During the Second World War, the Allied Powers employed a system of cargo vessels and naval escorts to transport goods and personnel throughout the world. It is estimated 718 routes were designated and at least 27,832 individual convoys involving 366,984 ship movements were used. (38&39) One of the special and highly critical activities were the CU series of fast ( 14 knot ) Trans-Atlantic troopship and oil tanker convoys. (40) Inaugurated in 1943 to deliver badly needed petroleum products, particularly aviation gasoline to the U.K., by wars end an additional 945,261 army personnel were transported to the European Theater of Operations under this routing. An efficient arrangement, sailing intervals were synchronized to depart about every nine days with a crossing time of 11 days. Return trips to New York operated under the UC banner. Heavily escorted, only four ships were sunk in convoy and two damaged between 1943 and 1945. 5,362 vessels sailed in 154 convoys. (41) With the outbreak of the European war in the fall of 1939, many of the U.S. Naval officers ( admirals excluded ) mentioned in the following text would be well positioned to serve this convoy five years later. That valuable experience is noted in a table at the end of this reading. Being in those safe and capable hands, convoy CU 49 shall now closely be examined. ( Unless otherwise noted, photographic “ headers “, including dates, signatures and some data are courtesy of fold3.

Thank-you ! )

The convoy designation CU was a routing between the Southwestern Caribbean island of Curacao ( 171 sq. mi. ) and the United Kingdom. A part of the Kingdom of the Netherlands, which included neighboring Aruba 69.15 miles to the North-West, Curacao is home to a stable political climate, natural deep-water harbor and an extensive oil related ( refining ) industry. This vital significance placed the region into a position of supreme importance. Beginning on February 11, 1942, to augment the Netherlands Military, local colonial volunteer corps ( native conscripts ) and coast artillery, the United States Army was deployed to begin defense of the area with its headquarters at Camp Suffisant near “ Amerikanenkamp “. (61&62) Force 1291 ( Curacao ) and Force 1280 ( Aruba ) totaled over 2,300 troops. In command was Colonel Peter Cleary Bullard ( 1892 – 1972 ). (62)

( As noted above, credit (95) is issued for the use of the January 1, 1942 publication of the Official Army Register.

Thank-you ! )

( Colonel Bullard graduated from the U.S. Military Academy on June 12, 1914 # 5210 with a number five

ranking of 107. ) (68)

A month earlier, the 59th Bombardment Squadron ( Light ), flying Douglas A-20A Havoc light bombers, was already actively engaged in the fight, being the first unit to set foot in the “ Netherlands West Indies “. Spending 543 days on the islands, 19 attacks against enemy submarines would be recorded with U-153 being damaged 120 miles off the coast of Colombia as noted below. (63,64&BLUE)

(63)

Dated January 15, 1942, First Lieutenant Hiette S. Williams, Jr. commanded the squadron, which, was assigned to the Sixth Interceptor Command. (64)

(95)

( Public Domain emblem of the Sixth ( Caribbean ) U.S. Army Air Force from Wikimedia Commons. Thank-you !

(69) )

At this time, the submarine menace in the Western area of the Caribbean Sea Frontier was at its peak. (64) Within an eight-month period in 1942, U-boats sank 173 merchant vessels in the region. (65) This point was “ driven home “ as at least nine U-boats ( numbers 67, 69, 130, 156, 163, 217, 502, 539 and 615 ) were reported operating in the immediate waters off the two islands during the war. (66 & Femern related.) Over the next two years, several air squadrons and ground units were exchanged. By the time of the sailing of this convoy, the enemy threat had been highly diminished, however, the 253rd Coast Artillery Regiment ( Puerto Rico National

Guard ) was primarily responsible for protection of the region. Along with Dutch military forces, Headquarters, Service, Maintenance, Anti-aircraft ( 37, 40, 75, 90 and 120 mm ), Weapons, Searchlight, 155 mm howitzer, and naval gun ( 3” & 7.5” ) detachments provided security. (62,67&247)

( Above image courtesy of World War II Order of Battle U.S. Army ( Ground Force Units ) page 472 by Shelby L.

Stanton / ISBN 0-8117-0157-3. Thank-you ! (67) )

( Map ( above ) provided by ( below ) – Thank-you ! (70) )

Under the jurisdiction of Commander ALL Forces Aruba- Curacao at Fort Amsterdam, Willemstad, Curacao, “ Netherlands Antilles “, Rear Admiral Frank Edmund Beatty, U.S.N. # 9673, ( 1894 – 1976 ), the mission of this advanced base was to protect the refineries and conduct anti-submarine operations. At least 26 guns of a heavy caliber provided coastal defense. (247) Chief of Staff and Commander of the Netherlands Forces was Schout bij Nacht ( Rear Admiral ) Carel Johan Baron Van Asbeck ( 1891 - 1962 ).

( Van Asbeck ) ( Photograph being used on multiple web-sites with

the coat of arms from Wikimedia Commons – Thank-you ! (71) )

With the report for Sunday, November 5, 1944 missing, the war diary for the month of November, 1944 expresses surface and air operations for the district. (46)

Camp Parera, usably completed in January of 1943, housed 650 U.S. Naval personnel. Facilities included recreational, administration, shop and a 25-bed hospital, all with essential utilities and road system. Hato Field, ( United States Army Air Forces station code D551 with 27 reported aircraft accidents between 1942 and 1944. ), with a mobile Signal Corps Radio model 270 early warning radar system, a supplemental radio station, storage and more administration buildings, could house an additional 620 naval forces. (58,60,59&247) This was home to VPB-92 ( Patrol Bombing Squadron Ninety-Two of Fleet Air Wing Eleven ) from July 9, 1944 until November 29, 1944, when, complying with secret dispatch 271437 from the Commander Caribbean Sea Frontier, eight “ Catalina’s “ were rotated to San Juan, Puerto Rico. Retaining two PBY-5A’s and three crews here, Lieutenant Commander Robert A. Proctor, U.S.N.R. # 79053, commanding, supervised the movement over the next two days. A replacement squadron ( VPB-147 ) was enroute to complete the transfer. From life in the tropics, the squadron was bound for the detrimental flying conditions of Naval Air Station Quonset Point, R.I. By January 18, 1945 the approaches to New York harbor were being safe guarded by all of VPB-92.

( Photograph of Hato Field provided by Jerome Lee at the Caribbean Roll of Honour ( website ) via the

Chaguaramas Military History & Aerospace Museum – Trinidad – Thank-you ! (72) )

A smaller naval presence was felt on Aruba. Four buildings, two Quonset huts and commercial concerns aided over shipping control from that island. (58) Dakota Field ( U.S.A.A.F. station code D556 with 12 reported aircraft accidents between 1942 and 1945. ) and Camp Savaneta, near Cura Cabai, were military bases here. (60&59) A mobile Signal Corps Radio model 270 provided early warning radar for the island. Coast defense armaments, including anti-aircraft light machine guns, totaled 13 guns of a heavier caliber.

(247)

( Photograph of Dakota Field provided by Jerome Lee at the Caribbean Roll of Honour ( website ) via the

Chaguaramas Military History & Aerospace Museum – Trinidad – Thank-you ! (72) )

The military post office box numbers are as follows: Aruba - Army Post Office 811 Miami ( 4-42 to 3-46 ) Curacao – Army Post Office 812 Miami ( 4-42 to 10-46 )

(245) Aruba – Fleet Post Office 155 New York Curacao – Fleet Post Office 154 New York

(246)

To facilitate the formation of overseas convoys, including six vessels in this convoy alone, an assembly area was utilized on the East side of the Hudson River. Generally running along Riverside Park, residents in the Upper West Side, Morningside Heights and Sugar Hill enjoyed the spectacular views. To get an idea of the expanse of this tract, this Fall of 1910 cropped photograph ( below ) of a portion of the U.S. Navy’s battleship fleet is presented:

( Looking up the Hudson River from about 93rd Street, this ( above ) photograph was taken by Thaddeus Wilkerson ( 1872 – 1943 ). The 1940 issue of the New York Telephone

Company directory for Manhattan contained a listing within the Washington Heights neighborhood at 612 West 178th Street @ WAdsworth 3-6737 for Mr. Wilkerson. (169)

The original full-scale image noted a copyright. However, the Museum of the City of New York, holder of file M3Y61433, advises low resolution copies are “ free “

to download with proper acknowledgement. Credit (163) does this with a grateful Thank-you ! )

( In a closer examination, a cropped photograph ( below ) taken in 1917 by William Davis Hassler, ( 1877 – 1921 ), shows two unknown battleships anchored in the Hudson River assembly area. A May 15, 1920 New York Telephone Company directory, having their Executive

and General Offices at 15 Dey Street within the Borough of Manhattan, notes a listing within the Inwood

neighborhood at 150 Vermilyea Av. @ Wadsworth 196 for Mr. Hassler. (170) The Museum of the City of New York graciously provided low resolution file MNY53178 to

enhance this project. Credit (164) issued. Thank-you ! )

Two steam tank ships, the Markay and Paoli had departed Caribbean waters in November of 1944 and were destined for the Hudson River assembly anchorage off the Upper West Side of New York and sailing with convoy CU 49. Aboard the S.T.K. Markay #

242355, sailing from Aruba on November 23, 1944 at 1600 hours, were 17 military passengers. Being Thanksgiving Day 1944, one wonders where “ festivities “ took place… Seven naval officers, five enlisted naval, three enlisted coast guard and two enlisted army personnel arrived in New York on November 29, 1944.

( This Official U.S. Navy Photograph ( # 80017 ) ( below )

was taken by a blimp from ZP-14 based at N.A.S. ( Lighter Than Air ) Weeksville at Elizabeth City, N.C. on August 13, 1943. The S.T.K. Markay was at an unknown

location. )

Also, the S.T.K. Paoli # 246836 being a brand-new ship and fully loaded for the first time with 121,474 barrels of gasoline in Curacao, to conduct a stress trial while enroute to New York, test fired her guns with Ensign Leo F. McNamara, U.S.N.R. # 307565, filing this report:

Beginning as early as November 1, 1944, empty “ inbound “ vessels made themselves available for loading of cargo at various port facilities. The most common date was November 25th with twelve arrivals. Sometimes delayed by repairs while in port, ( 19 days –

S.S. Raphael Semmes # 242074 – boiler trouble ), most were loaded in a timely and efficient manner. The composition of this convoy would be comprised from the following:

Two from repairs. Two from The Caribbean ( loaded ). Two from Texas ( loaded ). Eight from convoy GUF 16. Five from convoy UC 44 A. Three from convoy UC 44 B. Fifteen from convoy UC 45 A.

When possible, concerns or modifications as noted by the commanders of the U.S. Naval Armed Guard or “ Masters “ of each vessel would be addressed. Perhaps the most critical incident involved the refusal of the merchant crew to assist U.S. Navy personnel aboard the S.S. Cape Nome # 246217 in the defense of their ship as noted in files (42B,42C,42D&42E). The commander of the U.S. Naval Armed Guard, Lieutenant George V. Salzer, Jr., U.S.N.R. # 114160, as seen below with over 14 years of experience and senior guard officer of this convoy, made the observation on the latest inbound voyage from Cherbourg, France and dated his report November 17, 1944. ( The chief malcontent would be replaced for the sailing of this convoy. )

( Above seven public domain images from the Hyper War Foundation via IBIBLIO and the University of North Carolina

at Chapel Hill – Thank-you ! (73) )

( This Official U.S. Navy Photograph ( # 280096 – above ) was taken by a blimp from ZP-11 based at N.A.S. ( Lighter Than Air ) South Weymouth, MA. on September 23, 1944. The S.S. Cape Nome was 122.35 Nautical Miles East by North from Provincetown, MA. bound for Boston from

Liverpool in convoy UC-37. )

( Published in 1944, this Land Utilisation Map of the Isle of Wight, ( above ), is reproduced with the permission of the

National Library of Scotland. Thank-you ! (82) )

( Above logo is “ fair use “ from Wikipedia. Thank-you ! (83) )

( As noted above, produced in 1961, this 1:25,000 scale Ordnance Survey map of Saint Helens, Isle of Wight, U.K.,

is reproduced with the permission of the National Library of Scotland. Thank-you ! (84) )

Another interesting concern, one of possible convenience and comfort, involved the third oldest steam tank ship in the convoy, the Esso Wilmington, who, was delivered on November 14, 1942. As noted by the commander of the U.S. Naval Armed Guard, Ensign Charles E. Gallagher, U.S.N.R. # 298782, her latest itinerary was:

October 14, 1944 @ 1200 – Departed from the Saint Helens Roads Anchorage off the Isle of Wight, U.K. in convoy UC 41A with “ empty “ water ballast. ( Note maps above. ) October 24, 1944 @ 0945 – Detached from the convoy. October 29, 1944 – Arrived at Aruba, N.W.I. October 30, 1944 – Departed ( loaded ) from Aruba, N.W.I. with gasoline in an independent movement. Arrived in New York on November 5, 1944. At this point, her cargo of 131,293 barrels of gasoline was off loaded, 56 % of the armed guard exchanged and she was directed to a ship yard for “ freshening up “ including:

Subsequent reports indicated no further modification requests, however, I cannot confirm if they were denied

or complied with by the Port Director of New York.

As noted above, among the 196 departures for the month of November, 1944, three vessels were for this convoy. As reported by the Philadelphia Port Director, Captain Robert Pollock Guiler, Jr., U.S.N. # 6882, ( 1887 – 1975 ), ( Retired on June 30, 1937 having a permanent status as a Commander dated July 1, 1929. His temporary rank of Captain was dated February 25, 1942. ), M.V. Bantam, S.S. Exminster # 245078 and S.T.K. Perryville # 244644 made their way up to New York.

(108)

** ( Note ! Any footnote with a credit of (108) is a

photograph obtained from the U.S. Naval Academy’s graduating class and their “ LUCKY BAG “ yearbook for that year. Also, registers dated July 1, 1944 ( U.S.N. and M.C. ) and July 31, 1944 ( U.S.N.R. ) were consulted to

obtain information regarding the commissioned officers mentioned in this website. ) **

( Robert Pollock Guiler, Jr. ( above ) was admitted to the U.S. Naval Academy on July 3, 1905 from Calais, Ohio. (116 & 108) Graduating on June 4, 1909, he earned a merit roll standing of 156th out of 175. (116) “ Midshipmen “ Guiler, with signal number 1687, reported aboard the 13,000 ton, 36-gun battery, armored steel first class battleship U.S.S. Mississippi ( BB-23 ) on July 10, 1909. (176 & 177) The year 1911 found her as a part of the Third Division of the U.S. Atlantic Fleet with a complement of 47 officers and 754 men. ) (176 & 177)

( This Official U.S. Navy Photograph ( # 200271 – above ) was taken by a blimp from ZP-14 based at N.A.S. (

Lighter Than Air ) Weeksville at Elizabeth City, N.C. on November 19, 1943. The S.T.K. Perryville was at an

unknown location. Note the rigging for deck cargo. )

( As noted, the above image is a Google Map. Thank-

you ! (74) )

Between November 27th and 29th, 1944, the three vessels ( above ) passed through an area known as the DELaware CAPES ( above ). Located between Cape May, New Jersey and Cape Henlopen, Delaware, the strait is about 13 nautical miles across ( 15 statute miles ). This would be well within range of the M1918 155mm field gun ( below ), given, when placed on both sides of the narrows. This was accomplished by the U.S. Army’s 261st Coast Artillery Regiment ( Harbor Defense

), , who, were well trained, highly decorated and very useful.

( Above image courtesy of World War II Order of Battle U.S. Army ( Ground Force Units ) page 472 by Shelby L.

Stanton / ISBN 0-8117-0157-3. Thank-you ! (67) )

Fire Control Towers dotted the region’s beach

landscapes: .

( 261st C.A. crest from Fort Miles ( .org ) ( no reply on permissions request ), public domain photograph of the 155mm field gun by Arthur Barie @ xbradtc.com and F.C.T. photograph via Wikimedia Commons & Coast Defense Study Group of McLean, VA. Thank-you to all ! with acknowledgement credit number

75 issued. )

Additionally, the U.S. Navy’s Task Group 02.4 ( Delaware Group ) was actively engaged in guarding the waterway with nineteen vessels as shown ( below) with their characteristics and order of battle.

( The above photograph of Milo F. Draemel is courtesy of NavSource Naval History ( website ). Thank-you ! (186) )

Order of Battle - U.S. Navy Task Group 02.4 - Delaware Group

Rear Admiral Milo Frederick Draemel, U.S.N. # 5375 ( Commandant of the Fourth Naval District ) ( M. F. Draemel ( 1884 – 1971 ) as a Captain – U.S. Navy. )

Chart effective as of 22 November 1944

Cape May, New Jersey Station # 137 - U.S. Coast Guard Coast Guard Cutter - 83 foot

# 305 @ NLUG # 307 @ NLUI

# 314 @ NLUP # 318 @ NLUU # 324 @ NLVA # 340 @ NLWF # 371 @ NLXM # 413 @ NOFF # 414 @ NOFG

U.S.C.G. # 290 the 183 foot " Gentian @ NRPI " on temporary duty doing wreck survey work.

Cape May, New Jersey U.S. Naval Frontier Base @ “ NCR “

Submarine Chaser - 111 foot - U.S.S. # 715 @ NXDP ( Noll, Sanford B. - LT. ( jg ) U.S.N.R. # 185665 )

# 1015 @ NCXK ( Rothman, Donald N. - LT. ( jg ) U.S.N.R. # 229067 ) # 1339 @ NTLN ( Meinhold, Arthur H. - LT. U.S.N.R. # 245259 )

YMS Auxiliary Motor Minesweepers - 136 foot - U.S.S.

# 42 @ NBXH ( Zucker, Robert D. - LT. U.S.N.R. # 119879 ) # 110 @ NAOE ( Allen, Harold P. - LT. (jg) U.S.N.R. # 222529 )

# 111 @ NASE ( Bledsoe, Ferris A. - LT. U.S.N.R. # 120237 ) # 455 @ NQYD ( Ellis, Jr. Grover - LT. U.S.N.R. # 147177 )

# 462 @ NQVM ( Newton, William S. - LT. U.S.N.R. # 119746 )

Rescue Ocean Tug U.S.S. ATR 57 @ NFVV ( McCarthy, William H. - LT. U.S.N.R. # 151543 )

@ ---- is the international radio ( & flag ) call sign for that vessel. Commanding Officers as of December

31, 1944.

mck December 15, 2017

All Patrol Logs ( above ) were discontinued on November 22, 1944 @ 2359 hours. However, it is believed “ work “ carried on in a likely fashion to the end of the war.

(77)

( N.A.S. Wildwood )

Within Cape May County, N.J. is N.A.S. Wildwood ( below ). Commissioned in 1943, this was home to at least one “ operating “, one “ utility “, one “ Carrier Aircraft Service Unit “ and three “ training “ squadrons during this time frame.

( Above photograph from Wikimedia Commons, Thank-you ! (76) )

(77)

( VS-36 )

( Squadron patch from the Bluejacket ( naval )

website. Note, any credit numbered (77) is given to that fine website for the use of patches from their

excellent collection. A huge Thank-you ! )

Commanding since May 29, 1944 by Lieutenant

Charles Allen Wallace, U.S.N.R. # 98478, with a date of rank being March 1, 1943, Scouting Squadron Thirty-Six had twelve Douglas SBD-5 “ Dauntless “ dive bombers and a Grumman J4F2 “ Widgeon “ air sea rescue craft on hand.

( Having 131 built, this photograph of the Grumman J4F2 “ Widgeon “ air sea rescue craft ( above ) is by

Historic Aircraft ( .org ) ( No reply on permissions request. ). (78) )

Assuming command of Utility Squadron Five ( VJ-5 ) on October 21, 1944 was Lieutenant Commander Winfield Godfrey Maurer, U.S.N. # 137073, ( July 1, 1909 – October 15, 2004 ). Mr. Maurer was promoted to that rank just four days earlier. This squadron was engaged in providing target drone services via radio control.

( above five images )

With a date of precedence being March 1, 1944, Lieutenant Commander Alexander Beach, U.S.N.R. # 138071, had assumed commanded of Carrier Aircraft Service Unit Twenty-Four on November 28, 1944. Please note his biography and a short squadron description ( above ).

( The Carrier Aircraft Service Unit logo ( above ) is used with direction from the Smithsonian Institution –

National Air and Space Museum. Thank-you ! (187) )

Bombing Squadron Eighty-Nine ( VB-89 ) was commissioned into service on October 2, 1944 at N.A.S. Wildwood, New Jersey with Lieutenant Commander Robert Raymond Stuart, Jr., U.S.N. # 82530, ( 1917 – 2012 ), in command. Admitted to the U.S. Naval Academy on June 27, 1935 from Bluefield, West Virginia, he graduated on June 1, 1939 having earned a merit roll standing of 331st out of 581. (108 & 116) By July 1, 1939, Ensign Stuart, with signal number 6564, had reported aboard the 14,500-ton, first line aircraft carrier U.S.S. Ranger ( CV-4 ). (188 & 193) On October 1, 1939, with mail being directed

to New York, a home yard of Norfolk and a home port of San Diego, the U.S.S. Ranger had a duty station with the U.S. Fleet and Atlantic Squadron. (193) His temporary rank of LT. CDR. was dated March 15, 1944, while, maintaining permanent status as a Lieutenant ( J.G. ) from June 1, 1942. On March 21, 1945, VB-89 was placed on board the brand new, recently commissioned Essex Class aircraft carrier U.S.S. Antietam ( CV-36 “ NHCY “ ). Enroute to Eniwetok Atoll, Guam and Okinawa, hostilities ended with the squadron flying no combat missions. Within the BLUE photograph section, a squadron logo, photos and biography of Mr. Stuart can be seen.

( Ensign Stuart – 1939. (108) )

Detached from the U.S. Naval Auxiliary Air Station ( Cecil Field ) Jacksonville, Florida on November 13, 1944, Lieutenant Commander Charles H. Mester, Jr., U.S.N.R. # 83857, as the newly assigned commanding officer, would be enroute to the commissioning of Bombing Squadron Ninety-Four ( VB-94 ) in his 1941 Nash Ambassador Coupe (

PA. K-1797 ). As noted above, apparently, he would miss that ceremony by one day. VB-94 was placed on board the Essex Class aircraft carrier U.S.S. Lexington ( CV-16 “ NBGV “ ) on June 5, 1945. Between June 20th and August 15th, 1945, VB-94 would conduct bombing strikes against Wake Island ( 33 sorties ) and twelve days of raids over mainland Japan. Within the BLUE photograph section, a biography of Mr. Mester can be seen.

Bombing Squadron Ninety-Seven ( VB-97 ) was commissioned into service on November 1, 1944 at N.A.S. Wildwood, New Jersey with Lieutenant Commander Grant Houston Rogers, U.S.N. # 82503, in command. Admitted to the U.S. Naval Academy on June 26, 1935 from Chicago, Illinois, he graduated on June 1, 1939 having earned a merit roll standing of 544th out of 581. (108 & 116) By July 1, 1939, Ensign Rogers, with signal number 6760, had reported aboard the 19,900-ton, first line aircraft carrier U.S.S. Enterprise ( CV-6 ). (188 & 193) On October 1, 1939, with mail being directed to San Diego, a home yard of Puget Sound and a home port of San Diego, the U.S.S. Enterprise had a duty station with the U.S. Fleet and Battle Force Aircraft / Carrier Division Two. (193) His temporary rank of LT. CDR. was dated March 15, 1944, while, maintaining permanent status as a Lieutenant ( J.G. ) from June 1, 1942. Dated November 29, 1944, fifteen ( 15 ) Curtiss-Wright SB2C-1C “ Helldiver “ dive bombers were allocated VB-97.

