe of Rabaul, main dant and Communications Officer at the PERRY K. SMITH, '24, (Lt. Col., Japanese South Pacific base, today after Naval Training Station, Sampson, New an outnumbered and outgunned United York.

USMC), was recently presented with 50

die Distinguished Service Medal for exceptionally meritorious s e rv i c e at Guadalcanal. Perry also holds the Yangtze Service Medal, the China Expedidonary Medal, the American Defense Service Medal, the Asiatic-Pacific Campaign Medal and the Presidential Unit Citation.

WILLIAM D. BROWN, '24, Cheek Apartments, Wardour, Annapolis, has recendy been awarded the Legion of Merit for his part in a night batde with Japanese destroyers March JOSEPH M. WORTHINGTON, '24, (Comdr., U S N ) , and Katherine Cram were married late in October.

1995 ALEXANDER C. THOR' '^-^ INGTON, '25, (Comdr., USN), having completed tour of duty in the South Pacific, has arrived in Crabtown and is now busily engaged with his new duties in the Executive Department here at Alma Mater. Occupies Quarters L-5, U. S. N . A. JOHN "RED" HOURIHAN, '25, (Comdr., U S N ) , from the Naval Training Station (Damage Control), 1528 Walnut Street, Philadelphia, writes: "I am now a Walnut Street commando and aside from the trouble in finding a house to rent I like it very much."

boost in morale, and reminded me of my negligence in failing to" "setde up' " a long overdue account. ""My current "uniform' — plain and much worn overalls—doesn't compare so well with the dress number I used to wear on festive occasions during my Plebe days; but it's at least the badge of a renewed association with the Navy in the Yard here—now of some fourteen months' duration — and there's been enormous satisfaction in it. There's an exhilaration to the living saga of battle

wagons, flat tops and the rest that doesn't wear out, even if you can't wear stars and stripes on your shoulders. ""I'd like to make this comment on the article "The Reposing of Confidence,' by Captain Ellicott. It's one of the finest illustrated treatises on applied psychology I've read, and I'm approaching today's job with an entirely new attimde as a result of reading it. Haven't had time to read the rest thoroughly, but am looking forward to that after work tonight, and more regularly in the fumre.

RUTGER B. COLT, '25, 2513 Crest Road, Baltimore, Maryland, writes: "I am still with the Friez Instmment Division of Bendix Aviation and can be reached there or at the above address. "'As soon as the war pace slackens we want a couple of N. A. graduates for sales engineering, and other oppormnities. Would appreciate your keeping this in mind when the time comes. (Ed. Note: Alumni, N. B.!)

"Best wishes for continued success."

CLARENCE L. BRUCE, '25, Box 2104, Sheridan Park No. 1, Bremerton, Washington, sends this along: "The May copy of SHIPMATE arrived today, thoughtfully forwarded by my mother along with some other things, the only one I've had during the past year —through my own fault, of course.

"It did two things: gave me a fine NOVEMBER,

1943

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Please pardon the length of this note.

"With all good wishes for SHIPMATE and the men who make it."

Marines would let me handle their air torpedoes on the Aleutians particularly after the nice runs we had in June of 1942 and off Amchitka this Spring. But FREDERICK F. SIMA, '25, (Comdr., 1 may be down to Buffalo again to build USNR), from the USS writes: a few more Worthington four stage '"I knew something was missing but compressors." did not realize what it was until an old ROBERT K. ""BOB" ASHTON, '26, copy of SHIPMATE caught up with me."

(Lt. Comdr., USNR), writes on board : J O H N ""HUGH" F I T Z H U G H the USS "'Ev Gunther, Jim Lane, Malcolm FRENCH, '25, makes his home in TruHufty, Steve Rice, and myself make up deau, New York. the 1926 contingent."

THOMAS D. GEBHART, '25, is also with Reynolds Metals Company. He has held the position of Factory Superintendent at the Harrison, N.^ J. plant and the same position in the Chicago, Illinois factory. At present he is Superintendent of the Reynolds Research Corporation plant at MiUedgeviUe, Georgia, which is owned by the U. S. Government, but operated by the Reynolds Metals Company under Gebhart, under the jurisdiction of the U. S. Navy.

ROYAL LOVELL '26, (Lt. Comdr., USN), 2626 Sixth Avenue, San Diego, California.

ETHERIDGE GRANT, '26, (Comdr., USN), is Officer in Charge of Assembly and Repair Department, LF. S. Naval Air Station, JacksonviUe, Florida.

SETH A. SHEPARD, '26, (Comdr., USN), reports that he has been transferred to Washington, D. C, and should HARRY B. HENEBERGER, '25, be addressed 1415 North Utah Street, Arlington, Virginia.

(Comdr., USN), is on duty with the Bureau of Naval Personnel, Room 2735 EARLE S. DAVIS, 26, (Lt. Col., Navy Department, Washington, D. C. USMC), former commanding officer at ALVIN E. MOORE, '25, (Lt., US- the Marine Barracks, New York, now in N R ) , may be reached at the Newark Kodiak, Alaska, writes that he wants to Airport Branch of the Brewster Aero- be remembered to aU; states that he has gained 18 pounds, feels "mighty chipnautical Corporation, Newark, New per," and is ready to take on any assignJersey. ment.

199^ GEORGE W. FOLTZ, '26, HOWARD (BUS) W. *'*-^ (Lt., USNR), is on duty 1 9 2 7 '^' GORDON, Jr., '27, (Comdr., Office of Supervisor of Shipbuilding, Bethlehem Steel Company, Quincy 69, USN), whose home address is 1600 West North Avenue, Baltimore, MaryMassachusetts. land, writes from the USS : ""Just finished up a litde fun in Sicily D I G G S LOGAN, '26, (Comdr., U S N ) , is doing his bit in the Depart- so haven't seen a SHIPMATE for some ment of Marine Engineering, here at the time. Let me add my congrats to aU the numerous ones you are getting for the Academy in the Old Town. swell job. You'd be a little surprised if you knew exactly what a grand job you J O H N McGOVERN, '26, is a meare doing. chanical engineer for E. I. du Pont de ""Give my best to any of the gang you Nemours and Company, Hanford Ensee around. Understand Vic finaUy got gineer Works, Hanford, Washington, off to the frozen waters. No '27 class writes: party in Washington this year?—^my ""At Naval Operating Base on Kodiak head stiU aches from the last one."

Island this spring we had a teal reunion with Commander Melgaard, USS , ROBERT G. (BOB) NEWBEGIN, Okeefe, Huebl, Lyons and Colonel Davis '27, (Lt. Comdr., USNR), writes: of the Marines.

"SHIPMATE is getting to me by way "My requests for active duty with the Navy and Marines have got no further than the Medical Officers so far, but I am now squeezing for the Army Service force, although I almost thought the 52

address last December. However, I don t think the fault is entirely mine as I have a vague recoUection of talking to you in Crabtown last January and of teUing you my new address which you carefuUy recorded in that neat but voluminous little book you carry. HeU, I'm not sure —maybe it was two other people. "'Please be advised by this letter that my sphere of action is the beautiful blue Mediterranean where my boys cut twelve smaU wakes through the swept channels regularly. AU twelve of them visited the south coast of Sicily, July 10th and eleven of the twelve played 'hide and seek' on the north coast in August. The ship left behind in August had been the busiest in July but the skipper was acmaUy annoyed that he couldn't go with us. Collectively, the officers and men of have the finest fighting spirit of any men I've met anywhere in the outfit and I'm reaUy proud of them.

"The Amphibious Force in Northwest African waters has quite a few of our classmates helping the cause. Those that I see fairly regularly are Tom Davey, Fritz Gleim, Ken Keepers, and Bob Rickabaugh. Also, Dan Dickey, "Arky,' Carruthers and "Coach' GuUett are in the area. George Coale came over with us but didn't stay. John Bays, Cecil Catffield and Harry Hummer aU visited us in May and Harry came back again in July. We're always glad to see any of the gang who commute from the States as they generally have fresh meat and butter aboard, which are novelties over here."

WILLIAM E. MALLETT, '27, (Lt., CEC, USNR), one of our fighting SeaBees, stopped in the office looking very hale and hardy. Seems that maiming a gun with one hand and doing construction work with the other agrees with BiU. -: MARTIN P. HOTTEL, '27, (Comdr., USN), at sea, sends regards along with a nice contribution which SHIPMATE appreciates.

EDWARD N. (ED) TEALL, '27, (Comdr., USN), lists his home address as 3504 South Olive Avenue, West Palm Beach, Florida, but writes from out there: ""StiU enjoying Ufe to the fuUest possible—don't see many '27ers as they are rather scarce in my present part of the world—think Fitzgibbon, Crape, Tayof the USS , my former ship, lor and myself comprise the whole conwhich means that it must travel more tingent." than once around the world before I get it. Namrally, the fault is with me as I GEORGE DAVID SULLIVAN, '27, failed to let you know of my change of is at present serving as Gunnery Officer

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53

aboard die USS He has been LESTER J. GEIGER,'27, (Lt. (jg), back in acdve service since AprU 1943 USN-Ret.), may be reached at 9333 and has the rank of Lieutenant, Senior Madison Avenue, Mesa, California.

Grade. Also for the record he has two sons, George E. B. SuUivan, age ten, and NORMAN E. WALKER, '27, (Lt., Philip Long SuUivan, age eight.

USNR), lists his present address as Quarters CI, Naval Training Station, JOSEPH (JOE) FLYNN, '27, Newport, Rhode Island.

(Comdr., U S N ) , writes from imdisciosed parts: ROBERT K. (DEACON) BROWN, "FinaUy managed to break clean of the '27, is with Wright Aeronautical as "Sky-wegians' of Minnesota and am back Sale and Service Representative. to sea as Navigator."

THOMAS L. GREENE, '27, (Comdr., J O H N E. CLARK, '27, (Comdr., USN), is stationed at the Sub Base,, USN), is on duty with Aircraft ArmaNew London, Connecticut. ment Unit, U. S. Naval Air Station, Patuxent River, Maryland.

LEONARD S. MEWHINNEY, '27, (Comdr., USN), is a member of the U. S. HAROLD A. HENRY, '27, (Lt. Naval Mission to Peru, and should be Comdr., USNR), gives his address as addressed via ONI, Navy Department, 1440 Soudi Patton, San Pedro, Calif.

Washington, D. C. SAMUEL M. PICKERESfG, '27, (Lt. WILLIAM A. DEAM, '27, (Comdr., Comdr., U S N ) , Commanding Officer, Squadron VP-15, Naval Air Station, New USN), is stationed at the U. S. Naval York, has recently been promoted to the Air Station, JacksonviUe, Florida. rank of Commander.

JOHN S. THACH, '27, (Comdr., EDWARD LOESER, '27, (Lt. Comdr., USN), is another 27er stationed at the USN), who was kiUed in the Battle of Naval Air Station, Jacksonville, Florida.

Guadalcanal on November 13, 1942, has been honored by having a destroyer esPAUL W. CARD, '27, (Comdr., cort named in memory of him.

USN), is on duty at the Naval Station, Guantanamo Bay, Cuba.

ROBERT S. QUACKENBUSH, Jr., '27, (Comdr., USN), may be reached at HERBERT L. HOERNER, '27, 19 Northwest Street, here in Crabtown. (Comdr., USN), is doing a tour of duty at Naval Air Station, Miami, Florida.

HARRY J. WARD, '27, (Lt., USN-Ret.), is at the Navy Recruiting GEORGE L. JONES, '27, (Lt., USNStation, Denver, Colorado.

Ret.), should be addressed 921 Portolo Drive, Arcadia, California.

WILLIAM Y. C. HUMES, Jr., '27, (Lt. (jg), USN-Ret.), is on duty in the FRANK TURNER, '27, (Comdr., Office of Port Director, San Pedro, Calif. USN), is in the Bureau of Aeronautics, Navy Department, Washington, D. C. HUGH A. R. KEIRAN, '27, (Lt. Comdr., USN-Ret.), should be addressed THEODORE G. SCHIRMEYER, '27, 51 Walter St., Boston 31, Mass.

(Lt., USNR), 7th Naval District, duPont Building, Miami, Florida.

J O H N W. CHITTENDEN, '27, (Lt. (jg), USN-Ret.), is on duty in the 13th ALAN R. MONTGOMERY, '27, Naval District, Seattle, Washington.

(Comdr., USN), is stationed at the Subchaser Training Center, Miami, Florida.

HAROLD L. TALLMAN, '27, (Lt., USN-Ret.), is with the Naval R. O. T. C. WILLIAM C. SPECHT, '27, (Comdr., Unit, at the University of • California, USN), reports new address as 414V^ Berkeley, California.

Pomona Avenue, Coronado, California.

A R G Y L L E. BUCKLEY, '27, 1 9 9 0 STEPHEN N . TACKNEY, (Comdr., U S N ) , is doing his bit at ! 7 _ . 0 ,2g^ (Comdr., U S N ) , has Headquaiters of the Commander in anchored in Crabtown, and reports for Chief, United States Fleet, Navy Depart- tour of duty at Alma Mater. Occupies ment, Washington, D. C. Apt. L-2, U. .S. Naval Academy.

54

MATT RADOM, '28, (Lt. Comdr., USNR), via V-mail reports: "I'm shifting to the Have been ordered to an Admiral's staff as Communications Officer, wish me luck. '"Best wishes to aU my friends. If you see Ed Dexter teU him where I am."

J O H N C. A L D E R M A N , '28, (Comdr., USN), in from a tour of sea duty, is at the U. S. Naval Air Station, Brunswick, Maine.

EDWIN B. DEXTER, '28, (Comdr., USN), from the Executive Department, here at Alma Mater, gives us this boost: ""I want to congramlate you on a great job that you're doing with SHIPMATE. I consider it a great service to the Navy."

HARRY C. QUAST, Jr., '28, (Lt., USNR), from Headquarters, Seventh Naval District, 1117 duPont Building, Miami, Florida, writes: ""We occasionaUy see some of the old gang. Jimmy Brett paid a caU—now Commander Brett—and he was headed for Washington. He looked good and felt better, Al Tayler of '28, footbaU star, and who used to help Wich quite a bit, is down here now and wiU report as executive to ""Most of the boys speak of you and how weU you are handling '27's affairs. ""I'll pass on your good word to aU the gang who may come this way."

N O T E CLASS OF '28

Seven new commanders, including three officers from '28 and one from '32, caUing themselves the "Boot Brass Hats" were hosts at a '"wetting down party" on October 11, from 2100 to 2400 at die officer's club. Naval Air Station, San Juan, Puerto Rico. From '28 were H. B. (HEBE JEBE) JONES, W. M. (BUCK) WALSH and D. S. (FLASH) GORDON. Thirty-two's representative was G. R. LUKER. 1999 SIDNEY F. PORTER, '29, ' (Lt. Comdr. USNR), gives his new address as Apt. 45, 41 Linnaeau Avenue, Cambridge, Massachusetts.

ADOLPH J. MILLER, '29, (Comdr., USN), in from the sea should be addressed Apartment C-2, U. S. Naval Academy, Annapolis, Maryland.

CLARENCE J. "DINTY' MOORE, '29, is connected with the Electric Storage Battery Company, AUegheny Avenue and 19th Street, Philadelphia, Pennsylvania.

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NOVEMBER, 1943

55

JAMES M. HEZLEP, '29, (Lt. USN- 1 9 3 0 I^ERMAN W. HOLT, '30, Ret. ) , is on duty with the branch office R. F. D., Duxbury, Massof Naval Officer Procurement, Pitts- achusetts, writes: burgh, Pennsylvania. He may be reached "I cannot tell you how much I have on the second floor Keystone Hotel, 3rd enjoyed receiving and reading SHIPAvenue and Wood Street, Pittsburgh.

MATE. I also find the Register of Graduates useful since I work in the EngiRICHARD C. LAKE, '29, (Comdr., neering Drafting Room of the Fore USN), Ligonier, Indiana, has been River Plant, Quincy, Massachusetts and have occasion to meet many Naval awarded the Silver Star Academy graduates who are assigned to Medal for successful paships under construction at this yard. trols in enemy Japanese Members of the class of 1930 wiU be waters. interested to know that I have invented Dick, was Commanding a device which I hope none of my classOfficer of a U. S. submarine during ""three aggressive and success- mates are ever in position to have need of." ful" war patrols.

Ed. note: More power to you!

The citation accompanying the award foUows: W. ARTHUR ILLING, '30, (Lt.,

thing about the ship or where we are or have been, as you know, but we left the States early in February. Don't let anyone tell you that an LCI wiU not make an ocean crossing, because they have. ""It may be of interest that Comdr. C. L. Walton, USN, is our Flotilla Commander. Comdr. Walton was a lieutenant when we were plebes; he was Company Officer of the 2nd Co., our Plebe Summer, and he also taught Spig during the year 1926-27.

"In the past few months it has been my pleasure to run into "Whitey' Ostrom, Rowland Lawyer, Dave Olney, and Sam Yeaton, aU of the Class of '30, the first three being lieutenant commanders, USN, and the last a lieutenant colonel, USMC."

USNR), from out there, sends this report on himself: ""Since I am a non-graduate of the class of '30, there is not very much in your files about me (maybe it is just as weU); anyway I am going to give you some of my personal history. ""I resigned from the U. S. N. A. after making second class cmise, because of bilging a re-exam in mechanics, in September, 1928. From there I went to New York City and started working; spent eleven years with Consolidated Edison Company, of New York, Incorporated, and /or its predecessors or affiliates. Smdied one year at night with the City CoUege of New York and special courses trying to get in the United States Foreign Service (State Department), but was unsuccessful. Filed application with Navy Department for the commission of lieutenant I-V (S), classification, early in 1941. Was caUed, in a civilian capacity, to serve in 3 N D, D I O, as a plant protection agent, in May, 1941. Commission of Lieutenant (jg) dated November 15, 1941; technically, active duty on December 12, 1941 doing the same work as previously, security work. Answered call in April, 1942, for sea duty; was sent to Northwestern University, Chicago, to the first Officers Class in May. After that two month intensive (and extensive) course they sent me to the first Officers Class at the University of Wisconsin to study Diesel engines, for ten weeks.

Was assigned to the Amphibious Force, spending a few weeks on the East Coast, then assigned as prospective commanding officer of USS , to commission and fit her out at Brown Shipbuilding Company, at Houston, Texas. We were commissioned November 8, 1942.

I am StiU the C. O. Cannot tell you any-

JOHN H. ARMSTRONG, Jr., '30, (Lt. Comdr., USN), wiU receive mail addressed 363 N. Broadway, Apt. 4, Lexington 7, Ky.

"Pressing home every available attack opportunity with courageous skiU and efficiency. Commander Lake was successful in sinking and damaging an important amount of enemy shipping. His superb seamanship and conscientious devotion to duty, maintained with utter disregard of personal safety, were in keeping with the highest traditions of the United States Naval Service."

LAMAR P. CARVER, '29, (Comdr., U S N ) , 2929 Twenty-Fourth Avenue, Moline, lUinois, has been awarded the Navy Cross.

The citation accompanying the award foUows: ""For extraordinary heroism as Squadron Commander and pilot of a plane of a Scouting Squadron during the assault on and occupation of French Morocco from November 8-11, 1942. In the early morning of November 8, Commander (then Lieutenant Commander) Carver, leading a, division of planes on an offensive mission over Casablanca harbor, sighted a nest of hostile submarines. Despite intense antiaircraft fire, he skiUfuUy maneuvered his division into position and executed an accurate dive-bombing attack, personally making one of the two direct hits which resulted in the sinking of two undersea craft. Again the same day, he led another dive-bombing attack oh a group of hostile surface vessels which were being engaged by our ships and, in the face of heavy anti-aircraft fire, several near-misses were scored by his command. His outstanding leadership and fearless devotion to duty were in keeping with the highest traditions of the United States Naval Service."

56

CHARLES E. "RED' EARL, '30, (Lt. Comdr., USN), writes: "MaU now sometimes takes a long time to catch up, here in the tanker navy.

One thing though, we sure do get around —maybe not as fast as the boys in the cans and flat-tops, but it's amazing how much sea-bottom can be covered in three years when there is no liberty AND no boats. As a substimte for mail I have run into some widely scattered members of '30 in some very far reaches of the Pacific. The latest get-together practicaUy assumed the stams of a class reunion with the unheard of number of four in one place at the same time. To wit: "Kay' Krick, Nick Carter, Kel Nutting and yours tmly. Sammy Adams was in the vicinty—left unmentioned for the duration—but not present. It was almost decided to declare a quorum and elect a class president! We didn't, however, because it took too damn much time keeping the glasses fiUed. ""Keep up the good work with the dopesheet—there are a lot of us who thoroughly cover it pass it on to others, even though our appreciation has been a little late arriving by our postal goonies. ""With best wishes for future success, and just one more pat on the back for the work you are so unselfishly doing."

RICHARD S. CASS, '30, (Lt. Comdr., USNR), At Sea, sends this along: "Re-that story of the marine fighter squadron in a recent issue of SHIPMATE and "Joe' Bauer particualrly—the dope I had was that he shot down his first

UUMBlP

Jap a few hours after his arrival at Guadalcanal in a plane he borrowed for the occasion. Apparently he had demanded to be aUowed to go up with another squadron."

FRANK L. JOHNSON, '30, (Lt. Comdr., USN), whose home is in Delaware City, Delaware, has been awarded the Legion of Merit and the Silver Star Medal.

Frank received the Legion of Merit for service as Commanding Officer of a destroyer operating in the Solomon Islands Area over an extended period.

The award was accompanied by the following: "For exceptionaUy meritorious conduct in the performance of outstanding service to the Government of the United States as Commanding Officer of a U. S. warship in action against enemy Japanese forces in the Solomon Islands. In a period of intense activity, Lieutenant Commander Johnson skiUfuUy directed the operations of his ship in continuous anti-submarine patrols.

bombardments of enemy shore positions, and participation in hazardous landing missions, covering the approach, landing and retirement of barges. During several night patrols his ship was of invaluable service in helping disrupt numerous air attacks and on one occasion, attacked and destroyed a hostile submarine. In two night bombardment operations against Munda, New Georgia Island, his ship capably led the task group into position. Exercising superb professional ability, Lieutenant Commander Johnson brought his vessel through this series of fierce engagements without damage."

The Silver Star was awarded Frank for the attack on a submarine mentioned above: "For conspicuous gallantry and intrepidity as Commanding Officer of a United States warship during a successful attack upon an enemy Japanese submarine in South Pacific waters. Establishing sound contact after a cruiser patrol plane had located the hostile vessel, Lieutenant Commander Johnson, by skillful direction, dropped a charge pat-

tern on a deliberate approach. Within a short period foUowing the rapid detonations, three violent explosions erupted large quantities of debris to the surface and left an immense oil slick as positive evidence of the destruction of the enemy submarine. Lieutenant Commander Johnson's keen judgment and outstanding efficiency were in keeping with the highest tradition of the United States Naval Service."

1 931

JOSEPH B. LAMB, '31, (Lt. (jg), USNR), Fleet Sound School, Key West, Fla., reports that he has been back in the Navy since last November, and adds: ""Until about two months ago have been traveling from East to West Coast.

Now it looks like I am fairly weU 'smck' for a while at least and would appreciate your changing my address to the above.

"Have seen several '31 men down here, as well as other class friends. Censorship prevents much more information. In spite of a shore job, on a very lonesome beach we stiU hear of results that indicate we are doing a fairly important job down here."

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NOVEMBER, 1943

57

ARCHIE D. FRASER, '31, (Comdr., JOHN M. GRIDER, '32, (Lt. Comdr., thereby contributing greatly to the sucUSN), reports that he is on duty with USN), gives his new mailing address as cess of the vital missions assigned to his Photographic Squadron Four, Naval Air 4327 Colorado Street, Long Beach 4, ship. The exemplary conduct and valiant California.

Station, San Diego, California. devotion to duty displayed by Lieutenant Commander Winter were in keepEDWARD S. BURNS, '31, (Lt. PORTER LEWIS, '32, (Lt. Comdr., ing with the highest traditions of the Comdr., USN), should be addressed USN), Aboard the USS , gives United States Naval Service."

1417 10th Street, Coronado, California, his home address as 1-W Woodrow he writes: Apartments, 300 East 30th Street, Balti- 1 9 3 3 EDWIN "ED" E. LORD, 7JJ , ^ j ^ ^j^^ ^gj^^^ stationed at "Keep up the communiques. They more 18, Maryland, and adds: make an excellent file."

•"Actually, I not only enjoy reading the U. S. Naval Training Station, SampSHIPMATE myself, but my family takes a son, New York, makes this request: STANLEY MUMFORD, '31, (Lt. great interest in keeping up with my "Take care of things along the "banks Comdr., (SC), USN), may be found. classmates and our other friends and of the Severn'."

Quarters SP-26, Naval Air Station, Nor- acquaintances. folk, Virginia.

WALTER S. BOBO, Jr., '33, (Lt. My own present sea duty is as above, (jg), USN-Ret.), lists his new address following South Atlantic duty for a good as 2044 Evelyn Avenue, Memphis, GEORGE K. MACKENZIE, while before coming here."

Tennessee.

Comdr., USN), commanding officer of the subREX B. LITTLE, '32, (Lt. Comdr., marine Triton, which has FRANCIS J. BLOUIN, '33, (Lt. USN), At Sea, asks that his SHIPMATE been reported as preComdr., USN), paid a visit to SHIPbe sent to R. F. D. No 1, Box 118-A, sumably lost, has been MATE and reports he is in CommunicaWest Chicago, Illinois, and writes: awarded the Navy Cross tions, Navy Department, Washington, "This change is to insure that I wiU for a successful attack on D. C. His residence is 123 Smith Avehave a complete file of Shipmate and a Japanese convoy. His nue, Annapolis, Maryland. eight-year-old daughter Donnah, re- to let Mrs. Little in on aU the dope it ceived the Navy Cross from Rear Ad- brings. Every ship receives copies that PHILIP C "CASEY' HOLT, '33, (Lt. the officers can read, but I find that permiral F. A. Daubin.

Comdr., USNR), uses V-mail to write sonal copies are hard to keep and even from 'out there': if we do, it is a violation of fire precau"The July issue just caught up with ARNOLD H. HOLTZ, '31, (Lt. tion and a problem of storage and how me and I find it contains plenty of "dope' Comdr., USN), 1104 Manila Street, to get them home. SHIPMATE is not only on the '32 and '33 classes.

Manitowoc, Wisconsin, has been of current interest but is going to com"The Marines out of '32 wiU get a awarded the Silver Star Medal for out- prise an invaluable library and referbang out of knowing that Oscar Hienstanding service in a submarine. ence coUection when this mess is finished. lien, '32, is out here—a Lieutenant ColoThe citation accompanying the award "Thanks again for favors and serv- nel in the 5 th Army Air Force. Tie that follows: ices, both past and present." one! And flying like heU." ""For conspicuous gallantry and intrepidity as JAMES M. ELLIOTT, '33, (Lt. JAMES W. HUMRICHOUSE, '32, Commanding Officer of a Comdr., USN), is in the Aircraft Arma(Lt., USNR), gives his address as 704 U. S. submarine in action ment unit.

Naval Air Station, Pamxent Hendren Street, Philadelphia, Pennsylagainst enemy forces. DurRiver, Maryland. vania. ing the third, fourth, fifth and sixth war patrols of his vessel. LieuCARLTON B. JONES, '33, (Lt. GEORGE R. LUKER, '32, (Comdr., tenant Commander Holtz, exercising Comdr., USN), on duty in the Office of superior tactical knowledge and brilliant USN), for a bit of news about Luker the Chief of Naval Operations, Washinitiative, directed the ship's maneuvers see '28 section. ington, D. C, should be addressed Route with such skill and aggressiveness that WILLIAM WINTER, Jr., '32, (Lt. 2, FaUs Church, Virginia. his ship was able to destroy an important amount of enemy shipping, prob- Comdr., USN), Waterford, Connecticut, WARD F. HARDMAN, '33, (Lt. ably destroy many other vessels and has been awarded the Navy and Marine Comdr., USN), and Mrs. Hardman, anseverely damage others. The exemplary Corps Medal for outstanding service in a nounce the birth of their daughter, conduct and valiant devotion to duty submarine.

Camille Lome, on August 26, 1943, at His citation follows: displayed by Lieutenant Commander the Naval Hospital, Oakland, California.

Holtz contributed greatly to the success "For outstanding heroism as Execuof the vital missions assigned to his ship tive Officer, Navigator and Assistant Ap- 1 9 3 4 ROBERT H. DAVIES, '34, is and were in keeping with the highest proach Officer of a U. S. submarine durserving as Technical Service traditions of the United States Naval ing the second and third war patrols of Manager of The Parker Appliance ComService." that vessel. Exercising superior tactical pany, 17325 Euclid Avenue, Cleveland, knowledge and keen initiative in the Ohio. After graduation Robert taught 1909 TERRELL A. NISEWAN- performance of his essential duties. Lieu- at the Coast Guard School at New Lon'''^^ ER, '32, (Lt. Comdr., USN), tenant Commander Winter rendered in- don, Connecticut for a short period and barged into the office to say heUo, while valuable assistance to his Commanding then went to the Republic Steel Comen route to assume new tour of duty out Officer. He distinguished himself by his pany, where he served as an industrial encool courage and excellent leadership. gineer. on the briny deep.

58 ^ 1 f f « « % ^ it-

When he left Republic Steel, he went to Sprout-Waldron, process machine manufacmrers, where he served in the capacity of district sales manager.

He left this company to go with the O. W. Randolph Company, manufacturers of driers, where he served as chief engineer.

He has been associated with the Parker Appliance Company for the past four years.

BY SAMMY BRADBARD,

'34

Lt. Comdr., USN I wondered where I could find some 'Dope' for the November issue of SHIPMATE—one day I had none, and then suddenly I find myself with more than I can easily handle.

A week-end in Arlington, another in Annapolis, a few Navy footbaU games, and names galore come spiUing from this pen.

The Navy footbaU team looks plenty good—to wit, triumphant over N. C. Pre-Flight 31-0 and CorneU 46-7. Beat Army!

At AnnapoUs we managed to see nearly every one of our classmates, who are stationed there, either at the footbaU game or else at the beautifid new Of-

ficers' Club, across the Severn, known as the North Severn Club.

On duty at the Academy are: STEAM: Jack Howard; "Gus" Maddox (aU packed and ready to leave on one day's notice); "Dixie" Dixon; "Sleepy" Bourke (getting itchy feet); and ""Frowsy" Mulquin.

Baltimore and invited us for a ride in a "real fast' plane. He's doing O. K.!

Johnny was over from Washington— we believe that he's working for some government agency.

Roy Smith was down from the Fire Control School in Washington where he is preparing to take over the job of a Destroyer Escort Gunnery officer. Roy ORDNANCE: ""Red" Baumberger: is Lt. (jg) USNR. His sister, recent "Red" Price, and Larry Birthisel.

SEAMANSHIP & NAVIGATION; widow of the late "Sm" Stephens, is ""Daisy" Day; '"Bob" Oliver (is that tac- now located in Newport, Rhode Island, tics book completed?); John McGiUis; with her family.

"Johnny" Geist; and Claude Bailey.

In Washington, one day we literaUy P. G. SCHOOL: ""Jimmy" Clute; Ray bumped into "Johnny" Butler, (Lt. Col., Ours; ""Les" Chambers.

USMC) just that day remrned to the EXECUTIVE DEPARTMENT: John U. S. after 3 years and 7 months of duty Florence; "Eli" Ritson; "Don" Pugh; in Ciudad TrujiUo, Dominican Repub""Eddie" Fleck; Paul Savidge—aide to lic. Johnny's family has risen to three Exec; and George Pittard, aide to Ad- children. Johnny was headed for Quantico, a 12 weeks refresher course and miral.

Also at the academy, departments un- probable duty in the Pacific. Good Hunting! You asked about Bmchez. He known, are: got off the Northampton before she was J. E. "Jimmy" Smith—^Nav? torpedoed and is now serving in one of George Welch—^Math Prof?

Uncle Sam's biggest and best batde""Fid" Murray—Athletics. wagons.

"Ray" Payne—Exec?

Marriner Bertholf—^Exec ?

Heard that J. D. Fulp passed thomgh Also seen at the game were Roy Washington recendy on his way to take Smith, Peyton Magruder and Johnny over command of a new sub. CongratulaGreen. Peyton is stiU, with Martin at tions, J. D.

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rffltTTtltTTfltTTfltTffltTYfitTytftTrfiiy^ff^Tr^^

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And from a brother Marine we learned that "Hap" Deakin is a much traveled man these days. He innocently enough 'ftrent on an observation mission schedided to last only a few weeks. That period has now become five months and Hap is StiU away. Oh, for the life of •a Marine!

Congratulations, Otto! We're glad to see that you finaUy got out of the ""Bow and Arrow" Navy and now know how the "Gold Platers" work! We know of a case where '39 is now skippering the old boats, and daily we hear about more of '34 getting new (i. e. comparatively new) DD's.

WeU, Otto, we won't buck your idea this time! We sincerely hope that aU of '34, wherever they are, wiU get together on May 31, 1944, our tenth anniversary!

Let's remind aU hands again, come May, 1944.

As for bonds instead of benches? To the best of my knowledge we have neither. Perhaps some one has stronger persuasive powers than WE. If so, WE wish that they would persuade Hobart Key to publish a financial statement of class funds, where they are deposited, and why we haven't purchased War Bonds with those funds.

Paul Savidge is the new assistant Editor of the U. S. Naval Instimte Proceedings. ""Youse guys" with a flare for writing may feel assured that your articles, submitted for publication in the "Proceedings," wiU receive careful scrutiny and editing. We who diUy daUied and procrastinated now find that the membership in the U. S. Naval Instimte is "frozen for the duration." Lack of paper for printing the Proceedings is the main reason, we believe.

To "Dave" Miller, somewhere in the Pacific, greetings from Dan Wilkerson, '20, president of the Detroit Branch of the Alumni Association. Dan was in Annapolis for the opening of the footbaU season.

•"TeU Squeak," he said, "that his electrical scoreboard which he built for the Detroit Alumni is still being used."

Good Sailing, Dave!

"Ed" and Mrs. Fahy announce the birth of Kathleen, 3rd child, 3rd daughter, at the Naval Academy Hospital on September, 16, 1943.

Public recognition for services, of which both the Navy and Army long ago had knowledge, has come to "Hank" Miller. ""For outstanding service in the Pacific area. Lieutenant Commander Henry L. MiUer, U. S. N., has been awarded the "Legion of Merit,' " by the President.

60

The award is based on his contribution to the bombing of Tokyo. It was he who trained General Doolittle's pilots for this mission.

"Brewer to the Rescue!"

According to the September 28, 1943, edition of the Evening Star, Washington, D. C , ""Charlie" Brewer is a squadron commander aboard an escort carrier on Atlantic convoy duty.

The headline reads: "Three U-boats Destroyed, Fourth Damaged by U. S. Flyer on Atlantic Convoy Duty.

"Destruction of three German submarines and the damaging of a foutth by an American plane flying from an escort carrier on Atlantic convoy duty was reported by the Navy today. "'A 26-year-old hero of the battle of Coral Sea, Lt. Robert Pershing WiUiams of Snoqualmie, Washington, scored the heavy damage on the undersea raiders.

He was flying a Grumman Avenger bomber with Morris C. Grinstead, radio man, 21, of Letts, Iowa, and Melvin H. Paden, machinst mate, 19, Salinas, California, as his crew. "'The first attack came on a mid-summer afternoon, while the aircraft was returning to the carrier from patrol.

Turret Gunner Paden sighted a wake about 10 miles distant and Lt. WiUiams signaled Lt. (jg) Earl H. Steiger, '24, of Buffalo, New York. As the rwo planes approached, Lt. Steiger strafed the Uboat while Lt. WiUiams foUowed on a bombing run. "'When the bombs hit the water they straddled the sub's huU about 25 feet forward of the conning tower. The sub gradually slowed to a standstiU. Although the submarine had been dealt a death blow the German crew commenced anti-aircraft fire.

"Meantime, Lt. Steiger made another strafing attack. His plane plunged into the water only 100 feet from the U-boat.

He is listed as "missing in action.'

"In a few minutes, Lt. Comdr. Charles W. Brewer, class of '34, of Tulsa, Oklahoma, squadron commander, appeared on the scene. He strafed the sub and was followed immediately by Lt. (jg) James F. Schoby, of Bode, Iowa. Lt. Schoby dropped his bombs either close aboard or on the U-boat. They appeared to lift the submarine about 10 feet."

The 1943 Register of Graduates has been distributed to those who paid their "buck" for it. In glancing through it, we find that in order to bring it further up-to-date we can add a few bits of information or else correct some. So here goes! Get out your red pencils!

No. Name 11399 CHRISTENSEN, ERNEST EDWARD—We are happy to state that "Chris" is weU and happy, now a Lt. Comdr. on duty at the Naval Aircraft Factory. Delete part about missing — personnel and typographical errors!

11355 FLYNN, LEONARD J O H N — U. S. N. R. Active duty.

11368 AULD, FRANK WILLARD— U. S. N. R. Active duty.

11397 McMAHON, JOHN MERTON •—OfficiaUy missing.

11422 ROBERTSON, ROBERT NEAL Officially dead.

11430 VAN BUSKIRK, BEVERLY ROBINSON—Jap Prisoner.

11459 BUTTERWORTH, C. C—Now with Curtiss-Wright in St. Louis.

11474 PACKARD, ARDEN — Active duty—flying again.

11506 ERWIN, S. L—Resigned.

11518 PEGELOW, F. G.—Redred.

11567 PEARCE, K. G. — Lt. (jg) USNR, Active duty at Notre Dame.

11573 THARIN, F. C—Jap Prisoner.

11575 LUNDBERG, N . H.—Missing, civilian on rubber plantation outside Manila. Has not been heard from since Jap invasion.

11591 SCHWARTZ, J. E.—ConsoUdated-Vultee, San Diego.

11594 RAY, M. H. — Dead — USS HAMMAN.

11607 HAGEL, A. J. J.—USMC—Dismissed.

11613 PARKS, F. B.—USMC—Aviator, dead at Midway.

11618 CALDWELL, C. G.—Lt. Comdr., USN—^Dead, Auto accident June 2, 1943.

11634 MARCOUX, H. A. — Active duty—CorneU University.

11654 STEPHENS, STUART—KiUed July 16, 1943—Airplane crash.

11662 BECHT, L. R.—ConsolidatedVultee, San Diego.

11671 BLACKFORD, MAX—U. S. N. R.—Active duty, Pre-flight, Del Monte.

11701 WHEELER, CREIGHTON L. USNR—Officially dead.

11705 HEERDE, F. C. — USNR — Active duty.

11707 THOMPSON, ZANE, Jr. — USMC — Aviator, Major or Lt. Col. 11716 STIVERS, J. W. — USNR — Active duty.

11719 WALKUP, B. F.—USNR—Active duty.

11736 WARE, C. R.—OfficiaUy dead.

Oimmajp

If our memory doesn't fail us, we bePAYNE, F. R.—USMC—Major or Lt lieve the foUowing members of our class Col. to be in the Navd reserve and on active WYGANT, E. G.—Consolidated-Vulduty: tee, San Diego. * * * 11344 MILBRATH, R. H. 11357 PERKINS, G. B. By happy coincidence, I was on the 11364 THOMPSON, I. P. same bus with Harry Thompson on Oc11472 PILCHER, C. tober 12, 1943, coming from BuPers, 11556 FISCHER, C F. Arlington Annex, to the Navy Depart11609 GROSH, H. A. ment on Constimtion Avenue.

11636 ELLENBERGER, E. G. Harry looked great! He had just re11693 CLOUD, A. B. cendy brought his destroyer of which 11696 HENDRICK, N. P. he has had command the past 8 months, 11700 GROSSMAN, G. S. to a Pacific coast yard for overhaul. He 11720 HERBERT, W. H. was on his way to Newport, Rhode 11734 AVISE, J. E. Island to see his family.

11748 PAYNTOR, C. A. W e learned that he had recently seen George BuUen, "Charlie" Stephan and N O N GRADUATES Otto Schatz.

Both Stephan and Schatz BLAKELY, J. S. — Consolidatedhave newer types of destroyers of their Vultee, San Diego. own. BuUen is in a cruiser.

BREYER, E. A.- -C. E. M. USN— And '34 moves on, gathering momenAcrive duty. tum and responsibilities!

CALHOUN, W. L., Jr.—Lt. (jg) USNR—Del Monte Pre-flight.

CHARLES C. MANN, '34, (Lt. HATCH, B. H.—USMC—Major per- Comdr., USN), recendy arrived in Crabhaps Lt. Col. town, from out there, and is now at Alma HOBBS, J. P.—Lt. (jg) ( S O — Mater, Instmctor in Department of SeaUSNR—Washington, D. C. manship and Navigation. Occupies KILHEFNER, A. E.—Lt. USNR— Quarters G-1, Perry Circle, USNA, Honolulu Area.

Annapolis, Maryland.

JOHN F. McGILLIS, '34, (Lt. Comdr., USN), after a tour of sea duty (seventy four months), is now on terra firma; an Instructor in Department of Seamanship and Navigation, here at Alma Mater. His quarters are A-4, Perry Circle, USNA, Annapolis.

FORREST M. PRICE, '34, (Lt." Comd., USN), sailed into the office from parts unknown, and reported that he is now in the Department of Ordnance and Gunnery here at the Old School on the Banks of the Severn. Address—88 Bowyer Road, USNA. CHARLES R. STEPHAN, '34, (Lt. Comdr., USN), from the USS , sends this along: "Each copy of SHIPMATE seems more interesting than the preceeding one as the names of many of our old friends whom we haven't seen in many years crop up in the news.

"I have recently taken command of this fine ship and consider it a fair reward for the nine year plus tour of sea duty. 'Otto Schatz, '34, also has command of another boat of my squadron but the usual disposal of the ships on

W e here at Maxson's — fifteen hundred of us — are doing our best to develop and produce good weapons for the Navy — on time. [ ^ ^ ^ ^

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1943

61

many jobs has prevented me from seeing him yet. See 'Bob' Paton, '34, occasionally (another nine year man) at the various officers' dubs in the 'outposts.'

"Would like to know where George Nichol, '34 and Gene Rider, '34, have disappeared.

"Good work for Bradbard, Ray Smith and Larry Becht on keeping the class posted."

(Lt. Comdr., SC, USN), writes: "With a deep sigh of relief I am able to announce that after sleepless nights of worry over present "draft fathers' legislation I think I shaU be able to beat same. ""I intend to hide out in the bowels of BB58 whither I am going as Supply Officer after sixteen months of life on the beach."

AMOS T. HATHAWAY, '35, (Lt. ROBERT R. WILLIAMS, Jr., '34, Comdr., USN), USS , writes: (Lt. Comdr., USN), who is at sea, re"I was glad to see all the dope Warquests that his SHIPMATE be sent to 109 ren Armstrong had-—to his list you can VauxhaU Street, New London, Connectiadd Consolvo, Dwight Moody, also probcut. ably Squidge Lee, Fred Brooks, John Heath, Phil Havok, Whaley Schmidling, ROBERT H. CLOSE, '34, (Lt. Ross and Probasco. As Armstrong can Comdr., USN), 10 Rockbridge Road, see the group is larger than he thought.

Rye, New York, has been awarded the I haven't seen some of them for someNavy and Marine Corps Medal for out- time but I hear that they are around. standing service in submarine.

"I understand Sm Moredock, '39, is His citation foUows: at Oak KnoU Hospital. I couldn't seem "For outstanding heroism as Diving to make connections but I hear he is and Engineering Officer of a U. S. subdoing well and finally got married. I saw marine during the second and third war a lot of BiU Shea, '36 and Freddie Matpatrol of that vessel. Exercising superior hews '35 last year. I hear that now they technical knowledge and keen initiative have fleeted up to skipper. in the performance of his essential du"I guess you know that Howard ties. Lieutenant Commander Close Westin, '35 is in VaUejo. I saw Red rendered invaluable assistance to his Commanding Officer. He distinguished McDonald, '35, the other night. He is himself by his cool courage and fine pro- on a staff. Also I saw Harry Barnard, fessional skiU, thereby contributing ma- '36 he has a DE and is bubbling over teriaUy to the success of the vital mis- with enthusiasm about them.

"I would like to know where Teaford sions assigned to his vessel. The exemplary conduct and valiant devotion to Hatcher and Ben Sarver are.

"Keep the good work up." duty displayed by Lieutenant Commander Close under extremely adverse condiTHOMAS H. HENRY, '35, (Lt. tions were in keeping with the highest traditions of the United States Naval Comdr., USN), reports his address as 125 9th Ct., West, Birmingham 4, AlaService." bama.