( Ensign Rogers – 1939. (108) )

( This circa 1905 postcard of the entrance to the U.S. Navy Yard in Brooklyn, N.Y. was created by the

American Art Publishing Company and H. Finkelstein & Son. ( Research indicates, about November 17, 1920, Herman and Joseph had their printing office at 108 Park Row in the Civic Center neighborhood with a

telephone number of Worth 506. ) Low resolution file M3Y43706 is held by the Museum of the City of New

York, who, generously provided this downloaded copy. Thank-you ! (165) )

While undergoing availability awaiting forming up of the convoy, the U.S.S. Gandy ( DE 764 – “ BUG 64 “ –

) received two “ new “ officers on board. Lieutenant James A. Bickel, U.S.N.R. # 119091, reported on board as First Lieutenant on November 22,1944. This likely occurred at Pier D, berth 4 at the Brooklyn Navy Yard the day before Thanksgiving. Three days later, here, or at two possible other locations, Lieutenant ( J.G. ) Alfred W. Hesse, Jr., U.S.N.R. # 362640, came aboard for 36 days of temporary duty. Before moving North ¾ East for 13.2 nautical miles to the 36th Street Pier in Brooklyn, N.Y., the U.S.S. Gandy replaced her ammunition at the Rear Admiral Ralph Earle Depot on Sandy Hook Bay ( below ). Berth four at Leonardo Pier, within Middletown Township, N.J. @ 40 26 32 North & 74 03 28 West, accommodated this transfer. (34) (122) (123)

( These Official U.S. Navy Photographs ( numbers LH 15825 and LH 15827 – below ) were taken by a blimp

from N.A.S. ( Lighter Than Air ) Lakehurst, N.J. on October 7, 1943.

(77)

( N.A.S. Lakehurst )

( The EARLE U.S. Naval Ammunition Depot in New Jersey was under construction at this time. Part of the 11,070-

acre ( 17.3 square miles ) facility with its 238 storage magazines and 126 miles of railroad Right of Way can be

seen ! (244) )

As noted below, in official correspondence dated April 27, 1944 between the Third Naval District and N.A.D. - EARLE, mention is made of Lieutenant Commander Kyran Edward Curley, U.S.N. # 63432, ( 1909 – 2001 ). Admitted to the U.S. Naval Academy on July 9, 1926 from Troy, New

York, he graduated on June 4, 1930 having earned a merit roll standing of 275th out of 405. (108 & 116) Ensign Curley, with signal number 5411, reported aboard the 7,050-ton light cruiser U.S.S. Richmond ( CL-9 ) on July 14, 1930. (176) This temporary rank of LT. CDR. was dated June 15, 1942, while, maintaining permanent status as a Lieutenant from June 30, 1938.

( Ensign Curley – 1930. (108 ) )

( In file 27 for the U.S.S. Wingfield, please note the

extensive documentation regarding the covered lighter U.S.S. YF(N)-822 and The City Lumber Company, Inc. of

Bridgeport, Connecticut ! )

( This topographical map ( below ) of Sandy Hook Bay, N.J. was originally surveyed in 1884 and updated in April

of 1901. Please note the Life Saving Stations “ Sandy Hook “ and “ Spermaceti Cove “. By 1944, the U.S. Coast Guard station number 97 ( Sandy Hook ) would be

located near the pier on the West side of the peninsula. The Leonardo U.S. Navy Pier ( X ) would be built West of

the Conover Beacon. Originally built of wood in 1856, this 45-foot-tall steel structure opened in 1941 and was de-

activated in 1988. Map credit (124) is from the University of Texas Perry-Castaneda Library Map Collection file #

2141449636. Thank-you ! Picture credit (125) is courtesy of Hugh Murphy, Jr. of the New Jersey Lighthouse Society of

Navesink. Thank-you ! )

(243)

( Taken on July 10, 1944, this official U.S. Navy photograph ( NEG # 235889 - above ) shows the U.S.S. Wingfield ( DE-194 ) taking on ammunition within Sandy Hook Bay, N.J.

Note the continued construction ( working cranes ) of the 2.2-mile-long Leonardo Pier, tugboats and the covered

barges in the background. )

( Credit below. )

( Having had a license, ( # MN1INV381 ), granted to me by the Museum of the City of New York on October 26,

2016 for use on this website, this photograph, ( # MNY235492 – above & the enlargement below ), was taken in 1915 of the Whitehall Building @ 17 Battery Place by the Wurts Brothers ( Norman and Lionel )

Company of architectural photographers of New York – 1894 - 1979. Completed in 1904 and designed by the

noted architect Henry Janeway Hardenbergh, ( 1847 – 1918, who, in 1915 had his office in the Flatiron

neighborhood at 47 West 24th Street @ Greeley 3678. ( See credit 144 below. ) ), the building was home for the

U.S. Navy’s Third Naval District and their offices of the

Port Director. Official acknowledgement credit (143) as follows: Wurts Bros. (New York, N.Y.) / Museum of the City of New York. X2010.7.1.1937.

Thank-you ! )

( Taken from a New York Telephone Company directory dated February 4, 1915 ( above ), the main switchboard number for the Whitehall Building may have been Rector

3668. Note the Bell System sign to the left of the main entrance in the above photograph. Credit (144) is given

to Internet Archive and the following: Call number NM 917.471 N

Digitizing sponsor Metropolitan New York Library Council (METRO)

Book contributor Brooklyn Public Library, Brooklyn Collection Thank-you ! )

(108)

( Frederick George Reinicke ( above ) was admitted to the U.S. Naval Academy on July 5, 1906 from Marion,

Ohio. (108 & 116) Graduating on June 3, 1910, he earned a merit roll standing of 95th out of 132. (116) “ Midshipman “ Reinicke, with signal number 1795, reported aboard the

14,948 ton, 40-gun battery, armored steel first class battleship U.S.S. Virginia ( BB-13 ) on July 7, 1910. (176 &

177) The year 1911 found her as a part of the Fourth Division of the U.S. Atlantic Fleet with a complement of 49

officers and 881 men. (176 &177) Career awards and citations would include at least the Navy Cross and

Legion of Merit. ) (94)

As noted above, by calling BOwling Green 9-6220 to confirm directions to the Office of Port Director – New York, Commodore Frederick George Reinicke, U.S.N. # 7586, ( 1888 – 1969 ), ( Retired as a Captain on June 1, 1939 having gained permanent status of that rank on February 13, 1939. The temporary rank of Commodore was dated May 27, 1943. ), of the Third Naval District, commanding officers of U.S.S. and H.M.S. vessels, masters of merchant vessels, members of communications departments ( radio & signal ), armed guard ( gunnery ) officers for 38 total ships along with representatives of the U.S. naval escorts were advised to report for a pre-sailing conference on November 30, 1944. Rooms 340 and 1425 of the Whitehall Building ( above ) were occupied for this purpose beginning at 1300 hours. Additionally, several merchant masters were directed to the Issuing Office in room 1445. Room 1302 contained the Hydrographic Distributing Office.

Here, complete charts, light lists and sailing directions for the United Kingdom ( Portfolios 36, 37, 37A and 38. ) and the West coast of Europe ( Portfolios 33, 34 and Annex 1. ) were available. During these briefings, United States Navy operation order # 150 was issued, “ wartime instructions “ were given for standard and straggler routing, radio usage and details of other important,

confidential memorandums as provided by Lieutenant Commander William A. Pedrick, U.S.N.R. # 27953, of the Convoy & Routing Section. Captain “ CHIEF “ Oliver Lodwick Wolfard, U.S.N. # 7613, ( 1888 – 1945 ), was assigned convoy commodore with his flagship as the S.S. White Falcon # 245546. (P) His assignment to this duty was dated November 15, 1944. Prior to this, he was convoy commodore for the “ inbound “ convoy UC 44 A aboard the S.S. Exceller # 240879. That convoy had departed Liverpool, North West England on November 6, 1944 and had arrived in New York City 10 days later on the 16th. His old flagship would be turned for “ outbound “ service in this convoy in “ final “ cruising position 34. Entering the service on July 5, 1907 with an appointment to the U.S. Naval Academy at Annapolis, Maryland from Reno, Nevada, Mr. Wolfard graduated on June 2, 1911 with a merit roll standing of 13th out of 194. (108 & 116) Early in his career, he was an ensign aboard the U.S.S. Minnesota ( BB-22 ), a lieutenant junior grade on the U.S.S. Machias ( PG-5 ) and an instructor at Lehigh University. (51) Completing 16 years and six months of sea service, Captain Wolfard had retired on July 1, 1939. His rank of Captain was permanently dated February 13, 1939. Presently, a temporary residence was maintained at New York City’s Downtown Athletic Club, 18 West Street @ WHitehall 4-2800. U.S. naval personnel aboard his flagship, acting as the Convoy Communications Group, consisted of an additional commissioned officer and five enlisted men. Lieutenant James P. Smith, U.S.N.R. # 252492, a Radioman Third Class and four Signalmen Second Class were attached on November 30, 1944. The U.S. Navy designated that operation orders would use “ secret “ code book publications MERchant SIGnalS Vol. III, Confidential Admiralty Merchant Shipping Instructions 1/44 ( Pink

Guard Book ), Communications Instructions for Merchant Ships 42 and the latest Broadcast to Allied Merchant Ships with General Recoding Table SP 2272 ( #’s 33 & 34 ), Special Incon Pad SP 2406 ( # 759 ) along with One Ship Pad SP 2413, code word SIX XRAY DOG THREE for general call, route positions GT through GZ as check points, the latest convoy and routing information as provided by the Tenth Fleet’s FX-37 section from the Navy Department in Washington, D.C. and internal “ oversize “ worksheets. (24) (44) (45) Any emergency communications would be broadcast via 2410 KCS voice.

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( For the above four images, the credit is below. )

While the above conferences were taking place downtown, nearby, within New York Harbor Fleet Assembly area 22, the S.T.K. Empire Milner # 169143 was involved in a minor incident. At about 1410 hours on Thursday, November 30, 1944, in the face of heavy gusts

from a westerly Force Six wind, she dragged her anchor and ranged alongside the M.V. Rosemont causing no apparent damage to either vessel. Admiral Jonas Howard Ingram, U.S.N. # 6587, ( 1886 – 1952 ), Commander in Chief of the United States Atlantic Fleet, strategically, was using the following Eastern Sea Frontier plans: 1. Task Force 02 Composition ( with commanders ) dated February 28, 1944. 2. Operation Plan 1-44 dated June 24, 1944. 3. ( Communications ) Operation Plan number 1-44 of the New York Group dated January 1, 1944. This 33-page file, incorporating all of this data, is named: Eastern Sea Frontier – 1944 related files ( plans & etc. ) (P)

( Above three images. )

Also in New York, the British Routing Liaison Officer was the highly decorated, ( Acting ), Captain Harold Auten, R.N.R., ( retired ), ( 1891 – 1964 ).

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** ( Note ! Any footnote with a credit of (97) is a roster

corrected to as of December 30, 1944. ) **

( Above image used with permission from N.A.R.A. – New York. )

As noted above, two vessel candidates for convoy CU-49 were the S.S. Arawa # 140148 and S.T.K. Empire Milner. Being in the New York City area from Great Britain, the opportunity presented itself for members of the ship’s crew to go Absent With Out Leave and later, be declared “ presumed deserters “. Those seamen were: 1. J.W. Harrison # R249302 – Refrigeration Greaser, age 28, from the ARAWA at Pier 95 North ( Hudson ) River on about November 27, 1944.

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2. Robert Graves # R271084 – Assistant Steward, age 19, from the EMPIRE MILNER on about November 27, 1944, possibly, from the New Jersey area.

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( Images credited as follows: )

1. National Archives – U.K. order # RC1323119 for # 236. 2. National Archives – U.K. order # RC1328983 for # 237.

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( Above, end of dock, Pier 95 North ( Hudson ) River. This was a berthing space for the agents of the ARAWA;

Furness Withy & Company ( Furness, Bermuda and Prince Lines ). This pier was 62’ wide and 699’ long located at the foot of West 55th Street & Twelfth Avenue. (456) The above “ free use “ cropped still image photograph was created in 1951 and is held by The New York Public Library’s digital

collection file # 2040828. Credit number (238) issued, Thank-you ! )

South Ferry Building

Looking at the old South Ferry Building @ 44 Whitehall Street, this circa 1917 photograph ( below ) was created by Irving Underhill, ( 1872 – 1960 ). With the copyright expiring in 1967, it is likely the image is now in public domain. The 1940 issue of the New York Telephone Company directory for Manhattan contained a listing in the Civic Center neighborhood at 17 Park Place @ BArclay 7-1987 for Mr. Underhill. (171) Having had a license, ( # MN1INV733 ), granted to me by the Museum of the City of New York on July 24, 2017 for use on this website, this high-resolution photograph, ( # M2Y9719 – including the two enlargements ), has credit (239) issued, along with a special acknowledgement and thank-you ! The first enlargement shows an intricate semaphore signaling assemblage on the Interborough Rapid Transit Company’s Third Avenue Elevated train line between the South Ferry Station and Hanover Square. The main entrance to the South Ferry Building is shown in enlargement number two. The closeup detail and backgrounds are always insightful !

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( Above three images. )

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( Issued in 1916, this cropped map ( above ) is plate

number one from the Atlas of the Borough of Manhattan – City of New York – Desk and Library Edition as published by the G.W. Bromley & Company of 34 Pine Street. Now, likely in Public Domain, it shows the vicinity of the South

Ferry Building. Free to use without restriction, The New York Public Library and their Digital Collections graciously

provided this downloaded copy with credit (240) issued. THANK-YOU ! )

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( National Archives – U.K. order # RC1328983 for the three

images above with credit number 237 issued. )

Located within the old South Ferry Building @ 44 Whitehall Street in New York City ( far above ), the office of the British Consulate General provided a multitude of services. Included were the collection of fees associated with the inspection of ship’s papers and the repatriation of Distressed British Subjects home. Usually sailors, who, for multiple reasons such as having had “ lost “ their ship, were provided minimal accommodation, likely, at taxpayer’s expense, for their return to Great Britain. In the case of this convoy and the S.T.K. Empire Milner, the following seven individuals were placed on board on November 28, 1944, “ paid “ one shilling each for their potential services rendered / “ personal comfort “ and taken ashore to the Shipping Office in the Port of London on the River Thames @ Tilbury on December 15, 1944:

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( National Archives – U.K. order # RC1328983 for # 237. )

Managed by the U.S. War Shipping Administration and U.S. Consuls, American seamen returning stateside under similar ( reverse ) circumstances were known as “ Workaways “ and paid one cent per month.

and

New York City’s Belvedere Observatory, located in Central Park, reported a trace of snow and a mean temperature of 33 degrees for Friday, December 1, 1944. (1) (42) Under these conditions, at multiple piers throughout the metropolitan area, including the U.S. Navy’s South Brooklyn Fleet Supply Base, various ships made preparations for getting under way. Beginning at 0500 hours, radio operators listened for the departure signal “ NNNN “ ( NEGAT NEGAT NEGAT NEGAT ) on NAH ( Navy Radio New York ) 462 KCS.

( The ( above ) radio tower mast and naval information is “ taken “ from Tom Kneitel’s December of 1986

publication “ RADIO STATION TREASURY 1900-1946 “. Contacting “ his “ own publishing company ( CRB

Research Books of Commack, N.Y. ) for my permissions request, it was discovered Mr. Kneitel died in 2008 and

error code HTTP 404 ( The resource cannot be found. ) is in effect. Regardless, credit (161) is given for the use of

his images and fine work. Thank-you ! )

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Scheduled to cast off at 0640 hours, the S.T.K. Esso Hartford # 241992 would be the first vessel underway as she had to negotiate portions of the busy, 17-mile-long Staten Island Sound ( Arthur Kill tidal strait area via Ward Point Bend. ) from the industrious city of Perth Amboy, N.J. Prior to departure from the Cities Service Oil Company facility at 920 State Street @ PErth Amboy 4-4380, two incidents should be noted below. This property, at Ploughshare Point with a fire alarm box number of 515, was conveyed to the Crew Levick Company ( a subsidiary of Cities Service since 1916 ) on May 21, 1929. Consisting of over five acres, it was sold to

the Outerbridge Terminal Company on December 28, 1967 for the sum of $ 905,000.00 ( over $ 6.6 million in 2017 ).

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( Originally printed by the Harry Mathias Gousha

Company of Chicago, Illinois in about 1939, this cropped image of a well-used road map of New York state and sponsored by the Cities Service Oil Company was sold

on Etsy ( # 140811150205015CRT3 ) by Sue Dailey ( Utica, N.Y. ) of “ aroundtheclock “ and reproduced

additionally on the internet by PINTEREST. Thank-you to all with credit 263 issued ! )

(264 – White page 239. )

(264 – Yellow page 122. )

( Graciously provided by the Newark ( N.J. ) Public

Library from their Guide to New Jersey City Directories collection by way of the Charles F. Cummings New Jersey Information Center, the above two cropped images from the 1944 Perth Amboy telephone book

confirms data for the Cities Service Oil Company with credit 264 issued. THANK-YOU ! )

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( Produced in 1950 by an area resident, Charles E.

Sofield ( 1914 – 1994 ), an Electrician’s Mate Petty Officer First Class ( # 813 30 34 ) on board the U.S.S. L.S.T. 698

during World War Two from May 27, 1944 to July 7, 1945, this portion of his map copy ( above ) proves the

location of the Cities Service Oil Company facility in Perth Amboy, N.J. The original document, held by the

Perth Amboy Public Library, was located by Eleni Glykis, Director. A very special THANK-YOU for her efforts is given

! )

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( A portion of this 1:25000 topographical map dated 1947 ( above ) highlights the Crew Levick Oil ( Cities

Service ) complex at Ploughshare Point, Perth Amboy, New Jersey. This map was prepared by the Army Map

Service ( V822 – Sheet 6165 III SE ) of the War Department under the direction of the Chief of Engineers and sold and distributed by the U.S.

Geological Survey. The full-scale map is available from multiple sources online. )

On November 29, 1944, a steward of the Officer’s Mess, while under the influence of liquor, was involved in an alleged scuffle. X-rays taken at the infirmary of Standard Oil Company of New Jersey’s Bayonne Refinery proved a broken leg. The United States Marine Hospital # 21 at Stapleton, Staten Island, N.Y. @ Tompkinsville 2312 ( 1920 ) provided medical treatment. As noted by the commanding officer of the U.S. Naval Armed Guard, Lieutenant Carl Detlef von Der Lippe, U.S.N.R # 243070, the S.T.K. Esso Hartford would sail with only two radio operators. This would be exasperated on the return voyage from Liverpool as the Second Radio Operator failed to join the ship. A less than stellar beginning for the proposed “ Rear Commodore “ of this convoy.

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As mentioned above, the 1944 telephone directory for

the Perth Amboy area indicated a Cities Service Oil Company refinery @ LInden 2-2936. This was the historic and volatile former Warner-Quinlan Asphalt Company plant at Tremley Point, New Jersey built in 1912 on a five-acre site. Incorporated on October 5, 1903, company headquarters were located at 79 Wall Street in New York City. A skimming and asphalt refining plant capable of producing gas & fuel oils, gasoline, kerosene and asphalt, the facility had a daily operating capacity of 2,500 barrels as of January 1, 1921. (271)

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( Data obtained from “ The Oil and Gas Journal “ – VOL.

19 No. 41 – March 11, 1921. Thank-you ! )

As noted below, in November of 1916, the company was using a fleet of 78 railroad tank cars marked “ W.Q.A.X. “.

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( Above two images from “ The official Railway

Equipment Register – VOL. 33 No. 1 – June, 1917. Thank-you ! )

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( As seen above, the characteristics of the Warner Quinlan Asphalt Company plant of New Jersey were

compiled and edited by Alexander R. Smith in his 526-page Port of New York Annual for 1920. Credit (270) is

issued for his detailed work. THANK-YOU ! )

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On July 18, 1921 @ 1354 hours ( above ), the fixtures of the vastly expanded site would be nearly obliterated by a devastating fire and explosion causing a $ 3,250,000.00 loss ( over $ 44.4 million in 2017 ). The boiler house, 16 stills, firehouse, research laboratories, administrative offices, power house, tool shop, warehouse, six railroad tank cars with ½ mile of track, waterfront dock and 18 asphalt, 33 oil and 12 gasoline storage tanks were either damaged or destroyed with 200,000 barrels of various grades of oil products burned up. Blazing oil poured into the Arthur Kill and surrounding meadows. It is thought 102,000 barrels of combustibles were saved. (274,275&294) Rebuilding, ( insert data )

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( “ Free to use without restriction “, the above cropped map dated May of 1932, shows the location of various piers ( X ) within the borough of Staten Island, New York associated with this convoy along with the U.S. Marine

Hospital ( X ). Also noted are critical statistics. Held by The New York Public Library’s digital collection file # 4028947,

credit number (366) is issued along with a big Thank-you ! )

Naval Frontier Base, Tompkinsville, Staten Island, N.Y.

On Pier 12 at Staten Island, N.Y., having hoisted the

convoy flag R for ROGER, (79), along with pennant position number 51 Left and her harbor clearance ( sortie ) recognition signal of AIO ( AFIRM INT OPTION ), the S.S. White Falcon cast off at 0840 hours. Shore connections were broken for services including steam, electricity, telephone and waters fresh, fire and flushing. Anchors were secured and special sea details were set. The Fleet Administrative Officer ( Officer in Charge – Navy Yard – New York ) was Captain Hugh McCulloh Branham, U.S.N. # 7565, ( Retired on July 1, 1936 as a Commander with that permanent date of rank being February 10, 1930. The temporary rank of Captain was dated February 25, 1942. ).

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( Hugh McCulloh Branham ( above ) was admitted to

the U.S. Naval Academy on April 7, 1906 from Baltimore, Maryland. (108 & 116) Graduating on June 3, 1910, he earned a merit roll standing of 30th out of 132. (116) “

Midshipman “ Branham, with signal number 1733, reported aboard the 14,500 ton, 46-gun battery,

armored steel armored cruiser U.S.S. North Carolina ( ACR-12 ) on August 1, 1910. (176 & 177) The year 1911

found her as a part of the Fifth Division of the U.S. Atlantic Fleet with a complement of 41 officers and 909

men. (176 & 177) )

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( In April of 1941, in the background, a portion of the

1,160-foot-long pier number 10 at the U.S. Naval Frontier Base at Tompkinsville, Staten Island, New York can be

seen. (371) In the foreground, the 390-foot-long S.S. Ile de Re, Hog Islander # 1514, ( Number 76992 – 5,110 G.R.T. –

March 12, 1920 – Compagnie Générale Transatlanique ( “

French Line “ ) – Le Havre, France. (474) On January 23, 1945, the 69th Reconnaissance Troop would land at this

vessels home port. ) is about to depart from the Port of New York. (369&370) While I cannot confirm the cargo on

board, as noted below, 98-pound bags of flour were destined “ To the people of France “ off pier ten.

Above photograph from CRITICALPAST file 65675041789-184 / Order # 154014313170 dated

October 21, 2018 with credit (367) issued, THANK-YOU ! )

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( Above photograph from CRITICALPAST file

65675041790-3795 / Order # 154015010047 dated October 21, 2018 with credit (368) issued, THANK-YOU !