1935 THOMAS R. OAKLEY, '35, VINCENT A. SISLER, Jr., '35, (Lt. I7JJ £^Qj^ 2788 Peachtree Road, Comdr., USN), at sea, wiU receive mail N. E., Atlanta, Georgia, writes: "I am ex-Midshipman, Class of '35; addressed to Stag's Leap, Napa County, now employed by the Federal Public California, he writes: "I merely mean to add my thanks to Housing Authoriy in Adanta as a Senior Management Adviser; have two chil- the numerous letters you've already redren, a boy and a girl; interested in en- ceived on the fine job being done by tering the Service if the Navy will have SHIPMATE. It is certainly the one inme." formative source this day and age, and a real source of pleasure to read when JOHN H. BRANDT, '35, (Lt. remrning from patrols."

Comdr., USN), is at present here at EDWARD W. BRIDEWELL, '35, Postgraduate school. Naval Academy.

(Lt. Comdr., USN), in from the sea, KEATS E. MONTROSS, '35, (Lt. lists his address as 618 Benson Street, Comdr., USN), gives his new address Camden, New Jersey. as 515 E. 39th Street, Baldmore 18, JOHN JAMES POWERS, '35, (Lt., Maryland.

USN), posthumously awarded the ConHENRY L. "HANK" MULLER, '35, gressional Medal of Honor a year ago 62

by President Roosevelt, was honored again when Admiral Royal E. IngersoU, presented the medal to Mrs. Marie Powers, John's mother in mid-September. The ceremonies were held on the parade grounds of the Navy Receiving Station, Twelfth Avenue and Fifty-second Street, New York City, before the entire personnel of the station.

The award was announced by the President in a radio address on September 7, 1942, in which he described the heroic death of the twenty-nine year old Navy flyer after three days of action in the Battle of the Coral Sea. Due to the iUness of Mrs. Powers during the past year the award was not made until this September.

The citation told l^ow Lieutenant Powers, piloting a dive-bomber, sank or damaged four Japanese ships, the last of which an aircraft carrier that went to the bottom.

'YER DERN TOOTIN'

BY G E N E RIEWE, '36

1 P^Z|

We head our offering this month with a salute to Marv Clayton who has reported himself as being back in uniform. That removes another name from the dwindling list of those of us from '36 stiU on the outside.

Our congratulations to Randy Meade on the armouncement of the Impending nuptials and also to the Barney Bjarnasons on the new '36 junior which was expected. We're waiting to hear you coiffirm that it's a boy, Barney.

We were particularly pleased to hear from Glenn Seymour again and learn that he plans on wearing the blue again after he adds that M. D. after his name.

If our memory serves us correctly, Glenn has had a long uphiU grind to put behind him since he was so badly battered in an automobile crackup on a Christmas leave. That's the old '36 spirit, Glenn. Let's hear more from you.

Also we're glad to hear from Bmce Ware and our five-striper. Jack Alford again, and to learn of Bob WiUiams' shift of station. How about keeping us posted continuaUy, boys?

Picked up some fine information on our good friend W. W. Bradley during the month and want to pass it along since Brad was another of the Alumni overlooked in the list of those engaged in the aircraft production army. Brad has distinguished himself in the Test Engineering Department at Dogulas— no mean accomplishment. Brad has had a commission offered him and would

^Unm^{p

Uke to get back into the blue but has been so valuable to Douglas that he's been unable to get his release. Brad, we're told, has a lovely red-headed wife and two fine daughters (red-headed, too?) and can be located at their own home which is at 238 W. 64th Street, Inglewood, California. Let's hear from you. Brad.

BiU Near is teaching Aerial Navigadon at NAS, Jacksonville, Florida.

Ralph Arndt, with his wife and two daughters and Pug Southerland, the Mrs., and three daughters are also at JacksonviUe. Begins to look as tho quite a few '36 families m n strictly to girls.

For the benefit of Ralph, who was interested in locating his ex-wife, George Winne, we want to pass along the news diat George arrived in PhiUy from Seatde on a new assignment. W e understand that George lost his wife in the shuffle and hope that he found her again in a hurry.

Fred Lincoln has had his plans and schedule upset several times and has been switched from engineering to gunnery and now finds himself at sea on a DE, the He writes, "Life at sea is stimulating. W e have a congenial

complement of officers and a good crew.

Our duty is somewhat tame but I am getting more shiphandling, docking, anchoring, and piloting than the average ship gets in many a year. We train many officers and nucleus crews as weU as having a large turnover in our own ship's company."

Fred is looking forward to the possibility of an assignment later on to one of the new DE's as exec. After having been a family man for so long, tho, he finds it tough being away from Caroline and the three boys.

Fred's younger brother, BiU, '40, is being held over at JacksonviUe as an instructor in "P" boats. BiU recently won his wings.

I'm still waiting for some of you boys to drop in at Mercer Field here and come over to see me. The address is stiU Upper Ferry Road, R-1, EwingviUe, Trenton, N. J. Hope to see you at the Army game!

fine job you are doing—you and SHIPMATE. Keep up the good work and needle the boys until they speak up.

"I've just taken command of this fourpiper and a proud and happy man I am.

Pinky Shea has the another case of working your way up—he went aboard her as an Ensign about 1938.

Fred Holmcher is around here. Saw Dick Teel sometime ago on a new carrier.

Hoyt Mann is on his way to instruct at JacksonviUe, he was the first of our class to get'a carrier squadron and he did a sweU job. ""We're a smaU group Gene, and not growing any by a damn sight, that's why your work is important."

FREDERICK A. CHENAULT, '36, (Lt. Comdr., USN), reports a change of address, it is now 19 Cayuga Street, Seneca FaUs, New York.

MORE O F CLASS OF

'36

BY CHARLES J. ELLIS, '36 (Lt., USNR) JACK V. NOEL, Jr., '36, (Lt. Comdr., Where is '36? That's been a long unUSN), sends the foUowing V-Letter to answered question for some time, as, in Gene: general, we seem to be very lax in keep""Dear Gene, ""Just a few Unes to teU you what a ing our classmates posted as to our

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NOVEMBER,

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1943

MEDICINE

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63

whereabouts. For some time, your Washington Correspondent has waited in vain for someone at the PG school to sit down and give us the lowdown on everyone stationed at the Academy.

I finaUy gave up and, using the opening game of the season as an excuse, I barged in on Joe Rice to spend the weekend. Joe is still there spending undoubtedly more time with his new born daughter than he is with his studies. But he usuaUy carries around enough velvet to provide for such emergencies.

I didn't get to see everyone there as, surprisingly as it seems, we have about thirty (30) of our class stationed there in one capacity or another; but, I wiU give the dope as I saw and heard it.

Jean Moreau is our representative in the Ordnance Department and on the rifle range. Oseth and Hoffman are classified as DOs and, if I recaU the record of at least one of them correctly, he certainly ought to know aU the ins and outs of how to keep the Middies under control. OeUieLm, Thatcher, and Groner have aheady begun their first year at the PG school. Likewise, Tommy King has just reported and, although I didn't get to see him, I hope to on the next trip.

Smoky Manning recently reported to spend some weU deserved time with his family whom he didn't see for IVz years.

IncidentaUy, Smoky, after having spent aU of his pre-naval life in the wilds of South Carolina and his naval life in the wilds of the Pacific, apparendy has decided to carry on the tradition and I found him living in the wilds of Maryland out by the Annapolis Roads club.

Among the old hands at the PG school entering their second year are Burkhart, Coppola, Kaufman, Law, Shetenhelm, Baumeister, Warfield, Bennett, Dick Bradley, Gould Hunter, and Jack Janney. (Incidentally, Jack seems to be spending a lot more time with a WAVE than he has devoted to any of his previous affairs.)

Elby Martin is representing the Marines in the PG School.

StiU more in their second year are Dave Brown, Geeves Folsom, Fred Bennett, Bob Neyman, and Dave Seaman, also Romberg.

Onion Phillips I missed as he just left for further studying elsewhere. I also understand that Bob Odenning is PG-ing at CorneU. Our aviators are weU represented through the presence of Furer, Seller, and Sherby.

Most of these boys I haven't seen since '36 and it reaUy is a treat to get back and see the old gang. What with gas ration64

ing and whatnot, it has been very difficult to even get that far from Washington, but I hope to do better on the next trip and dig out some red hot dope on just what has been going on.

Was dashing to catch a train at 9:27 and who should stop me but Fred Blitch of '36. Fred looks fit as a fiddle and seems to have a good part of the state of Georgia under his plan. He's farming near Statesboro and from the way he puts it I'd say he's feeding a good portion of '36 at least. PersonaUy I'm gonna stay on good terms with Fred. We blind bats will probably be farming again when this is all over and Fred's layout looks good to me.

A real hot tip just came up that will interest everyone. Helen Case, who spent a tour of duty here in the office as Tom Hamilton's secretary until he left for sea, just caUed. She jarred me out of a noon nap with the news that she was on the way to Daytona to marry none other than Porter MaxweU. Porter is at the NAS, Deland, Florida and as far as I know StiU recuperating from malaria acquired ""out there." Best wishes to both of them and hope they'll get up this way soon, the date is Samrday, October 2, 1943.

About aU else I can report is having shot a litde buU with Marvin Clayton recently. He was unformnate enough to get smck in Washington but should not be discouraged. I've only been here 18 months and getting blinder by leaps and bounds.

How about let's hear from some more of '36 right quick!

FREDERICK I. LINCOLN, '36, (Lt., USNR), gives a Fleet Post Office address, and writes: "Our new skipper is F. W. Auld, '34.

He relieved John J. Morony, '26. Jas. L. Johnston, '35, is aboard temporarily and soon wiU be skipper of a new DE. Our executive officer, John Shumway is an identical twin of Pete Shumway, '39""Have some tootin' to do for '36 but wiU relay some through Gene Riewe since he is doing so weU by us. '"My biUet is gunnery officer. We have a congenial, efficient group of officers and a good crew. Sea going ways come back pretty fast these days and there is much to learn to keep abreast of the rapid growth of the DE Navy and the increased responsibility awaiting each of us. '"I miss the good fellowship of our NA dinners at Treasure Island, California, under Haller Belt's able hand. Best wishes and temporary cheerio to my West Coast friends."

CHARLES K. PHILLIPS, '36, (Lt. Comdr., SC, USN), is Supply Representative, Commander Alaskan Sector, 13 th Naval District, Seatde, Washington.

VERNE H. HAGENAH, '36, is now in the USNR, and he wiU receive mail sent to Employees Hotel, Fort Peck, Montana.

RICHARD ROTHWELL, '36, (Maj., USMC), leaves Quantico, Virginia, and should be addressed 4363 Goldfinch St., San Diego 3, California.

WILLIAM D. ROBERSON, '36, (Major, USMC), has been awarded the Distinguished Flying Cross for heroism and extraordinary achievement against the Japanese force in the Solomons early this year.

BiU, pilot of a dive bomber, took part in an attack on an enemy task force of 20 destroyers. Despite an intense screen of anti-aircraft, he pressed home his attack, scoring a direct hit on a rapidly maneuvering destroyer, which was seen sinking a few minutes later.

JOHN H. TURNER, '36, (Lt. Comdr., USN), whose home is Brookline, Massachusetts has been awarded the Silver Star Medal for service performed while serving as Engineer and Diving Officer on a submarine during six extensive war patrols in enemy-controUed waters.

His citation foUows: "SkillfuUy carrying out his duties.

Lieutenant Commander Turner, by his exceUent judgment and cool courage, contributed materiaUy to the destruction by his ship of an important amount of Japanese shipping. His conscientious devotion to duty was in keeping with the highest traditions of the United States Naval Service."

JUD F. YOHO, '36, (Lt. Comdr., USN), 1306 Nordi Benton Avenue, Portland, Oregon, has been awarded the^ Silver Star Medal for outstanding service in submarines.

His citation foUows: "For conspicuous gaUantry and intrepidity as Engineer and Diving Officer of a United States submarine during an extension war patrol in an enemy Japanese controUed area. Despite the strain of prolonged undersea operations in perilous hostile waters. Lieutenant Commander Yoho was courageous and calmly efficient in the performance of his essential duties while his ship relentlessly attacked enemy vessels. By his

QmmaiP

vaUant and inspiring conduct, main"I have been carrying this check tained without regard for his own safety, around for more than a month with the he assisted materiaUy in the destmction hopes that I would be able to write a few of an important amount of Japanese lines about some of the gang in '37. shipping and contributed to the success- Looks as though I had better go ahead ful completion of vital missions." and mail it, for each day is just as busy as the preceding one, especially since the arrival of a young lady daughter in the 1 9 3 7 "^^^^^ ^- MILLER, '37, famUy on July 9. '37 is weU represented (Lt., U S N R ) , at sea, writes: at Mare Island by E.D.O.'s with Ralph "Recent classmates I have m n across, Kissinger, RusseU WaUace, and Beagle aU in the submarine service, include Smith, besides myself. Ralph and Betsy CharUe Putnam, Frank Shamer, "Tex' and their two youngsters have quarters Lander, BiU Fey, and Bud Watkins who in the Yard. The rest of us have houses are aU sub skippers. Don Mehlop and in Vallejo.

Dick Holden are also in command down "I hear from Grantham when he has south. Among those who are placing or a chance to get away from the destroyer have recendy placed new subs in commission are W. R. Smith, Punchy Mason, escort he is budding at Puget Sound.

Pete Molteni, 'Swampy' Lajaunie, 'Duke' Willy Price, '36, was a welcome visitor Ferrara, 'Mike' Shea, Al Furhman, Ted this week, and he brought lots of news from East Coast Navy Yards. WiUy is Harper, and BiU Madison. headed for points West. I was glad to "I'd like to take the liberty of using hear from Jack Obermeyer recently and the dope column to teU Scoop Vorse to I know he is doing a top notch job at bear a hand and drop his ex-shipmate a Pearl Harbor. Larry Julihn and his wife Une." SaUy are having their first reunion since the war started. Larry has a chest fuU PARKMAN B. MOORE, '37, (Lt. of ribbons and sports the new submarine Comdr., U S N ) , 721 Monterey Street, insignia, indicating more than four successful patrols."

VaUejo, California, writes:

1938 DONALD W. B. KELLEY, I 'ÂŤ'0 ^ S , (Lt., USNR), at present on duty at Naval Torpedo Station, Newport, Rhode Island, while on a visit to Our Nation's Capital stopped over in Crabtown to visit friends, and to pay his respects to SHIPMATE. Don reports he was soon to be leaving for parts unknown.

(Ed. Note: Fairest of saihngs, Don and thanks for your fine contribution.)

WILLARD A. MINER, '38, sends a '"WeU Done," from HiUcrest Road, Glastonbury, Connecticut, and writes: ""I am now permanendy stationed in the USS OUTSIDE (4F) and have just finished the third year at Pratt and Whitney Aircraftâ&#x20AC;&#x201D;where the Bees for Hitler's and Tojo's bonnets are made in the InstaUation Development Section.

"For a long time now I have lost contact with old roommates Richard E. Johnson and Charles Holovak and I should be gready pleased if you could teU me how to get a letter to them.

Holovak was mrned back to '39 but Dick Johnson is a '38 graduate."

SHELDON C. ST. JOHN, '38, (Lt.,

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SC, U S N ) , in the Office of the Supervisor of Shipbuilding, Orange, Texas, writes: "Since May 26th of this year, I have been attached to the above office as Supply Officer in connection with fitting out ships being constructed under the cognizance of the Supervisor of Shipbuilding, Orange, Texas. Prior to this assignment, I was the Supply Officer of one of our light cruisers.

"There are several other Naval Academy grads attached to this office. The Supervisor is Captain J. M. Schelling, USN-Ret., class of '07; the Exec, is Commander H. G. ChaUdey, USNR, class of "20; and the senior naval constmctor is Commander R. O. Burzynski, USN, class of '28. At present, Al Laborde, a classmate of mine, is here putting a destroyer escorr, of which he is the skipper, into commission. A mighty fine job for a mighty fine officer. He came back into the Navy on the Sth of December, 1941, having been surveyed on his eyes in 1940 the same time many of us were transferred into the Supply Corps.

"Please send SHIPMATE to me at 200 Young Court, where, IncidentaUy, my wife, daughter, and self are "at home' at aU times to any of '38 and other navy friends that might be passing through.

"Keep up the exceUent work!"

WILSON H. CRANFORD, '38, (Lt., USN), wiU receive mail sent to 514 Warren Crescent Street, NorfoUi, Va. ALDEN J. LABORDE, '38, (Lt., USNR), reports that he has command of the USS , and that he is mighty proud to be back with his classmates for the ""duration."

RICHARD H. BOWERS, '38, (Lt., USN), was executive officer of the submarine GuARDFlSH, which recently was awarded a presidential citation for sinking 60,000 tons of Japanese shipping and damaging 14,000 tons in enemy waters.

1939

STANLEY E. HINDMAN, '39, (Lt., USN), from Daytona Beach, writes: ""Would like to report a change of address for after a few days, my address wiU be U. S. Naval Air Station, DeLand, Florida. Frank Perry, the only other '39er aboard is moving over at the same time.

"Quite a number from '40 have finished the course and are instructing here and Flo Cummings, '41 (of the Gyrenes) is recuperating in sick bay, a victim of too much mv^ between SBD and water.

66

I'm glad to report that he's now getting along nicely and we expect him to be OK soon.

"Congramlations on your improving an already good magazine. I look forward to reading it so don't cross me off the list."

WILBUR H. "BILU' HUNTER, '39, (Lt. (jg), USN), 3105 Guilford Ave., Baldmore 18, Maryland, writes: "It probably will surprise people to know that I am about to be retired, but that is the bald fact. I picked up a litde iUness on the North Adantic last winter, and it all ended with me at Fitzsimons General Hospital, Denver, Colorado, and now to be retired in a few months. I can't say as yet whether I can get back on duty or not, but I am trying hard. ""I haven't much news about '39 to mention. Reggie Ockley is also at Fitzsimons and in exceUent spirits. Met Jo Jo Leclaire in the Detail Office of Bu Pers at Washington and heard that Dave Maddox is there as well. I would be glad to hear from any of my classmates, and promise that I wiU write in reply."

WILLIAM ""BILL" RUHE, '39, (Lt., USN), writes: ""In August while at New London, we managed to have a sweU get-together of some of the '39ers who are on duty on subs around there.

"The party was held at the Officer's Club with "Pigboat' Benson, the "living memorial' of the class of '39, there as master of ceremonies and chaperone for the wives. To the clinking of champagne glasses Mr. and Mrs. "Pruneface' (the Bud Coopers) gave a toast "a babe for Benson' quickly followed by 'a babe for Benny' (Ralph Benitez who was the only single man in the group). Then we toasted '39 with lots of fancy language, toasted the next generation of Ruhes and Robbs and ended with a grim toast to those of the class who took their last dive.

"Ernie Schwab and Clay Tucker put in brief appearances. Pug Sutherland, now at sub school, couldn't make it due to an ailing six-month-old son, Don. Harry Davey, lately married to an English nurse (whom he promises to drag back to the states to 'show us') when he was over there, had the duty. J. V. Wilson, Harry Higgs, and Slick Johnson sent their last minute regrets. '"Johnny Harper arrived several days late for the party, anxious for family life, of which he'll see a great deal in a couple of months and looking very much back from the wars. ""Jeff Davis was last seen new-subbing

with a brand new wife 'Mary Sou,' a southern girl with enough pep to keep right up with him.

"I visited Dick Cushman's (now Lieutenant, USA) family and saw the new "Rich' smiling very much like his dad.

With three children he's right up there leading the pack."

ELMORE F. HIGGINS, Jr., '39, (Lt., USN), at present here at Alma Mater in PG School, sends a generous contribution, which we appreciate a great deal HAROLD A. WELLS, '39, (Lt., USN), reports his present address as 1633 Pershing Road, JacksonviUe, Fla. JOHN D. TAYLOR, '39, (2nd Lt., CAC), 509 Orange Street, Wilmington, North Carolina, reports on himself: "Upon leaving the Academy in June 1937, I was employed in the Freight Traffic Department of the Atlantic Coast Line Raihoad Company, as freight rate clerk. I tried for about three years to get back in the Navy but was continuaUy blocked by eyesight. Therefore in January of this year I volunteered and became a soldier. Received my basic training at Fort Eustis, Virginia and then was sent to the Antiaircraft ArtiUery Officers Candidate School at Camp Davis, North Carolina where I was graduated on September 16th. I am now home for ten days leave but am assigned to Camp Davis. You wiU be interested to know that among my classmates was F. J. Donahue, '26, of Milwaukee, Wis., who has been assigned to Camp WaUace, Tex. Also that my Battalion Commander was Major Usera, '36.

"Would like very much to hear from J. Z. MiUer, FV, '39, R. B. CampbeU, '39 and '40, L. S. Robinson, '39, and Hayne EUis, Jr., '40."

PAUL A. HOLMBURG, '39, (Lt., USN), is stationed at Naval Air Station, Cedar Point, Patuxent River, Maryland.

CHARLES M. BOUNDS, Jr., '39, is with Pan American Airways System, Atlantic Division, La Guardia Field, Jackson Heights, New York.

WILLIAM J. KEIM, '39, (Lt., USN), at present is at the Naval Air Station, TiUamook, Oregon.

JOHN R. SHENEMAN, '39, (Lt., USNR), and Miss Jane L. Johnson were married September 11 at 2 P. M. in the Naval Academy Chapel.

JOHN TIMOTHEE TREZEDANT 1 9 4 0 MILLARD C. (DUCK) O'NEILL, '39, (Lt., U S N ) , who recent^^ SNYDER, '40, (Lt., USNR), ly remrned from the Pacific, was mar- now on the USS writes: ried to Miss Carolyn Wilhelmina Chap"Received my transfer in July and peU, in St. Paul's Church, Alexandria, have been hanging around the Big City September 1, 1943. ever since awaiting the commissioning date. The waiting has been a pleasure, ROBERT L GURNEE, '39, (Lt., however, because during the ten days USN), 2006 MarshaU Avenue, St. Paul, leave following my transfer I not only Minnesota, has been awarded the Navy changed my duty in the Navy but also and Marine Medal for outstanding serin life by taking upon myself a wife, the vice in submarines. former Sue Sander, who will be remem"For heroic conduct as Assistant Apbered by many of the fellows as the sister proach Officer of a United States subof my Academy roommate, Carl Sander. marine during four war patrols in an Strange coincidence, what? We were enemy Japanese controUed area. Demarried in the Chapel. spite the hazards and strain incident to "Ran into Jimmy Cochran on Fifth prolonged undersea operations in perilous hostile waters. Lieutenant Gurnee Avenue the other day dragging an Endisplayed cool courage and outstanding sign W - V ( S ) . He's one of the brainskiU while performing his essential trusts attending MIT now—^he said there duties, thereby contributing immeasur- wasn't any cutting of throats going on ably to the successful completion of im- but frankly, I can't imagine it! He also portant missions. His fearless determina- told me that Joe Snyder is stiU in the tion and unswerving devotion to duty, Bureau in Washington, is married, and, maintained at great personal risk en- in fact, expecting an addition to the abled him to render valuable assistance family in a few months. in the accomplishment of an exacting assignment and were in keeping with the highest traditions of the United States Naval Service."

LEIGH COSART WINTERS, '40, (Lt., USN), requests SHIPMATE be sent to 160 North Carolina Avenue, Washington 3, D. C. He seems to be quite a busy man these days as Gunnery Officer aboard one of the new destroyers—but from all reports he likes the job.

JESSE E. "EBIE" EBERHART, '40, (Lt., USA), requests that his address be changed to 973 Forker Boulevard, Sharon, Pennsylvania.

HUGH WOOD, Jr., '40, (Lt., USN), who is stationed at the U. S. Naval Air Station, Daytona Beach, Florida, resides at 731 N. Oleander Avenue, that city.

JOHN H. ROCKWELL, Jr., '40, (Lt., USN), Usts address as 1393 Belvedere Avenue, JacksonviUe 5, Florida.

JOSEPH DEMETREE, '40, (Lt., USN), 1617 Glendale, Jacksonville 5, Florida, writes: "For news of myself, I'm being transferred to Norfolk, but am maintaining "This was supposed to be a mere my residence in order that our first offchange of address but it's nearly de- spring won't be ushered into this troubled veloped into a gossip column. So, good- world on a railroad coach with standing room only. by and lots of luck!"

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"I am particularly anxious to fand out what happened to Cary HaU's proposal for the Class of '40 gift to the Academy.

"Please use the above address to reach me, and don't forget the zone ntunber to keep my industrious mad man happy."

ALEXANDER J. HILLER, Jr., '40, (Lt., U S N ) , is in PG School here at die Academy.

"CLIFF" W. BUNDY, '40, (Lt., U S N ) , from the USS , sends best wishes and some very nice praise for us.

RICHARD S. FIELD, Jr., '40, (Lt., USA), may be reached through Headquarters Co., 304th Infantry, Camp McCoy, Wisconsin.

HOWARD DEAL MERRILL, '40, (Ens., USN), who went down with the USS ARIZONA at Pearl Harbor on December 7, 1941, has been honored by having the USS MERRILL, new destroyer escort named in his memory.

The USS MERRILL slid down the ways at the Brown Shipbuilding Company, Houston, Texas, on August 29. Howard's sister, Dorothy EUen MerriU, sponsored the escort.

Immediately foUowing graduation Howard was assigned to the USS ARIZONA at Pearl Harbor and it remained his home base until December 7, 1941.

WILLIAM J. KEATING, '40, (Lt., USN), Baltimore, and Miss LiUian Marie Ahern, also of Baltimore, have announced their engagement.

1041 ROBERT M. STRIETER, ' '^ ' '41, (Lt., USN), is stationed at the Naval Air Station, Melbourne, Florida.

J O H N W. BEATTY, '41, (Lt., USN), leaves Pensacola, Florida, and should be addressed 7019 Georgia Avenue, Washington, D. C. ROBERT W. ALLISON, '41, may be reached at 349 HascaU Road, N. W., Adanta, Georgia.

EDWIN A. TUCKER, '41, (Lt., USN), is here at Alma Mater in the PG School.

JAMES W. STEIDLEY, '41, (Lt., USN), is another '41er attending Post Graduate School, here at the Academy.

JACQUES B. HADLER, '41, (Lt., 68

JOSEPH HUNT, '42, (Lt., U S N ) .

Thanks to Joe, topsides was able to keep its pride at Forest HiUs this summer.

EVERETT V. ALWARD, '41, (Maj., In the national singles tennis meet, it USMC), from U. S. Naval AuxUiary Air was an aU Navy final, Joe fighting it out Station, Benjamin Lee Field, Green Cove with Seaman Jack Kramer for the tide.

Joe won. Nice going, feUa. Springs, Florida, reports: "Gevey and I am now the proud parents of a bouncing boy. Mother, Father 1 9 4 3 JAMES W. HERRING, '43, and son all doing weU." ^^•^ (Lt. (jg), U S N ) , recendy remrned from Pacific P. T. duty, sportWALTER F. SEEDLOCK, '41, (Lt., ing a healthy and becoming tan. Going USN), gives his home address 2285 through Crabtown, he visited Alma Riverside Drive, Lakewood, Ohio, and Mater, paid his respects to SHIPMATE while he is out there, writes: and reported he was headed for Sub "Left the Islands last summer, '42, for School, New London, Connecticut, for sub school and stopped off in Cleveland instmction. He can be reached at 44 Collong enough to get married. ton Avenue, SayviUe, Long Island, New "Would like to hear from the old York.

"Flatbush' gang. Earl Luehman, Harry Vincent, and TuUy SheUy, and erstwhile ROBERT N. ADRIAN, '43, (Lt. BiU Rowan. (jg), USN), from the USS . . , . . . , "Received a Christmas Card a few writes: weeks ago that I had sent to BiU EUiot "Recendy I have met many of the 'old last December. Now BiU is a fast stepper gang' out of '43—Earl Tuhey, Al Lasater, but I didn't think he could outstep the BiU Rapp, BiU Knapp, BUI TaUy, BUI mails!

Hickox, Al Cox, Tom Wilson and many "How about a letter BiU?" others, a regular '43 reunion was held and most of them seemed to be surprised 1040 WILLIAM F. VOSE, '42, that I could see let alone be alive. It seems ' '^^ (Lt. (jg), USN), and Miss that as usual rumors have built up and it Helen CromweU were married August was thought throughout my class that 2, 1943 in San Francisco. Address is Apt. I had either been kiUed or lost my right 42, Building 32, Middle Point Road, San eye and right leg as a result of the sinking of my last ship USS GREGORY. I'd Francisco 24, California. like it to be known to my friends and FRANCIS J. BERRY, '42, (Lt. (jg), classmates that I am very much alive and USN), 6 Holbrook Court, Ansonia, after spending several months in the San Diego Naval Hospital, where I had 15 Conn., writes: "Just a small contribution coming pieces of shrapnel fragments removed your way to keep my SHIPMATE com- from my right eye and several large ing. Right now I am enjoying seven pieces from my legs, I am now back in days delay in carrying out orders for new active duty on one of otu: brand new destroyers. construction.

"I did get a litde leave and was mar"I do be looking forward to each new edition of the SHIPMATE as they always ried to Miss Joan Smith of my home town. It took me several months to concontain much good dope. vince the San Diego Doctors that I could "Keep those presses mrning." acmaUy see 20/20 after they fixed my HOWARD LYONS STONE, Jr., '42, eye up—they were sure that I memorized (Lt., USN), Southport Connecticut, and the chart (does that sound famUiar to Olga Cooke wiU be married sometime some at the good old USNA?)" this faU. RICHARD G. DOWELL, '43, (Lt. JONATHAN ARNOLD BARKER, (jg), U S N ) , advises us that he is now '42, (Lt. (jg), USN), and Miss Janet at the U. S. Submarine Base, New LonAugusta Paine, were married in Christ don, Connecticut.

Church, Cambridge, Mass., September DANIEL D. DECKER, '43, (Lt., 4, 1943. (jg), USN), stopped in the ofEce to reHERBERT CARLYLE GRAVELY, port a change of address. He is another Jr., '42, (Lt., USN), of Washington, '43'er at the Submarine Base, New LonN. C, and Miss Mary Jeane Ripley, were don, Connecticut. married September 19, in St. George's Church in Maplewood, New Jersey.

JOHN EDGAR (MICKEY)

USNR), Usts his address as 3051 Manning Street, Alexandria, Virginia.

winmah

BRAUN, '43, (Lt. ( j g ) , U S N ) , and Mrs. Braun announce the birth of a son, John Edgar Braun, Jr., at Northwest Hospital in AmariUo, Texas, on August 27,1943. Mrs. Braun is making her home with her Aunt, Mrs. D. B. Welty, at 102 Sunset Terrace, AmariUo, Texas, while Lieutenant Braun is at sea.

USN), whose home address is 818 W. Magnolia Avenue, San Antonio 1, Texas, is at present on the new USS , happy as Torpedo Athletic and Asst. Gunnery Ofiicer.

RICHARD L. SULLIVAN, '43, (1st Lt., USMC), may be reached at Headquarters 4th Division, Camp Pendleton, ROBERT J. SELMER, '43, (Lt. (jg), Oceanside, California.

USN), reports: JOSEPH CLIFTON KEMP, Jr., '43, "Some of the members of '43 might (Lt. (jg), USN), Shreveport, Louisiana, be interested in learning that Peggy and and Miss Frances Blanche King, of BaltiI were married the 19th of April. Since that time I've had a couple of weeks with more, have announced their engagement. her, but the rest of the time has been spent at sea.

PHILIP MOEN CHILDS, Jr., '43, "It appears there is a member of '43 (Lt. (jg), USN), Chestnut HiU, Massaon every destroyer in the Adantic, the chusetts, and Miss Eleanor vom Rath, way I nm into them. Every time we hit were married in St. Patrick's Church at port I make the rounds of the other DD's Miami Beach, Florida, on September 23and renew old acquaintances. This destroyer Navy is a wonderful outfit.

VITO L. VITUCCI, '43, (Lt. (jg), "I'd like to hear from any of '43 who have the time, and if one of my wives, 'Mike' Moore, can wake up long enough, I'd especiaUy appreciate hearing from him."

FRANCIS A. MEYER, '43, (Lt. (jg).

training at Minter's Field, Bakersfield, California.

1044 WILLIAM C. AMICK, Jr., ' '^^ '44, (Ens., U S N ) , was married to Miss Peggy Funk of Baltimore on June 10.

JOHN C. (MYLES) STANDISH, '44, (Ens., USN), and LuciUe E. Morse of Whitman, Massachusetts were married September 4, 1943- Their address wiU be 82 Birch Street, New London, Connecticut.

JOSEPH W. TALBOTT, '44, (Ens., USN), and DON STOREY, '44, (Ens., USN), were present at the ceremony.

GORDON HENRY OCHENRIDER, Jr., '44, (Ens., USN), on Thursday, June 10, 1943, was married to Miss Elizabeth Mercedes Roberts in St. Lukes Episcopal Church, Darien, Connecticut. Their home USN), and Ensign Virginia L. Keegan, address is 11 Crockett Street, Rowayton, were married September 29 in St. An- Connecticut. drew's Chapel, Annapolis.

GEORGE G. PEERY, Jr., '44, (Ens., EDMUND EUGENE BEVAN, '43, USN), whose home address is 342 High (Air Cadet, Col.), was kiUed in an air- Street, Salem, Virginia, reports that he plane accident during army air corps is soon to go out in a Can.

*

*

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e v e r y j a c k e t goes t h a t l i t t l e e x t r a s o m e t h i n g t h a t o n l y a s i n c e r e

and

p a t r i o t i c c r a f t s m a n c a n give it. A n d w i t h e v e r y j a c k e t goes a h e a r t f e l t , s o l e m n p r a y e r t h a t t h e m a n w h o w e a r s o u r life p r e s e r v e r m a y n e v e r n e e d it.

Joseph

NOVEMBER,

1943

Grohs

69

DONALD L. McCLENAHAN, '44, reports his new address as Rooin 406 Crawford Hotel, Midland, Texas.

ALLAN E. DOUGLAS, Jr., '44, (Ens., USN), is at present in the Submarine School, New London, Connecticut.

ROBERT A. BOSCOLE, '44, (Ens., USN), should be addressed as follows: Box 2573—Route 1, Bremerton, Washington.

WILLIAM W. GRANT, Jr., '44, (Ens., USN), reports his home address as 128 Second Street, Oakland, Maryland.

ROBERT B. KITT, '44, (Ens., USN), will receive mail sent to 106 So. Yorktown, Tulsa, Oklahoma.

JAMES R. WISH, '44, (Ens., USN), who is temporarily at Sub Base, New London, Connecticut, should be addressed 124 W. Brown Street, Milwaukee, Wisconsin.

JOHN C. KANE, Jr., "44, B. O. Q. Annex, Naval Air Station, MoflFett Field, California, reports: "Am stationed at this field as smdent naval aviator in LTA.

ANDREW "ANDY" J. PAPAGEORGE, '44, (Ens., USN), B. O. Q. Annex, Naval Air Station, Moffett Field, California, sends the following dope: "At present there are nine Naval Academy Student Officers here. Here they are by classes: Name Class Louie Strum .•. . '40 A. J. Myers . . . . ' ' '41 "Bucky" Newsom '41 Dick HiU '41 B. B. Levitt '44 Fred Miehe '44 BiU Gasner '44 John Kane '44 Andy Papageorge '44 "ReaUy quite a gang from old USNA, and some of that dope probably will answer questions asked by some of the feUows in SHIPMATE about who was in this Lighter Than Air Outfit. The outfit is split just about 50/50 on this marriage smff, since Strum, Myers, Levitt, and Miehe uphold the "Happy Homers,' while the other five enjoy the comforts of B. O. Q. Annex here.

"Nuff for now. We aU are looking forward ro seeing anyone of the lads who decide to try LTA, and also wiU be looking forward to receiving SHIPMATE again."

N O T E — C L A S S OF

'44:

ARTHUR L. BATTSON, Jr., '44, A double wedding was solemnized (Ens., USN), lists his home address as August 21, 1943 in the Boulevard Chris1519 Magnolia Avenue, Shreveport, La., tian Church at Miami, Florida, when Enis now at the Submarine School, New sign JAMES HUNTER ALDRICH, '44, London, Connecticut.

USN, married Miss Virginia Cornell and Second Lieutenant ROBERT LUDLOW MORTON SWARTH, '44, (Ens., ALLEN, '44, USMC, was wedded to Miss USN), gives his address as 2800 Prince Wilda May. Lieutenant AUen is the son of the late Captain James Thatcher AlStreet, Berkeley 5, California. len, USMC. THOMAS J. SOISSON, '44, (Ens., USN), writes: SHIPMATE has received and wants to "SHIPMATE has always been a great acknowledge subscriptions, contribuhelp in keeping track of men of previous tions, or other communications from the classes and it wiU be of even greater in- following officers, whose addresses for terest now that '44 is going o'er the sea." obvious reasons cannot be published: ARTHUR B. COOK, '05 JOSEPH BAER, '07 ROBERT W. NETTING, '44, (Ens., HARVEY W. MCCORMACK, '07 USN), wiU join the other '44ers at SubEMORY F. CLEMENT, '07 marine School, New London, ConnectiRALPH C. PARKER, '07 cut.

CLEVELAND McCAULEY, '08 MARTIN J. PETERSON, '08 CHARLES SHUFORD SWIFT, '44, FRANKLIN P. CONGER, '08 (Ens., USN), San Leandro, California, O. M. HUSTVEDT, '09 and Miss PhyUis Stover were married ELLIS M. ZACHARIAS, '12 Sunday, September 11.

EDWARD BREED, '15 M. W. HUTCHINSON, Jr., '15 PAUL MILLER, '44, (Ens., USN), T. D E W I T T CARR, '16 and Miss Jean Salisbury, Elkins Park, JOSEPH W. GREGORY, '17 Pennsylvania, have announced their enJ. R. SULLIVAN, '18 gagement.

70

A. J. COUBLE, '20 RALPH B. HUNT, '21 W. F. TAYLOR, '21 GEO. E. NOLD, '22 E. R. DURGIN, '22 JOHN E. MURPHY, '22 L. B. STUART, '22 JOHN R. McKINNEY, '23 V. L. POTTLE, '23 EARL MAESER, '23 CAMERON McRAE WINSLOW, Jr., '24 A. W. WHEELOCK, '25 G. M. COX, '25 JOHN G. JOHNS, '25 R. B. STEVENS, '25 THOMAS M. BROWN, '25 JOHN E. FRADD, '26 ELTON W. GRENFELL, '26 PAUL M. CURRAN, '26 C. W. PARKER, '27 JOHN W. BAYS, '27 EMMETT J. SULLIVAN, '27 WILLIAM O. BURCH, Jr., '27 JOE TAYLOR, '27 HENRY B. STANLEY, '27 DONALD B. HILTON, '27 EDWARD J. DREW, '27 CHARLES B. BEASLEY, '27 THOMAS H. SIMMONDS, '28 HARRY C. QUAST, Jr., '28 GEORGE W. ASHFORD, '29 J. L. FOLEY, '29 JOHN E. LEE, '30 KELVIN L. NUTTING, '30 H. C. COOPER, '31 JAMES I. CONE, '31 W. B. SIEGLAFF, '31 JOHN M. LIETWILER, '32 CHARLES J. PALMER, '32 SELDEN C SMALL, '32 J. F. ENRIGHT, '33 ROY FRED LEVERENZ, '33 JOHN D. BULKELEY, '33 RICHARD LANE, '33 EARNEST G. CAMPBELL, '33 THOMAS H. MORTON, '33 MALCOLM CHAMPLIN, '34 HOLMAN LEE, '35 CHARLES H. S. MURPHY, '35 NORMAN H. MEYER, '35 KENNETH C. LOVELL, '36 ROBERT C. MORTON, '36 F. D. BUCKLEY, '37 HEYDON F. WELLS, '38 LOUIS E. D E C A M P , '38 JOHN M. CEASE, '39 THEODORE C. SIEGMUND, '39 ARTHUR H. BERNDTSON, '40 WILLIAM W. SOUTH, '40 ROBERT W. DART, '41 JOSEPH C. ZIRKLE, Jr., '41 THOMAS O. McWHORTER, '41 ROLAND RIEVE, '41 ROBERT W. RAMAGE, '41

a

nm;

ARCHIE KELLEY, '41 J. E. CLARKE, '42 EMERY M. NICKERSON, '42 WILLIS F. COLE, Jr., '42 H. SCHMIDT, '42 ROY W . WERTHMULLER, '42 KENNETH S. NELSON, '42 C. GLENN MATHISON, '42 JOHN L. NEFF, '42 k . L. BASLEE, '43 AUDLEY H. McCAIN, '43 FRANCIS X. BRADY, '43 JOHN B. GRIGGS, '43 THOMAS L. RANDALL. '43 CHARLES ^X'M. WAKEFIELD, '44 WILLIAM L. GLODT, '44 ERNEST E. HOLLYFIELD, Jr., '44 JOHN S. HARDY, 44 PHILIP STEINER. '44 DAVID H. BAGLEY, '44 THOMAS H. BRO^XTSf, '44 JOSEPH PATTERSON, Jr., '44 JOSEPH A. MORGAN, '44 IVLACK C ALAISON, '44 THOMAS L. CARLEM, '44 JOSEPH DOUGLAS LIS'TER, '44 DAVID DE HUFF, '44 THOMAS W. IRELAND, '44 ROBERT J. YOUNG, '44 JAMES M. WINDSOR, '44 THOMAS W . SALTMARSH, Jr., '44

RICHARD E. RUDISILL, Jr., '44 ROBERT I. BRISTOW, '44 ARTHUR MAJOR, '44 THOMAS WILLIAM BUDD, Jr., '44 HAROLD B. PRICE, '44 WILLIAM E. BROWN, '44 ALBERT L. STICKLES, II, '44

American Shipbuilding and Repair {Continued from page 11) sary to do some chipping. This was accomplished by putting a chipper in rain clothes, and he accomplished the necessary chipping enveloped in a fog spray from a conventional fog nozzle. Having completed this preliminary clearing away, the steaming and gas freeing of the tanks proceeded.

A cruiser had her bow blown off by torpedoes, to a distance of 88 feet from the stem. While the ship was undergoing temporary repairs to permit her to reach a navy ward, work was started on a new bow in the yard shops. Twenty-five days later when the ship arrived at the yard, a new bow section had been completely assembled and set-up in drydock. Within two weeks of arrival the new bow was

installed and the ship could be undocked.

The new bow was constructed in the shop in three units, by dividing the bow into three horizontal layers. Each of these was later cut into two sections to permit renewal by handling by yard cranes.

The upper units were built in an inverted position to permit down welding of beams and buUdieads to decks.

Operations of our ships under war time conditions have resulted in some cases of severe damage from coUision.

A modern destroyer was cut almost in half by another vessel, the bow penetrating between the two boilers to within six feet of the center line. The keel was knuckled and the forward part out of line with the after part in the armament of 31/2 feet at the bow. The stern section was also twisted relative to the bow section. Attempts to straighten the ship when resting lightly in the docking blocks failed, and it was decided to cut the ship completely through, realign the sections and join them again. As the forward section was unstable by itself, this was baUasted and strapped to the deck floor. The after section was then floated, aligned and listed to register with the forward section, and then landed on the blocks. When the repairs had been

Designers and Builders of

BOATS for fhe U. S. NAVY and fleefs of the United Nations

ORIGINATORS AND PATENTEES OF THE HIGGINS EUREKA

I N D U S T R

C O R P O R A T E D

LANDING BOATS

NEW WORLD'S

NOVEMBER, 1943

LARGEST

BUILDERS

ORLEANS OF

BOATS 71

completed, the work had been so skiUfidly accomplished that it was not necessary to remachine the gun foundations, as these were within tolerable limits of paraUelism.

Recently one of the Navy's cargo ships sustained serious underwater battle damage caused by a torpedo explosion. Repairs were accomplished by a Navy Yard in a remarkably short time due not only to the efficient work of the yard, but also to the exceUent preliminary damage surveys and work lists forwarded by the vessel from overseas only a few weeks after the occurrence of the casualty.

As a result of the submission of the preliminary and revised work lists of necessary repairs and material, it was possible for the yard to order and have on hand, upon the arrival of the vessel, more than a million dollars worth of material consisting, in part, of 900 tons of stmctural steel. This made it possible to drydock the ship immediately upon her arrival and accomplish aU repairs within 2 months after that date. to the start of war, lessons learned UPfrom batde damage to combatant ships whenever obtainable was carefuUy analyzed and made applicable as possible in current constmction and in alterations to ships of our operating fleet.

In order to increase production rates, and to take care of the design of new classes of craft (which experience was indicating daily would be required) design of ships was frozen, insofar as practicable, so that production line constmction could be realized. It was necessary for important changes to be squeezed into production lines as unobtrusively as possible. Vast improvements in industrial knowledge and products were being realized under the impems of war. A warship is a compromise between speed, protection and armament. Whenever irpprovements in any one could be incorporated in constmction at a saving of weight and space, the "payload" or offensive power could be increased accordingly. Although there was no overall saving of weight used, there has been a vast improvement in the effectiveness of its use.

the vast majority stayed with it and made possible the simation as it is today.

Women have contributed in large measure to the program. They are daily taking on new work in shipyards or replacing men leaving to join the armed forces.