)

Nearby, at Pier 10, the U.S.S. ( U.S.M.C. Lieutenant General John Archer ) Lejeune ( AP 74 – Naval Transportation Service )

completed embarkation of U.S. Army troops at 0040 hours. (9A) It took 6 hours and 32 minutes to receive 420 officers and 4,182 enlisted personnel. Underway and “ free “ of tugboat assistance at 0942 hours, she cleared the anti-

submarine net at 1003 hours with 47 naval officers and 496 crew members on board, running 30 minutes late. By 1356 hours, she was on time at the convoy formation point.

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( Having cropped an original post war 3.5” X 5.5”

photograph, with NO copyright markings, the S.T.K. Crown Point is seen at an unknown location. Purchased by the author from Ray Woodmore @ “ woody-iow “ via

( ebay ) item # 391963373694 on February 4, 2019 for £ 2.90 with credit (393) issued. THANK-YOU ! )

Weighing anchor at 0830 hours off 75th Street on the North ( Hudson ) River, the S.T.K. Crown Point # 244230 would sail without her Chief Radio Operator, # 150943. Having failed to join the ship and creating a critical vacancy, Master William G. Dougan would promote the two remaining radio operators. With no U.S. Navy radiomen on board, just signalmen, this inconvenience of staffing inflicted great stress and expense. Likely, a two-operator schedule was used with an auto alarm system in place during off

duty hours. The commander of the U.S. Naval Armed Guard, Lieutenant John Wilson Gilmore, U.S.N.R. # 262768, made this observation:

( Image credits ( above ) as follows: # 80 for FLEET SUPPLY BASE – Philip M. Goldstein @ trainweb.org ( website ) and # 81 for DOCKS and FERRIES – Annual Report of the Department of Docks and Ferries of the City of New York

dated December 31, 1917. )

On the North side of the 36th Street Pier ( bulkhead @ 665’ long ), the U.S.S. Garfield Thomas ( DE 193 – “ BUG 93 “ –

) was dealing with an unsettled master gyrocompass. (456) Troubles were repaired by 0640 hours. Yesterday, Ensign Luther Lefler, U.S.N. # 396341, had reported on board as Assistant Engineering Officer. (

Ensign Lefler enlisted in the U.S. Navy on September 12, 1939 with service number 265-95-93 at Richmond, Virginia, aged 23, from a steam railroad family. This temporary rank of ensign was effective June 15, 1944. On August 9, 1944, with a rating of Chief Machinist Mate, his appointment ( promotion ) took place from aboard the U.S.S. Hyman ( DD-732 ). ) Still within the City of New York’s Department of Docks and Ferries complex, on the South side of the 35th Street Pier ( 1,740’ X 175’ ), the U.S.S. Wingfield ( DE 194 – “ BUG 94 “ – ), in addition to 28 barrels of oil, received “ treats “ on board. (456) Fifty boxes of jelly rolls, 50 boxes of cakes and 50 gallons of fresh milk made an appearance. A common supplier of bakery products to the U.S. Navy was SUN-RAY BAKERS ( ) of 130 Steuben Street in Brooklyn @ PRospect 9-5500 ( below ). The credit for Sun-Ray Bakers is from:

( The above Public Domain image is courtesy of The New York Public Library’s “ Direct Me NYC 1940 “

download telephone book service. Thank-you ! (85) )

( Granted a special permissions use, ( # MN1INV470 ), to me by the Museum of the City of New York on January 8,

2017 for use on this website, this photograph, ( # MNY325928 – above & the enlargement below ), was

taken in 1939 of the U.S. Federal Building and Post Office @ 90 Church Street by the Wurts Brothers ( Norman and

Lionel ) Company of architectural photographers of New York – 1894 - 1979. The 1940 issue of the New York

Telephone Company directory for Manhattan contained a listing within the Midtown neighborhood at 15 East 40th Street @ LExington 2-7369 for the offices of the Wurts Brothers. Also, this listing noted Cross & Cross within the same neighborhood having their offices at

the Dumont Building ( 515 Madison Avenue ) @ WIckersham 2-3500 ( next ). (178) Completed in 1935

and designed by the noted architects John Walter Cross & Eliot Cross, the Federal Office Building was home for

the U.S. Navy’s Eastern Sea Frontier and their headquarters @ REctor 2-9100. Official

acknowledgement credit (162) as follows:

Thank-you ! )

( Believed to be the South-East corner of the building @ Vesey Street, the American Eagle stood watch while this

convoy sailed ! )

( Above two images. )

( Looking from Brooklyn towards Staten Island and Fort Wadsworth, this circa 1910 photograph gives you a

perspective of the width of “ The Narrows “. In another creation by Irving Underhill, this low-resolution file number M2Y8988 is held by the Museum of the City of New York

with credit (167) and special acknowledgement given to both parties. Thank-you ! )

( Reprinted in 1920, this portion of an U.S. Geological Survey topography map of the Staten Island

quadrangle ( above ) for THE NARROWS and Fort Wadsworth was produced in February of 1900. Credit

(168) is to acknowledge the University of Texas and their Perry-Castaneda Library Map Collection file #

2141449670. Thank-you for sharing ! )

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( Created in 1993 by Trix Rosen as part of the H.A.E.R. NY-202-C-3 project, Pier 3 of the U.S. Army Brooklyn Supply

Base is shown above. Located at 61st Street off First Avenue, the pier was 1,307.67 feet long by 150 feet wide. With no known restrictions, this image is held by the Library

of Congress. The U.S.S. Exhibitor # 239997 would depart from this building and run three minutes late out the net gate to form up with the convoy. It should be noted this vessel was designated as a standby Rescue Ship for this

convoy. THANK-YOU ! to all for the use of this photograph. )

( The following routing instructions ( below ) were used for the convoy’s exit from the New York City area. )

Directed and supported by the New York Task Group 02.3 of the Eastern Sea Frontier, ( Vice Admiral Herbert Fairfax Leary, U.S.N. # 5059 – 1885 – 1957 (P) ), and operating under the authority of orders from the Tenth Fleet, convoy CU 49 ( “ BLUE 57 “ ) began to depart from Upper New York Bay to pass through the Harbor Entrance Control Post at Fort Wadsworth ( “ 3H3 “ ) via the Ambrose ( ship ) Channel with the S.S. Exminster scheduled to be the last ship out through the gate. (12A-E) (12F) Caution had to be used, as in places 300 yards outside of the line of mid channel buoys, the depth of the water was less than eight feet deep and considered unsafe. As a local naval defense force, Group 02.3 was occupied with picket patrol, anti-submarine, minesweeping & disposal, net & boom, Tompkinsville Frontier Base facility usage, rescue

and United States Coast Guard operations. Monthly returns for December of 1944 indicated 77 different convoy designations, involving 994 merchant ships, would take advantage of the high level of security provided by Task Group 02.3 ! (24A) The eight naval escorts had departed from the vicinity of Gowanus Bay via the Bay Ridge Channel in advance of the convoy beginning at 0802 hours. It is noted that the winter of 1939 - 1940 issue of the New York Telephone Company directory for Staten Island contained a listing for the headquarters of Fort Wadsworth as being SAint George 7-1800. (172)

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Herbert Stinson Graves ( above ) of Ravenel, South Carolina, was admitted to the U.S. Naval Academy on

July 7, 1934. (108 & 190) Graduating on June 2, 1938, he earned a merit roll standing of 292nd out of 439. (116) Ensign Graves, with signal number 6465, reported aboard the 29,000 ton, 32-gun battery, battleship U.S.S. Nevada ( BB-36 ) on June 27, 1938. (190 & 191) Dated January 1, 1938, the available quarters / mess complements on board were as follows: 1 Cabin 34 Ward room officers 32 Junior officers 12 Warrant officers 50 Chief petty officers 1,235 Other enlisted men (191) It is believed that mess accommodations for officer grade rankings consisted of the following: “ USN Diamond “ – Warrant officers. “ Square Knot “ – Junior officers ( Ensign & Lieutenant J.G. ). “ Fouled Anchor “ – Ward room officers ( Lieutenant, Lieutenant Commander & Commander ). Other senior officers and leadership may have had special lodgings. An example of dinnerware will be seen later in the text. (195)

At the N.A.S. Lakehurst, N.J., three lighter than air ships ( K-class blimps, numbers 42, 81 and 98 ) of the U.S. Navy’s ZP-12 Squadron were scheduled for patrol and escort duty today. (2&3) Part of Fleet Airship Wing One - U.S. Atlantic Fleet - Task Group 02.8, Lieutenant Commander Herbert Stinson Graves, U.S.N. # 81080, had assumed command on October 3, 1944. His temporary rank of Lieutenant Commander was dated March 1, 1944. Permanent status of Lieutenant ( J.G. ) was dated June 2, 1941. The squadron was also known as BLIMPRON ( Blimp Squadron ) TWELVE. Six craft were available for service and the airships were using “ ANECDOTE “ in their call sign radio usage. All flights were cancelled because of high winds. The hourly average was 28 knots, with gusts up to 47 knots.

Flying did occur, however. One operational flight of 2.2 hours from VPB-126 ( Patrol Bombing Squadron One Hundred Twenty-Six ), using a Lockheed PV-1 Ventura patrol bomber from N.A.S. New York ( Floyd Bennett Field - Brooklyn ), contacted, escorted and swept the night track for the convoy in a somewhat Easterly direction. (4) Twelve total aircraft were assigned to this squadron and Lieutenant Commander William Harvey Munson, U.S.N. # 79199, ( 1915 – 1995 ), was in command since August 7, 1944. (P) ( Within the Commander Photographs file, please note his biography. Permanent status of Lieutenant ( J.G. ) was dated June 1, 1942. His temporary appointment as a Lieutenant Commander was dated March 1, 1944. )

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( Originally surveyed between 1888 and 1889, then

updated in 1897, this ( above ) portion of the topographical map for the Brooklyn Quadrangle was

reprinted in February of 1900. The area North and West of Barren Island was collectively known as Flatlands Bay.

Riches Meadows, a series of creeks and marshes would become the future home for Floyd Bennett Field. (175)

With the appropriations process beginning on October 9, 1928, by February 18, 1942, 1,288 acres would be

reclaimed for use as a naval air station off present day Jamaica Bay. Map credit (173) is from the University of Texas Perry-Castaneda Library Map Collection file #

2141311388. Thank-you !)

( Having had a license, ( # MN1INV496 ), granted to me by the Museum of the City of New York on January 23,

2017 for use on this website, this photograph, ( # MNY222553 – above & the three enlargements ), was

taken of Floyd Bennett Field by an unknown photographer on an undetermined date. Dedicated on

June 26, 1930, Floyd Bennett Municipal Airport was a commercial entity until May 26, 1941. Located on

Flatbush Avenue, the winter of 1939 - 1940 issue of the New York Telephone Company directory for Brooklyn

noted the administration building had a number as being NIghtingale 4-3600. (174) United States Naval Air Station Floyd Bennett Field was commissioned on June 2, 1941

with 25,000 guests in attendance ( below ). Those humble beginnings had a staff of 7 officers and 24 enlisted men

on board. By the sailing of this convoy, detachments involving the United States Coast Guard ( helicopter air

sea rescue ) and Marine Corps were on hand in addition

to the two operating squadrons. The Naval Air Transport Service, along with the highly-valued Women Accepted for Volunteer Emergency Service and a talented civilian

work force totaling 783 would increase those initial numbers substantially ! Official acknowledgement credit

(166) for the above images:

Thank-you ! )

( above & below )

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( N.A.S. New York @ “ NSC “ )

Commanding the U.S. Naval Air Station at New York since May 17, 1943 was Captain Newton Harris White, Jr., U.S.N. # 6630. Having retired on April 1, 1939, he had maintained permanent status as a Captain since July 1, 1935. Admitted to the U.S. Naval Academy on May 6, 1903 from Wales, Tennessee, Mr. White graduated on June 6, 1907 having earned a merit roll standing of 63rd out of 74. (108 & 116) It appears engineering may have been a quandary, as, he excelled in the materials and design portion, while, struggling with experimental applications. (116) “ Midshipmen “ White, with signal “ E C L G “, reported aboard the 14,948 ton, 40-gun battery, armored steel first class battleship U.S.S. Nebraska ( BB-14 ) on August 2, 1907. Newly commissioned just 33 days earlier, she was, at this point, “ unassigned “. (176 & 177) The year 1911 found her as a part of the Fourth Division of the U.S. Atlantic Fleet with a complement of 49 officers and 857 men. (176 &177)

( The ( below ) cropped photograph of the bow crest of the U.S.S. Nebraska was taken in about 1908 by Seattle Washington’s Otto Theodore Frasch ( 1882 – 1958 ). His great-grandson, David Chapman, who, maintains the collection, was kind enough to provide a scan of the

original image. A very grateful Thank-you and credit (189) is issued to his website: otfrasch(dot)com. )

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( Above two photographs are of Newton Harris White, Jr. )

Headquartered at N.A.S. NEW YORK since January 2, 1944 was the national Naval Air Ferry Command and their transport services of two ferry squadrons and one service squadron. An additional ferry squadron was based in each at Columbus, Ohio and San Pedro, California. At least 12 service units were located across the country to provide support with maintenance during these organized deliveries. With production mounting of new aircraft from nearby facilities, this critical group was commissioned on December 1, 1943 to provide domestic ferry movements of those aircraft to stations in the naval fleet. Overall commander of the N.A.F.C., since its inception, was Captain John Warburton King III, U.S.N. # 58083. Maintaining permanent status as a Commander since June 30, 1942, this temporary rank of Captain is from May 1, 1943. Admitted to the U.S. Naval Academy on July 5, 1919 from Miami, Florida, Mr. King graduated on June 7, 1923 having earned a merit roll standing of 18th out of 414. (108 & 116) He was the class regimental commander.

(116) Ensign King, with signal number 4283, reported aboard the 26,000 ton, 40-gun battery, first line battleship U.S.S. Wyoming ( BB-32 ) on July 5, 1923. (176 & 177) One year earlier, on July 1, 1922, found her as a part of the U.S. Atlantic Fleet with a home yard of New York. The available quarters / mess complements on board were as follows: 25 Ward room officers 28 Junior officers 12 Warrant Officers 59 Chief petty officers 75 Marines 1,230 Enlisted men (177)

(108 – Above two photographs are of John Warburton King III.)

Assuming directorship today, December 1, 1944, of N.A.T.S. was Captain John Perry Whitney, U.S.N. # 57808, ( 1900 – 1974 ). Having a permanent status of Commander since March 1, 1942, this temporary rank of Captain is dated from June 21, 1942. Admitted to the U.S. Naval Academy on July 18, 1917 from New York City, Mr. Whitney graduated on June 2, 1922 having earned a merit roll standing of 167th out of 540. (108 & 116) Ensign Whitney, with signal number 4150, reported aboard the 27,500 ton, 34-gun battery, first line battleship U.S.S. Oklahoma ( BB-37 ) on July 24, 1922. (176 & 177) July 1, 1922 found her as a part of the U.S. Pacific Fleet with a home yard of Puget Sound. (177) The available quarters / mess complements on board were as follows: 25 Ward room officers 27 Junior officers 12 Warrant Officers 57 Chief petty officers 75 Marines

1,129 Enlisted men (177)

Career awards and citations for Mr. Whitney would include at least the Navy Cross and Air Force Distinguished Service Medal. (94)

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( The above photograph of John Perry Whitney was submitted by Chuck Cummins to Find A Grave ( website ) and both parties are gratefully acknowledged with credit

(179). Thank-you ! )

Naval Air Ferry Command – December, 1944 statistics:

Squadron Commanding Officer Officers Ratings ( Number of ) Ferry Movements Accidents

VRF-1 CDR. Laurence Donald Ruch, U.S.N.R. # 63056

536 165

1,528 5

VRF-2

CDR. James A. Peterson, U.S.N.R. # 62938 No report

No report 638

No report

VRF-3 CDR. Walter Edwin Fowler, U.S.N.R. # 62402

251 243

866 4

VRF-4 LCDR. William F. McDonald, U.S.N.R. #

63789 39

69 24

None VRS-1 LT. Richard S. Cott, U.S.N.R. # 54764 59 438 13,032 aircraft serviced ! No report

mck 2/17/2017

VRS-1

( Above two images: )

A navy overseas air cargo terminal, utilizing 8,000 square feet, was established at the N.A.S. New York, Floyd Bennett Field, on July 21, 1944 with a staff of six officers and 59 enlisted ratings. The United States Marine Corps detachment, having an authorized strength of two officers and 96 enlisted men, was commanded by RESERVE Captain Edward M. Lagron, ( 1894 – 1970 ).

Commanded by Lieutenant ( J.G. ) Virginia H. Baldwin, U.S.N.R. # 213738, by July 30, 1945, N.A.S. New York and the W.A.V.E.S. unit consisted of 39 officers and 278 enlisted ratings, who, performed these critical duties:

The second operating squadron, based at N.A.S. New York since January 16, 1944, was VPB-73. This veteran group had 35 actions against the enemy while stationed in Iceland ( 28 ) and French Morocco ( 7 ). Two U-boats were confirmed sunk, those being U-464 and U-582. ( Within file 37, additional insight on both

actions are available. ) Twelve PBY-5A Catalina aircraft were assigned to this squadron and Lieutenant Commander William Harry McRee, U.S.N. # 79065, was in command since July 29, 1944. Permanent status of Lieutenant ( J.G. ) was dated June 1, 1942. His temporary appointment as a Lieutenant Commander was dated March 1, 1944. ) As noted below, no flying occurred today.

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( VP-73 )

As the U.S.S. Cates ( DE 763 – “ BUG 63 “ –

) was navigating Lower New York Bay, her master gyrocompass was secured due to mechanical failure for 18 minutes. Standard magnetic compass number 3936 was consulted as backup. Aboard the well-travelled and battle tested major flagship the U.S.S. Mayo, ( DD 422 – “ BUG 22 “ – Thirteenth Destroyer Division – Seventh Destroyer Squadron – ), was Captain “ BOSS “ Harold Haskell Connelley, U.S.N. # 57972, ( 1901 – 1990 ), tactical commander of Task Group 21.6 since 1420 hours on October 9, 1944. His belief was “ Decisive success can only be had by a vigorous offensive “ and latest “ inbound “ service was with convoy UC 43. The day before departure, on November 30, 1944, the U.S.S. Mayo replenished her ammunition supply at the EARLE N.A.D. as follows: 5” / 38: 150 powder cartridges and projectiles. 40 mm: 352 rounds. 20 mm: 180 rounds. One depth charge and extender.

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After departing Point Zebra ( “ ZED “ – A short - long flashing White light whistle buoy lettered “ A “. ) @ 40 04 50 North & 73 31 45 West or 23.8 nautical miles due East ( bearing 91.37 degrees TRUE ) of Point Pleasant Beach, N.J. at 1340 hours, the convoy was formed into nine columns of 36 merchant ships for her Eastward trek. This point of rendezvous marked the implementation of Operation Order 3-44, serial number 005 dated November 24, 1944 for Task Group 21.6. (BLUE) (24AA) (P) Admitted from Paris, Arkansas on June 20, 1919, Mr. Connelley graduated from the U.S. Naval Academy on June 7, 1923 with a merit roll standing of 209th out of 414. (108 & 116) Ensign Connelley, with signal number 4461, reported aboard the 31,400 ton, 38-gun battery, first line battleship U.S.S. Arizona ( BB-39 ) on June 30, 1923. (176 & 177) Dated July 1, 1924, the available quarters / mess complements on board were as follows: 27 Ward room officers 28 Junior officers 12 Warrant Officers

57 Chief petty officers 75 Marines 1,175 Other enlisted men (177)

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Maintaining permanent status as a Lieutenant Commander as of July 1, 1939, Mr. Connelley’s temporary date of rank of Captain was dated July 10, 1943.

( Above image used with permission from N.A.R.A. – New York. )

Taking about 52 minutes to complete this arrangement, the distance between columns was 1,000 yards with 600 yards between each ship in their particular column. The DEPARTURE SCHEDULE ( 12F ) of pennant numbers and columns was maintained, with adjustments, until the Boston section joined up. At that point, the convoy was finally arranged to continue on to the break up point as noted ( 24D ). Once completed, the size of the convoy would encompass an area of over 4.68 square nautical miles !

Time Zone Difference

Able Minus One

Zebra G.C.T.

Nan Plus One

Oboe Plus Two

Peter Plus Three

Queen Plus Four

mck

May

9

2017

Acting as the Staff Communications Officer for T.G. 21.6 was Lieutenant ( J.G. ) James C. Koziell, U.S.N.R. # 237370. He was being guided in accordance with Communications Instructions 1944, number USF-70(A) ( Current Tactical Orders and Doctrine, U.S. Fleet ), Atlantic Fleet 8C, Fleet Training Publication 223 and the above time zone information.

( Above image used with permission from N.A.R.A. – New York. )

Also, Ensign Sidney Carl Brantley, U.S.N. # 396300, as instructor for this round-trip voyage, began teaching on the use of LOng-Range Radio Aid to Navigation. ( For the return trip, he was aboard the U.S.S. Gandy. Enlisting in the U.S. Navy on December 17, 1940 at Long Beach, California, his service number was 268-01-08. This temporary rank of Ensign was dated June 15, 1944. Before his appointment, ( promotion ), he served as Chief Quarter Master to the Commander of Group Two, Fifth Amphibious Force, Pacific Fleet aboard the U.S.S. Cambria – APA-36. ) Extensive use of Navy Type “ SL “ surface search radar ( micro wave ) equipment with a range of 13 nautical miles was implemented. Supersonic sound gear was turned on too. Steering East by North ¾’s East, the seven destroyer escorts assumed their assigned screening stations. (5) This initial base course of 086.5 degrees ( true ) would be held for 277 nautical miles until the first check point of “ GT “ was reached. Two vessels, the M.V. Rosemont and the M.V. Rangitiki returned to New York after suffering mechanical issues. Due at the assembly point at 1357 hours, the S.T.K. Champoeg # 244502 suffered a complete breakdown at 1320 hours. Dead in the water until 1503 hours, she

regained the convoy at 2120 hours. Conveniently, with position pennant numbers 74 and 75 not sailing, she filled the void to the rear of column seven at number 74 by 0200 hours on December 2’nd. As noted in file (24D), her old vacated spot at number 44 was adjusted accordingly. However, this and other concerns ( the two returns above, the two that did not sail and an additional late arrival from Boston ) did require Commodore Wolfard to expertly make major arrangements to the initial cruising order. At 2024 hours, a surface radar contact was identified as an anchored bombing target by the U.S.S. Gandy. At 2115 hours, the U.S.S. Wingfield passed ( the same ? ) an anchored freighter to port. Today, within the waters of the Third Naval District, three confidential fishermen observers were on watch. Tomorrow, four craft would be on duty. Further North-East, the First Naval District’s Boston Headquarters office at U.S. Navy radio “ NAD “ reported an average of 131 vigilant lookouts on the ocean during the first two days the convoy operated.