Irunates of our federal prisons mrned too with a wiU and semp voluntary competitions among themselves in contributing to the war effort by salvaging materials from electrical cable and equipment damaged at Pearl Harbor; in manufacmre of cordage and fabrication of such articles as rescue nets, life floats, and various other items so essential to ships.

In spite of freezing the design of ships to a large extent, improvements are finding their way into the final product at an astounding rate. This is brought about in many ways. The National Defense Research Committee and many other government agencies are contributing to a marked degree. The workers themselves are thinking of better and faster ways of accomplishing the desired ends. Although, in most cases, the worker submits his ideas with the sole objective of improvement in the war effort, monetary rewards and suitable recognition of merit are made. It appears to those whose task it is to weed out the practical from the impractical, that the nation has mrned into a land of inventors, so enthusiastic are those engaged in shipbuilding in their efforts to contribute.

ments in budding periods of ships, realized since our entry into the war, the following are given: Building Period Type Reduced Battleships 17% Large Aircraft Carriers . . . 50% Destroyers 60% Submarines 46% An impressive comparison is that of the main propulsion horsepower instaUed in combatant ships on December 7, 1941, and at present.

On December 7, 1941.. 13,560,000 HP On December 7, 1943.. 32,480,000 HP The contribution and the efforts of the miUions engaged in this mighty effort to defeat our enemies in the shortest possible time and at the cost of as few lives as wiU suffice, is not lost to posterity. The improvements in methods, the miserly approach in employment of materials, the substimtion of one material for another as one becomes more critical is knowledge gained which can be applied to a better way of life when the task on hand is accomplished.

Clouds A r e Important In W a r Time {Continued from page 19) we have heard thunder and the rain and wind squaU are upon us. On the ship at sea or in port we may lazily watch the fuU cycle of growth of the cumulonimbus as it rises high in the atmosphere, with its cauliflower-shaped surfaces bright in the sunlight or dark in the shadows, or rimmed in silver with the sun in the background; we may see its massive towers, rising as from an explosion, its vast anvil top spreading horizontally, the lightning, the dark storm coUar, and the curtain of rain between the flat, horizontal base and the distant horizon. The growth of a great cumulonimbus cloud is a magnificent spectacle.

'TpHE most impressive and the most â&#x20AC;˘^ satisfying statistics as regards shipbuilding are the reduction in man-hours required to mrn out a ship of a given class, although the ships themselves are increasingly complicated. This has been brought about by various causes but the primary one is the effort, enthusiasm and the "will to win" of the workers. The foUowing examples are illustrative of the improvements being realized: Reduction in man 'T'HE upward currents in cumulonimhours to -'- bus clouds are sometimes very strong Type Construct as is shown by the size of hailstones Light Cruisers 25% which occasionaUy faU during thunderDestroyers 28% storms. They have been found to weigh Landing Ships, Tank 44% The goals set-up by our President and a pound or more on some occasions, and Landing Craft, Tank . . . . . 3 3 % believed by so many to be impossible have been as large as baseballs, or even PT Boats 44% of accomplishment were being met or larger. On July 6, 1928, hailstones "as exceeded. Men and women from all walks Building periods have been shortened large as grapefruit" fell at Potter, Neof life and from every town and city in greatly through increased experience braska. One was found to be seventeen the country were flocking to shipbuild- and knowledge of personnel employed, inches in circumference and to weigh ing and ship repair centers. Living con- improvements in methods and the num- one and a half pounds. The velocity of ditions were at times almost unbearable ber of personnel acmally employed at uprushing air must be very great to supand the unaccustomed work tiring, but the task. As examples of the improve- port a large hailstone during the process 72

^nmm^tTP

of formation in the high, cold layers of the thunderstorm cloud. It has been calculated that, to support a hailstone three inches in diameter, the vertical velocity of the air wovdd have to be 116 miles an hour.

The cloud tops "tower into regions of exueme cold where the temperamre is far below freezing and often even below zero. On mixing with snow they (raindrops carried upwards) freeze as globules of cloudy ice. Getting into descending currents, out of the uprushes, they faU into the rain levels, and take on a dear layer of ice from contact with rising drops; then again the growing hail is tossed on high to receive another coat of snowy ice."

Perhaps the biggest credible story of large hailstones is that huge blocks of ice, some weighing as much as four and a half pounds, crushed houses at Cazorla, Spain, on June 15, 1829.

Over warm seas, cumtdus or cumulonimbus clouds are nearly always in view somewhere. Their outstanding feamre is the flat base. Their tops may be dense and clear-cut or frayed out and irregular, but the bases are flat and dark. The reason for this is that the warm air is being pushed up and it expands and cools as it rises untU its temperamre gets low enough for the moismre to condense. It is like the steam from a ketde; it comes out in a clear stream untU it cools enough for condensation, and beyond that point we see white steam. Everywhere we look it is cool enough for condensation at a definite height above the water, and the flat base of the cloud forms at that level.

Just imagine that the ocean is the ketde shooting warm air upward here and there; we cannot see the air untU it travels upward far enough for condensation. The flat base is in the shadow of the cloud above, so we see a dark surface that appears as a line in the distance.

AU clouds are produced by cooling of air, but after they are formed their sizes and shapes may be affected by warming and drying.

Air may be forced to rise and expand on crossing a mountain, on flowing over another air mass which is colder and heavier; or a moist current may be pushed upward by a growing cumulus or even a volcanic eruption. Condensadon in these latter cases forms what is caUed a "scarf" cloud, which is a kind of lenticular cloud.

Warm air may flow over a cool land or water surface and be chilled so that condensation results; air may lose some of its heat by radiation; air masses of different temperamres may be mixed to NOVEMBER,

1943

73

own Navy planes, NATS has completed arrangements with two international airways — Pan American Airways and American Export Aijlines—^under which these two companies, under contract to the Navy and with Navy planes maintained and flown by airline personnel, are conducting operations on both the Pacific and the Adantic, services from the U. S. to South America, and an operation to Alaska. Meanwhile, these two operators are conducting civilian services to Europe, Africa and elsewhere which are not affected by the Navy contracts.

While NATS has "borrowed" liberally from the airlines in operating procedure and personnel, it has also made what is believed to be substantial contributions to transport flying.

One of these has been along the lines of safety. For example, the NATS squadron which operates through the long and varied stretch of weather between Iceland and Rio has not had a fatal accident since it was organized a year and a half ago. IncidentaUy, this is the oldest of the NATS squadrons. As aU transport men know, a record like this is made 4,600,000 Ton Miles to happen. It just doesn't occur by itself. {Continued from page 16) Experience gained in setting up this the States where the materials were con- safety record can certainly be applied centrated. Others on the ground were with great benefit to the commercial airlikewise rushed to key spots. Another, lines.

-Standing by at an East Coast port for a flight to Africa, was also dispatched to PIONEERING FOR POSTWAR take part in the big shipment.

At 2:30 p.m. the shipment was underSecondly, NATS is contributing its way and accomplished without incident. own naval "know-how" of handling Such an order is liable to arise at any cargo, an art in which nautical men have moment anywhere on the NATS system been experts since the beginning of seawhich, in addition to the domestic net- borne transportation. The nautical work, stretches across the Atlantic to Europe and Africa, across the Pacific to Both mercy and merchandise are combined Australia, up into Alaska and from Ice- in this flight of a N A T S plane north from Brazil. Behind the patient and the Army land to Rio de Janeiro. doctor, is a cargo of Brazilian quartz, vital In addition to the operations by its in manufacturing of military radios.

produce condensation. In coastal areas, a low, strams cloud is sometimes formed when the surface layer of a fog bank evaporates and the upper layer remains as a cloud. This last type is caUed a "velo" or veil cloud; it is often found along the coast of southern California and in other regions near relatively cool water surfaces. When a mass of warm air lies over a cold air mass, the surface between may act as a "lid" or "ceiling." The two layers do not mix readily, and smoke, dust and the products of condensation accumidate there and spread out lateraUy, forming a strams cloud. Over cities such 3. layer may become very dense from the accumulation of smoke from combustion of soft coal.

Whatever the forms that clouds may take, it is easy to see how closely related they are to winds, atmospheric pressure, and the storms. Next month Mr. TannehiU wiU discuss this relationship in an article entided Prevailing Winds, Barometers, and the Law of Storms.

knowledge of Navy personnel has been applied to its air transport service and new methods have been employed for preventing cargo from shifting in flight and is reducing the amount of uimecessary packaging material. A concentrated smdy along the latter line has resulted in savings amounting to as high as 35 per cent in weight of shipments.

In the third place, NATS has pioneered and built new trails in the air.

Remote outposts have been used for actual operations and provided valuable data on weather, mooring facilities, etc., which might never have seen an airplane but for the war and the NATS service.

These can be put to good use, either as regular fueling stops, or perhaps emergency landing fields by international airlines after the war.

It is hoped that the Navy's findings along these and other lines wiU stand commercial operators in good stead.

The Nazis Were Taken by Surprise {Continued from page 22) rocks. Behind the beaches are stretches of dunes, running back in some places for a mile and a half, and behind the dunes are olive groves and fields—dry land, and dusty; with a color faded from green and yeUow. In the center of our area is the smaU cluster of low buildings that is caUed Scoglitti. Far back are the hills and higher points the Army is aiming at, and in the northeast distance is Mt. Aetna. This is Sicily; a philosopher getting his first look might weU wonder what has drawn so many eager invaders CO these unprepossessing shores—but few men are philosophers when invading.

The scores of ships and thousands of men ashore know why they came; it was not for the scenery.

From higher commanders comes the word that in other sectors too, aU goes according to plan. "Congramlations," says General Patton—"and carry on."

Specialists in Amphibious warfare are naturally likely to think of a landing attack in terms of their specialty; almost everyone in the attack is a specialist, and therefore almost no one fuUy grasps the whole meaning of a landing—the action and interaction of the different forces involved; and yet oidy by taking such a large view can you get a sense of the grandeur of your undertaking. In the "X" area, after the initial assault, there were four major fields of activity—the land, the sea, the air, and the batde of supply. Let us consider them in that order.

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lead army troops in landing attacks have been without exception men distinguished for fighting spirit and the will to attack. General Middleton's men were under orders to move inland, and to move fast. Which they did. They had landed with their three regimental combat teams abreast, one on the right, southeast of Scoglitti; two others on the left, north and west of that village. This was a daring plan. The regiment on the right was to move in, gaining contact with the Canadians on its right, and securing the high ground east of Comiso about ten miles inland. The next regiment was to send one battalion southeast to take Scoglitti from the flank, while the rest of the team moved on to Vittoria, eight miles due east of the beach and four miles west of Comiso. These two would then take Comiso and the airport three miles north of that town—Comiso Airport, one of the most important German air bases on the island.

Garbed in foul weather gear, Admiral Kirk looks out from the bridge of a flagship.

The battle on land was inspired by one thought—aggressive forward movement at the fastest possible speed. It is not by accident that the commanders chosen to

Aircraft

' T ' H E plan of these two teams was fol-*- lowed to the letter—by noon of D plus One they held a line which included all of these objectives and had captured in addition the town of Ragusa, which lay eastward in rhe zone of Canadian responsibility. So rapid was their advance that at Comiso airport they found: — German planes in "operational condition"—ready to fly but not flown. Two days later they were almost at a tactical line set inland as the objective for the first phase of the campaign. It was fast work.

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The regiment on the left had slower going. It v/as crossing a wide stretch of sand dunes, and had difficulty from the first in maintaining secure contact with the First Division on its left. The plan of advance northeastward made this contact still more difiicult, and the Corps Commander therefore held out one battalion as a corps reserve against enemy counterattack at that weak link. The counterattack developed strongly on D plus One; German armored columns came out of the hills, aiming to encircle and recapture Gela, and the regiment had hard fighting before it could resume its advance northeast to take Biscari and its airdrome. Nevertheless by D plus Five it had taken its assigned objectives; the landing attack could then be considered successfully completed.

This advance, rapid and eflScient, was achieved mainly by ground action on the classic pattern—aggressive infantry with quick and effective artillery support.

There were tanks on the right flank, but they were more a comfort than a vital necessity. The opposition, except on the left flank, was not heavy, and the constant pressure of attack forestalled enemy attempts to organize a defensive position. During the period of the landing attack, prisoners taken by the Division outnumbered the casualties it suffered several times over. The advance indeed was so rapid that no troops could be spared to mop up, and throughout the first week there were snipers within the American lines. General Middleton wasted no time on fussiness about details. The division moved ahead, and cleaning up was done later.

When we speak of artillery, we must include as a vital part thereof the naval gunfire supporting the advance. We have seen the fighting ships giving an overture to the landing by bombardment of preassigned targets. As the troops overrun the beaches and the first of the shore fire control parties come ashore, the destroyers, the cruiser, and the monitor begin to fire in response to specific demands. Road junctions, enemy batteries, troop concentrations, and even tanks come under their fire. Often they do not know what they are shooting at—all they are told is a point on the map. But sometimes the delighted comments of the spotter's radio tell the ship what it has done. When the battle is over, when the troops are out of range of naval support and the score is added up, one destroyer claims four tanks and other ships have boasts as proud. "Tank column dispersed"—"Three salvos squarely on the road"—"Enemy battery silenced." It is

exciting proof that the Army and the Navy can work together. Perhaps the most spectacular work is that of the British monitor. Her two fifteen-inchers calmly reach inland to targets fifteen miles away, and her one-ton shells have a deadly efficiency ordinarily unknown in land warfare—for they combine the destruaive power of heavy bombs with the accuracy of fine artillery. And the effective use of a British vessel, in an American naval force supporting American troops, is the sort of thing that testifies to both the existence and the striking power of a true alliance.

"IVTAVAL gunfire is only part of the •*' ^ Navy's job. At daybreak the transports have moved in and on all of them the working of unloading continues at maximum speed. To seaward steam the destroyers and other ships of the screen, guarding the great fleet against submarine or E-boat attack, and dosing in when needed to add their guns to the flak barrage. Minecraft are at their work, clearing the anchorages. N o word has come of any enemy fleet units—to be frank, none is expected. The Navy is doing its work, ready for anything, dis-

OFFICIAL FOR

playing superb skill in the unfamiliar waters, and blessing the gods who turned the weather clear. To Admiral Cunningham, passing the area in a destroyer, on D plus Two, it was seamanship "as good as any I have ever seen." In the "X" Force no ships have been sunk or damaged—none will be.

In the absence of sea attack, and in the clear calm weather, the main danger was from the air. Beginning a half hour after the landing and continuing sporadically throughout the landing operations, air attacks caused no damage to the ships of the expedition and only slight damage on the beaches. The antiaircraft fire of the ships and shore parties was intense, and several planes were shot down. The raiders were mainly Junkers 88's, and their bombing was more irritating than effective. For this ineffectiveness the major share of the credit must go of course to the Allied Air Force, which had so thoroughly smashed the air bases and fighter strength of the enemy that only very small forces were available to him. The fire of the ships and the cover given by Spitfires on continuous patrol over the "X," Area were adequate to handle what did come through. A cruiser

plane was shot down by Messerschmidt 109s while spotting for the guns of her ship. Enemy air may also be blamed for the tragic loss of several of our own paratroop transport planes which flew off their course the night of D plus One during a relatively heavy enemy air attack and were shot down by friendly anti-aircraft. This was the total score of the Luftwaffe, against the fattest set of targets ever set within range of landbased planes.

All these areas of battle, land, sea, and air, were in a sense subordinate to the battle of supply. The initial land battle aimed at securing the beach-head, while the sea and air battles were fought mainly to maintain and protect the supply lines. Amphibious supply, furthermore, is a new and tricky problem; it was this battle, therefore, that particularly concerned the commanders.

T O U R I N G the morning of D-day the ^^^ large landing craft arrived. The LST's, unloading over pontoon causeways, had some difficulty with the surf, but mastered their problems and unloaded rapidly. American tanks—M4's— were in action on D-day. LCIs ran

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Spearhead of allied invasion forces advance inland through the narrow strait of Scoglitti, as they surge over western and northern sections of Sicily.

their relatively few LCM's for unloading —unless they could use the large landing craft. The D U K W s , driven by soldiers with little respect for seafaring custom but with great zeal for hard work, were serving brilliantly—they could drive from the transport over the water and across the beaches to the forward dump.

But D U K W s are too small to handle heavy cargoes. So the LST's, LCT's and LCI's were put to work. Heavy equipment was put into the first two types and troops into the LCI's. Unloading picked up speed again, and by the afternoon of D plus Two the supply battle was well in hand.

This shift of tactics was important for two reasons, the lesser of them being the need for greater speed in getting supplies ashore. The Division was getting all it needed at the moment—its guns and the Corps artillery were ashore. It had food, ammunition, gas, oil, ahd water. The primary objective now was to empty the big ships and send them home.

Assault transports and cargo ships are hard to replace. Warnings of submarine and E-boat concentrations made speed the watchword. Let the small boats stay on the beaches; they could be salvaged later (most of them were). Let the LST skippers groan at the burden of boxes and crates which their men would have to unload by main strength and awkwardness; LST's are expendable—and smaller targets, too. Get the big ships out, to come again another day.

straight in to the beach, and their troops were off in a matter of minutes. LCTs, with their shallow draft had even less trouble, disgorging DUKWs as they arrived, and reporting promptly to help unload the transports. The troops embarked on these large landing craft had had a rough trip from North Africa, and an official report says their "initial efficiency was impaired." In plain English, they were seasick. But they got ashore, and got to work, and soon felt better.

area with few exits, thinning the shore AND so on the 12th of July, toward parties and making very difficult the -^*- sundown, just 68 hours after they work of coordination and control. Sec- had first dropped anchor off Sicily, ond, the rapid advance of the division twelve ships were underway, behind placed a heavy demand on available their screen of fighting ships. The rest transportation, and correspondingly less followed the next day. The big ships were was available at the beaches and initial out, leaving behind a reinforced division dumps. Third, the quality of the beaches with supplies to last until a normal c6nand the rapid development of the tactical voy of supply ships arrives. The landing situation combined to force a change on craft gradually emptied themselves again D plus One to new beaches nearer on the beaches, and by D plus Five, the Scoglitti and the road net inland; the amphibious assault phase in the "X" And now there was a heavy job ahiad change placed a further burden on the Area was over, and the battle for Sicily had been squarely begun; the Army was for these empty landing craft. In theory, shore parties.

All this meant that the small boats, soundly planted with both feet on the assault transports and cargo vessels are equipped to handle their own unloading, the LCVP's, faced an impossible situa- land.

using the small boats they carry. Battles tion. Arriving at the beach loaded with This was a triumph of planning—a seldom work out according to theory, supplies instead of men, they were un- bold attack at the unexpected place, in however, and in this one several power- loaded slowly or sometimes not at all, overwhelming strength. It was also a ful forces changed the picture. First there and they broached. On D plus One it triumph of execution—of hard work, were the beaches. Not only were they became impossible to use them any long- steady back-breaking effort by tens of bad, but they were spread over a large er; fhe transports were left with only thousands of men in all branches of both 78

^hinm^jp

the services. Men did their own and other Spindrift men's jobs, and jobs for which no men were sent. It was not bloody—total naval {Continued from page 38) casualties in the "X" Force were ten killed, rwo missing, and one hundred and which is 303 feet long and has a beam sixty wounded. The Force Surgeon, who of 371/2 feet, with a 22 pint solid silver planned for 1 0 ^ casualties, is a bad punchbowl. prophet—but no one has complained. It In dosing, I might mention an inciwas a good show all the way. dent that happened here at the academy It was not perfect. No battle ever is, a few weeks ago. It seems that a certain and least of all an amphibious assault. first classman in the second battalion has There were hundreds of mist.ikes, hun- built up a reputation of being a "slash," dreds of failures; these were noted, to a person who goes out of his way to imthe best of allied ingenuity and drive, prove his own grade at the expense of these will be corrected or prevented in his classmates. "Deacon" (his nickname) the next attack. Each attack is built large- went to a lot of trouble making dialy on what is learned the time before— grammatic sketches, filling out tables, men in Sicily could thank men who had and drawing curves for a marine engibeen in Africa and at Dieppe and at neering experiment. Four days ahead of Guadalcanal. Men in landings to come schedule he was ready to turn in his rewill have learned from those who were port, but the rest of his section was still in Sicily. But amphibious assault will working on it. On that day, two minutes never be for men who like an orderly before class was over, "Deacon" told the and uneventful war. It is for soldiers and instructor that the reports were to be sailors with daring and imagination and turned in that morning. The professor technical skill—for men who have cour- immediately called for all reports. Well, age and decision, who can play heads-up it was a sad day indeed for the men who ball on a team. Such men there were in could have used at least two more days' Sicily. You'll hear of them—and their work. On the way back to Bancroft, they discussed "Deacon's" case, decided he was comrades—again.

\

a "slash," and ruled that he should be tossed over the seawall. A vote was taken by the section leader and the decision passed unanimously. As the section marched by the seawall, the section leader yelled, "Section, halt; right face; get him!" "Deacon" put up a good fight, but there were too many odds against him.

Over the seawall he went. A few officers. ^ / ,

^y^y^->^

not in the Executive Department, were passing by, but things happened so fast that they either did not see it, or did not believe it. Anyway, "Deacon" was rescued from that cold water, and nothing has been heard of him since.

Well, I presume that I had better secure before some of my classmates get the impression that I, too, am a slash.

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1943

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The Searchlight Realizing that early inquiries promised better information and prompter answers. Searchlight has already answered many requests for wanted addresses, intended for holiday cards. As this goes to press, the address file is proving more adequate than last year, when the staff was faced by Christmas and .a demand for addresses which we met with difficulty. So many thousands of names have been added that we feel sure of answering all requests. W h i l e the address file is located in Annapolis at the Naval Academy, it has been only through the interest and cooperation of all officers and their wives that we have been able to serve so many in such widely scattered places.