( U.S. Office of War Information poster Pr32.5015:60 – 1943 by Henry Koerner ( 1915 – 1991 ). This is in the Public Domain

and reproduced from the Northwestern University Library’s poster database. Thank-you ! (87) )

( Fair Use logo of Northwestern University is from Wikipedia. Thank-you ! (88) )

( Taken in 1930 by Sherman Mills Fairchild Aerial Surveys Inc. of New York City, Boston’s North Station ( above ) was home

to the Boston Garden ( center ), Boston & Maine R.R. terminal ( rear ) and a huge office complex. Used with

permission, this photograph is Courtesy of the Trustees of the Boston Public Library and their Pictorial Archive Collection of

Distinction and reproduced by Digital Commonwealth ( # 6h4410681 ) with additional direction provided by the

National Archives – Boston. A very grateful Thank-you to all ! ** For the Terms of Use, this work is licensed for use under a

Creative Commons Attribution Non-Commercial No Derivatives License # CC BY-NC-ND. ** Credit number 145 is

issued. )

Commandant of the U.S. Navy’s First Naval District, up in the Bay State of Massachusetts, was Rear Admiral Felix Xerxes Gygax, U.S.N. # 6499, ( 1884 – 1977 ). Located ( above ) within the North Station Office Building at 150 Causeway Street, Boston 14, was his office. Here, along with the Eastern Sea Frontier’s Northern ( Task ) Group ( 02.1 ) and the Office of the Port Director, Captain MacGillivray Milne, U.S.N. # 735 with a permanent date of rank being June 4, 1926, ( Retired on June 30, 1939 – ( 1882 – 1959 ) – below. ), operations were managed.

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(192)

( Admitted from Worthington, Ohio on September 8, 1899, Mr. Milne graduated from the U.S. Naval Academy in 1903 with a merit roll standing of 28th out of 49. (108 &

116) “ Midshipmen “ Milne, with signal number 1380, completed his academic term on January 30, 1903. (192 & 116) He began his service afloat on February 26, 1903. (192) Commissioned an Ensign on February 3, 1905, the

first of January, 1906 found him on the staff of the Commander in Chief of the Asiatic Fleet aboard the

flagship U.S.S. Ohio ( BB-12 ). (192) )

The pre-sailing conference for the Boston section was held on December 1, 1944 beginning at 0900 hours in the Naval Routing Office. Captain Rufus King, U.S.N. # 6361, with a temporary date of rank being February 25, 1942, served as Convoy Control Officer, below. With a permanent date of rank being March 20, 1926, Mr. King had retired on June 30, 1936 as a Commander.

( This photograph of Captain King, taken on June 15, 1942, is in the public domain from the U.S. National

Archives ( 80-G-11623 ). Downloaded from the website WWII Archives, the permissions request to use went

unanswered. )

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( Admitted “ at large “ ( Milwaukee, Wisconsin ) to the U.S. Naval Academy on June 29, 1903, Mr. King graduated on June 5, 1908 with a general merit standing of 151st out of 201. (108 & 116) “ Midshipmen “ King, with signal “ E C Q

M “, reported aboard the 14,500 ton, 46-gun battery, armored steel armored cruiser U.S.S. Montana ( ACR-13 )

on July 21, 1908. (176 & 177) On June 6, 1910, Mr. King was promoted to Ensign. (176) The year 1911 found him still on board the U.S.S. Montana as a part of the Fifth Division of the U.S. Atlantic Fleet with a complement of 41 officers

and 909 men. (176 &177) )

( Above file used with permission from N.A.R.A. – Boston. )

Serial number B-21 governed the convoy’s movements from Boston. Commander George P. Lord, U.S.N.R. # 65392, acted as the District Routing Officer. For the month of December, an incomplete and partial sampling of activity hints at the busyness of the region. (38) Within the Boston Navy Yard, progress was underway too. (BLUE) Captain Henry Tucker Read, U.S.N.

# 58650 – 1903 – 1955, with a temporary date of rank being June 1, 1943, was detached as commanding officer of Task Force 63 on November 27, 1944 to become the Fleet Administrative Officer with his headquarters in building 200, below. He maintained a permanent rank of Lieutenant Commander dated July 1, 1939.

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Admitted “ at large “ ( Hendersonville, North Carolina ) to the U.S. Naval Academy on June 16, 1920, Mr. Read graduated on June 4, 1924 with a merit roll standing of 455th out of 525. (108 & 116) ) Ensign Read, with signal number 4784, reported aboard the 32,600 ton, 32-gun battery, first line battleship U.S.S. Colorado ( BB-45 ) on June 28, 1924. (176 & 177) Dated July 1, 1924, the available quarters / mess complements on board were as follows:

26 Ward room officers 28 Junior officers 12 Warrant Officers 60 Chief petty officers 75 Marines 1,206 Enlisted men (177)

( Looking to the East ( below ) on October 8, 1941 is the U.S. Navy Yard Annex at South Boston, Massachusetts. In

the center is the Reserved Channel with the Summer Street ( old “ L “ Street bridge of 1892 ) Bridge and to the right, an area landmark, the Edison Electric Illuminating

Company of Boston ( 1886 ) ( Boston Edison Co. ( 1937 ) ) power plant complex @ 776 Summer Street. This was the former site of the Harrison Loring City Point Works ( 1857 – 1891 ). The two unrestricted public domain photographs

below are held by the National Archives at Boston in their collection of photographs of the First Naval District.

Digital Commonwealth reproduced each as follows: z603t0857 - top cropped – credit # (152)

z603t083p – middle ( and bottom enlargement ) cropped – credit # (153)

Thank-you ! )

( Cropped page number 1302 of the Advertising Department from the Boston Directory dated July 1, 1876

( above ) shows this notice for Harrison Loring and the City Point Works of South Boston. While no longer in

copyright, credit (154) acknowledges the publisher at that time Sampson, Davenport and Company of 155

Franklin Street - below. )

( The above cropped map and credit for the Plan for a Reserved Channel on the Commonwealth’s Flats at South Boston was approved on June 13, 1888 by the

Board of Harbor and Land Commissioners of the Commonwealth of Massachusetts. Please note the

Harrison Loring City Point Works and future L Street Bridge. The original full-scale map is held by the State Library of Massachusetts. Likely now in public domain and noting no copyright restrictions, a permissions request did go

unanswered. Credit (155) is issued. Thank-you ! )

( As noted below, the builder’s dedication plaque and bridge itself for the 127-foot-long retractile L Street Bridge over the Reserved Channel in South Boston are shown.

The ( Zenas ) King Iron Bridge & Manufacturing Company ( 1858 – 1922 ) of Cleveland, Ohio erected the structure in 1892 and was dis-mantled in about the year 2000. )

( Credit (156) is given to Christopher King Sloan of the King Iron Bridge & Manufacturing Co. museum website

for use of the above image. A special Thank-you ! )

( Cleveland Directory Company @ 65 and 67 Frankfort Street – July 1886 issue, page 333, cropped, no longer in

copyright, listing of company officials for the King Iron Bridge & Manufacturing Co. – above. Thank-you ! Credit

(157). )

( The Cleveland Directory Company @ The Arcade on Superior Street – July 1900 issue, page 586, cropped, no longer in copyright, advertisement for The King Bridge

Co. – above. Thank-you ! Credit (158). )

( In a cropped photograph above, this Historic American Engineering Record ( From survey MA-135, image 3 of 31.

) is of the Summer ( L ) Street draw span over the Reserved Channel in Suffolk County, MA. Created by Martin Stupich in 1996, this file is held in the Library of Congress ( Prints and Photographs Division ). With no

none restrictions on usage and additional direction by the National Parks Service, credit (159) is issued. Thank-

you to ALL parties concerned ! )

( Cropped from page 473 of the 1922 Boston Register and Business Directory ( above ) is the listing for the

Edison Electric Illuminating Company power plant @ 776 Summer St. While no longer in copyright, credit (160) is

issued to the publisher, Sampson & Murdock Company @ 377 Broadway. Thank-you ! )

About the time the New York section was passing the White flashing light, ( short – long ), whistle buoy lettered

“ B “, , approaching the rendezvous point for the convoy still 3.5 nautical miles away at Point ZED, the U.S.S. Rinehart ( DE 196 – “ BUG 96

“ – ) was on the move too within the South Boston Annex. With tug boat ( s ) assistance and the guidance of a yard pilot, she shifted berths from Pier

Four East to the South Jetty in 15 minutes. (38A) Pursuant to various orders, four personnel transfers were made today. Of note, Ensign Eugene J. Durgin, U.S.N.R. # 362705, reported on board for service as the Assistant Communication Officer. It is interesting to observe, three days earlier, this vessel, in company with the government type class 4 coastal and harbor defense submarine U.S.S. S-14, ( SS-119 “ NIMZ “ – 1921 – Lieutenant Robert F. Conrad, U.S.N.R. # 96658 ), the Edsall Class Destroyer Escort U.S.S. Herbert C. Jones ( DE 137 “ NYWC “ – 1943 – Escort Division Nine – Lieutenant Commander Rufus Albertson Soule, III, U.S.N.R. # 71081 – commanding since December 7, 1943. ) and the Admirable Class Minesweeper U.S.S. Invade ( AM 254 “ NGOX “ – 1944 – Mine Division 39 – Mine Squadron 13 – Service Squadron 5 – Service Force Atlantic Fleet – Lieutenant William Joseph Flynn, Jr., U.S.N.R. # 96013 ) had conducted Anti-Submarine Warfare training exercises in area M1, Casco Bay, ME. for 4 hours and 53 minutes. (BLUE) This was just less than 21 nautical miles away from Long Island, ME. As a side note, having been commissioned on September 18, 1944 and completing her shakedown inspection on November 23, 1944 at the Frontier Base Little Creek, VA., the U.S.S. Invade and her crew of 8 officers ( Three lieutenants, one lieutenant junior grade and four ensigns. ) and 101 enlisted men finished two days of training in the region before returning to Convoy Escort Pier 21 – Berth 211 in Norfolk, VA. on December 1, 1944. At this point, her assignment became one of towing targets for aerial bombardment East of the Currituck Beach Lighthouse ( 1875 ). At night, she acted as an anchored aid to navigation 21 nautical miles off the North Carolina coast.

( above )

Yet at Pier Four, still in Boston, ( and as noted above, later ), the 156’ 6” long, 30’ wide self-propelled ( 525 S.H.P. ) fuel oil barge with a full load displacement of 1,076 tons and capacity of 6,071 barrels U.S.S. YO-136 ( “ NGSL “ – 1942 ), likely with a complement of one officer and 20 enlisted men, came along the starboard side of the U.S.S. Roche ( DE 197 – “ BUG 97 “ – ) at 0935 hours. (93&388) Receiving 25,150 gallons of diesel fuel in 55 minutes, her adjusted displacement of water ( draft ) after servicing became 131 inches or 10’11”. ( Upon completion of the voyage at Plymouth, her draft was 10’6”, gaining 5” of draft due to the “ loss “ of weight by fuel consumption. ). Two off setting personnel moves were made also. Like her sister ship, prior to being deployed on this convoy, the U.S.S. Roche was engaged in training exercises. On November 28, 1944, in Operation Area 15 off Montauk, N.Y., she and the U.S.S. Mayo simulated “ creeping “ depth charge attacks against the U.S.S. S-20, ( SS-125 “ NINJ “ – 1922 – Lieutenant Commander Richard Edward Robb, U.S.N. # 82767, ( 1915 – 1976 ), who, likely was commanding from December 1, 1943, below, with an unknown number of officers and 61 enlisted men on board as of December 31, 1944. ), for 5 hours and 49 minutes. (BLUE) Once

maneuvers were completed, the Holland Class submarine returned to New London, CT. thirty-three nautical miles away. The two escorts went to their separate points of departure in preparation for duty in this convoy.

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( Mr. Robb’s temporary date of rank of Lieutenant Commander was March 15, 1944. His permanent status of Lieutenant ( J.G. ) was dated June 1, 1942. He was

admitted to the U.S. Naval Academy on July 2, 1935 from Bellefonte, Pennsylvania. Graduating on June 1, 1939, his

merit roll standing was 185th out of 581. (108 & 116) On June 23, 1939, Ensign Robb, with signal number 6437,

reported aboard the 10,000-ton, light cruiser U.S.S. Philadelphia ( CL-41 ). (188 & 193) On October 1, 1939, with mail being directed to San Pedro, a home yard of Mare Island and a home port of San Pedro, the U.S.S. Philadelphia, acting as a flagship, had a duty station with the U.S. Fleet and Battle Force / Cruiser Division

Eight. (193))

( With no known restrictions on use, this color linen texture postcard ( above ) of the U.S. Navy Submarine Base at New London, Connecticut is circa 1930 – 1945.

Reproduced by Digital Commonwealth ( file # dv140p130 ), the original postcard is from the Tichnor

Brothers, Inc. Collection ( card # 69629 ) located at the Print Department of the Boston Public Library. Thank-you

to the providers ! (149) )

( The above data & company logo of Tichnor Brothers, Inc. is being used with permission from Alan Petrulis @

metropostcard.com. Thank-you ! Credit # 150 issued. )

December 2, 1944 found VPB-206 ( N.A.S. Quonset Point, R.I. ) and their Martin Mariner PBM-3S’s on air reconnaissance from first light to dark. (6) This patrol bombing squadron operated with ten aircraft. Commanded by Lieutenant Commander William George Logan, Jr., U.S.N. # 79531, ( 1915 – 2012 ), since May 31, 1944, three operational flights were conducted today. Light intermittent rain and snow with a moderate sea was reported. It is noted that “ Lieutenant “ W.G. Logan, Jr. was the 47th officer received into the squadron on December 15, 1942 after having had entered the service on March 7, 1941. His temporary date of rank of Lieutenant Commander was March 1, 1944. A permanent status of Lieutenant ( J.G. ) was

dated June 1, 1942.

(77)

( N.A.S. Quonset Point )

( Taken on August 3, 1942, this is an overhead view of U.S. Naval Air Station Quonset Point, Rhode Island. Part of a

public domain collection of photographs of the First Naval District held by the National Archives at Boston, Digital

Commonwealth reproduced the original print ( file fx71bs069 ). Credit (147) acknowledges both

organizations. A special Thank-you ! )

(77)

( N.A.S. Squantum )

( Featured in this August 11, 1941 photograph is Naval Air Station Squantum ( above center ). At the bottom center is the mouth of the Neponset River flowing into Dorchester

Bay. North Quincy, Massachusetts is in the lower right-hand corner. Credit (148) recognizes the National

Archives at Boston and their collection of public domain photographs of the First Naval District and the

reproduction services of Digital Commonwealth file # fx71bc99t. Thank-you ! )

“ Topcats “ of Scouting Squadron VS-31, based at N.A.S. Squantum ( Point ) - Quincy, MA., provided sea control for the outbound Boston section, who, were using call sign “ 6XO3 “. (7) Having an authorized complement of 14 Douglas SBD-5 Dauntless scout plane / dive bombers, 22 officers and 29 enlisted men, the unit was commanded by Lieutenant Commander Paul Theodore Weber, U.S.N. # 81710, ( 1916 – 1967 ) since February 19, 1944. (8) His temporary date of rank of Lieutenant Commander was March 15, 1944. A permanent status of Ensign was dated November 1, 1939. Two planes flew for 130 minutes each after taking off at 0840 hours. The relief flight of two planes departed at 1206 hours, however, snow in the patrol area forced an early return 46 minutes later. All three fixed wing aircraft squadrons previously mentioned were part of Task Force 26.2 – Fleet Air Wing Nine. Despite poor weather, Blimp Squadron Eleven ( ZP-11 ), moored at N.A.S. South Weymouth, MA., had two type K craft patrolling in the Massachusetts Bay. A part of the Northern Air Group 02.1.3, Lieutenant Commander John F. Pear, U.S.N.R. # 80436, in command since October 31, 1944, “ oversaw “ eight non-rigid airships and authorized the attached war diary. (24B)

(77)

( N.A.S. South Weymouth )

( Believed to be a K class blimp of Airship Patrol Squadron 11, this cropped photograph was taken on October 28,

1942 @ N.A.S. South Weymouth. Part of a public domain collection of photographs of the First Naval District held by

the National Archives at Boston, Digital Commonwealth reproduced the original full-size print ( file fx71bn92j ).

Credit (146) acknowledges both organizations. Again, a special Thank-you ! )

The almanac for Boston for today, December 2, 1944, indicated high water at 0123 hours. A waning gibbous moon ( 92 % illumination ) was due to set at 1021 hours. Nautical twilight began at 0648 hours with sunrise at 0754 hours. An actual mean temperature of 23 degrees was noted. The length of day would be 9 hours and 17 minutes long today. (56) The division of three merchant ( troop ) ships and two destroyer escorts passed the Boston Lightship ( aid to navigation @ 42 21 26 North and 70 43 12 West ) at 0840 hours.

Boston Lightship LV-54 / WAL-502

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( Produced by the Detroit Publishing Company in 1906, this 3.5” X 5.5” paper stock post card ( # 9730 – above ) of the

Boston Lightship required a one cent postage stamp to mail from within the United States and Canada. Purchased by the author from Heather Haverfield @ “ vegestar “ via (

ebay ) item # 151983306789 on July 28, 2016 for $ 18.98 U.S.D. Thank-you ! )

(134)

( Printed by the U.S. Coast Guard Historian’s Office in

1989, this report ( above ) of the Boston Lightship ( LV-54 /

WAL-502 ) was compiled by Willard Flint in his “ Reference Notes “ for the publication “ Lightships of the

United States Government “. )

( Produced in February of 1913 by the Directors of the Port of Boston, this is a cropped map of Boston Harbor &

Vicinity, above. By December 2, 1944, the following highlights and points of reference would be in place:

U.S. Navy Yard South Boston Annex North Station ( North Sta. )

N.A.S. Squantum Point Charlie ( to the West )

With no known copyright restrictions in place, the full-scale map is held by the Boston Public Library in their

Norman B. Leventhal Map Center Collection.

Reproduction services provided by Digital Commonwealth ( file # js956j224 ) with my credit (151)

issued. Thank-you to all ! )

Standing out to sea, the U.S.S. Rinehart was flagship in company with the U.S.S. Roche. Shortly thereafter, in the vicinity of Position CHARLIE at 42 23 00 North and 70 42 00 West, convoy CU 49 B formed three ships abreast, interval 1,000 yards, with the two escorts in station. ( # 11 = Santa Paula # 232005 ( below ), # 21 = Marine Wolf # 245983, # 31 = Santa Rosa # 231932. ) This point of assembly was marked by a Black and White vertically stripped “ Fairway “ whistle buoy with a short – long flashing White light off The Graves ( island ) Lighthouse ( 1905 ).

( This Official U.S. Navy Photograph ( # 80034 - above ) was taken by a blimp from ZP-14 based at N.A.S. (

Lighter Than Air ) Weeksville at Elizabeth City, N.C. on August 21, 1943. The S.S. Santa Paula was just off

Portsmouth, VA., likely in convoy UT 1 bound for Liverpool, U.K. Notice the troops on deck. )

( This Official U.S. Navy Photograph ( # 453395 - above ) was taken by an unknown type of aircraft on September

26, 1944. The S.S. Santa Rosa was 13.34 nautical miles East by South of Manasquan, N.J. in convoy GUF-14 from Naples, Italy. Bound for New York, Captain Thomas Blau, U.S.N.R. # 19767, was convoy commodore. An immigrant

from Latvia in 1897 and former Commandant of the United States Maritime Service, Captain Blau’s officer

commissioning date was March 23, 1914. )

With speed of advance of 15.2 knots, the group made for “ BOMP “, the main rendezvous point 338 nautical

miles away. Aboard the S.S. Santa Rosa, ( above ), was the vice commodore ( first repeater ) of the entire convoy, Commander “ LUCK “ Louis Peter Wenzell, U.S.N. # 7834, ( 1888 – 1955 ). Entering the U.S. Naval Academy from Pittsburgh, Pennsylvania on July 27, 1908, Commander Wenzell earned a merit roll standing of 61st out of 158 and graduated in June ( 7th ? ) of 1912. (108 & 116) (P) Coaching the 1912 – 1913 Naval Academy basketball team to a 9 & 0 record and a national championship, he later was an ensign on the U.S.S. Louisiana ( BB-19 ). (51) He had retired on July 1, 1933 as a Lieutenant Commander with 15 years and four months of sea service. Permanent status with that rank was dated from June 3, 1922. This temporary rank of Commander was dated as of February 25, 1942. Career awards and citations would include at least the Bronze Star. (94) His assignment to duty in this convoy was dated November 9, 1944. A temporary residence was maintained in New York City at 125 E. 63rd St. @ REgent 7-0669. As noted below, his previous “ inbound “ service was as commodore for convoy GUS 55 B. This “ slow “ Liberty Ship convoy had departed from Oran, Algeria on October 20, 1944 and arrived at Hampton Roads, VA. within Chesapeake Bay on November 7, 1944.

( This PDF file # 44b1076 ( above ) of the now Public

Domain 1944 Lloyd’s Register is courtesy of the PLIMSOLL SHIP DATA website of Southampton’s ( U.K. ) City Council.

Thank-you ! (89)

Convoy GUS 55 B

A B C D E 1 Name GRT Built Home Port Final Destination 2 3 Andrew Moore 7,176 1942 New Orleans, LA. New York, N.Y. 4 Black Hawk 7,191 1943 New Orleans, LA. New York, N.Y. 5 Dwight W. Morrow 7,225 1943 Jacksonville, FL. Philadelphia, PA. 6 Garonne 7,113 1931 Oslo, Norway Boston, MA. 7 George Davis 7,177 1942 Wilmington, N.C. New York, N.Y. 8 George F. Patten 7,176 1943 Portland, OR. Boston, MA. 9 Gulf of Mexico 7,807 1917 Philadelphia, PA. New York, N.Y.

10 Henry Groves Connor 7,191 1943 New Orleans, LA. New York, N.Y. 11 John C. Breckinridge 7,176 1943 Savannah, GA. Hampton Roads, VA. 12 Joseph H. Nicholson 7,176 1943 Baltimore, MD. New York, N.Y. 13 Peter J. McGuire 7,181 1942 San Francisco, CA. Hampton Roads, VA. 14 Richard Rush 7,180 1943 Portland, OR. New York, N.Y. 15 Robert F. Stockton 7,176 1942 Los Angeles, CA. Hampton Roads, VA. 16 Saint Bernard 5,183 1939 London, England Hampton Roads, VA. 17 Sidi Brahim 2,439 1910 Marseilles, France Gibraltar 18 Tristram Dalton 7,191 1942 Baltimore, MD. Hampton Roads, VA. 19 William F. Cody 7,176 1942 Los Angeles, CA. Hampton Roads, VA. 20 21 mck 2-20-2017

DD-632 U.S.S. Cowie 1942 “ NUDA “ Commander Ralph Clarence Johnson, U.S.N. # 71423.

DE-170 U.S.S. Booth 1943 “ NQDP “ Lieutenant Francis D. Moorman, U.S.N.R. # 97547. DE-171 U.S.S. Carroll 1943 “ NWVP “ Lieutenant Commander Wat Tyler Cluverius, jr., U.S.N.R. # 105914. DE-172 U.S.S. Cooner 1943 “ NXTG “ Lieutenant Commander Theodore L. Bergen, U.S.N.R. # 72080. DE-173 U.S.S. Eldridge 1943 “ NYXA “ Lieutenant ( Commander ? ) William Kent Van Allen, U.S.N.R. # 98941. mck February 21, 2017

New York section escorted by DD-632 ( U.S.S. Cowie ) and DE-172 ( U.S.S. Cooner ).

Hampton Roads section escorted by DE-171 ( U.S.S. Carroll ) and DE-173 (

U.S.S. Eldridge ).

Boston section escorted by DE-170 ( U.S.S. Booth ).

Gibraltar and Philadelphia were independent movements.

DE’s 171,172 & 173 would be ordered to Boston after completing their escorting assignments.

mck February 22, 2017

Detached off Europa Point for Gibraltar at 1820 hours on October 21, 1944, the steamer Sidi Brahim - “ FNBX “ - would be convoyed ( GC-93 ) to Casablanca and the Moroccan Sea Frontier arriving on October 25, 1944. Being 325 feet and 6 inches long, oldest and the lightest vessel in convoy GUS 55 B, she spent all of her 34 years in service to

the French shipping line Société Générale de Transports Maritimes ( à Vapeur ) headquartered at number 5 Rue de Surène, Paris, France @ Élysées 02-02. Fitted with refrigerating appliances, that one charcoal insulated cargo chamber had a capacity of only 750 cubic feet. A 1921 company timetable indicated direct weekly round trip service between Marseille, France and Oran, Algeria by the Sidi Brahim. Service to the North coast of Algeria by vessels of the company included stops at: Oran – ( Oran ) – وھران Alger – ( Algiers ) – الجزائر Bougie – ( Bejaia ) – بجایة Philippeville – ( Skikda ) – سكیكدة Bone – ( Annaba ) – عنابة With the re-occupation of Marseille on August 28, 1944, eventual transit to these port cities would take place starting in 1945.

( The above three images are from a 1921 company brochure by Société Générale de Transports Maritimes ( à

Vapeur ). Bjorn Larsson of Maritime Timetable Images ( website ) provided a scan of the original document.

Credit 180 is issued along with a very special Thank-you ! ) Green file 47 on the front page will show the entire

pamphlet in French ! )

( In the above un-dated 3.5” X 5.5” paper stock post card, likely produced before 1919 by Levy Fils & Co. of Paris, (

Levy Sons & Co. ), Le Sidi Brahim is in Oran harbor. Purchased by the author from Brent McClintock @ The

Postcard Depot of Kenosha, WI. via ( ebay ) item # 351590465742 on February 20, 2017 for $ 6.50 U.S.D.

with credit number (181) being issued. THANK-YOU ! )

Acting as the Vice Chief Communications Officer for the entire convoy, Lieutenant Frank P. Spezzano, U.S.N.R. # 281967, was placed aboard the vice commodore’s flagship on November 30, 1944. Liaison personnel consisted of a Radioman Third Class, four Signalmen Second Class and a Steward’s Mate Second Class. During the First Watch, the U.S.S. Roche lost use of her radar for an hour. Back with the main column, at 2203 hours, as observed by the U.S.S. Wingfield, a radar and visual contact nine miles to port was cleared.

Watch Hours First 2000 to 0000 Middle 0000 to 0400 Morning 0400 to 0800

Forenoon 0800 to 1200 Afternoon 1200 to 1600 Dog - First 1600 to 1800 Dog - Last 1800 to 2000 mck 2-27-17

As the Boston section ( “ BLUE 63 “ ) made its way toward the scheduled rendezvous position of “ BOMP “ with the main group near 41 degrees 40 minutes North latitude and 63 degrees 25 minutes West longitude, ( 179 nautical miles from Halifax, Nova Scotia at bearing 173 degrees ( South by East ) from ), the S.S. Santa Paula broke down at 0513 hours Sunday morning, the third of December. Water in the fuel oil was discovered. With the seas becoming rough and rain squalls reducing visibility to 3,000 yards, the U.S.S. Roche stood by until repairs were completed and each then rejoined both closing columns some 35 nautical miles distant. While in transit, the U.S.S. Roche suffered temporary causalities to her number two main engine and steering control. Most of the remainder of the day was spent maneuvering with cautious and safe approaches to facilitate the meeting of both sections. Aboard the U.S.S. Gandy, a test of the motor for the whaleboat was taken during the Forenoon Watch.

(223)

( Originally known as the S.S. Canadian Transporter ( above ) and managed by the Canadian National Steamship Company, a name change to the S.S.

Cornwallis took place in 1932. (474) The January 1922 issue of the Pacific Marine Review ( below )

indicated she was a member of the 65 vessel Canadian Government Merchant Marine. She may have been operating in round trip service between Vancouver, British Columbia and Australia and New

Zealand at a speed of “ 11 ½ “. (224) This public domain photograph ( # 223 ) was taken on an

unknown date by Walter Edwin Frost ( 1898 – 1988 ). The City of Vancouver ARCHIVES ( item # CVA 447-2061 ) graciously provided this photograph. A very special

thank-you ! )

(224)

( Held by the San Francisco Public Library and

digitalized by Internet Archive ( archive(dot)org ), the January 1922 issue of Pacific Marine Review of 576

Sacramento St. @ Douglas 1664 ( Vol. 19 No. 1 - above ) was published by J.S. Hines. Now in public domain, it is

interesting to note the intricate artwork and number filing system. Thank-you ! )

(225)

( The 1922 BUYERS’ GUIDE of SAN FRANCICO ( above –

page 1281 ) was published by Crocker-Langley San Francisco Directory of 230-240 Brannan Street @

Douglas 5800. )

( Cape Cod Canal – 1944 )

(276)

( Using data collected in 1983, this portion of a National

Oceanic and Atmospheric Administration chart ( above – # 13246 – “ Cape Cod Bay “ ) shows the route of the Cape Cod Canal between Barnstable Bay ( East ) and Buzzards Bay ( West ), Massachusetts. Credit (276)

is issued. Thank-you ! )

( East entrance 1922 – (277) )

( West entrance 1922 – (277) )

( The full-scale map “ Cape Cod Canal “, now in public domain, was originally produced by the Yachtsman’s Guide & WardMaps in 1922. Credit (277) is issued for the above two portions, downloaded via WIKIMEDIA

COMMONS. Thank-you to all ! )

(280)

( On March 30, 1928, the United States government

finally acquired clear title of the troubled Cape Cod Canal and associated properties of 932 acres of land and the U.S. Army Corps of Engineers ( Boston District )

assumed charge of same the next day. Under contract dated July 29, 1921, the purchase price was $

11,500,000.00. ( 67th Congress – 2nd Session – Report number 1016 – May 18, 1922 – Representative Sherman

E. Burroughs, Republican of New Hampshire and a member of the Committee on Interstate and Foreign Commerce, submitted a very comprehensive, seven-

teen page long supplemental real estate and characteristics report for consideration in the

prolonged and hotly debated purchase of the canal. It would not be until 1927 before Congress moved

forward with final legislation. First, having been returned from the Senate with their modifications on multiple

river and harbor improvement projects, House Resolution 11616, with thirty-four pages of debate and vote, was passed on January 13, 1927 as follows: 277 Yea – 82 Nay – 1 Present – 73 Not voting. On January 21, 1927, the continuing River and Harbor Act of 1824

was amended to include these works. Green file Cape Cod Canal Legislation contains 65 pages of related

insight on this undertaking. A huge Thank-you ! to the staff of the Law Library at the Library of Congress for obtaining copies of this material. ) To this day, the

Corps is responsible for the improvements,

maintenance and operations of this vital sea level waterway. The above caption credit is used with

permission from Donna Goldstein’s research paper “ Bay State Dredging and the Cape Cod Canal “ as

seen on the Cashman Family History internet website. A very special THANK-YOU ! for this usage. (280) )

( Above four images are in the public domain from

congressional records. )

( Looking West towards the Sagamore Highway Bridge from over Barnstable Bay, this undated, slightly

cropped photograph ( below ) by Arthur Griffin shows the Cape Cod Canal. In the lower left-hand corner is

the 1.49-acre U.S. Coast Guard Cape Cod Canal Station. To the right center is Sagamore Hill and a perspective of the surrounding terrain. Used with

permission from the Griffin Museum of Photography via release # 24203 and reproduced by Digital

Commonwealth ( sq87c6803 ). A very special THANK-YOU to all ! (281) )

© Arthur Griffin courtesy of the Griffin Museum of Photography,

Winchester, MA. (281)

(280)

( The above caption credit is used with permission from

Donna Goldstein’s research paper “ Bay State Dredging and the Cape Cod Canal “ as seen on the

Cashman Family History internet website. Again, a very special THANK-YOU ! (280) )

A proven “ shortcut “ between Boston and New York City is the Cape Cod Canal ( Boston, Cape Cod & New York Canal Company of June 1, 1899 with capitalist DeWitt Clinton Flanagan and nine others as incorporators. ). In 1895, it was thought such an undertaking would save 148 nautical miles of travel via the far “ outer “ route between the Great Round Shoal and Georges Bank. (278) Having started construction in 1909 with William Barclay Parsons as Chief Engineer and banking support from August Belmont II, it was completed in 1916 with the land cut being 6.7 nautical miles long and three overhead bridges to pass under. (286) A 1922 estimate via an “ Inland Coastwise “ route using this canal would save 61 nautical miles. (277) Data indicates the canal has a width of 480 feet and a depth of 32 feet since 1940. (286) The control force would be the U.S. Coast Guard’s Task Group 02.1.4, which, was commanded by Commodore Wilfrid N. Derby, U.S.C.G. # 1011 ( U.S.C.G. Academy class of 1911. ). Engaged in home defense duty and having ice breaking capability, the 110-foot-long & 328-ton harbor tug U.S.C.G.C. KAW ( WYT-61 @ “ NRKB “ ) was the primary vessel working the area. Usually, two Warrant Officers and 14 men were the complement. For the calendar year 1944, it is possible another 13 smaller craft, mostly ( 2-man, 7.85-ton, 38-foot cabin picket boats ) ranging in size from 36 feet to 64 feet, provided service for this task group. Those vessels may have been Coast Guard: 36-376 38-309 38-458 38-524 38-525

38-691 45-002 56-005 56-303 56-304 61-005 ( On duty at this station since at least Nov. 24, 1942. ) 64-300 ( 5-man, 65-ton, 64-foot Harbor Motorboat/Tug ) 64-301 ( 5-man, 65-ton, 64-foot Harbor Motorboat/Tug )

Reprinted by permission, from Robert L. Scheina, U.S. Coast Guard Cutters & Craft of World War II (Annapolis, Md: Naval

Institute Press, © 1982.) (282)

(282)

( These vessel characteristic images ( above – WYT-61 &

below – LS-116 ) were obtained from Robert L. Scheina’s book “ U.S. Coast Guard Cutters & Craft of

World War II “ ( ISBN 0-87021-717-8 ). A permissions request directed to the U.S. Naval Institute ( Press ) was gratefully granted. A special THANK-YOU ! is issued via

credit (282). )

Reprinted by permission, from Robert L. Scheina, U.S. Coast Guard Cutters & Craft of World War II (Annapolis, Md: Naval

Institute Press, © 1982.) (282)

A Coast Guard barracks was located at Buzzards Bay, MA. On November 24, 1942, 220 men were undergoing training at this facility. As noted below, barracks at Sandy Neck and Scorton Neck, used for beach patrols, were closed on February 20, 1944 and activities in Task

Group 02.1.5 curtailed. The distance between Beach Point and the canal entrance was over 12 miles.

( Above two images fold3 )

(292)

( Produced in August of 1893, this portion of an U.S.

Geological Survey topography map of the Barnstable ( Massachusetts ) sheet ( above ) may indicate the

desolation of the beaches between Beach Point and East of the proposed Cape Cod Canal and the need

for beach patrols. Reprinted in March of 1913, credit (292) is to acknowledge the University of Texas and their

Perry-Castaneda Library Map Collection file # 2141099716. Thank-you for sharing ! )

Marking the East entrance of the canal for Westbound traffic, with one officer and 14 men on station, was the 133-foot-long & 630-ton ( examination ship ) lightship “ CHESAPEAKE “ – LV-116. Eastbound traffic was controlled at the 74-foot-tall Cleveland ( East ) Ledge Lighthouse @ 41 37 52.3842 North and 70 41 41.1144 West. (285) This was the beginning of the navigation canal through the North end of Buzzards Bay. From January to September of 1944, a nine-month period, 13,131 vessels grossing 21,381,651 tons would navigate the canal with 3,685 pilot movements being used. For the entire calendar year of 1944, another 3,591 fishing and small craft passed through the canal. Green file Cape Cod Canal Operations Related will contain a January of 1944 U.S. Coast Guard Operation Plan, Westbound routing instructions, restricted area list ( “ B “ Zones ) for coastal New England dated December of 1942, U.S. Army Observation Posts, an inspection report of the U.S. Coast Guard Station at Sandwich, MA. dated November 24, 1942, statistical data and a war diary for the month of November, 1944.

( Wilfrid N. Derby U.S.C.G. – 1948 )

(279)

( United States Coast Guard – List of Regular and

Reserve Commissioned and Warrant Officers on Active Duty in Order of Precedence and Temporary Members

of the Reserve – NAVCG 111 – June 30, 1944 (279) )

(279)

(283)

(283)

( The above two images from a plot plan of the U.S. Coast Guard station @ the Cape Cod Canal are from

H.A.B.S. No. MA-1266-A-29 and held in the Library of Congress. Produced by government employees, as such, the work is in the public domain. Credit (283) is

issued. )

(284)

( A portion of a Public Domain U.S. Geological Survey topographical map of “ Sagamore, MA. “ dated 1937, showing the location of the U.S. Coast Guard station @

the Cape Cod Canal, is courtesy of The University of Texas at Austin, Perry-Castaneda Library Map Collection

file # 2141500631. Thank-you ! Credit (284) issued. )

(283)

( The above image of the U.S. Coast Guard station @

the Cape Cod Canal was taken on December 1, 1936. From H.A.B.S. No. MA-1266-A-26 and held in the Library

of Congress, it was produced by government employees and as such, the work is in the public

domain. Credit (283) is issued. The steel truss flag tower stands to the right. This was the “ home “ for the

Captain Of The Port – Sandwich ( & Control Tower ? ). )

( January 15, 1943 )

( The crest of the 241st Coast Artillery is being used on

multiple websites. )

(288)

( The above image, in public domain, notes National

Guard units ordered into active military service by Executive Order 8530 dated August 31, 1940. From

page 186 of Title 3 – The President, 1940 Supplement to the Code of Federal Regulations of the United States of

America ( U.S. Government Printing Office ). Credit (288) issued, Thank-you ! )

The Sagamore Hill Military Reservation, located on “ government property “ of about 380 acres off Scusset Beach and having an elevation of 74 feet, “

commanded “ the approaches to the Cape Cod Canal @ Sandwich, MA. (343&284) Beginning on December 10, 1941, Battery C of the 241st Coast Artillery ( Harbor Defense ) was deployed at the forlorn site that consisted of pine trees, scrub brush, marshes and sand flats. Of the Massachusetts National Guard, the regiment had been inducted into federal service by Executive Order 8530 effective September 16, 1940 ( above – units ) and was commanded by Colonel ( May 11, 1940 ) William D. Cottam # O124628 ( June 23, 1883 – July 19, 1954 ) until January 10, 1942. (291) During the First World War, Mr. Cottam, now of 56 Kingsbury St., Needham, MA. @ Needham 2513, was a member of the American Expeditionary Forces. (291) His overseas deployment was from July 31, 1918 @ 0615 until February 14, 1919 @ 0850.

( Above two images, fold3. )

Captain W.D. Cottam – Commanding officer of Battery “ D “ 71st Coast Artillery Regiment – August 24, 1918 – Camp Standon, ( Hursley ), Winchester, England – 5 Officers & 227 Enlisted Men.

(372)

( Held by the National Library of Scotland, the above image ( 95749926 ) of the “ Hursley “ area, in particular

the hamlet of Standon, is from an ordnance survey map ( 1:25,000 – Sheet SU42 ) incorporating data beginning in 1908 and published in 1958. Camp Standon would be located on the North side of

Merdon Road, with the hospital campus of about 71 acres on the South side ( X ). (375) Envisioned as a rest camp of some 58 acres, Camp Standon, beginning on July 19, 1918, would evolve into an area of observation

where upwards of 3,000 troops suspected of being exposed to infectious diseases could be isolated and quarantined. (375&373) Guidelines for handling those

cases and treatment could be obtained at nearby A.E.F. Base Hospital Number 204 as noted below.

THANK-YOU ! with credit (372) issued. )

(373)

(373)

(373)

(383)

(383)

(383)

(383)

( Held within file WO 161/117 at the National Archives ( KEW ), the above four photographs are representative of the Hampshire area during 1914 – 1915. Included are

the BRITISH military camps at Hursley Park and an undisclosed branch ( location ) of the London City & Midland Bank LTD. Founded in 1891, it appears the

bank would become the largest deposit bank in the world by 1934. Copy order RC1695447 was completed on January 23, 2019 for £ 20.35 with credit (383) issued.

THANK-YOU ! )

(376)

( Taken on January 12, 1915, the above cropped photograph gives you a “ feel “ of the construction

efforts of the British army camp located at Hursley Park ( Winchester ). This image, held by the Hampshire Record Office ( 52A09/6 ), likely without restriction,

belonged to Stan Thorne. Stan Rawdon used it as a part of his collection regarding local history. The author purchased a copy on December 4, 2018 for £ 12. ( plus

$ 35.00 in banking fees ). My initial assistance inquiry was directed to Eleanor Yates of the Historical

Association Winchester Branch. With much courtesy involved with ALL concerned, a grateful THANK-YOU ! is

given along with credit (376). )

(378)

( Continuing with further new construction, as seen in 1918, in the foreground is section 3 of the “ C “ group

at United States Army Base Hospital 204 ( Hursley Park ). To the rear are the White tents of Camp Standon.

Created on November 27, 1917, Base Section No. 3, of the Services of Supply, was headquartered in London and commanded by Major General George T. Bartlett

( U.S.M.A. graduate – June 11, 1881, # 2888 10/53. ). (380&381) This cropped photograph ( above ) was included in a Report of Operations by the Section

Engineer Officer between June 5, 1918 and January 1, 1919. (378)

( As noted above, the history of Base Hospital number 204 actually began with modest means. Occupying former British buildings, huts and bell tents in April of

1918, designs were in place for seven groups of structures that never were completed, because, the

war ended and the facilities were closed. The hospital would be commanded by future famed neurosurgeon Major William Jason Mixter, M.D. ( 1880 – 1958 ) of 416

Marlborough Street in Boston, MA. (382 & ) Chief nurse of Hospital Unit “ I “ was Lora B. Roser, Army

Nurse Corps, C/O Rural Route Seven of Wabash, IN.

(374 & ) A nursing staff of 50 oversaw some 800 beds. (374) )

( A War Department progress report map dated

October 2, 1918 by the U.S. Corps of Engineers is noted below for Base Hospital number 204. Credit 378 will be

issued when source clarification is obtained… )

(378)

( Held by the U.S. National Library of Medicine, credit (377) is issued for the three-public domain, U.S. Army Signal Corps images ( below ) of A.E.F. Base Hospital

No. 204 at Hursley Park. Included is the main entrance, a general view of the campus and the inside of a

contagious ward. THANK-YOU ! )

(377)

( NLM image ID: A06557 )

(377)

( NLM image ID: A06539 )

(377)

( NLM image ID: A06541 )

( David Key, a voluntary archivist and historian

at Hursley Park, provided valuable direction, insight and resources regarding Camp Standon and the various hospital grounds. Without his efforts and

contributions, the aforementioned narrative could never have been brought into focus. A very special

THANK-YOU and acknowledgement is given ! )

Major W.D. Cottam – Executive officer of the 34th Coast Artillery Brigade Headquarters – January 31, 1919 – Saint-Nazaire, Loire-Atlantique, France – 8 Officers & 48 Enlisted Men.

Also, it is likely the 71st Coast Artillery Regiment was at the Organization & Training Center No. 4 @ Saint-Sylvain-d’Anjou, Maine-et-Loire, France on Armistice Day, November 11, 1918. (287) Colonel Cottam was placed on the U.S. Army retired list effective March 22, 1946 after serving since October 23, 1901. (291)

(340)

( An U.S. manned Canon de 155 mm Grande Puissance Filloux mle 1917 ( above ), with dust and debris flying at the instant of discharge, hurls a 95-pound projectile into the French countryside in 1918. The caterpillar wheel shoes add stability and the panoramic gun sight mechanism can be seen too. Having a range of 17,700 yards ( 10.06 miles ), targets within Cape Cod Bay could be easily hit. (341) Photograph from CRITICALPAST file 65675048428-5017 / Order # 153186424296 dated July 17, 2018 with credit (340) issued, THANK-YOU ! )

(341)

( As prepared in the Office of the Chief of Ordnance and obtained from the Handbook of Artillery ( including mobile, antiaircraft, trench and automotive material ) - July, 1921 ( revised May, 1924 ), the logo of the War Office is presented ( above ) with credit (341) issued. Thank-you ! )

Of French design, ( Canon de 155 mm Grande Puissance Filloux mle 1917 ), two field guns ( “ Vicious Virgin “ # 1 – left facing and “ Big Mary “ # 2 – right facing ) would eventually be placed on Panama mounts on Sagamore Hill. It is believed in July of 1942, at least 28 additional structures composed site 109 of the Harbor Defenses of Boston. By 1944, just across the canal ( 1.14 crow miles ) near the coast guard station, a mobile, single mount 40 mm automatic ( M1 ) multiple purpose gun and a 60-inch portable search light were in place. (289)

(338)

( Incorporating data learned from the U.S. Army Corps

of Engineers, this author has enhanced the above map held by the Sandwich ( MA. ) Historical Society. Further

research indicates the map is likely from Gerald W. Butler’s “ The Military History of the Cape Cod Canal “, ISBN 978143968386, of which, I own an E copy. THANK-

YOU ! to all with credit (338) issued. )

(339)

( Obtained from slides taken off of trail markers erected by the U.S. Army Corps of Engineers located within the

Sagamore Beach Historic Area, this drawing by “ Geehan – 1991 “ shows a ready ammunition storage

room near the old tunnel complex atop Sagamore Hill. Thank-you ! to the Cape Cod Canal Field Office (

ranger station @ Buzzards Bay, MA. ) with credit (339) issued for this public domain image. )

(296)

(296)

(296)

“ Overlooking “ Buzzards Bay were the “ Harbor Defenses of New Bedford “ ( 1925 ), in particular, Fort Rodman ( 1861 ). In addition to the Cape Cod Canal defenses on the East side and the headquarters, support buildings and batteries at the fort, thirteen other military installations ringed the bay. Anti-Motor Torpedo Boat ( gun ) Battery 934 at the Butler ( ‘s ) Point Military Reservation ( Location number 56 C of the Harbor Defenses of New Bedford, about 1,495 feet South by East of 41 40 50 North & 70 43 00 West – Sippican Neck, Marion, MA. ), on a .25 acre leased site, having an elevation of five feet above sea level, was the main protection for the West entrance to the canal. Replacing two 155 mm M1918 M1 guns on A1 ( Panama ? ) mounts in 1943 were 90 mm Anti-Aircraft Artillery. Two each fixed mount and mobile mount ( M1A1 ) guns were still manned by the Coast Artillery. Additionally, four .50 caliber Browning water cooled “ mounted “ machine guns were authorized. Two ammunition storage magazines, three “ barracks “ buildings, a battery commander station along with a spotting station and two M7 battery power plants completed the site. The maximum range of fire was 19,000 yards, however, the effective range was only 7,500 yards due to limitations of the M9 ( Bell Telephone Laboratories ) Fire Control Director and M1 Height Finder. (296)

(296)

(296)

( Above five images of the headers for the “ Defenses of Buzzards Bay “, “ H.D. of New Bedford “, “ Fort

Rodman “ and maps of Butler’s Point, held by the National Archives and Research Administration and in public domain, were obtained from the Coast Defense

Study Group with credit (296) issued. Thank-you ! )

(295)

( Located by Joan L. Gearin of the National Archives at Boston, with production assistance by Nathaniel Wiltzen & Donna Perkins, this Blueprint of A.M.T.B. 934 @ Butler’s

Point is dated March 31, 1947. Heavily damaged by United Parcel Service in shipping, Don Hawkins of

OptiScan ( Phoenix, AZ. ) was able to apply restoration techniques and reproduce this copy ( above ). Except for U.P.S., a grateful THANK-YOU to all with credit (295)

issued ! )

(290)

( A permissions request directed to Arcadia Publishing

to use the above image ( map ) of the military installations ringing Buzzards Bay went unanswered.