W a n t e d names include, and please send the addresses direct to T h e Searchlight, Naval Academy Abernethy, Mrs. Alton Coy, wife of Comdr., USN (MC) Alien, Mrs. R. S., wife of Lt. Comdr., USN, '34 Austin, Mrs. M. H., wife of Lt. Comdr., '35 Averill, Mrs. G. P., wife of 2nd Lt., USMCR Barnard, Mrs. J. M., wife of Lt. Comdr., USN, '36 Barry, Mrs. J. Richard, wife of Capt., USN, '09 Bigger, Mrs. W. T., wife of Maj., USMC Braine, Mrs. Clinton E., wife of Capt., USN, '16 Brown, Mrs. Chas. R., wife of Capt., USN, '21 Bucher, Mrs. R. R., wife of 1st Lt., USMCR Butterfield, Mrs. J. B., wife of Maj., USMC Bryant, Mrs. A. L., wife of 1st Lt., USMCR Parents of: Bryans, Chas. E., 2nd Lt., USMC Camera, Mrs. Robert S., wife of Lt. Comdr., USN. '33 Carlson, Mrs. Harry P., wife of Comdr., USN Cater, Mrs. Chas. J., wife of Comdr., USN, '22 Cease, Mrs. John M., wife of Lt., USN, '39 Cobb, Mrs. D. B., wife of Maj., USMCR Cook, Mrs. R. M., wife of 1st Lt., USMCR Craig, Mrs. James E., wife of Capt., USN, '21 Davis, Mrs. Geo. Flemming, wife of Lt. Comdr., USN, '34 Davis, Mrs. Wm. V., wife of Capt., USN, '24 Dawes, Mrs. R. H., Jr., wife of Lt. Comdr., USN, '34 Diehl, Mrs. B. R., wife of Capt., USMC Dingwell, Mrs. John E., wife of Capt., USN Drewes, Mrs. Henry C , wife of Capt., USMCR Earle, Mrs. Ralph, Jr., wife of Comdr., USN, '22 Eddiegorde, Mrs. Edwin, wife of Comdr., USN (SC) Edwards, Mrs. Raymond, wife of Comdr., USN, '22 80

Ellis, Mrs. Hayne, wife of R. Adm., USN Eusey, Mrs. C. J., wife of Capt., USMCR Galbraith, Mrs. Wm. H., wife of Capt., USN, •20 Geiselman, Mrs. Ellis H., wife of Capt., USN Greenlee, Mrs. David G., Jr., wife of Comdr., USN, '25 Grider, Mrs. Geo., wife of Lt. Comdr., USN, '36 Hayward, Mrs. Richard W., wife of Lt. Col., USMC Hughes, Mrs. James, wife of Lt., USN (SC) Ihrig, Mrs. Russel M., wife of Capt., USN, '19 Johnson, Mrs. Lewis W., wife of Capt., USN (MC) Jones, Mrs. G. P., wife of Capt., USMCR Kauffman, Mrs. Ptedrick, wife of Capt., USN, •20 Kilroy, Mrs. John P., wife of Lt. Comdr., USN, '35 Kinert, Mrs. John O., wife of Comdr., USN, '30 Laughlin, Mrs. Wm., wife of Lt., USN, '38 Lee, Mrs. Arthur A., wife of Comdr., USN (SO Logan, Mrs. R., wife of Maj., USMC, Ret. Manchester, Mrs. R. R., wife of Capt., USMCR Mason, Mrs. L. Y., wife of Capt., USN, '20 Miller, Mrs. Wm. L., wife of Lt. (jg), USNR Mitchell, Mrs. R. W., wife of 1st Lt., USMCR Mitchell, Mrs. W. E., wife of Capt., USMCR Montagna, Mrs. W., wife of Capt., USMCR Moore, Mrs. Louis R., wife of Capt., USN, '15 Moosbrugger, Mrs. P. C , wife of Comdr., USN, '23 Morrison, Mrs. C. H., wife of Capt., USN, '09 Moureau, Mrs. Reinhard C, wife of Comdr., USN, '20 Mullinix, Mrs. A. P., wife of Capt., USN, '20 McCall, Mrs. Roger P., wife of Capt., USN McCann, Mrs. W. J., wife of 1st Lt., USMCR McDonough, Mrs. R. C, wife of Maj., USMC McGoughran, Mrs. J. C, wife of Lt. Comdr., USN, '33 McKee, Mrs. Prancis, wife of Lt. Comdr., USN, '31 Negri, Mrs. Peter, wife of Maj., USMC Norvell, Mrs. Wm., wife of Lt. Comdr., USN, '31 Pearce, Mrs. J. B., Jr., wife of Capt., USMCR Phelan, Mrs. Geo. R., wife of Comdr., USN, '25 Pond, Mrs. C. P., wife of 2nd Lt., USMCR Porte, Mrs. Geo. E., Jr., wife of Lt. Comdr., USN, '32 Pratt, Mrs. Richard, wife of Comdr., USN, "23 Pratt, Mrs. S. H., wife of Capt., USMC Richards, Mrs. G. L., wife of Comdr., USNR Roach, Mrs. P. E., wife of 1st Lt., USMCR Roberts, Mrs. M. C , wife of Comdr., USN (SC) Rodgers, Mrs. R. H., wife of Comdr., USN, '23

Rowe, Mrs. Gordon, wife of Capt., USN, '18 Satterlee, Mrs. R., wife of Comdr., USN (MC) Severance, Mrs. D. E., wife of 1st Lt., USMCR Solier, Mrs. Robert H., wife of Lt., USNR Stallings, Mrs. Ge. R., wife of Maj., USMC Strothers, Mrs. Wm. J., wife of Comdr., USN, Ret., '20 Sudiff, Mrs. R. C , wife of Capt., USN, '24 Thomas, Mrs. Wm. E., wife of Maj., USMC Vance, Mrs. Richard J., wife of Maj., USMC Walter, Mrs. Wilfred Aves, wife of Comdr., USN, '30 Walsh, Mrs. Wm. E., wife of Comdr., USN (MC) Wendt, Mrs. Wm., wife of Capt., USMC, '35 Wheeler, Mrs. Homer S., wife of Comdr., USN, '24 Wheeler, Mrs. C. Julian, wife of Capt., USN, '16 White, Mrs. J. W., wife of Lt. Comdr., USN, '33 Wise, Mrs. Lamar Monroe, wife of Comdr., USN. '21 Woodruff, Mrs. John P., wife of Comdr., USN, '28 Young, Mrs. Harold G., wife of Comdr., USN (MC) Zimny, Mrs. Stanley Michael, wife of Lt. Comdr., USN, '37

Bond Sales

P

RACTICALLY aU Navy W a r Bond records were shattered in September when the largest volume of sales since the inception of the bond program in October, 1941, was reported. Total sales were $30,477,763, of which $13,971,094 represented purchases by civilian employees of the Navy under the payroll savings plan; $9,617,150 were allotment purchases by uniformed personnel of the Navy, Marine Corps and Coast Guard, and $6,859,519 were cash sales to both civilian and military personnel.

T h e previous high mark was set last July, when the total was $27,783,065.

T h e September total showed a gain of 35.4 per cent over August, while cash sales jumped 144.9 per cent over the previous month.

Of particular interest is the manner in which bond allotments by uniformed personnel is reaching into new high ground m o n t h after month. As of October 2 1 , total N a v y allotments were 647,321, with the Marine Corps registering 77,462 and the Coast Guard 28,923.

%mm£TP

We Waiting Wives —WTiat A r e They Making?— Ask and you will often be surprised.

I mean in the stores when you are shopping for some item that either isn't in stock because of the war, or that is delayed in shipment; try asking the clerk what the factory is now making and you wiU get astonishingly accurate and very interesting answers. Recently, I attempted to replace some china that only a year ago was guaranteed open stock, but I was told that shipments were much delayed and cups particularly were hard to get. So, although I didn't really expect an answer, I asked what china factories were doing for the war effort, to be told in detail that they were making insulators. Somehow it makes a difference when an item can't be found, to know what is holding up its production, I can be much more complacent about doing without it.

—Peace of Mind— All of us have our pet ambition or

rhe Navy Way The Navy is all set for another recordbreaking bond day—Pearl Harbor Day, December 7—the goal for which has been pegged at $15,000,000. Indications are that this goal will be exceeded. On Pearl Harbor Day of 1942, cash sales were seven and a half million dollars, but the widespread interest generated this year leads to the belief that 1943 sales will be more than twice that amount.

As to the results anticipated. Secretary of the Navy Frank Knox commented in a letter of October 14: "Quotas are nor being assigned. However, I suggest that each command establish its own goal by determining the volume of cash sales that would result from the purchase of at least one bond by every person (uniformed and civilian personnel) on duty. If this is done, an outstanding sales record will result. I am confident that when final reports are received, the entire naval establishment will be proud of its accomplishment on Pearl Harbor Day, 1943. Let's do this Navy job the Navy way!"

NOVEMBER,

1943

have been advanced at least once and sometimes more since the war began, and the dependents of these prisoners should get a lift in morale if such recognition were given now. In addition, these same dependents would receive a little more money, I suppose, in case they have found any increase in the cost of living since Wake and Guam and the Philippines fell.

cherished plan for after the war, the return of real hosiery, to be able to write a letter without sounding like Mata Hari, to hear a liner whistle as she leaves to cross the Atlantic without escort and —On the C h e s t brightly lighted, but I think that the maHave you made any attempt to learn jority of Navy wives are anxious for just the record that rows of service ribbons one thing; to listen without inward represent, or is the Navy Cross ribbon stiffening as the radio says, "The Navy the only one that you know? Its not too department announces"—. difficult, and for a start, one of the newest is most easy to recognize, —Higher Waves— because its the only one our services I see by the journals that although the wear in which the stripes run horizonSenate refuses permission for the Waves tally. The colors are red, beige and blue; to serve overseas, they have approved the it means that the unit or ship on which bill authorizing the commanding officer he serves has been given the Presidential of the Women's auxiliary to have cap- citation for an outstanding piece of busitain's rank. This will automatically raise ness. Ribbons are worn in order of imother ranks, as the officers are proporportance so start at the top left and read tioned according to the ranking officer, across. so we should have some commanders, etc. soon. Some people do tell me that the Marines Women's auxiliary has an —Christmas at the Truck— unofficial nickname, the BAMS. Might As I write this page I am often rejust as well not explain it, my editor minded, and I'm sure my readers are too, would censor it anyway. of a rabbit in a lettuce patch, for there is nothing consistent in my train of —Now and the Future— ideas. Sufficient explanation for the irUnless one reads the Congressional relevent thought apropos of service ribRecord every day, and who does, many bons, that judging from the crowds in a bill which will affect our lives after the stores already, there should be a the war is presented with litde public campaign ribbon for those who survive notice, and attention. One of the latest holiday shopping. That brings to mind is H. R. 3419, which provides that the the battleship North Carolina. That pay of all members of the armed forces veteran of Zero attacks possesses a crafty who served at least ninety days after crew, seasoned men all. Led by doughty December 7, 1941, shall be continued chaplain the officers and crew, last Aufor at least one year after their release gust, arranged with a large department or separation from active service, and store in New York to attend to the that they will be members of the reserve Christmas shopping for 729 children forces. This pay however will not ex- whose fathers and brothers are on the ceed two hundred per month unless such ship. A check for over 2400 dollars persons are recalled for active service. was mailed to the store and this will proPresumably this bill is intended to cush- vide for a gift, and wrappings and postion the period of re-adjustment for Re- age amounting to $3-00 for each child. serves who are to be faced with getting Christmas cards with each gift will their old jobs back or making good in read, Merry Christmas from your Dad new fields, refurbishing the civilian and his shipmates, or from your brother clothes and civilian friends. This is more and his shipmates. than a straw in the wind, its passage or The department store chosen is discard will show definitely the inten- famous for its beautiful gifts and pack-' tions of the country toward the Reserve. aging, worthy to represent the North Another bill H. R. 3418 introduced Carolina, famous too, for its beautiful in the House would provide for the ad- gifts and packaging. Ask any passing vancement in rank of members of the Jap bomber. Anyway that crew can look services who were taken prisoner on at the Christmas tree at the truck this year with a deep sense of Christmas Guam, Wake and in the Philippines. deed well done.

Their contemporaries in the services 81

Navy Athletics

SAILING shook Bill Barron loose on a 38 yard Navy, 170; Stevens Instimte, 103 run for the second touchdown. Finos {Continued from page 37) Navy, 48; Pennsylvania, 34; Haveragain kicked the goal. The play was set ford, 24 up when Jim Graham, attempted to kick, Lions before the tally. was trapped, ran to the side and kicked Neither team was able to score in the STEVENS INSTITUTE second period, marked by fumbles and a short punt that was taken by Navy's Navy's sailing team opened its fall Vine Anania on the Penn State 43 yard hard line play. Navy again was held for racing season Oct. 2 with a lopsided 170downs twice, one on the Penn State 40 line. Barron fumbled twice in the period 103 win over Stevens Institute of Techand Hamberg intercepted a Penn State and again on the Penn State 35. nology, of Hoboken, N. J. pass and returned it 35 yards to midfield Penn State dominated the play in the Navy took a total of five first places third period mainly through two Navy as the game ended. out of a possible six over the triangular fumbles and a pass interception. The SOCCER one and a half mile course in 14 foot midshipmen never passed their own 45 Intercollegiate dinghies.

Navy, 7; Duke, O. yard line during the quarter. Early in Captain Don Curran, of Navy, won the period Hamberg fumbled on an attop skipper honors with an average of DUKE tempt to pass and Al Olszewski recov8-2/3 points while Bob Sampson of ered for Penn State on the Navy 36. The The Naval Academy soccer team Stevens followed with 5-1/3 points.

Navy line stiffened but Bobby Williams, opened the season on Oct. 13 by defeatPenn State back got a pass to Jack Cas- ing the Duke University hooters, 7 to 0.

PENNSYLVANIA AND HAVERFORD tignola that carried to the Navy 5-yard Plebe Auturo Culisto, Peruvian-born, The Navy sailing team won a three line. Williams in three plays drove over sparked the middie team, sinking three way race on Oct. 16 from Pennsylvania for a score but Dick Trumbull failed to goals. Culisto said he had never played and Haverford. convert. Later in the quarter Joe Sullivarsity soccer before he entered the The midshipmen turned in a 48 point van, who did some fine ground gaining Naval Academy a few months ago. score to 34 tallied by Pemisylvania and for Navy, fumbled and Bill Smythe re24 by Haverford.

The varsity was threatened many covered for Penn State on the Navy 34.

The race was held on the Severn river Navy held and Cenci got off a dream times, but a very efficient defense saved coffin corner punt that went out at the the day on each occasion for the middies. course despite a heavy wind and a torrential rain squall. flag right on the goal line.

Coach Tom Taylor considered the Navy pulled out of the slump in the Duke game a real test in order to get a CROSS COUNTRY Navy, 16; North Carolina, 45. fourth period and within seven minutes line on the middies' potential strength.

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skin after falling on the sphere on Navy's 19 yard line.

In the fourth quarter, Johnny Haines, Jayvee fullback, heaved a 20-yard pass to Joe Armao, left end, in the end zone and midway in the same period John Brown, quarterback, tossed another for 18 yards to Charlie Riehl, left half, to make the count 20-7.

In a last minute effort to turn the tide, J U N I O R VARSITY Curtis Bay's right halfback, Vaughan, Sparked by a fast-clicking aerial bar- dropped back behind his own goal line rage, the Navy Jayvee football squad put to throw a long one, but he fumbled the on a fourth quarter spurt to defeat the ball and recovered behind the line for a Curtis Bay Coast Guard eleven 22-7 on two-point safety for Navy.

Oct. 8.

The Junior varsity football team deThe Coast Guard was completely out- feated the University of Pittsburgh junior played from punting to passing as the varsity on Oct. 15 26 to 0.

Jayvee gridders piled up 15 points in the The midshipmen completely outfinal stanza to break a 7-7 deadlock. classed the short-handed Pitt team as Two blocked punts in the second Don Axene, sent in to replace Johnny quarter were the highlights of the game Brown shortly after the first quarter befor the Curtis Bay team as Joe Hirscher, gan, ran wild over a rain-soaked field at ex-Miimesota end, broke through the the Academy for two scores and set up Middle's line and stopped a boot on the another.

Navy 23 yard line. Coast Guardsman In the second half, however, the Pitt Tessier, playing tackle, picked up the eleven found itself and held the Middies loose ball on the 20 and scored standing on every Navy offensive attempt while up. threatening the tar goal line three times.

Shortly after, Hirscher made a similar The Navy junior varsity had a tough play, but was unable to carry the pig- fight on Oct. 16 to take a soccer game,

The Navy's varsity cross country team opened its season on Oct. 16 by turning back the North Carolina team, 16 to 45, over a windy and soggy course.

Capt. Walt Barry of Navy, led the field in by a quarter mile with his teammates well bunched behind him. His time was 28 minutes, 45 seconds.

V

2 to 0 from the University of Delaware hooters.

PLEBES

The Plebe soccer team opened its season on Oct. 13 by defeating the Baltimore City College team, 4 to 0. Plebe Wenke took the spodight by scoring twice to lead the young middies to victory.

Plebe teams turned in a perfect score in competition on Oct. 16. They defeated the William and Mary freshmen, 28 to 0 in football, won 15 to 40 in cross country from Baltimore Polytechnic Instimte and turned back the Catonsville High School soccer team, 2 to 0.

The Plebe football team, coached by John N . Wilson, appeared to be on its way for another undefeated season as they rolled over the outclassed William and Mary players.

With less than two minutes gone Jim Eisenman ran a punt back 80 yards for a Plebe score. In the second period the Plebes slipped over two more touchdowns across.

Deep in his own territory, Preston Mcllwaine kicked into a high wind that carried the ball back into his own end zone for an automatic safety and two more points for the Plebes.

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1943

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If You Have An Unsuspected Landing {Continued from page 26)

at the base 400 miles away. Planes must be checked before takeoff to see that necessary items are aboard.

T

of its feeding habits. You may rememHE following items in your pockets ber that a net or spear will do the trick, or attached to your belt at all times and know the method of making one will be excellent insurance, regardless from materials at hand. You may be of whether or not you also are carrying covered with mosquito bites, but you are emergency and first-aid kits: not concerned about contracting mala1. A strong pocket knife or sheath ria in the North when you know that knife, preferably the latter. malaria is a disease of climates. Such 2. Waterproof matches or matches in elementary knowledge will enable you to a waterproof container. eliminate many needless fears and absurd 3. A small waterproof compass. possibilities. Your survival time will be 4. A pencil flashlight in a waterproof in direct proportion to the knowledge container. and skill you have at your immediate 5. A shirt pocket fishing kit. This command to improvise successfully, and should consist of a dark lightintelligendy apply specific information weight fishing line, cadium plated in supplying your immediate needs. hooks, (especially small sizes as most of the easily available food Well-considered preparation, made fish are small) and a small gold while you have time to prepare, will help spinner with red and white streamyou when an emergency comes. Every er fly. airman should take care to be dressed to cope with the physical conditions of 6. A mosquito head net is of great the area over which he must fly and importance in jungle or Arctic fight. He should have proper gear country, or wherever insect pests are aboard his plane or on his person before numerous. Such a net will fold up he starts on a flight. The best kit is useno larger than a handkerchief. less to a pilot who has crash-landed if This list is by no means exhaustive. the kit is on his bunk on the carrier or The emergency kit should be carefully

examined and additions made depending upon the type of country over which you must operate. Keep in mind, then, that a magnifying glass, a light harpoontype spearhead, a side arm with shot shells (or shot shells that will fit your regular side arm) a light jungle hammock, a pocket size, one-burner gasoline stove, a first aid kit, rations and canteen, a small signalling mirror, a light down sleeping bag, a machete, and so on, are all of value.

T H I N K BEFORE ACTING

When you come down in a strange country, stick by your plane if there is a chance of rescue. It is easy to see, and may furnish a good shelter and base of operations. If you are in enemy territory abandon the plane, first salvaging anything that can be of value to you in your trek to civilization. Make a pack out of your parachute harness, cut a section of silk for a tent and hammock, save the shroud lines for a rope, and, if necessary, the rest of the silk for a blanket. Over any considerable period you must have food, but remember that if water is available, if the body is not overexerted, and if the climate is warm, you can live off

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Instructors in the survival course at the Chapel Hill Free Flight Training School, take a group of aviation cadets on a toughening up hike.

your muscle and fat for weeks. Don't eat if you lack water as eating uses up the body's water reserves. Determine a course to follow, and travel slowly. Don't exhaust yourself by pushing blindly and hiurriedly on with a single objective in mind—to get out. Rather, your first consideration must be to keep physically and mentally fit. Start looking for food and water before you become too tired or exhausted to do so effectively. Prepare a bed and sleep when you become tired. Conserve your strength, and remember to observe and think so that when you act, you act intelligently.

All food is either plant or animal and is interrelated and distributed according to definite laws. There is order underlying the diversity in namre and this order will help you in searching for food. Since animals depend on plants for food, animal life is usually scarce where plant life is scarce. "n EMEMBER that climate is the great-'•*• est single factor affecting the abundance and distribution of plant and animal life. Certain vegetative regions may he found throughout the world in more than one zone {Arctic, Temperate or Tropic) hut wherever these regions occur they will have essentially the same appearance and will contain similar types of plants and animals.

Within these regions are still smaller areas such as streams, lakes, marshes, NOVEMBER,

1943

swamps and various types of forests and grasslands, in which live specific characteristic forms of life. These areas are still further subdivided, and each subdivision has animals and plants peculiar to itself and all interrelated. Such areas are known as habitats.

This distribution greatly simplifies the search for food. If you know the edible animals and plants of North America and their habitat you can safely find and eat similar animals and plants in other parts of the world. Likewise your knowledge of one tropic or desert region may help you out of a similar spot on the other side of the earth.

Every climate and area will have some forms of life which are familiar to you, and some which are new but usable. Look for edible plants and animals in distant countries in the same sort of places that you found them at home. If you hunted squirrels at home, you will know where to look for squirrel-like animals in other parts of the world. If you know where and how to look for crayfish, clams, rabbits or various birds at home, remember that similar regions abroad will have similar forms of life which you can seek in the same way.

More than half the task of obtaining food lies in knowing what to expect in a given area and where and how to look for it. You would not, for example, expect to find the coconut palm at high altimdes or in dense forest, but in low, sandy, sea shore areas or on river flood plains. In an emergency, you might not start out to look for a particular type of food, but you will have a general idea of what to look for as you travel through

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different types of country and can plan your course so as to enter areas where you can expect to find particular plants or animals.

Every animal is closely associated with a number of other animals living near it.

A bird or other animal beyond reach may still be a means of getting food if you make use of its presence intelligently.

The faa that the bird or animal is there, indicates that its food source probably also is nearby, and it may be a source of food for you, too. If, for example, you see several hawks flying up at your approach, a careful search of the ground may disclose traces of mice, rabbits, or lizards, all sources of emergency food.

On the Arctic mndra a great snowing and flitting ahead of you tells plainer than words that you can expect to find mice or lemming beneath the snow or vegetation. A snake dropping into a jungle stream may starde you, but it should also let you know that a careful search may reveal an available source of food.

Snakes are themselves edible, and they live exclusively on animal food. Water snakes live largely on fish, frogs, tadpoles and crayfish. These are all good eating for you, too, and are usually abundant where water snakes are found. Swarming

bees may lead you to honey or to the bee grubs which natives consider a delicacy.