Regardless, a THANK-YOU ! to author Christopher McDonald, who, wrote the book “ The Military History of New Bedford “ ( ISBN 978-0-7385-0520-6 ) and a copy of

which is in my possession is given along with credit (290). )

(291)

( Provided by Leonid E. Kondratiuk of the Massachusetts National Guard Museum & Archives, this

station list ( above ) dated November 1, 1944 of the Northeastern Sector shows area Harbor Defense units.

A special Thank-you ! with credit (291) issued. )

(293)

( Obtained by Geoff Gentilini of Golden Arrow Military Research, the header for the Morning Report dated November 29, 1944 for Battery C of the 241st Coast

Artillery ( above ) was located at N.A.R.A. – St. Louis – National Personnel Records Center with credit (293)

issued. Thank-you to all ! )

By Wednesday, November 29, 1944, the U.S.S. Roche had been positioned in the Boston Navy Yard for service to this convoy having just transited the Cape Cod Canal from off Montauk, Long Island, New York. Battery C’s Morning Report for this date for the 241st Coast Artillery Corps ( above ) has an accounting of four officers and 101 men at Sagamore, Massachusetts under the command of Captain Edward A. Magill, CAC. (293)

(337)

( Valuable LOCAL research assistance of the Cape

Cod Canal area was provided by Dr. John S. Stephenson, PH.D. A very special THANK-YOU ! with

credit (337) is proclaimed. )

While the two sections of the convoy closed together, earlier in the morning of the third of December at 1005 hours ( Greenwich Civil Time = 0605 local ? ), 257 nautical miles away in the Gulf of Maine, disaster struck. Twenty-Three nautical miles South by West from Bar Harbor, ME., the unescorted Canadian steam merchant vessel Cornwallis, ( 5,458 GRT – “ VGBY” – 1921 – Vancouver, B.C. ), was sunk, without known warning, with a starboard list by torpedo at the number one hold. Enroute to St. John, New Brunswick from Barbados, Lesser Antilles via the Cape Cod Canal with a close coastal routing, 43 souls were lost and five survived the attack. Her cargo consisted of bagged sugar and barrels of molasses. Kapitanleutnant zur See Hans Hilbig, ( 1917 – 2004 – CREW 36 ), and his type IX C-40 U-1230,

(90), of the 33. Unterseebootsflottille, took to the bottom with what proved to be evasive, withdrawal actions South-East by South bound ( bearing 147.8 degrees ) at about 7 knots per hour. (P) Unknowingly, he likely followed this convoy for a short

time and because of weather further out to sea, search alerts being implemented against him and the convoy’s speed, missed contact. (24C) His actions would make this boat one of the few to survive the war. ( On the main page of the website, file # 38 ( very large & slow to download ) has a detailed accounting of this action. )

( As noted, the above image is a Google Map. Thank-

you ! (91) )

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( Seen at an unknown location, possibly on the Kennebec River near Bath, Maine after 345 days of construction and

sea trials, this original 8” x 10” publicity photograph ( above - cropped by .tif ) of the S.S. Exceller was produced

on August 26, 1941 by the N.W. Ayer & Son, Inc. ( advertising agency ) of 30 Rockefeller Plaza in New York

City @ CIrcle 6-0200 for the American Export Lines, Inc. with

no copyright markings noted. (387) (474) Purchased by the author from Anthony Fox @ “ afox11 “

via ( ebay ) item # 352420573860 on February 3, 2019 for $ 42.87 U.S.D. Thank-you ! Credit (386) is issued. )

By late afternoon a typical early winter Atlantic Force Eight Fresh Gale was raging. (9) Slammed by 35 knot North East by North winds ( moving from bearing 032 degrees ) and very rough to high seas with 22-foot waves and considerable airborne spray, it was not until 1530 hours that the convoy was pronounced joined and complete. (43) Heavy weather conditions were reported the next three days. Several vessels suffered storm damage including the U.S.S. Rinehart whose sound gear was disabled. The sound dome and projector head were separated away from the ship. Also, the S.S. Exceller ( above ), in company with the U.S.S. Wingfield, ran ahead of the convoy about 20 nautical miles to investigate damage to a forward ventilator to an ammunition magazine and life raft aboard the 6,535-ton freighter. Coming to a stop to repair and test an engine on the merchantman, ( troop transport carrying 466 army passengers, a crew of fifty six and forty five armed guard, 2,200 tons of commodities including deck cargo @ 207,200 cubic feet total in transit, 1,589 tons of bunker fuel oil, 720 tons of water, 150 tons of stores, 200 tons of defensing armaments and 1,651 tons of ballast ), all repairs were effected and she would regain the convoy to the rear of column three in position 34. At this point, it was discovered the destroyer escort had lost over side 48 rounds of hedgehog ammunition when two ready service boxes were carried away. The number one gun shield, yoke and sight were bent, twisted and cracked. Holes were ripped in the forecastle deck for a distance of eight feet. Floater nets, life lines and stanchions were washed away. The door to the battery room was torn open with internal flooding occurring. Damage Control parties under the command of ( First ) Lieutenant Harry

Boyle Donley, U.S.N.R. # 150638, ( 1911 – 2004 ), effected repairs within two- and one-half hours. ( On September 6, 1945, Lieutenant Donley with other officers and the U.S.S. Wingfield supervised Rear Admiral Shoichi Kamata, ( 1892 – 1986 ), (49) and the Imperial Japanese Navy’s compliance of the surrender terms for Maloelap Atoll, Marshall Islands ( 3.7838 sq. mi. (48) ) at Taroa Anchorage. ) Aboard the transports many a trooper began to get sea sick, effectively silencing many except for groans of misery. (44) (BLUE) Gun watches were secured due to the rolling and heavy seas. At one point, H.M.S. Patroller ( D 07 / CVE 44 -

-, having a Lend Lease transfer date of October 22, 1943. (389) ), with her aircraft laden deck, reported making only 4.9 nautical miles in one hour. These aircraft were loaded at pier number seven, U.S. Naval Operating Base NORFOLK ( Virginia @ “ NAM “ radio ) by 1410 hours on November 26, 1944.

( U.K. National Archives reference ADM 53 / 120219 release # C559780. The above two H.M.S. Patroller

related images are credit (92). Thank-you ! )

(384)

( Produced by J. Abrahams & Sons of Plymouth, England, this 3.5” X 5.375” two-sided paper stock post card of the

H.M.S. Patroller, at an unknown location and date ( above - cropped ), was purchased by the author from Ray

Woodmore @ “ woody-iow “ via ( ebay ) item # 362424417899 on January 21, 2019 for $ 8.71 U.S.D.

Thank-you ! A ( 70 year ? ) copyright negative number ( 2864 ) is noted, however, it has likely expired and the

following information ( below ) has been found about the company. Credit (384) is issued for the above. )

(395)

( My initial online search for the above company

produced no results. Then, an inquiry to The British Library met with a potential lead. Visiting the library in person on February 25, 2019 secured the following information via

the 1937 issue of Kelly’s Post Office Directory of Plymouth and District:

“ Abrahams & Sons, photographers, 4 Marlborough St. Devonport @ Devonport 206 “ )

(395)

( Credit (395) is given to the entire staff of the Business & IP

Centre of The British Library for locating the above

material AND excellent assistance & co-operation during my on-site visit. A very grateful and special THANK-YOU is

issued ! )

(399)

( Further responses to my inquires produced another

update. By 1951, a Plymouth Directory noted the following:

“ Abrahams J. & Sons, photographers, 57 Union St.

Plymouth @ Plymouth 60584 “

The Plymouth Central Library graciously provided the above image. Credit (399) is given along with a huge

THANK-YOU ! )

On board the S.T.K. Paoli, at the rear of column six, “ Master “ Theodore Kuller # 171797 reported his vessel laboring heavily. Born in Parnu, Estonia on April 25, 1890, Mr. Kuller made this note of damage:

( Above image used with permission from N.A.R.A. – New York. )

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( Likely seen close to her launching date of June 6, 1942

as hull number 4367 from Bethlehem Steel’s Sparrows Point ( Maryland ) shipbuilding yard, the S.T.K. Esso

Hartford is underway with the assistance of the tugboat “ MARYLAND “ of the Curtis Bay Towing Company, which, was founded in 1910 and has conflicting data about the tow vessel. (403) Held by the Hagley Museum and Library

of Wilmington, DE., including the copyright, the above image is used with permission with credit (402) issued

after paying a processing fee of $ 10.00 U.S.D. on February 18, 2019. A very special THANK-YOU and

acknowledgement is given ! )

( As seen below, the following 1920 directories confirm the business data for:

Curtis Bay Towing Company Munsey Building

Baltimore, Maryland Cable Address “ CURTISBACO “

Phone: St. Paul 6100

Credit 404: Sterling’s Marine Catalog & Service Credit 405: Baltimore City Directory by R.L. Polk & Co. of

Baltimore

** Fifty-year copyrights for the above two publications have now expired. Regardless, acknowledgement is

given for their usage. **

THANK-YOU ! )

(404)

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( Having been delivered for service on July 10, 1942, the above image shows the S.T.K. Esso Hartford receiving her allotment of ammunition from the U.S. Naval Depot @ St. Juliens Creek in Portsmouth, VA. the following day. By the

sailing of this convoy, the U.S. Naval Armed Guard consisted of one officer and 24 enlisted men along with

one officer and three enlisted men acting as signal liaison ( green file 42D ). )

With both sections completely intact, 37 merchant ships, oilers, troop transports and 10 escorts composed convoy CU 49. The mercantile portion of the convoy was formed as: 4-4-4-5-4-4-4-4-4. (24D) On board the S.T.K. Esso

Hartford, “ Master “ Carl Svenson, who, was born in Gothenburg, Sweden on August 20, 1887, assumed the duties of rear commodore ( second repeater ) for the entire convoy.

( Above file used with permission from N.A.R.A. – New York via U.S. Document Retrieval Service, Inc. (197) )

Now, with all ordnance, engineering, communications and equipment performing satisfactorily, the convoy, without further remark, set a war cruising condition of readiness, carried out sea routines and observed captain’s night orders, including darkening of ships. Daily inspections of mess and berthing spaces, munitions magazines ( with temperatures ) and smokeless powder samples were all taken with reports being written. The daily average magazine temperature range ran between 58.01 and 73.54 degrees for the ten man of war ships. Weekly tests of magazine flood cocks and sprinkling systems were also conducted. General and chemical alarms were tested including the use of whistles and sirens. Running lights were examined, with RED indicating the port side of a vessel and GREEN as starboard. At night and in foul weather, BLUE stern lights were in use to aid in navigation. Vessels that brought up the rear of each column did not illuminate their lights.

This prevented the enemy from “ seeing “ the convoy from behind. A combination of colored ( RED & GREEN ) light signals and flag hoists were used in emergency turns. Colored “ X-MAS TREE “ lights were used for changes in course and speed. All vessels were on the alert for “ breakdown “ lights. At times, “ navigation “ ( position ) lights were used. Degaussing systems were secured to take a daily ground test and then re-energized.

( Reprinted in 1920, this portion of an U.S. Geological Survey topography map of the Staten Island

quadrangle ( above ) and Swinburne Island was produced in February of 1900. Credit (142) is to

acknowledge the University of Texas and their Perry-Castaneda Library Map Collection file # 2141449670.

Thank-you for sharing ! )

( The outbound charging range of 1 1/8 miles was off New York City’s Swinburne Island ( above ) between the net gate South of Fort Wadsworth and buoy 17. This process reduced a ship’s magnetic signature against mines. ) Bilges and waste materials were emptied at nightfall. Routing instructions were obeyed with codes and signals kept classified. Practices involving the opening and closing of watertight doors and valves were executed. Examinations, with the testing and drills of life saving appliances ( boats / mustering at emergency stations, lifebelts and equipment such as fire hoses ) were conducted frequently. Wireless radio watches were manned with detailed logs kept. Various types of batteries and their particulars of data were measured. As noted below, in an effort to prevent disease, sanitary inspections were conducted:

( Above image used with permission from N.A.R.A. – New York. )

( Above image used with permission from N.A.R.A. – Philadelphia. )

Additionally, searches were conducted of all available spaces including mess & store rooms and living quarters for undeclared articles, contraband and stowaways. Lyle guns, used to shoot tethered projectiles in rescue

operations were examined and serviced. As an average, the U.S.S. Mayo, as flagship, went to general quarters ( Condition One ) for dawn alert 59 minutes before sunrise. Sunset ( dusk ) alarms were called also. On the whole, for the convoy, the following drills and exercises were executed – look in Green file (39).

Aside from the major flagship, protection of the convoy was now entrusted to the destroyer escorts. (25&26) Detailed to this assignment was the entire Escort Division number 55 commanded by Commander “ BUG 55 “ Robert Power Walker, U.S.N. # 71484, ( 1908 – 1985 ). His flagship was the U.S.S. Eisner ( DE 192 – “ BUG 92 “ –

) with his pennant being hoisted permanently on February 15, 1944. However, the deck log with the list of officers does not list him or any other staff officers for the month of December. ( Mention is made later as the Senior Officer Present Afloat at Cardiff. The Muster Roll did confirm a staff allowance of four enlisted personnel consisting of a Radioman second class, Signalman third class, Steward’s Mate first class and Yeoman third class for flag 55. Also, placed on board the U.S.S. Eisner on November 24, 1944 were two Radiomen first class and a Signalman first class for ( from )

Task Group 21.6. )

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Robert Power Walker ( above ) was admitted to the U.S. Naval Academy on August 30, 1927 from Long Beach, California. (116 & 108) Graduating on June 2, 1932, he earned a merit roll standing of 195th out of 423. (116) Ensign Walker, with signal number 5775, reported aboard the 32,300 ton, 36-gun battery, battleship U.S.S. Tennessee ( BB-43 ) on June 28, 1932. (176 & 177) Having been promoted to Lieutenant ( J.G. ) on June 2, 1935 and now

having signal number 5279, Mr. Walker was still a member of the junior officer’s mess for nearly three years now. (194) As such, please note ( below ) the status of a junior grade officer “ Square Knot “ on their dinner china. Dated July 1, 1935, the available quarters / mess complements on board were as follows: 1 Cabin 40 Ward room officers 36 Junior officers 12 Warrant Officers 58 Chief petty officers 1,216 Enlisted men (177)

( The “ Square Knot “, to signify the status of a junior grade officer during mess, is graciously provided by Mike Black @ www.thepirateslair.com. A grateful THANK-YOU ! with

acknowledgement credit 195 issued. )

Maintaining permanent status as a Lieutenant from November 1, 1939, this temporary rank of Commander was dated November 18, 1942.

One half of Escort Division number 35 completed this important mission. Commander “ BUG 35 “ John R. Litchfield, U.S.N.R. # 17445, and the U.S.S. Cates assumed those flagship responsibilities on July 5, 1944. With both the deck log list of officers and flag allowance of enlisted personnel missing for this sailing, I cannot confirm who was aboard for this movement. As noted below, I can confirm his placement last July along with at the time, the three staff officers for CORTDIV35 consisting of an Anti-Submarine Warfare specialist, the division Medical Officer and a radar officer. Within file (27), photographs and war histories for each of the ten Man of War vessels are featured.

By Monday, December 4, 1944, semi-permanent anti- submarine screening stations were in place. (28) Minor changes were made, as necessary, to permit live firing exercises, rotate coverage assignments, assist stragglers and transfer mail or personnel. (29) Gun watches were reset as the sea became calmer and conditions normal. The “ BOSS “, Captain Connelley, warned the convoy that too much unnecessary noise was being made on the radio circuits. Smoke on the horizon sighted at 0910 hours proved to be a merchantman of the Irish Free State. During the Forenoon watch the entire convoy exercised at emergency turns. “ RED GREEN GREEN “ indicated a 45-degree course change to starboard. Minutes later, “ GREEN RED GREEN “ returned the convoy to its base course with a 45 degree turn to port. Commodore Wolfard noted this was handled “ in a skil lful, seamanlike manner. “ By late morning, heavy fog was encountered dropping visibility to 2,000 yards. At 1610 hours, the U.S.S. Rinehart left station to investigate an oil slick for 55 minutes. It was thought the source was a ruptured fuel tank coming from the U.S.S. Gandy. Examination showed no ill effects from yesterday’s brutal storm. Earlier, leaving station number seven at 1505 hours, the U.S.S. Garfield Thomas located the S.S. Exhibitor at position number 92 within the convoy. Having difficulty securing lines, Chief Pharmacist’s Mate John A. Cake, U.S.N.R. # 650 51 40,

was transferred via breeches buoy to diagnose an illness. (43) Prescribing treatment, this valuable medical specialist and Chief Petty Officer, who was promoted at the very beginning of this voyage, returned on board and by 1840 hours the two vessels were clear on stations.

( This Official U.S. Navy Photograph ( # 76566 ) ( below )

was taken by a blimp from ZP-14 based at N.A.S. ( Lighter Than Air ) Weeksville at Elizabeth City, N.C. on July 23, 1943. The S.S. Exhibitor was 60 nautical miles

South-East by East of Morehead City, N.C. in an independent movement from Philadelphia, PA. to Cristobal, Panama. Note the crated deck cargo. )

At about 2200 hours on Monday evening, aboard the S.S. Exceller, an Ordinary Seaman violated blackout regulations. Acting as a lookout in the crow’s nest, he

struck a match. Master Hugh L. Switzer felt this serious infraction warranted an “ Indifferent “ rating for both conduct and ability against this individual and further investigation by the U.S. Coast Guard. At this point, the convoy was about 447 nautical miles South East by East of Halifax, Nova Scotia bearing on course 100 degrees ( East by South ) at 14.25 knots per hour.

At 1103 hours on December 5, 1944, the Medical Officer for esCORTDIVision 35, Lieutenant ( jg ) Arthur B. Watts, Medical Corps, U.S.N.R. # 115967, was transferred from the U.S.S. Earl K. Olsen ( DE 765 – “ BUG 65 “ –

) to the S.S. Golden Fleece # 245541. ( Six days later, after completion of his temporary additional duty and being part of the Irish Sea section, the doctor was retrieved. ) It should be noted this vessel was designated as a Rescue Ship for this convoy.

During the Middle Watch on December 6, 1944, the U.S.S. Wingfield reported her starboard 24” light disabled. Later, at 0810 hours, she stood by and patrolled the starboard bow area of the S.S. Midnight # 245134 who had dropped out of the convoy with engine trouble for 50 minutes. Also, this vessel was designated as a Rescue Ship for this convoy. During the Afternoon Watch, portions of mercantile convoy, including the S.S. Exanthia # 241176, held a weapons

firing exercise. This took place after being cancelled a day earlier. Column one directed their test fire to port, away from the convoy. During this shooting, in position number 13, the S.T.K. Yellow Tavern # 246838 reported the loss of a 20-man life raft at 1320 hours. Located fore of the bridge on the port side, the number two life raft was jarred loose and fell overboard. Being in convoy at 41 17 North & 43 30 West, with a Force Three wind speed from the South South East ( bearing 160 degrees ) and the sea swell running “ small, but, heavy “ from the South East by South ( bearing 13 points ), efforts to retrieve the wayward device were not initiated. Aboard the S.T.K. Champoeg, in position number 74 at the rear of column seven, four rounds were fired from the aft ? 4/50 gun. The weather was clear and sunny with an air temperature of just over 70 degrees. At 1823 hours, instructions were received from the Commander in Chief Western Approaches, Admiral Sir Max Kennedy

Horton, R.N., ( 1883 – 1951 ), , (182) to deviate from the assigned course. From point GW, the convoy route was altered to point GA at 45 degrees North latitude and 22 degrees West longitude. This was done to avoid an unfavorable submarine situation. With points GX and GY being abandoned, a track South of the intended route of about 243 nautical miles was taken towards point GZ.

(97)

( Above image courtesy of the BBC - Liverpool Local History - Underground Liverpool - Western Approaches

Museum tour on October 24, 2014 with credit (196) issued. )

Light rain squalls popped up at 2300 hours, later, becoming clear and mild at 67 degrees.

( The above movie poster is being used on multiple websites. Produced in 1943, this film is perhaps the

greatest tribute ever to the Merchant Marine during World War Two ! “ Action in the North Atlantic “ was nominated for best writing, original story, for the 1944

Academy Awards. )

While not affecting this convoy directly, “ Action in the North Atlantic “ on December 6, 1944 does warrant a testimonial. North East by North of Cape Wrath, Scotland, the British Frigate H.M.S. Bullen, ( K-469 ), of the 19th Escort Group, was sunk with the loss of 71 and 97 survivors.

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( Credit detail for (406) follows later in this text. )

(423)

( Imperfections included, this original, undated 3.5“ X

5.5” photograph of the H.M.S. Bullen ( K 469 ) is seen at an unknown location. A copyright notice on the back

reads: R. Perkins “ Downside “ Lydford, Devon. In an attempt to avoid any infringements, an inquiry has been

dashed off to the Devon Family History Society for direction. After exhaustive research efforts by Sue Bond and myself, it appears the photograph may be from the

collection of the family of famed naturalist and Hawaiian entomologist Robert Cyril Layton Perkins ( 1866

– 1955 ). His son, Richard, born in 1904, is very likely involved. With the copyright still in effect, I trust favor is

granted me for this usage and special acknowledgement. Purchased by the author from Stan

Walters @ “ stanw5 “ via ( ebay ) item # 202580567522 on February 6, 2019 for $ 7.40 U.S.D. with

credit (423) issued to all concerned. THANK-YOU ! )

“ A loyal and zealous commanding officer commanding

a happy and efficient ship. “ (115)

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( As a special tribute to Lieutenant Commander Parish, R.N., Robert Thompson of “ Caithness Crak “ has

provided the above photograph via Find A Grave. Thank-you ! ) (115)

Promoted to Lieutenant Commander on November 1, 1944, Anthony Heron Parish, R.N., ( 1912 – 1944 ), died in

the attack by the U-775, . (90) A Schnorchel fitted type VII C boat of the 11. Unterseebootsflottille,

(90), she was commanded by Oberleutnant zur See Erich Taschenmacher ( CREW 38 ). As noted, another survivor of the war:

On December 7, 1944, a friendly surface contact was reported at 0756 hours. At the very beginning of the Forenoon Watch aboard the U.S.S. Roche, all electrical power was lost while shifting service generator usage. This caused a steering casualty for eight minutes. General Quarters were maintained for 11 minutes. Shortly thereafter, mail and movie transfers ( exchanges ) occurred. The U.S.S. Mayo was able to pass, in quick succession ( in under an hour ), packets to the U.S.S.

Rinehart, the U.S.S. Wingfield and the U.S.S. Roche. Within 67 minutes, the U.S.S. Wingfield then handed on mail to the U.S.S. Thornhill ( DE 195 – “ BUG 95 “ – ), the U.S.S. Eisner and the U.S.S. Garfield Thomas. The U.S.S. Rinehart passed mail on to the U.S.S. Gandy, the U.S.S. Cates and the U.S.S. Earl K. Olsen. Again, this was completed in a timely fashion of 58 minutes. The U.S.S. Roche then located three vessels within the convoy including the commodore’s flagship S.S. White Falcon, the U.S.S. Lejeune and the H.M.S. Patroller to complete the passing of mail in only 34 minutes. ( Within the BLUE photograph section, look for the U.S.S. Rinehart receiving such a transfer. ) ( Three days later, another exchange took place between the U.S.S. Mayo and the U.S.S. Cates. ) Aboard the troop transport U.S.S. Lejeune, each of the army enlisted personnel relished receiving a distribution of five packages of cigarettes. Today, being the third “ anniversary “ of “ the day of infamy “, the U.S.S. Wingfield held a “ Pearl Harbor “ bond drive selling over $ 1,000.00 worth of war bonds. Far from home and in the middle of the Atlantic Ocean the fight was being taken to the enemy !

( Above image used with permission from N.A.R.A. – New

York. )

Answering a sick call within the convoy, the U.S.S. Garfield Thomas again left station number seven to come alongside the S.S. Exhibitor. Received on board, the ( same ? ) merchant seaman ( from December the fourth ? ) was administered treatment and returned to service in 19 minutes during the Forenoon Watch. Toward the end of the Afternoon Watch, the Svenska Orient Linien Motor Ship Skogaland ( # 8473 @ “ SEAT “ – 3,244 GRT – 1941 – Gothenburg, Sverige - below ) was

identified starboard of the convoy. (474) This

refrigerated ( brine & air ) fruit cargo vessel, having a length of 385’2”, was moving South bound ( 183◦T ) at 12 knots. Additionally, her breadth was 54’7” and depth was 18’2”. An October of 1943 Lloyd’s Register of Ships survey indicated she had nine insulated ( granular cork slabbed ) cargo chambers with a capacity of 40,100 cubic feet. (475) (55)

( The company logo of the Swedish Orient Line is being used on multiple websites. )

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( The above un-dated, cropped image is of the M.S.

SKOGALAND at an unknown location. The original, full size 3.5” X 5.5” paper stock post card had no copyright detail.

Purchased by the author from Harold Jordan from his “ Shipping Postcards “ website of Whitby, U.K. via item #

SOL-22 on December 23, 2019 for $ 8.83 U.S.D. with credit number (480) issued. THANK-YOU ! )

During the First Dog Watch, later on the seventh, the U.S.S. Garfield Thomas had a steering casualty in the pilot house. The nut securing the steering wheel to the shaft became unscrewed disengaging control. After steering assumed direction for seven minutes until repairs were completed. As leader of column seven, H.M.S Patroller between the hours of 2025 and 2036 experienced engine defects. Declaring an emergency, she hauled to starboard with a speed loss of three knots ( 21.43 % ). Propulsion would be regained shortly and station 71 resumed.

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( This public domain map ( above ) was drawn by varp and uploaded to WIKIMEDIA COMMONS on March 21,

2006. Thank-you ! )

With the course alternation, the convoy skirted about 319 nautical miles North of the Azore Islands. Discovered in 1432 and a possession of neutral Portugal, nine widely separated volcanic islands with 932 square miles of land mass enabled military bases to be established and leased to the British Empire effective October 8, 1943. Taking advantage of these arrangements, several facilities, including the establishment of an U.S. Army Air

Transport Command, served multiple and valuable purposes to support the war effort. (45&FOLD3) The Royal Navy’s Mediterranean Fleet ( Gibraltar and Mediterranean Approaches ) had ( a ) depot / stores / headquarters base ship ( s ) at “ FAYAL / TERCEIRA “. (31) After being hit by an acoustic torpedo on November 18, 1943, fired from the type IX C U-515,

(90), ( Kapitanleutnant zur See Werner Henke – 1909 – 1944 – CREW 33 – 10.

Unterseebootsflottille, . (90) ), and heavily damaged, H.M.S. Chanticleer, ( U 05 ), a Sloop of the Modified Black Swan class commanded by Lieutenant Commander Robert Henry Bristowe, R.N., ( 1906 – 1978 ), was eventually towed to Horta, Faial Island. (29A) (BLUE) (P) The harbor, suitable for small and medium sized warships, was also a stop for the world-famous Pan American Airlines’ “ Yankee Clippers “ ( above ). (58) Declared a total loss, hulked and paid off, she was renamed twice, ( H.M.S. Lusitania and H.M.S. Hesperides ), and served in this altered capacity. The utter confusion of this naming issue is reflected in the officer rosters dated December 30, 1944, with H.M.S. Chanticleer’s roster dated at the time of her action.

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( Having retired on September 2, 1929 as a Lieutenant

Commander, Robert Douglas King-Harman, R.N., ( 1891 – 1978 ), was re-activated for service during World War Two. A promotion to Commander was retroactive to

August 18, 1931. Appointed Acting Captain on November 10, 1942, Mr. King-Harman assumed

command of the H.M.S. Lusitania on February 25, 1944. In this position, he was the ranking Senior British Naval

Officer in the Azores. )

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( Charles Alexander Colville of Culross, ( 1888 – 1945 ),

the Third Viscount and Thirteenth Baron, was appointed a Lieutenant Commander on October 1, 1918 and had

retired from the Royal Navy. Re-activated and appointed as an acting Commander, he was the

ceremonial officer of the Azores ? (98) Dated May 11, 1944, he may have been part of the dignitaries, including

important Portuguese officials, in attendance as noted below. )

Supplementing work initiated by the British in October of 1943, a portion of the 96th U.S. Naval Construction Battalion ( Seabees ) arrived at Baia de Angra do Heroismo on January 9, 1944. Mustering 16 officers and 463 enlisted men of company’s A & D and a portion of the headquarters company, 2,158 tons of supplies, material and equipment would be offloaded to begin enhancements on “ Ilha Terceira “ Over the next six months another estimated 40,000 tons would be handled. (248&FOLD3)

S.S. Abraham Lincoln – # 242654 @ “ KKEO “ – 7,191 G.R.T. – U.S. W.S.A. – New Orleans, LA. U.S.S. Biddle – DD151 @ “ NIQX “ – LT. Robert Henry Hopkins, U.S.N.R. # 74294. U.S.S. Ellis – DD154 @ “ NIFD “ – CDR. Charles Wiegel Musgrave, U.S.N. # 71406. ( Commander of Task Group 27.3, which, was formed on December 31, 1943 @ 0855 at N.O.B. Newport ( near Melville, Rhode Island ), Mr. Musgrave directed this critical task group, using two tired, old 1919 Wickes class “ flush-decker “ destroyers, until it was dissolved at N.O.B. Norfolk ( Virginia ) on January 28, 1944 @ 1515 hours. Admitted to the U.S. Naval Academy from Defiance, Ohio on July 9, 1928, Mr. Musgrave would graduate on June 2, 1932. (108 & 116) Earning a merit roll standing of 268th out of 423, Ensign Musgrave, with signal number 5833, reported aboard the U.S.S. Nevada ( BB-36 ) ( see previous data ) on June 30, 1932. (116 & 176) Maintaining permanent status as a Lieutenant from January 1, 1940, his temporary status as a Commander was dated November 18, 1942. )

( Ensign Musgrave – 1932. (108) )

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Commanded by CDR. Edward H. Honnen, U.S.N.R. # 254962 ( above ), the “ half “ battalion would spend 201 days on the Azore Islands group. Immediate tasks included the construction of usable harbor facilities and Camp Santa Ritta, which, with refinements, would “

comfortably “ house 750 personnel. Eventually, nearly 100 Quonset huts would be erected for headquarter offices, mechanical shops, warehouses, housing quarters, galley / mess halls, sick bay / dispensaries and recreation facilities. Additional duties would include steel radio tower construction, stevedoring, stock-piling of supplies, transportation services, security, major airfield enhancements and the building of two eight inch “ submarine “ fuel pipelines @ 1,900 feet each from a tanker anchorage / transfer platform in 10 fathoms of water in Praia Bay to storage farms on the island. Those newly built onshore fuel tanks totaled 28 units with a capacity of 167,000 barrels. All of this activity would not be without incident for two separate accidents would claim lives as follows: February 12, 1944 - U.S.N.R. Machinist’s Mate Second Class John B. Starkey. April 11, 1944 – U.S.N.R. # 837-43-89 Machinist’s Mate First Class Alvin Harris Bryant. Full military honors and temporary internments at “ Cemitério britânico “ or the ultimate, beautiful Lajes War Cemetery were rendered. Upon completion of the work assignments, the battalion, before shipping stateside to Bayonne, N.J. in convoy GUF 12, was “ cannibalized “ to form the 613th Construction Battalion Maintenance Unit. Four officers, seven Chief Petty Officers and 109 enlisted men would stay behind to maintain the island base. (248,58&FOLD3)

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( For any credit numbered 248, this information was

obtained from the United States Navy’s “ 96th Seabeeography “ ( 1946 ). Now in public domain, this

regimental history was reproduced by the Bangor ( ME. ) Public Library ( Bangor Community: Digital Commons ). A very special THANK-YOU ! for the downloaded use of this

book. )

Three air squadrons took instruction and procedure from R.A.F. Coastal Command’s Number 247 Group with Air Officer Commanding ( Air Vice Marshal ) Sir Geoffrey Rhodes Bromet ( 1891 – 1983 ) in overall command. (10) (P) R.A.F. station Lagens Field, on Terceira Island, was commanded by Wing Commander – War Substantive ( Air Commodore ) R.C. Mead ( # 26115 – 1909 – 1973 ). Long range general reconnaissance and anti-submarine warfare was conducted by number 220 squadron ( ZZ ) (

R.A.F. ). Additionally, convoy / vessel escort, meteorological and air sea rescue search flights were conducted. Presently, Boeing B-17G ( Fortress III ) heavy bombers were being replaced by Consolidated B-24H & J ( Liberator III ) heavy bombers. (BLUE) Wing Commander B.O. Dias ( # 39185 ) assumed command of the squadron on December 4, 1944 with an authorized strength of 15 aircraft. Crew strength totaled 20 and overall, 92 officers and 144 N.C.O.’s were available for service. Ground staff included three officers and 192 other ranks. Both units were subject to comprehensive training programs. For the entire month of December 1944, the squadron carried out 52 sorties with a total of just over 489 operational flying hours. It is likely the squadron flew air coverage for the convoy on December 7, 1944 only.

( Above two images used with permission by The National Archives ( U.K. ) from file # AIR 27/1367. (92) )

In addition, a night searchlight training program was being instituted by the U.S. Atlantic Fleet – Air Force ( Fleet Air Wing Nine ) at N. A. F. Lagens Field. Patrol Bombing Squadron VPB-114, at this time, consisted of eight Consolidated PB4Y-1 ( B-24 ) aircraft. (BLUE)

Lieutenant Commander Donald Carlyle Higgins, U.S.N. # 77537, ( 1914 – 1990 ), had charge of 55 officers and 119 enlisted men since August 26, 1944. His temporary date of rank of Lieutenant Commander was July 1, 1943. A permanent status of Lieutenant ( J.G. ) was dated September 1, 1940. ( His biography is included in file (BLUE). ) No operational flights occurred between November 20, 1944 and December 12, 1944 as tour completion and crew rotation / replacement was taking place. The balance of the squadron, four aircraft with 16 officers and 30 enlisted men, would not arrive from Dunkeswell, England ( FPO NY # 804 ) until February 14, 1945.

The third squadron was a composite unit. Coinciding with a command change, number 269 squadron ( HK ) ( R.A.F. ) celebrated its eighth organizational anniversary on December 7, 1944. Wing Commander G.A.B. Cooper was welcomed by at least 35 officers, 39 N.C.O’s and

102 other ranks. (P) A mixture of maritime patrol, the squadron conducted air sea rescue, meteorological and target towing missions. On rare occasion, the squadron was called upon to use its previous renowned experience in U-boat hunting and vessel escort. This variety of service required the usage of the following aircraft:

Lockheed Hudson III A ( light bomber / reconnaissance aircraft ) Supermarine Spitfire MK VB ( fighter aircraft ) Miles Aircraft M.25 Martinet ( target tug aircraft ) Supermarine Walrus I ( metal hull amphibious biplane ) Vickers Warwick ASR MARK I ( multipurpose aircraft ) (BLUE)

The complexity of this situation resulted in huge serviceability difficulties. Combined with poor weather and inadequate maintenance facilities, the grounding of aircraft was very common in early December.

( Above two images used with permission by The National Archives ( U.K. ) from file # AIR 27/1567. (92) )

South-East of the airfield is Praia Bay. Any correspondence directed to Fleet Post Office 815 New York would come to Headquarters U.S. Naval Forces – Azores ( below ). On December 6, 1944, Commander Joseph Abraham Jaap, U.S.N. # 71355, ( 1908 – 1997 ), assumed command of this busy station. (P) Admitted to the U.S. Naval Academy on July 7, 1928 from Denver, Colorado, Mr. Jaap graduated on June 2, 1932. (116 & 108 ) He earned a merit roll standing of 21st out of 423. (116) On June 30, 1932, Ensign Jaap, with signal number 5621, reported aboard the U.S.S. Colorado ( BB-45 ) ( see previous data ). (176) Career awards and citations would include at least the Distinguished Flying Cross and the Legion of Merit with two Gold Stars. (94) His temporary rank of Commander was dated November 18, 1942. Permanent status of Lieutenant was maintained since July 1, 1939. During the 12 days that convoy CU 49 operated, 49 vessel movements were recorded within this region. This activity, large and small, including re-fueling at sea and salvage operations, typifies the diligent endeavors of many ! (30)

( The photographs ( below ) of Ponta Delgada Harbor, Sao Miguel Island, Azore Islands, provide a preview and

then, a very historical first attempt of a trans-Atlantic Ocean crossing ( North America to Great Britain ) by

aircraft with multiple stops. Two of the three flying boats ( including NC- 3 ) were forced to abandon the

demonstration because of damage beyond repair within the vicinity of the Azores. NC-4 did complete the

journey in 24 total days. )

Light mist was reported on Friday morning, December 8, 1944, for 105 minutes. On board the S.S. Santa Rosa, having been subjected to food shortages in the “ C “ deck crew’s mess, tensions “ boiled “ over. At the “ root “ of today’s justified complaint were baked potatoes. Having run out of servings at meal time, the recently promoted Chief Crew Cook ( # S-43 ) of one week ago was called into an investigation. Admitting that he was deficient in his duties, at his own request, he was demoted to Fourth Cook in the topside galley with a loss of pay being $ 40.00 per month or 30.19 %. Subsequent promotions of capable personnel seemed to resolve the issues in the kitchen.

Aboard the U.S.S. Wingfield, during the Afternoon Watch on December 9, 1944, her TBS series of radio transmitting and receiving equipment’s ( very high frequency – low power ) were out of service for 90 minutes to make necessary repairs. At the same time, while enroute to point GZ, a second diversion to avoid another convoy took place. Instructions were received at 1335 hours to advance to point GB at 46 degrees 01 minutes North latitude and 19 degrees 30 minutes West longitude. The S.S. Santa Rosa, leading column four, was reported to have been trailing oil at 1445 hours. At a range of 40 miles, a radar contact by the U.S.S. Rinehart was identified as a friendly aircraft at 1605 hours. One hour and thirty-five minutes later, a friendly surface radar contact was made by the U.S.S. Eisner. The U.S.S. Thornhill placed her Pitometer Log in operation at 1830 hours.

Three hundred and seventy-one nautical miles due

West of the Aran Islands, on the West coast of Ireland, the H.M.S. Celandine, ( - K-75 - below ), a Flower class Corvette under the command of, ( Temporary / Acting ), Lieutenant Commander Dennis Charles Hayes, R.N.V.R., was engaged in an extended weather reporting capacity. Mr. Hayes maintained a “ Temporary “ status of Lieutenant dated from September 11, 1940. A part of the Liverpool Escort Pool of the Western Approaches Command, manned by a Devonport Crew having a minimum complement of 85, she departed her “ accounting base “ of Londonderry, Northern Ireland on November 29, 1944. The command staff was:

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( As noted above, the vessel characteristics for the

H.M.S. Celandine can be seen. It is dated at the “ close of business at wars end “ – October of 1945. It is page

number 121 from the massive 489-page ADM 239/76 file named “ Particulars of War Vessels ( British

Commonwealth of Nations ) “. It was purchased and downloaded by the author from the U.K. National

Archives under order number RC1767905 for $ 1.60 U.S.D. with credit (437) having been issued. THANK-YOU !!! )

(198)

( This U.S. Navy recognition slide of the H.M.S. Celandine

( above ) was taken on April 10, 1943 at an unknown location. The Special Collections Archives Library (

Seidman House ) at Grand Valley State University in Allendale, MI. graciously provided a “ working “ copy of

digital file # M1060. Thank-you ! to: )

(198)

( December 10, 1944 )

( December 11, 1944 )

Nearing the home waters around Great Britain under poor weather warnings ( above ), the convoy’s

approach from the South-West was proceeding and being protected under “ Operation CE “. Corrected to 5 P.M. on December 11, 1944, as provided by the naval staff of the Operations Division of the Admiralty, the following TOP SECRET ( de-classified ) “ Pink List “ indicates major vessel ( including Submarine Command and the Reserve Fleet ) placement and status for the entire world:

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Note the major binder containing 128 pages of “ Pink List “ material on the main ( front ) web page. (31) The Admiralty also maintained the following lists: RED – Minor war vessels. GREEN – Landing ships. BLUE – Ship building.

(428)

Additionally, playing a critical role in the defense of the home waters were the minor war vessels. Corrected to December 10, 1944 by type of service and location, the RED LIST ( Part I ) of an estimated 5,192 craft is seen in GREEN FILE 30A. Searchable or by using the index, these anti-submarine, barges, boats, drifters, fishing vessels, gunboats, launches, lighters, minesweepers, torpedo boats and trawlers are truly “ LITTLE GIANTS “ and recognized. This file ( ADM 208/30 ) of 96 pages was purchased and downloaded by the author from the U.K. National Archives under order number RC1742744 for $ 156.43 U.S.D. with credit (428) having been issued. THANK-YOU !!!

(438)

Not forgetting the 2,852 MINOR WAR VESSELS serving ABROAD, GREEN FILE 30B is the RED LIST ( Part II ) dated December 13, 1944. This file ( ADM 208/30 ) of 52 pages was purchased and downloaded by the author from

the U.K. National Archives under order number RC1759739 for $ 84.12 U.S.D. with credit (438) having been issued. THANK-YOU !!!

(441)

The GREEN LIST dated December 11, 1944 contains 141 pages of data on 5,471 LANDING ships, craft and barges. This file ( ADM 210-11 ) was purchased and downloaded by the author for $ 213.02 from the U.K. National Archives under order number RC1768795. Credit (441) is issued, THANK-YOU ! GREEN FILE 30C holds valuable facts of interest !

It seemed likely the following ESCORT GROUPS were highly involved with patrol activities: First, Second, Third,

Fourth, Sixth, Fourteenth, Nineteenth, Twenty-First, Twenty-Fifth and Twenty-Sixth.

( The above ten Escort Groups are from the Pink List dated December 11, 1944. ) (31)

(92)

Today, Sunday, December 10, 1944, on board the S.S. Exhibitor, 21 cartons of cigarettes were found in the locker of an Able Seaman. It is believed the tobacco was unlawfully possessed from the ship’s cargo. At an examination hearing five days later in Newport ( Casnewydd ), Gwent, Wales, LCDR. John F. Kettler, ( 1900 – 1975 ), # 1612 of the United States Coast Guard would recommend a two-month suspension of the seaman’s operating license. As a side note, typically, in a ship’s commissary, a carton of cigarettes would cost .66 cents. Brands noted included: Camel, Chesterfield, Lucky Strike, Old Gold and Philip Morris.

Twenty minutes before the breakup point was reached, the U.S.S. Garfield Thomas had a major casualty to the diesel engine supplying power to the ship’s service generator. Lack of lubricating oil suction caused a loss of all electrical power aboard. Again, losing steering, emergency controls were implemented. For seven minutes, all operations were dark until power was restored.

( Painted in 1942 by John Edgar Platt, ( 1886 – 1967 ), a convoy passes “ The Lizard Lighthouse “ ( 1751 ) in

Cornwall. A grateful Thank-you ! to the Imperial War Museum # ART LD 2416. (199) When requested to the

Flag Officer In Command at Falmouth or when a

convoy was expected, the light would be shown at reduced power for five minutes every half hour in clear

weather. When fog was present, it would shine continuously at full power. )

At a point 399 nautical miles West by South of County Cornwall’s Lizard Lighthouse, the convoy split into two sections at 1500 hours ( near 49 00 02 North & 15 19 52 West ). Any vessel with destinations in France, on the South coast of England, or the greater London area became the English Channel section ( Task Group 21.6.1 calling “ 6XK3 “ ). Forming into three columns, 14 merchant ships, the U.S.S. Cates and four additional escorts made for the South route. The other group, having re-organized into six columns of 23 merchant ships total was known as the Irish Sea section. The U.S.S. Mayo continued North-East with the main flag and the four other escorts. (31A) (32)

( As noted, the above image is a Google Map. Thank-you ! (136) )

( For the English Channel Group, the first man made aid to navigation would be the flashing White light (

every 10 seconds ) Red can buoy lettered “ D-3 “ @ 49 53 30 North & 05 12 03 West. About 63 nautical miles away, within the approaches of the English Channel Group, a “ STOP PRESS “ warning was in effect for a

suspected, newly laid enemy mine field @ 49 41 North & 06 47 West having a radius of about two miles. )

About Sixty-Seven minutes before the break-up, it was discovered one U-boat was operating in the South Irish Sea just over four nautical miles West of Strumble Head ( STH ), Pembrokeshire, Wales. Despite exaggerated claims of success during his career, Kapitanleutnant zur See Rolf Thomsen, ( 1915 – 2003 – CREW 36 ), and his

Schnorchel fitted type VII C U-1202, (90)

(106), of the 11.

Unterseebootsflottille, (90), not only sank the independent, unescorted S.S. Dan Beard, ( 7,176 GRT – “ KKUK “ – 1943 – San Francisco, CA. – 29 lost & 38 survivors – “ Master “ William R. Wilson ), but, evaded detection and also survived the war. (P) within file 32A. Commanding the U. S. Naval Armed Guard was Lieutenant Harry L. Lippincott, U.S.N.R. # 240059. His date of precedence was April 1, 1944. Directing a contingent of 26, this report was filed of the action:

(406)

( Credit detail for (406) follows later in this text. )

( The above image is a Google Map. Thank-you ! ) (105)

As noted in the previous two reports, several British “ facilities “ were mentioned. More specific “ acknowledgement “ is warranted including the F.O.I.C. and Sick Quarters at Milford Haven, along with the Defensible Barracks ( TREOWEN ) at nearby Pembroke Dock and then, Fishguard, Wales.

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( The above “ chart “ was likely produced by Archibald Fullarton & Co. in 1865. Clarification and permissions

request to two separate Welsh entities went unanswered. )

( Marking the entrance to Treowen Barracks, the keystone is dated 1844. One hundred years later, the royal cypher Victoria Regina of Queen ( Alexandrina )

Victoria, ( 1819 – 1901 ), would welcome and provide a safe sanctuary for the survivors of the S.S. Dan Beard.