Squirrels and related animals may be far out of reach, but their food supply of nuts, fruits, buds, seeds or leaves should be where you can get it. Diving terns, boobies or pelicans should indicate a good fishing spot. These are only a few examples of how plants or animals may point the way to food sources because all are intricately related by food chains.

There are many more which you can use.

TEST Y O U R FOOD

N

EVER eat large quantities of a strange food without first testing it. If other foods are not available, eat a little of the strange one, and then wait a while. A smaU quantity of even a poisonous food is not likely to prove fatal or even dangerous, whereas a large quantity may be. In general it is safe to try food that you observe being eaten by birds and mammals, but there are some exceptions. Food eaten by rodents (mice, rats, rabbits, beavers, squirrels, muskrats,) or by monkeys, baboons, bears, racoons and various other omniverous animals usually will be safe for you to try. Unknown plant foods with milky

juices should be avoided. Any plant partswith an unusually bitter or otherwise disagreeable taste are not only unpleasant to ear but may be definitely harmful.

Throughtout the world there are almost endless sources of food.

Plants, whether water or land, furnish, edible: Fruits, Bark, Buds, Flowers, Pods,.

Stems, Shoots, Seeds, Tubers, Leaves, Sap,.

Nuts, Roots.

Edible animals vary infinitely: 1. Land mammals are easily recognized by their covering of hair. All are edible.

2. All birds and birds eggs can be eaten.

3. Amphibians and reptiles (frogs, salamanders, toads, snakes, lizards and mrtles) are good sources of edible meat.

4. Various other smaller forms of animal life may be the most available foods at a specific time and place. They include: Shellfish—clams, mussels, snails.

Crustaceans—crayfish, crabs, shrimp, prawn.

Insects—ants, termites, grasshoppers, locusts are numerous and are worldwide in distribution.

5. Animal by-products include: Eggs—of birds, mrdes.

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Honey—^It can be found during most of the year, and is made by various types of bees.

Caches—Fruits, nuts, seeds and roots are stored by mice, lenmiings, squirrels, chipmunks.

The Coast Guard of Tradition and Today's W a r {Continued from page 14) police the waters off California during the Gold Rush.

TVyTOST of Eraser's reforms have lasted, •'-'-'• with modifications and improvements, down to the present. The Service still conduCTS its own internal affairs imder the leadership of its Commandant, who now holds the rank of Vice Admiral. When, as at present, the Coast Guard becomes an operating part of the U. S. Navy, this internal autonomy still exists. During wartime as well as during peace, the Coast Guard has its own finance, operations, persormel, engineering, aviation and other sections similar to the Navy's several bureaus. Since the begiiming of the war, however, these have naturally been gready expanded, for the Service is now over ten times its

peacetime strength.

The Coast Guard's history, nevertheless, has not been characterized by expansions solely during time of war and proportionate retrenchment in time of peace. For ever since its founding, the Service has been characterized by its amazing versatility. It was frankly designed by the practical Hamilton as a fleet empowered and equipped to force smugglers out of the business, not because Hamilton considered the ethics of the smugglers questionable but because the federal Government lost money whenever a shipload of goods escaped the customs collector. It was not until the quasi-war with France, as we have seen, that the cutters were acmally used as a defensive force. It was not until Eraser's appointment as Commandant that they were used to relieve distressed vessels at sea, except in the incidental sense that any ship would go to the relief of another. But the Service grew with the development of the United States as a nation. When the westward trek began in earnest at the middle of the last cenmry, the cutter LAWRENCE made its hazardous voyage around the Horn, beginning patrol in continental waters along our Pacific coast. When Alaska was pur-

chased later, a cutter was dispatched to Alaskan waters, and that was the start of a function of the Service that has become a Coast Guard tradition: the Bering Sea Patrol. No department or agency of the Federal Goverimient is now more closely associated with Alaska than the Coast Guard. For three quarters of a cenmry now, its ships have brought food and medical supplies, justice and friendship to lonely Alaskan outposts. It has had a tremendous unifying influence between the people of the territory and the people of the United States, linking the two, separated by about 600 miles, together. Wartime operations in the northern Pacific theatre have, of course, radically altered the entire simation in Alaska, but the Coast Guard's close association with the territory still exists.

A similar affinity between icy waters and the Service has led to its role in the International Ice Patrol. President Wilson delegated this work to the Coast Guard following the establishment of the patrol after the T I T A N I C disaster the year before. Besides patrol duty in northern Atlantic waters, the Coast Guard collects meteorological and oceanographical information which assists in fulfilling the purposes of the International Patrol. The

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With smart precision, cadets at the United States Coast Guard Academy, New London, display in review on the Academy parade grounds.

latter, incidentally, has resulted in a complete ending of sinkings due to collisions with icebergs.

Two other milestones in the Coast Guard's history have been its absorption of the Lifesaving Service in 1915 and of the Lighthouse Service in 1939.

The former unified in one Service the principal manpower and facilities of the Nation that had been devoted to saving life at sea. And the implications of the latter are that all aids to marine navigation have since been centralized so that no dupUcation of effort or confusion exist. And the Coast Guard's purpose is to maintain all aids to navigation, whether visual or otherwise, so that such

entry into the war. With war industries, for example, dependent upon the uninterrupted delivery of such products as iron ore, it becomes doubly necessary for the Service to carry out icebreaking operations on inland waterways. With merchant ships and merchant seamen constantly in the first line of battle on the seas, it becomes doubly necessary to insure their safety from preventable accidents. And when an emergency does arise from enemy action, then it is absolutely essential that resultant loss of life be kept at a minimima. Fortunately, this fact was appreciated early in the war, and the President transferred certain functions of the former Bureau of Marine Inspection and Navigation to the Coast Guard. And one of the more encouraging things during the darkest hours of the Battle of the Adantic was the rapid diminution in the number of lives lost due to enemy sinkings. This was accomplished to a very considerable degree through a concentrated campaign for better lifesaving equipment for the ships and better education and drill in safety measures for the men.

of its other functions as removing derelicts and offshore rescue operations, which are purely curative measures, will become less and less necessary as the preventive measures become increasingly efficient. And such other peacetime duties as icebreaking in the Great Lakes, superintending the anchorage laws in American harbors, protecting fisheries and patrolling inland waterwaysâ&#x20AC;&#x201D;all of these Another important aspect of the fight are jobs that have to be done aU the to keep the Allied "Bridge of Ships" has time, and the Service does not abrogate been entrusted to the Coast Guard. No them during war. bridge is any safer than its own apT N fact, some of these peacetime func- proaches, which in this case have been â&#x20AC;˘*â&#x20AC;˘ tions of the Service have been intensi- the ports of America. With explosives fied rather than attenmated since our being loaded, transports embarking and warehouses and piers becoming arsenals, this has been a job of the first importance. The Coast Guard has provided a double guard, one ashore and one afloat for the harbors, ports, waterfront and shore facilities of America's coasts. In addition, it has put into commission what is probably the world's largest fleet of fire-fighting craft.

All this carries over into the war the sort of services to the nation upon which the Coast Guard has built its traditions.

The Coast Guard is not a "little navy."

It has liaison and collateral functions with the Merchant Marine that have always been its particular domain, first in connection with the Treasury's import and revenue laws and later, as commerce on the seas became more intricate, in connection with the safety and efficiency

The HARRIET LANE, first steam cutter in the United States Coast Guard, participating in the River Platte Punitive Expedition in 1858 and was the first warship ordered to sea in the Civil War. She was lost in action in 1863. Painting by Chief Boatswain's Mate Hunter Wood.

88

^hinmarp

of the maritime industry of one of the world's greatest sea powers. But faced by the necessities of war, particularly a war fought on a global scale over all the oceans of the earth, the Coast Guard has been called upon to render services which it had never previously undertaken. For some of these, the Coast Guard's peculiar heritage has given it exceptional aptness.

Guard are now forming an eighth chapter in the history of the Coast Guard's participation in America's wars. The chapter is new, but the traditions from which it sprang are over a cenmry and a half old. And like all healthy traditions, the latter have been flexible, allowing for growth and for variations. No traditions worth its salt can long lie dormant, and the Coast Guard's present efficiency is the product of the vitality of its traditions. And the present will be the foundation of the fumre. In the words of the Coast Guard's Commandant, Vice Admiral Russell R. Waesche: "What has been done so far, with credit and honor, is only a prelude, I am confident, to greater events and greater accomplishments on the part of the Service."

For example, when it became obvious that the war in the Pacific would involve multiple landing operations from small boats, the Coast Guard's surfmen could respond immediately to a call for men expert in the handling of small boats.

These men not only could serve as boat crews during acmal invasions, but they were also prepared to train others in the same work. Consequendy, the early campaigns foxmd the men and officers of the Coast Guard working with the Navy and the Marines in the Solomons. They manned some of the transports, handled landing boats and operated small boat pools. Again in Africa and the Mediterranean, the Coast Guard has performed the same services for the Army in amphibious operations with the Navy.

We Model O u r Fighting Ships {Continued from page 25) of a two-ocean Navy beginning to loom in many minds, the need for a new basin became obvious. So in that year, almost unnoticed. Congress voted $3,500,000 for the job. It was decided to call the new project the David W. Taylor Model Basin, for Admiral Taylor who had been in charge of the Washington Tank for fifteen years and was the world's foremost authority on the speed and power of ships; and the Navy engineers began at once to draw up plans for a super ship-testing laboratory — one which would surpass any in the world.

It was a formnate beginning and just about in the nick of time. The new basin would be completed in June, 1939; our second World War would start three months later.

Ill

The Coast Guard's tradition of cruising for prolonged stretches in northern waters has also benefited the nation in this war. First during the time of the Neutrality patrol and later when the Navy was taxing its resources of ships and men to seive as convoy escorts over the North Atlantic, the hardy, seasoned cutters of the larger classes augmented naval forces. The CAMPBELL'S engaging six enemy U-boats in twelve hours last winter, ramming the last one on the surface, and the achievements of such other ships as the SPENCER and the ICARUS ire a part of contemporary naval history.

These combat activities of the Coast

w,

HEN the new model basin at Carderock was being built someone

remarked, "This place is being constructed as if the Hamilton Watch Company were doing a building job for the Pennsylvania Railroad." This is hardly an exaggeration, for the Navy's new model basin, big as it is, is a building put together with precision tools.

Fortunately the Navy had an expert available who knew how to do the job —Captain Harold E. Saunders, who had visited model basins all over the world.

Saunders (now technical director of the Basin) directed the whole designing and building of the new plant, and, with the Turner Construction Company of New York as builders—who a few months later were to construct our Pacific Naval Air Bases at Pearl Harbor, Wake Island, and Midway—was to see the water admitted to all the testing pools in about fifteen months' time.

The Navy planned to have four testing basins in the one building. There would be a high-speed basin 1,168 feet long for motorboat models like the PT's, naval airplanes, and pontoons. A smallmodel basin, 142 feet long, for special research with extra-small models. A mrning basin, for testing maneuvering and twisting—as to evade torpedoes— which would straighten out like the shank of the letter J into a shallow-water basin 303 feet long by 51 wide by 10 deep, for river-craft models, barges, and mgboats. Then a deep-water basin 963 feet long, 51 wide, and 22 deep, for models of the biggest ships. Along the sides of these pools heavy steel rails would be laid, on which would run the carriages which would tow the models.

These rails would have to be set with fantastic accuracy, so tremendous is ihe step-up in transferring results from a twenty-foot model to a full-size ship.

The rails could not be straight in the usual sense but must follow the curva-

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Caviating model propeller under test in twelve-inch water tunnel at the David W. Taylor Model Basin. Picture made with l/30000th second flash. Note heavy tip vortices, considerable laminar cavitation near tips and the start o£ burbling cavitation of the blade face near the hub.

mre of the earth. This meant that in their 1,200-foot length they must curve away from the absolutely horizontal a total of Ys of an inch!

The "why" of this requirement lay in the fact that Ys of an inch up or down

hill over 1,200 feet would allow the force of gravity to act on the speed of the towing carriage, accelerating or retarding it. Of course the amount would be infinitesimal. But it was crucial in these tests. The speed of the towing

carriage must be absolutely uniform.

Well, not absolutely. It could vary 2/100 of a knot!

A result of these precision requirements was that the rails and walls of the basin building at Carderock were laid literally with a microscope. The concrete was poured directly on to the granitegneiss ledges of bedrock, making a structure about as immovable as man or nature can devise. Then the engineers imbedded what they call "chairs" (really heavy cast-iron cushions) in the tops of the concrete walls, double-securing them with long track bolts. The rails were then laid on the chairs, and in mrn bolted down. Each of them equaled in weight the heaviest railroad rails—165 pounds per yard—and had to be set with unbelievable precision. Their lateral tolerance was to be 5/1,000 of an inch. And no rail could vary more than plus or minus 15/10,000 of an inch from the

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true level over the distance of 1,200 feet.

How the rails were leveled to curve to the radius of the earth was, to anyone but an engineer, a trick of genius.

Water was let into the testing basins and its surface used as a reference plane. This was done by the use of punts carrying berween them a leveling bridge and dial micrometer which established a fixed height above the water surface at all points along the basin. Thus the rails aligned to this height ran absolutely parallel to, or rather concentric with, the water surface, which of course curved with the earth.

So deUcate was the instrumentation in this work (done of course with microscopic and electric precision checks) that it was necessary to shut down all blowers, seal ventilation openings, and use an air lock for access to the basin spaceâ&#x20AC;&#x201D;lest there be water disturbances.

"A man walking across the caisson dividing the deep- and shallow-water basins," one of the engineers has said, "or a truck on the road outside, would raise waves of 1/1,000 of an inch. Too

much!" And while the rail-laying was going on, the water level in the basin was dropping, from leakage and evaporation, at the rate of 7/10,000 of an inch hourly. This had to be compensated for and the instruments adjusted every hour accordingly.

The rails themselves were of carbonmanganese steel and before delivery had their tops specially treated. Twenty-five flame jets were traveled along the head of each rail at a set rate of five and a half inches per minute to toughten them.

When they were set in place, their heads met at a 45-degree angle, in order to avoid the battering-down at the joints suffered by the usual square-set railroad rail. With this "scarf joint," as it is called, a wheel load would be carried partially by one rail before the wheel would leave the preceding rail. But the bases of the rails were cut square. This was done so that if expansion occurred, the bases would come into contact before the heads. Thus the heads would never be forced laterally out of position.

This rail-laying at Carderock took eighteen months. But the results have

justified it. To-day when a wheel of the 42-ton towing carriage passes over any rail the vertical deflection never exceeds 1/1,000 of an inch. By comparisonâ&#x20AC;&#x201D; the escapement wheel in many watches is often allowed a grosser tolerance.

IV V V T H E N a particular job problem ' ^ comes into the Carderock model basin it is first talked over in conference.

Captain Saunders calls in his various experts, and designer's specifications and blueprints are studied and discussed with representatives of the Navy Department requesting the tests. The problem may be; "What is the best hull form for a new battleship of 35,000 tons' displacement which must make a maximum speed of 26 knots?" After a general test program is laid down, the models and the test equipment necessary are designed, and the designs then sent to the Basin's shops.

In the model shop, a long, sunlit workroom smelling of sawdust and paint, a crew of four men set to work with two-

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inch-thick layers of white pine. The wood is rough shaped, then carried, a layer at a time, to the bed of a giant press. There, building up from the bottom, each layer is given a hot coating of waterproof casein glue and pinned with wooden dowels to the layer beneath. When the "block" is complete the press clamps everything together with a total force of over a million pounds.

After sixteen hours the twenty-foot model-to-be is removed from the press and placed upside down on a "profiling machine." High-speed cutters then trim it to roughly hull form. The final tming follows and is done by hand. Workmen with planes and sandpaper, and an artist's love of taking pains, smooth the lines to within a hundredth of an inch of conformity with "the ship's blueprint specifications.

Finished—painted combat gray and resting bottom-up on a couple of wooden horses in the model-making shop^—the battlewagon's hull is a thing of beauty— and surprise. You notice that she is flatbottomed as a barge, is quite keelless, and will have four propellers. You think,

small-boy-like: "Wouldn't it be wonderful to own one!"

The standard twenty-foot models weigh about 2,000 pounds and cost, ready to tow, about $400. Total outlay for their construction and the tests that go with them, for a multimillion-dollar battleship, runs to $l,500-$3,000. This is pretty cheap when one considers some of the results. On one occasion some torpedo boat destroyers failed to make their contract speeds. The shipbuilders blamed the hull forms designed by the Navy and wanted to make changes costing up to $40,000. Model experiments showed that slight changes, costing only $2,500, would do. And another case occurred when the Navy first designed its scout cmisers. Plans were for 4,000 tons' displacement, a length of 350 feet, a maximum speed of 26 knots. Model tests showed that the hull shapes were unbelievably bad. These scout cruisers, as planned, would require double the horsepower to make the same speed as a ship actually 100 feet longer but with a narrower and shallower hull!

On completion, the battleship model

is floated to the deep-water testing basin and hitched underneath the towing carriage. The carriage spans the pool and resembles some creation of Buck Rogers.

It looks like a bridge that has got lost in itself. A weird maze of pipes running into knobby, spherical joints spiderweb every which way. In general, however, they form an isosceles triangle. Its apex rests on the far side of the pool, anJ its base upon four Indian-file driving wheels which stand, ready to go, on the microscopically laid main rail.

You can go aboard for the test run.

The basin water is mirror-still. Not a leaf, not even a dust film mars the dark surface. It looks as the Holland Tunnel would, you think, if it were straightened out and a lot of water let in. What light there is is artificial, for there are neither skylights nor windows. (This was deliberate, to keep out aquatic growths; but white algae have grown.) The 85,000,-pound carriage (heavy as a Pullman car) takes its power from copper trolley wires overhead and starts with the smoothness of an oil-driven electric locomotive. For eight seconds it flies

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down the basin at exactly 18 knots. Underneath, the model batdeship is cutting the water with a new kind of bow wave.

A stroboscopic camera is recording the performance. A delicate dynamometer is measuring resistance to 32/100 of an ounce, and marking it on a revolving drum. And underneath the new batdeship's hull, hydrogen sulphide solution, running out through holes in the hull, is streaking sternward, turning the white lead paint black and marking the wavy and important "flow lines."

On the findings the Basin will suggest changes in the new ship's hull; and some of the suggestions from model testing have been revolutionary. The novel midship shape on 10,000-ton cruisers like the SALT LAKE O T Y , which figured in

the batde of Guadalcanal, and the new form of underwater body for their stern, were developed by model tests. They resulted in our being able to build fullsize ships which would travel at destroyer pace—over thirty-two knots— using lower driving power at maximum speed.

In another case experiments discovered that certain ships could be made

WITTEK AVIATION

easier to drive by extending the bow in a blunt or rounded form below the water.

The enormous bow wave usual in such ships was gready reduced, with a corresponding reduction possible in engine power. The bulb bow is now on the ships of our Merchant Marine, and on our biggest battlewagons and all our cruisers, adding to their speed in combat—thanks to the models.

ACCORDING to Admiral Howard, -^ *• the new basin's greatest contribution in wartime is its ability "to give quick, practical answers." The speculative or the theoretical nowadays receives scant attention. And the Admiral can cite you some very convincing current instances.

Within the past few months the Basin has been called on to tell the captains of our ships the best way to avoid bombing attacks. It was not known with any exactness just what could be got out of any particular type of ship in the way of twists and turns. The Navy therefore asked the Basin to furnish information

for every type of ship in the Navy: "Tell just what course that ship will follow if the rudder is put over to a given angle at any speed." The Basin conducted the tests in the turning basin, using selfpropelled models, carrying tiny target lights, which snaked through the darkness. A movie camera on a platform under the roof recorded the twistings; and the results are already evident in the increasing success of our convoys.

Similarly, after our earliest landings in the Southwest Pacific, the Basin was called on. There was much criticism of the fact that the ships carrying supplies and stores on that venmre were not loaded to their fullest capacity. A particular squawk was that the order of loading had been faulty. First things had not come out first for use on the beach.

Officers of the various amphibious forces came to the Basin and asked if models could be made in which all hold and storeroom space would be accurately shown and which could be taken apart deck by deck. The Basin produced the models. The Quartermaster Corps officers practiced loading them with model tanks and model packages of food. ,When

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LOOFAHS • For use in filter tanks. While these formerly came from Japan we are now growing them for the Navy in various Central and South American countries.

SPONGES AND CHAMOIS • Genuine Sponges are used for ordnance and general cleaning work.

-Chamois Skins are used for straining gasoline and general cleaning work.

DUET CLOTH

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In Accordance With Bureau of Ships 9-5 Drawings

•

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NOVEMBER,

1943

245 .MISSION ST., SAN FRANCISCO

93

the North Africa and Sicily landings came along, the perfection of the unloading operations was close to a miracle.

Then there was the case of the N O R T H CAROLINA

and

the

WASHINGTON.

These ships were completed just as we entered the war. They were the first of a whole series of super-batdeships and intended to match anything afloat. Imagine the horror in the Navy when, on their putting to sea, they vibrated so badly that the guns could not be used at high speed.

Vibration in naval ships is a common problem today because of increased power, higher speeds, and the new heavier-than-ever gun batteries; but these two battlewagons outdid themselves in their cases of the shakes. "What would happen in battle, at all-out speed, was a disturbing question. "And to add to the worry," a Naval officer has said, "the

94

Another war problem the Basin solved not in the towing tank but in the laboratory. The Navy wanted to know how to speed up the handling of ammunition in the ammunition-handling rooms of certain gun turrets. This is terribly important in battle, as in general the faster the handling the faster the firing. The Basin designed and mocked-up dozens of new handling arrangements in the laboratory, on a rolling platform which reproduces the tossing-about a ship gets at sea. The importance of its ammunition-handling discoveries could be illustrated by the performance of the cruiser BOISE, which, taking on six Japanese ships off Guadalcanal, sank all of them in 26 minutes, one of them in less than 60 seconds. That is fast firing, and means fast ammunition-handling behind it. In this experiment too the Carderock laboratory worked things out to such a fine point that it even determined the best material for the soles of the shoes of the "For Heaven's sakes, Harry 1 Don't you met) in the gun crews. realize that if we aren't rescued by DeModel launching tests are another cember 7th, we won't be able to buy our Basin specialty. While the new battle'Pearl Harbor Day' bond?" ship ALABAMA was on the building ways Carderock built a model of the Norfolk JSTavy Yard building slip, launching ways, and surrounding water front; and BISMARCK happened to be on the loose then, with a model of the ALABAMA'S just then." huU, investigated what would happen at The Navy put in a hurry call to the the launching. Similarly, ir helped out on Basin. The Basin had a model propeller the N E W JERSEY, one of the most mamshop, water tunnels, stroboscopic equipmoth of our new battleships. The Basin ment for making 2,500-revolution-perbuilt replicas of the ways in the Delaminute propellers stand still and show ware River ofi^ the Philadelphia Navy their bubbles (cavitation tests, they are Yard, and showed that the new ship must called); maybe the Basin could take the have a longer length of run than usual jitters out of these two new ships. The after hitting the water, and how long the Basin sent its diagnosticians to take a run would be, and that it would be necestrip on the NORTH CAROLINA and the sary, as suspected, to slew or swing the WASHINGTON. They recommended certain changes in the size and the blade stern of the giant vessel around if trouble shapes of the propellers. The original vi- was to be avoided.

PT-boat hulls, and PC-boat hulls, and bration troubles vanished. The ships rethe controversial shapes of the Liberty joined the fleet. and Victory freighters have aU been tested in the Basin's waters. The welded tankers SCHENECTADY and Esso M A N HATTAN which broke in two, brought a flood of problems. Tests now on in the laboratory are expected to lead to a solution of tanker-welding troubles. Even the mysterious Sea Otter ships were given a workout in miniature in the deep-water pool. But the results are something the Basin discreedy keeps the lid on. It has more interesting things to talk about right now. Admiral Howard, the director, will tell you: "It's the U.S.S. Shangri-la. We are making preparations for model launching experiments for this new aircraft carrier which is to bomb Tokyo."

^hinmah 'iil^\.>,*

^

^

BUY WAR BONDS

• ^

NOVEMBER, 1943

^

^^

Ceiling Prices of Boston Tailors, 1811 In reading the recent issue of the Information Bulletin of the Bureau of Naval Personnel, No. 307, Oaober, 1942, it was noted on page 39, that the "Navy Designates Ready-to-Wear Outlets" and named 116 stores to sell uniforms. Additional information states that "Authorized uniform sold through the approved retail outlets will bear a label stating "This label identifies a garment made and sold under authority of the U. S. Navy.'

The maximum prices on uniforms will be: CommisChief sioned Petty Officers Officers Blue overcoat $50.00 $42.50 Service blue uniform 40.00 30.00 Raincoat (with removable wool lining) 37.50 37.50 Aviation (winter working uniform) 50.00 50.00" On a recent visit to New England on affairs connected with the U. S. Naval

Academy Museimi, the curator tells us he had occasion to visit the Bostonian Society, quartered in the Old State House at Boston. While searching for additional source material in connection with the engraved portrait of John Paul Jones made in May, 1780 by J. M. Moreau, Le Jeune (Royal etcher to Louis XVI), he

Cloth or Cassimere Coat, turned in, Coatee with flaps, or welts, do. without flaps or welts, Spencers, Surtouts with or without flaps, Great Coats with belt, large cape, buttons and holes down the front Cloaks, either Cloth, Camblet or Plaid, Breeches, Pantaloons, Cherrevallies, plain, do. Strapped with Leather, Militia Ofliicers uniform Coats, Cadet Coats, Short uniform Coats, Full Laced do Full Dress Navy Captains Coats, Full Laced Artillery do Privates do Other military work not described, in proportion to the work.

The illustration shows the IIstage high-pressure turbine of a De Laval cross:ompound turbine, with the :asing cover removed.

This 'ype of unit has been installed sn n u m e r o u s bulk oil carriers.

DE LAVAL GEARS TURBINES and PUMPS For the Best Ships information on improved De Laval propelling and auxiliary equipments supplied for recent American mercantile and naval ships is available to qualified designers and operators.

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96

was shown an old newspaper published in Boston in 1811. This newspaper contained an advertisement which appears below. This advertisement is reproduced from a photostat presented to the Naval Academy Museum by the Bostonian Society and is published here by the Society's permission.

$3.00 3.00 2.66 2.00 3.00 3.00 3.00 1.25 1.17 2.00 2.75 5.00 5.50 4.50 7.00 9.00 9.00 5.00

TYRA COMPANY ST. P A U L , M I N N .

Sheet

Metal

& STEEL

Products

Custom Built or on Production

Basis

In view of the announcement by the Bureau of Personnel in the Bulletin referred to above establishing "ceiling prices" on the uniforms mentioned, it occurred to the writer that the "ceiling prices" established by "The Boston Association of Master Tailors . . . after Feb. 4, 1811" might be interesting to the readers of SHIPMATE in particular, and the naval service in general in order that a direct comparison might be made with then and now. Again there appears to be nothing new under the sun.

Miscellaneous Cargo {Continued from page 28) comes from one well-versed in the practical aspects of American politics. He began serving as a delegate to party conferences soon after he became twenty-one and since then has taken an active part in political campaigns on various occasions and over many issues.

From the l6th cenmry to World War II, from Civil War batdefields to underground anti-Nazi movements in Europe, Kurt Adler has collected the songs of men who have been fighting for free-

dom through the ages in Songs of Many Wars (Howell, Soskin, $3.00). The author has made this volume of war songs a monument to the spirit of soldiers on military fronts of all continents.

Many of the songs published in the book have never before been published in this country. The text gives the background of each one of the songs and piano arrangements are new and simple.

tributors to the volume. Heartily recommended to readers.

Those who have been interested in Walt Whitman will find the new biography Walt Whitman, American by Henry Seidel Canby (Houghton Miffln, $3.75) a clew to the so-called mystery of Whitman himself. This new bioggraphy is focused on Whitman's inner life, on the mysterious creative processes of poetry and on the rambunctious As readers of SHIPMATE are well America that was just then coming of aware, the Infantry Journal is a mag- age. Mr. Canby is Associate Editor of azine, owned, edited, and published by The Saturday Review of Literature and Army men grouped as individuals into a member of the Yale faculty. a private, non-profit association. Through past years the Journal has carried many Few American men of letters and open discussions and reflections on ways of war including some heartfelt Army statesman have earned the love of so gripes and many a touch of humor. In many people as Wilbur L. Cross, also a the Infantry Journal Reader (Double- member of the faculty of Yale (from day-Doran, $3.00) Colonel Joseph I. 1894 until his retirement from the classGreen has collected the gems of military room in 1930 to serve for four terms writing which have appeared in that as Governor of Connecticut). On his publication through the years. Men in retirement from politics in 1939 he beany branch of military service will find gan writing his autobiography, which this a valuable and interesting book. has been titled Connecticut .Yankee Many of the men now directing the (Yale Press, $5.00). The book itself operations of the U. S. Army are con- is the unadorned story of a very useful

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BACfC THE ATTACK

BUY WAR BONDS •

THE A M E R I C A N PAD h TEXTILE C O M P A N Y GREENFIELD * OHIO In peace ond (n wor, t»e leading manttacttnr Of U f e - S o n Caaifmetit and Sleeping (091

NOVEMBER, 1943

97

and varied life. This grand old man of New England was born in a small Connecticut village in a household that wore homespun, and made its own tools and rum. He talked to men who had seen the American Revolution and through the years he gave of himself unstintingly to mold some of the greatest minds that this country has produced. His autobiography is an inspiring comment throughout on the value of plain, old American individualism. There is a lot of cracker barrel philosophy in the book, and practicaUy every page reeks with genial good humor and shrewd comments on the American way of life.

sumed to have occurred on 17 August 1943.) San Francisco Area, not enemy action.

JOSEPH ALEXANDER

CROOK, '36, Lt.,

USN. Died—Presumptive 17 August CHARLES JOSEPH KOVALESKI, '39, Lt., 1943. (Officially reported missing as USN. Died 7 July 1943. Oahu, T. H. of 16 August 1942, having been Pacific Area, plane crash, not enemy aboard a transport plane when it was action. lost between Kodiak, Alaska, and Whitehorse, Yukon. In compliance WiLLLAM CLARK LEEDY, '38, Lt., USN. with Section 5 of Public Law 490, as Died 18 May 1943. (Previously caramended, death is presumed to have ried as missing from 18 May 1943.) occurred on 17 August 1943.) PaPacific Area, (Aleutian Area), plane cific Area, not enemy action. crash, not enemy action.

J O H N OKELL CURTIS, '35, Lt. Comdr.,

USN. Died 6 September, 1943. Pacific Area, plane crash, not enemy action.

M A R I O N W I L L I A M D U F I L H O , '38, Lt., MANNERT

LINCOLN

ABELE,

'26, Lt.

Comdr., USN. Died 2 August 1943.

(OflScially reported missing as pf 1 • August 1942, having been attached to the USS G R U N I O N when that ship was lost in the Pacific Area (Aleutian-Alaskan Area). In compliance with Section 5 of Public Law 490, death is presumed to have occurred on 2 August 1942.) Not enemy action.

CHARLES ALDEN ANDERSON, '38, Lt.,

USN. Died 10 July 1943. Mediterranean Area, enemy action.

ROBERT

WILLIAM

BEDILION,

'22,

Comdr., USN. Died 7 September 1943. Two miles East of Mantague, Va. Plane crash, not enemy action.

USN. Died—Presumptive 25 August 1943. (Officially reported missing in action as of 24 August 1942, having been attached to Fighting Squadron Five, based on the USS SARATOGA, when the plane which he was piloting was lost in the Southwest Pacific.

In compliance with Section 5 of Public Law 490, as amended, death is presumed to have occurred on 25 August 1943.) Pacific Area, enemy action.

EUGENE

EVANS

ELMORE,

'22,

Lt.

Comdr., USN. Died—Presumptive 10 August 1943. (Officially reported missing in action as of 9 August 1942, having been attached to the USS QUINCY, when that ship was sunk in the battle of Savo Island. In compliance with Section 5 of Public Law 490, as amended, death is presumed to have occurred on 10 August 1943.)

Pacific Area, enemy action.

'42, Ensign, USN. Died—^Presumptive 23 August 1943. (Officially reported missing as of 22 August 1942, having been at- JAMES FRANCIS FITZPATRICK, JR., '35, tached to the USS Ingraham when Lt. Comdr., USN. Died 26june 1943, that vessel collided with the USS Pacific Area, three miles East of Bauer C H E M U N G and later sank in the North Field Efate. Plane crash, not enemy Atlantic. In compliance with Section action.

5 of Public Law 490, as amended, death is presumed to have occurred JOSEPH FREDERIC H A R M O N , '39, Lt., on 23 August 1943.) North Atlantic, USN. Died 22 July 1943. Near U. S. not enemy action.

Naval Air Station, Jacksonville, Fla. (U. S. Area.) Plane crash, not enemy action.

ERNEST D E W I T T CODY, '38, Lt., USN. Died—Presumptive 17 August 1943.

(Officially reported missing 16 Au- PATRICK H E N R Y HART, '37, Lt., USN. gust 1942, when he was lost from a Died—Presumptive 5 June 1943non-rigid airship during a routine pa(Officially reported missing in action trol flight in the San Francisco Area. as of 4 June 1942, when the plane of In compliance with Section 5 of Pubwhich he was pilot was shot down in lic Law 490, as amended, death is prethe Battle of Midway. In compliance RICHARD PETER BUKOWSKI,

98

with Section 5 of Public Law 490, as amended, death is presumed to have occurred on 5 June 1943.) Pacific Area, enemy action.

'10, Commodore, USN. Died 4 September 1943. Mountain Vicinity, Magerah, Northern Ireland enroute Eglinton N. I. to London. Army transport command plane crash, not enemy action.

JAMES ALEXANDER LOGAN,

LANCE EDWARD MASSEY, '30, Lt. Comdr.,

USN. Died—Presumptive 5 June 1943. (OfficiaUy reported missing in action as of 4 June 1942, when the plane of which he was pUot was shot down during the Batde of Midway.

In compliance with Section 5 of Public Law 490, as amended, death is presumed to have occurred on 5 June 1943.) Pacific Area, enemy action.

IRVING G O F F M C C A N N , JR., '35, Lt.,

USN. Died—Presumptive 10 August 1943. (OfficiaUy reported missing in action as of 9 August 1942, having been attached to the USS V I N C E N N E S when that ship was sunk during the battle of Savo Island. In compliance with Section 5 of Public Law 490, as amended, death is presumed to have occurred on 10 August 1943.) Pacific Area, enemy action.

EDWARD CONRAD METCALFE, '22, Lt.

Comdr., USN. Died—Presumptive 10 August 1943. (OfficiaUy repotted missing in action as of 9 August 1942, having been attached to the USS QUINCY, when that ship was sunk during the Battle of Savo Island. In compliance with Section 5 of Public Law 490, as amended, death is presumed to have occurred on 10 August 1943.) Pacific Area, enemy action.

RAYMOND

AUSTIN

MOORE,

'37, Lt.,

USN. Died—Presumptive 5 June 1943. (Officially reported missing in action as of 4 June 1942, when the plane of which he was pilot was shot down by the enemy in the Battle of

wiMlBJP

Midway. In compliance with Section 5, of Public Law 490, as amended, death is presiuned to have occurred on 5 June 1943.) Pacific Area, enemy action.

This apace aUotted hj Shipmate each month for the news of Branch Associations of U. S. Naval Academy.

Meetings are held regularly at Cudworth Memorial Building the first Wednesday of each month.

For further information concerning the Milwaukee Branch please communicate with Kavanaugh C. Downey, '17, 3328 No. Bartlett Ave., Milwaukee, Wis.

P A U L JAMES RILEY, '37, Lt., USN. Died

—Presumptive 5 June 1943. (Officially reported missing in action as of 4 June 1942, when the plane of which he was pilot was shot down in the Battle of Midway. In compliance with Section 5 of Public Law 490, as amended, death is presumed to have occurred on 5 June 1943.)

J O H N PRATT SPEARS, '40, Lt. (jg),

USN.

Died—Presumptive 10 August 1943.

(OfficiaUy reported missing in action as of 9 August 1942, having been attached to the USS V I N C E N N E S when that ship was sunk during the Batde of Savo Island. In compliance with Section 5 of Public Law 490, as amended, death is presumed to have occurred on 10 August 1943.) Pacific Area, enemy action.

ROGER N O R T O N STARKS, '38, Lt.,

USN.

Died 12 June 1943. (Previously carried as missing from 12 June 1943.)

Adantic Area. Vessel lost while engaged in training exercises—-not enemy action.

STEPHENS, '34, Lt. Comdr., USN. Died 16 July 1943. Twenty miles Southwest Santa Cmz, off Monterey Bay, California. (U. S. Area.)

Plane crash at sea, not enemy action.

STUART

PAUL

HENRY

TOBELMAN,

'26,

Lt.

Comdr., USN. Died—Presumptive 17 August 1943. (OfficiaUy reported missing 16 August 1942, having been aboard a transporr plane, when it was lost between Kodiak, Alaska, and Whitehorse, Yukon. In compliance with Section 5 of Public Law 490, as amended, death is presumed to have occurred as of 17 August 1943.) Pacific area, not enemy action.

RAYMOND

HODGES

TUTTLE,

Comdr., August missing having

'22,

Lt.

USN. Died—Presumptive 10 1943. (Officially reported in action as of 9 August 1942, been attached to the USS Q U I N C Y , when that ship was sunk during the Batde of Savo Island. In compliance with Section 5 of Public Law 490, as amended, death is presumed to have occurred on 10 August 1943.) Pacific Area, enemy action.

NOVEMBER,

1943

LOS ANGELES

BRANCH

Our monthly meeting was held on the 6th of October. A very interesting movie on the P-38 was shown—how it works and why it works. This was through the courtesy of the Lockheed Aircraft Corporation, our friend Claude Morgan being responsible for its showing. The following were present: Claude Morgan; Ed. Friess, '29; H. D. Stailey, M.D., '15; C. N. Perkins, '17; H. M. FusseU, '36; Raleigh Hales, '21; A. W. Buffington, '22; J. L. Breault, Jr., '30; F. J. Begairette, '32; D. G. Burdick, '32.

An interesting evening was thoroughly enjoyed.

For further information concerning the Los Angeles Branch please communicate with Albert W. Buffington, '22, Secretary, 810 So. Spring St., Los Angeles, Calif.

MARYLAND

BRANCH

NEW

YORK

BRANCH

The Oaober Luncheon Meeting of the Association was held on the 13th inst. at the Midday Club.

Mr. Hansom W. Baldwin, Military Editor of the New York Times, who was to have been our speaker, as I advised you in my last letter, was unable to attend. Captain Charles P. McFeaters, 1913, kindly consented to speak in his stead and talked of his experiences and observations in amphibian warfare in the Southwest Pacific while commanding the USS MCCAWLEY. His talk gave a personal touch to the early aaion at Guadalcanal and the difficulties of supplying the shore forces. Mr. J. Custer, United Press correspondent, who was with Capt. McFeaters, in the Southwest Pacific, also spoke briefly of his experiences.

There were one hundred twenty-three members and guests present. Mr. S. Z. Mitchell, '83, Admiral S. C. Hooper and Mr. H. Gerrish Smith were among the seniors present. Mr. O'Shea and Mr. Barrett, president and vicepresident of the United Carbide & Carbon Company were present as the guests of Mr. G. O. Carter. Captain McFeaters' classmates, Messrs. Clark Dillingham, Foutz and Jupp attended the luncheon.

The speaker for the next meeting, Nov. 10th 1943, has not been definitely determined, although we are in hopes that Mr. Baldwin will be in New York and able to speak to us.

For further information concerning the New York Branch please communicate with Wm. B. Jupp, '13, Secretary, 26 Broadway, N.Y.C. (4), N.Y.

The Oaober meeting of the Maryland Branch Association was held on Saturday, October 23 immediately after the NavyGeorgia Tech Game. On this occasion the big event was a HOP which was held in the Ballroom of the Stafford Hotel, Charles Street near Madison, Baltimore, Md. A large and enthusiastic crowd of officers, their drags, guests and members of our Branch attended —all were heartily welcomed—and it is safe to say that the realization of this get-together was even greater than the anticipation. Music was furnished by Rivers Chambers. Refreshments were served in the new Built-in Bar in the Ballroom.

For further information concerning the SAN FRANCISCO BRANCH Maryland Branch please communicate with Our monthly dinner was held on the Delano F. Fitzgerald, '27, Secretary, 203 Tapevening of Oaober 6th, Officers' Mess, U. S. low Road, Baltimore, Md. Naval Station, Treasure Island.

We had more gold on display than usual MILWAUKEE BRANCH and had our first guest commodore, Philip F. At a meeting held Wednesday September Roach, USCG. J. H. Anderton, Produaion Superintendent 22 at Cudworth Memorial Building, Lt. Kavanaugh C. Downey, USNR (Ret.) , was elect- of the Marinship Corporation, was our guest ed President of the Milwaukee chapter. Lt. speaker. Mr. Anderton is an authority on Downey was formerly executive officer of the Japanese aflFairs, having lived in that country 12th battalion, U. S. Naval Reserve at Mil- for approximately twenty-two years. He was waukee. Downey is a member of the Class intimately conneaed with the construaion ot 1917 and served with the destroyers operat- their hydro-electric system, which is second to ing out of Queenstown, Ireland, during none. His talk was one of the most interestWorld War 1. Other officers chosen: John ing that we have had since our organization Avery, '23, Vice-Pres.; Clyde R. Braun, '39, was formed. When he concluded his speech, Sec.-Treas.; Donald A. Cameron, '24, Robert he received a rousing ovation which was sponR. Anderson, '33 and Charles W. Givan, '22, taneous. members of the Executive Committee.

Mr. R. A. N. Hilyer, the British Aaing Captain D. D. Dupre, '15, Commandant of Consul General, told us of his recent meeting the ROTC unit at Marquette University, Mil- with Prime Minister Winston Churchill, and waukee, addressed the members of the Gyro he, too, was applauded vociferously.

Club of Milwaukee on Thursday September We adopted the innovation of each mem23rd. The subject of his address was "Naval ber and guest announcing themselves.

Mindedness."

The meeting was carried out with clocklike Other recent visitors to the Milwaukee precision and adjourned promptly at 9:45. chapter were Lt. Comdr. Dwight Williams, For information, please communicate with Ensign Gess, '44, and Midshipman Paul Haller Belt (1908), 593 Market St., San Francisco, Calif.; Telephone Garfield 0695.

Adams, '45.

99

On the Beam the Navy (or even perhaps inside the FEWNavy)personsrealizeoutside that the Naval Air Transport Service is

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under Naval Operations rather than the Bureau of Aeronautics. NATS is in the Aviation Division, Office of Chief of Naval Operations, and is directed by Captain John Perry Whitney, the author of the interesting article on the service in this issue.

Among key men under him are such well-known former airline figures as Comdr. "Dutch" Schildhauer (Ex-PAA and Glenn L. Martin), the direct head of NATS, and Comdr. Paul Richter, former executive vice-president of TWA, who is in charge of operations.

Entering the Naval Academy in 1917 from Brooklyn public schools. Captain Whitney saw active duty in World War 1 as a midshipman but turned to aviation after the armistice and completed his flight training in 1925 at Pensacola. In subsequent years he served aboard the carriers LANGLEY,

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RANGER and LEXINGTON.

He commissioned the aviation tender CLEMSON in 1940 and commanded her until April, 1942, when he returned to the Bureau of Aeronautics. In October of that year he was transferred to his present post. * # * * E are sure that SHIPMATE readers will enjoy the article "The Nazis Were Taken by Surprise" by Second Lieutenant McGeorge Bundy, military aide to Rear Admiral Alan Kirk. * * * * "CNSIGNS Frank and John Craighead, authors of "If you • ^ H a v e an Unexpected Landing," are well-known in both the writing and scientific world. Since grammar school days they have been out of doors at practically all except meal times—and even much of their eating has been done in the woods. They are the authors of articles on wild life and, in particular, on falconry and hunting, which have appeared in the SATURDAY EVENINNG POST, NATIONAL GEOGRAPHIC, and other magazines. Some three years ago they published an interesting volume on falconry entitled Hawks in Hand, which established them as professional writers, even though they were hardly old enough to vote. * * » # HE author of "The Coast Guard of Tradition and Today's War," W. O. Arthur Bernon Tourtelot is on military leave from Time, Inc. He is the author of "The Charles,", "He Loved No More," and "The History of the Years," as well as articles in many magazines. * * * * HIPMATE is indebted to HARPERS Magazine for permission to republish the article. "We Model Our Fighting Ships" by C. Lester Walker, which appeared in the November issue of that magazine. * * # * RINCETON University Press, publishers of Weather Around the World by Ivan Ray Tannehill. Chief of Division of Synoptic Reports and Forecasts of the U. S. Weather Bureau, reports that this volume, which is highly recommended by SHIPMATE, is having splendid sales through the Military services. The article "Clouds Are Important in Wartime" is taken from that volume. Next month in SHIPMATE, Mr. Tannehill will discuss "Prevailing Winds, Barometers, and The Law of Storms," which we are sure readers will find both interesting and helpful.

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