This cropped photograph ( above ) was taken by Andrew Green ( gwallter.com ) on September 15, 2015,

the 19th day of his Pembrokeshire Coast Path tour. Thank-you ! ( No reply on permissions request. ) ) (109)

( Taken on June 8, 2006 by Toby Driver of the Royal Commission on the Ancient and Historical Monuments of Wales, this aerial view of the Defensible Barracks at

Pembroke Dock, Wales is provided by Wikimedia Commons under an Open Government License. Thank-you ! Note the moat surrounding the exterior walls, an entrance at the top of the photograph and barracks

itself. ) (107)

( Map reproduced with the permission of the National Library of Scotland. Ordnance Survey 1:25,000 maps of

Great Britain, 1937 – 1961. Thank- you !

) (104) (83)

Located at present day “ Maesgwynne Farm “, the former Royal Marine detachment in Fishguard was known as Brandy Camp and established in 1940. (99)

( Map reproduced with the permission of the National Library of Scotland. Ordnance Survey One-inch map of England and Wales, New Popular Edition, 1947 – Sheet

138 – Fishguard – Thank- you ! ) (100) (83)

( Above two images. )

Commanding the U.S. Army’s 232nd Station Hospital in Carmarthenshire, Wales was Lieutenant Colonel Leonard Frank Wilson, ( 1904 – 1990 ). 118 officers and 394 enlisted personnel were assigned to hospital service as of September 1, 1944.

(96)

( Obtaining data from the above telegram, I have attempted to re-construct the merchant crew roster for

the S.S. Dan Beard. As noted, the original copy was poor in quality. I apologize for any errors ! )

Last Name First Name Rank Status

Bobbitt Louis D. Maintenance Missing Brooks Bertram X. Utilityman Survivor Cuneo Lloyd A. Utilityman Missing Dorsey Arthur L. Chief Radio Survivor

Feurtado James Boatswain Missing Ford Irving Able Body Seaman Survivor

Fransson Per S. Chief Engineer Known Dead

Gonzalez Alexandro Fireman/Water Tender Missing Harding John P. Able Body Seaman Survivor Jaworski Wladyslaw Messman Survivor

Jones Abel L. Wiper Missing Jones Anthony Chief Cook Survivor

Jordan John H. Second Radio Survivor

Jorgensen Arne First Assistant Engineer Known Dead

Kaxakos Demosthenes Second Mate Survivor

Lambert Arthur E. Second Assistant Engineer Survivor Lennox Andrew Second Cook Survivor Lillestol Earl C. Able Body Seaman Missing

Matthews Charles L. Messman Missed Ship

McLeod Douglas G. Deck Engineer Known Dead

Miller William J. Third Assistant Engineer Survivor Murphy John B. Utilityman Survivor

O'Connell Paul K. Purser Survivor Patexas Dhimitrios M. Chief Mate Survivor

Prazencia Andrew Fireman/Water Tender Survivor Pupke Robert G. Oiler Missing

Rahe Clifford W. Third Cook Known Dead

Rahn Theodore R. Ordinary Seaman Survivor Robson John A. Ordinary Seaman Survivor

Rossman George Fireman/Water Tender Missing Sage Frank P. Able Body Seaman Missing

Stankiewick William Ordinary Seaman Survivor Stinebaugh Leroy E. Able Body Seaman Missing

Sullivan Harold J. Chief Steward Survivor Tierney James P. Third Mate Missing

Tiger James M. Wiper Survivor Wilden Raymond A. Oiler Missing Wilson Berton A. Able Body Seaman Missing Wilson William R. Master Survivor Wolfe George W. Oiler Survivor

Yokomichi Kiyoshi Messman Survivor 4 Known Dead 1 Missed Ship 13 Missing 23 Survivor 41 mck May 13, 2016

( Daniel Carter Beard, ( 1850 – 1941 ), was a naturalist, illustrator, author and founding pioneer of the Boy

Scouts of America. This Public Domain photograph ( above ) of “ Uncle Dan “ is from Wikimedia Commons.

Thank-you ! ) (111)

Of the EC2-S-C1 “ Liberty Ship “ design, the S.S. Dan Beard was built as hull number 464 on slipway 10 at the “ Kaiser “ Permanente Metals Corporation shipyard number two in Richmond, California. Taking 62 days to construct and deliver at a cost of $ 1,139,893.00, she was owned by the U.S. War Shipping Administration

and operated by Stockard Steamship Corporation of New York City. (112)

( The above image was obtained from “ The Master, Mate & Pilot “ ( volume ten, issue number five, dated May of 1947 ). This is a publication of the International Organization of Masters Mates and Pilots founded in

1880. Thank-you ! ) (113)

( The above data was down loaded from PLIMSOLL

SHIP DATA. It is their file 44b0251 of the 1944 Lloyd’s Register for the S.S. Dan Beard. Thank-you ! ) (114)

( The above photograph of the launching ceremonies for the S.S. Dan Beard on March 6, 1943 at Richmond,

California, with dignitaries and sponsored by Mrs.

James T. Hill, mother of three boy scouts, is courtesy of “ San Francisco Maritime National Historical Park “ file

P88-051.138x ( SAFR 15 ). THANK-YOU ! (110 &112)

( The above image is a Google Map. Thank-you ! (101) )

( As noted below, produced in 1950, this 1:25,000 scale

Ordnance Survey map of Strumble Head, Wales, is reproduced with the permission of the National Library

of Scotland. Thank-you ! ) (102)

Word of this attack upon the S.S. Dan Beard did not reach both sections of the convoy until nearly 31 hours later. ( Post war analysis indicated that on December 11, 1944, the Irish Sea section was in great danger of detection. U-1202’s withdrawal South-West bound from off the coast of County Cork, Ireland, placed the inbound group of 28 vessels within 34.12 nautical miles of each other ! This was possibly within range of “ Die Spur des Lowen’s “ underwater hydrophone listening devices. ) Coincidentally, the U.S.S. Roche, as a part of the English Channel group, manned battle stations for 21 minutes on the First Dog Watch as a drill today.

Now, under the protection of the Royal Navy’s Fleet Air

Arm, Naval Air Squadron numbers 838

and 842

afforded the English Channel group with 24-hour air coverage. Flying under Air Officer Commanding ( Air Vice Marshal ) Frank Linden Hopps ( # 07160 – 1894 – 1976 ) and operating from R.A.F. Coastal Command’s Number 16 ( Reconnaissance ) Group at Thorney Island in West Sussex, a mixture of “ Leigh Light “ equipped Vickers Wellington medium bombers, Consolidated B-24 Liberator heavy bombers and Fairey Swordfish torpedo aircraft patrolled for the inbound convoy. (11) (P)

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( Commanding 838 Squadron was ( Acting ) Lieutenant Commander Peter Snow, R.N., who, was qualified for pilot duties. His seniority dated from July 1, 1941 as a

Lieutenant. )

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( For 842 Squadron, the Senior Officers Present were: 1. ( Temporary ) Lieutenant Geoffrey Cecil Summers,

R.N.V.R., - November 1, 1944. 2. ( Temporary ) Lieutenant Albert Green, R.N.Z.N.V.R., -

August 28, 1943. Both officers were qualified for pilot duties. )

Also, in addition to Motor Torpedo Boats and support vessels, the following surface craft were specifically positioned within various sections of the English Channel to render assistance, conduct extensive, coordinated anti-submarine searches, provide coastal convoy defense and drive off annoying Kriegsmarine Schnellboot “ E- boat “ attacks:

CU49 – Operations – English Channel

1 F.F.L. La Surprise K 292 1944 Frigate Portsmouth Command

2 F.F.L. L'Escarmouche K 267 1944 Frigate Portsmouth Command Portland Area

3 H.M.S. Anthony H 40 1930 Destroyer Portsmouth Command First Destroyer Flotilla

4 H.M.S. Hargood K 582 1944 Frigate Portsmouth Command Portland Area

5 H.M.S. Spragge K 572 1944 Frigate Portsmouth Command

6 H.M.S. Watchman I 26 1918 Destroyer Portsmouth Command First Destroyer Flotilla

( As noted above, the two Forces Francaises Libres frigates “ La Surprise “ and “ L’Escarmouche “ were

commanded by Lieutenant Commander’s Jean LeVasseur ( 1909 – 1947 ) and Jacques De Lesquen Du

Plessis Casso ( 1903 – 1976 ), with the appropriate

seniority dates. ) (183 & 184)

( The F.N.F.L. / F.F.L. ensign ( above ) is via a GNU Free Documentation License from Wikimedia Commons.

Thank-you ! (103) )

( As noted above, the object of OPERATION NEPTUNE was to secure a beach head on the western continent

of Europe in order to conduct continued offensive operations against Germany. The critical flavor is seen too. Allocated to such a huge task were the WARSHIPS

shown below. Overall, known as the Second Front, playing a decisive role was ASSAULT GROUP THREE at

Gold Beach. Largely supportive by nature, nonetheless, by placing reserve infantry, supporting armor and reinforcements of supplies for a push into the interior at a crucial time of the invasion proved

most effective. Gold Beach was the strongest established beach head into France by the end of D-day. Acting Captain George Verner Motley Dolphin ( 1902 – 1979 ), aboard his headquarters ship the 1,050

standard ton HUNT class destroyer escort H.M.S. ALBRIGHTON ( L-12 ) and flying the White Ensign flag,

was the senior officer of G.3 and a naval officer in charge of the Gold area. In addition, the vessel acted

as a standby headquarters ship, liaison to the R.A.F. and eventually, ferry control command. The

associated concerns are noted below. Also, as a side note, on June 1, 1944 at 2245 hours, the H.M.S.

Albrighton tied up alongside the U.S.S. LST-52 at berth 36, of the 54-year-old Empress Docks at Southampton for an overnight visit of nine hours and fifteen minutes !

)

(453)

( The above 4” X 6” photograph appears to be a

reproduction of the H.M.S. Albrighton ( L 12 ) with NO additional details or copyright markings noted.

Purchased by the author from Ray Woodmore @ “

woody-iow “ via ( ebay ) item # 391206073266 on August 26, 2019 for £ 4.50 ( $ 5.72

U.S.D. ) with credit (453) issued. THANK-YOU ! )

(97)

( Corrected to December 30, 1944, the H.M.S.

Albrighton was commanded by ( acting ) Lieutenant Commander John Joseph Symonds Hooker, R.N., (

1915 – 1993 ), with a seniority date from November 1, 1944. )

(440)

( As noted above, the vessel characteristics for the H.M.S. Albrighton can be seen. It is dated at the “ close of business at wars end “ – October of 1945. It is page

number 58 from the massive 489-page ADM 239/76 file named “ Particulars of War Vessels ( British

Commonwealth of Nations ) “. It was purchased and downloaded by the author from the U.K. National

Archives under order number RC1787600 for $ 787.83 U.S.D. with credit (440) having been issued. THANK-YOU !!! ** Any subsequent credit of (440) is for the same file. The entire arrangement of data can be seen in GREEN

file 30D. ** )

OPERATION NEPTUNE WARSHIP ALLOCATION

Type NumberAnti-submarine Trawlers 6

B.Y.M.S. FLOTILLAS 1Corvettes 4Cruisers 6

Destroyers 15Fleet Minesweeping FLOTILLAS 2 ( 18 craft )

Frigates 2Gun Boats 1

Mine Layers 7Motor Torpedo Boats 6

Sloops 3U.S. Coast Guard Cutters 10

mck September 13, 2019

( For the GOLD BEACH assault area ALONE, the above table reflects the number of operation orders

distributed to WARSHIPS participating in Operation Neptune. In addition, some 616 “ fit “ landing ships, craft and barges were dedicated to the action off

Arromanches, France. (450) Untold numbers of other vessels would support this effort too. Of the Twenty-

nine Landing Ships Tanks involved here, twelve will be more closely examined below. Also, the two BRITISH

major landing craft flotillas attached to Assault Group G.3 are noted. )

(450)

Always one to highlight the nearly forgotten and obscure, one of the participants of “ our “ convoy shall be looked at during her partaking of the Normandy invasion.

(424)

( The above cropped image of the F.F.L. La Surprise ( K 292 ) was found on Pinterest. It was “ saved “ by Søren Andersen. Not knowing the resolution size and other

data, I continued with further research. The Imperial War Museum holds the original, full size photograph under copyright file A 23902. I enhanced this visual to include that information. Additionally, I recognize Lieutenant John Alfred Hampton ( September 24, 1941 ) of the

Royal Naval Volunteer Reserve – Special Branch, who, while on service with the Press Division off the Gold Beach assault area at Normandy on June 6, 1944,

captured the action. This front of some 9.78 nautical miles wide was likely between the German strong points at Port – en – Bessin – Huppain, Arromances – les – Bains and La Riviere. The La Surprise, having been issued copy

number 151 of FORCE “G” ORDERS for OPERATION “NEPTUNE” ( copy 195 above ), seemingly, had just

finished escorting assault convoy GOLD 18 ( second LST

tide ), a scheduled force consisting of 12 Landing Ship Tanks towing five “ RHF “ ( ? ) Rhino ferry pontoon barges of the U.S. Navy’s Twelfth Fleet and Eleventh Amphibious Force from across several L.S.T. Groups beginning at the

“ Hards “ of Southampton’s dock area as follows:

S-1 – East of Berth 101 @ 7 X S-2 – East of Royal Pier @ 4 X

S-3 – East of Town Quay @ 1 X

The completed average loading time of equipment and personnel for each L.S.T. was about three hours and fifty minutes. Even such detail as the arming of the U.S.S. LST-2’s ( THE DEUCE ) number one small boat ( LCVP 2-1 ? )

for temporary duty with a crew of four for future landing operations was concluded on June 3, 1944:

(447)

( The above U.S. Navy Amphibious Forces cloth patch

was purchased by the author from Richard C. Daly via (

ebay ) item # 233269738517 on August 3, 2019 for $ 6.50 U.S.D. with credit number (447) being

issued. THANK-YOU ! )

** For the Eleventh Amphibious Force’s participation in Operation Neptune, corrected to June 5, 1944, GREEN FILE 32C of 26 pages will note the United States Landing Ships and Landing Craft in the United Kingdom. Part of the U.K. National Archives reference ADM 210/8, under

release number RC1817359, the author purchased a copy of the entire file for $ 250.32 on July 18, 2019 with credit (450) issued. The companion file ( 32D ) is the (

British ) “ GREEN LIST “ of landing ships, craft and barges. Being 145 pages long, it has an index of 5,504 vessels. While particular emphasis is placed on the Normandy

Invasion, worldwide “ employment “ of these critical craft is noted. Thank-you ! **

(450)

** Assuming command of the TENTH L.S.T. Flotilla on May 4, 1944 was COMMANDER James Casimir Guillot U.S.N. # 58034. Unfortunately, on June 11, 1944, the war diary for this flotilla was lost with the sinking of the U.S.S. LCI(L)-219 @ “ NBWG “ off Omaha Beach. Painstakingly, using multiple sources, I have attempted to create some kind of minor order of battle... **

(451)

( The H.M.S. Mastodon ( Exbury Gardens ), above, is seen on an unknown date. Held by Tim Woodcock as an

alamy stock photograph # M86YX0, the author purchased a copy for $ 49.99 U.S.D. on August 21, 2019 under order reference number OY35252685 with credit

(451) issued. THANK-YOU ! )

(452)

( Used with special permission, a case study location plan ( above ) of the “ Southampton Water “

conducted by ABPmer Ltd ( marine environmental research ) in October of 2007 shows the depth in meters of various locations in THE SOLENT and surrounding areas such as Beaulieu ( river ) and Netley ( shoals ). The need

and use of shallow draft vessels and experienced coastal pilots are clearly amplified. THANK-YOU with

credit (452) issued ! )

(450)

( LST Flotilla Ten – Group Twenty-Eight – Divisions Fifty-Five

& Fifty-Six corrected to as of June 5, 1944. )

Commissioned on October 22, 1943, by June 30, 1944 L.S.T. Group 28, with a support staff of 15 ( some stationed ashore near Plymouth, possibly at “ St. Budeaux “, as noted above OR at the “ H.M.S. MASTODON “ ( General Post Office Box 500 – Southampton ) the landing craft administration and support base located on the Beaulieu River near Southampton within the New Forest and Exbury House Estate and Gardens ) had the U.S.S. L.S.T.–493 acting as flagship. On about April 9, 1944, the officers of Flotilla Ten, L.S.T. Group 28 consisted of:

Teuscher, Louis Frederick COMMANDER U.S.N. # 58251

( Commanding )

Walker, Donald Heffrin LIEUTENANT U.S.N.R. # 286674 ( Medical Officer )

McVeigh, Gorman Joseph LIEUTENANT j.g. U.S.N.R. # 132284

( On board LST-44 ? ) March, Jr. Herbert Billington LIEUTENANT j.g. U.S.N.R. #

208637 ( Communications Officer )

Barney, Jr. Albert Wilkins LIEUTENANT j.g. U.S.N.R. # 201347 ( Liaison ashore – May 21, 1944 )

Hamer, Warren Grover LIEUTENANT j.g. U.S.N.R. # 191949 ( Liaison ashore – May 21, 1944 )

(108)

Admitted from Burlington, Iowa on June 14, 1919, Mr. Teuscher ( above ) graduated from the U.S. Naval Academy on June 7, 1923 with a merit roll standing of 114th out of 414. (108 & 116) Ensign Teuscher, with signal number 4375, reported aboard the 32,600 ton, two funneled, two cage masted, 32-gun battery first line battleship U.S.S Maryland ( BB-46 ) on July 13, 1923. She

was commissioned on July 21, 1921. (176 & 177) Dated July 1, 1924, the available quarters / mess complements on board were as follows: 26 Ward room officers 28 Junior officers 12 Warrant Officers 60 Chief petty officers 75 Marines 1,206 Other enlisted men (177)

Maintaining permanent status as a Lieutenant Commander as of July 1, 1939, Mr. Teuscher’s temporary date of rank of Commander was dated August 20, 1942.

A seventy-page listing of the officers and crew muster roll for the twelve U.S.S. L.S.T.’s involved with convoy GOLD 18 can be seen in Green file 32F.

The cruising diagram for L.S.T. convoy GOLD 18 was:

493 – 30 44 – 229 2 – 503

293 – 280 52 – 1

359 – 287

(465)

While L.S.T.’s were manned by U.S. personnel, it appears a “ British “ method of operation was adopted for use in the evacuation of casualties consisting of under 36 hours of holding and transit duration. As seen above and held in file CAB 84/90/5 by the U.K. National Archives, this data was obtained by the author in order number RC1861601 for $ 23.94 U.S.D. on October 16, 2019. It is from a report prepared by the Joint Administrative Planning Staff dated March 9, 1945. With THANKS, credit (465) is issued !

While flying the “ MIKE “ international flag ( public domain – above ), it appears some of the above L.S.T. vessels would serve as casualty evacuation craft for the return trip to England. Numbers 1 ( unknown ), 2 ( unknown ), 30 ( none ), 44 ( 37 ), 52 ( 16 ), 229 ( unknown ), 280 ( 3 ), 287 ( unknown ), 293 ( unknown ), 359 ( report missing ), 493 ( unknown ) and 503 ( 1 @ Acting LT. CDR. Richard John Grove Goodwin, R.N.R. – Navigation Staff Officer & OIC Group G.3 & below. (459) ) would hold at a minimum 242 members of the Royal Army Medical Corps ( below ), including portions of the 29th AND 107th General Hospital’s, on seven confirmed vessels for this critical service. The number

brought off ( at least 57 total ) is shown in parenthesis ( X ). A sampling ( below ) of the process and time frame is provided by the U.S.S. LST-52. Overall, twenty-nine L.S.T.’s were allocated to the GOLD beach assault area. As seen below, ten served in assault convoy GOLD 17 ( first LST tide arriving at 1110 hours on June 6, 1944 ) with an unknown count of evacuated casualties. Another seven ( numbers 25, 264, 279, 377, 378, 379 & 519 ) sailed too. U.S.S. LST-279’s logbook noted 182 evacuations. For the remaining six, no information was confirmed. It is thought twenty-two craft were fitted for this ( medical related ) withdrawal service with the U.S.S. LST-44 acting “ enthusiastically “ as an ordnance and medical stores distribution vessel from Gosport for the entire group 18 prior to departure within the West Solent. Temporary Acting Surgeon LT. CDR. David Wreyford Burnford, R.N.V.R. ( 1915 – 1984 ) was the Naval Medical Liaison Officer with post invasion critical observations noted below.

( Correct spelling: CAMPANULA ( K-18 ) and KRIEZIS ( K-32 ). )

(448)

( This Royal Army Medical Corps cap badge is provided

by Wikimedia Commons via U.K. Government public domain usage. Credit (448) issued with thanks ! )

(458)

(458)

( The above two images ( from page 199 and the title

page ) were compiled and edited by the General Editing Branch, Division of Publications – Department of

State – Publication 3780 – Department and Foreign Service Series 15 dated April 1, 1950 with credit (458)

issued. THANK-YOU ! )

As noted above, Mr. Goodwin would subsequently survive to prosper, however, the ledger of war balances its accounts. On June 7, 1944 @ 1124 hours, the U.S.S. LST-287 would recover the body of PVT. Frank Mangiolomini # 12006242 U.S. Army from the waters North of and between les Calvados and Roches de er ( below ). This would be some 12.39 nautical miles from his scene of action at FOX GREEN sector on OMAHA BEACH. Enlisting on July 5, 1940, the native of 97-35

Corona Avenue in the neighborhood of Flushing ( Queens County ), New York would serve in company LOVE of the third battalion, 16th Infantry Regiment, 1st Infantry Division during their desperate assault of Colleville-sur-Mer. (460)

( Revelation 20-13 )

(462)

( Frank Mangiolomini )

(460)

( Find A Grave – credit (460) above and below. THANK-YOU ! )

(460)

( Photograph as added by GLENN of Frank

Mangiolomini at rest within the Long Island National Cemetery, Farmingdale, N.Y. – Section J, site 16316. )

(461)

(461)

( With credit (461) issued, acknowledgement is given to McMaster University’s public domain digital archive image for the cropped copy of the 1943 1:100,000

topographical map of Caen-Falaise, France ( sheet 7F ) and their LOGO ( above ). Thank-you ! )

(449)

( Held by the Lloyd’s Register Foundation – Heritage &

Education Centre, the above cropped data image for the George W. Woodward is from their file 44b0428 with

credit (449 ) issued. THANK-YOU ! )

In reviewing U.S. Navy Muster Rolls, large numbers of people from this assault group would be rotated for

duty aboard the U.S. depot ship “ George W. Woodward “ ( # 243637 @ KXDG ). A 7,176 GRT

converted “ liberty ship “ positioned on June 9, 1944, she, would provide accommodations for the

administration, care, maintenance and repair of naval craft and personnel in the British assault area, in

particular, for at least some 180 L.C.V.P’s and L.C.T.’s in ferry service by the end of the month.

(471)

(471)

( Dated May 5, 1944, the “ Approaches to

Southampton & Portsmouth Berthing Plan “ is held by the Portsmouth D Day Museum and being used on multiple websites. The above portion only reflects

convoy 18 of Assault Group G.3 within the West Solent prior to departure on June 5, 1944. Credit (471) issued

with THANKS ! )

West Solent sailing berth numbers for Assault Group G.3 – convoy 18

Area 1 - A-2 = La Surprise Area 4 - B-11 = L.S.T. # 1 Area 4 - A-16 = L.S.T. # 2 Area 4 - B-7 = L.S.T. # 30

Area 4 - A-17 = L.S.T. # 44 unknown = L.S.T. # 52

Area 4 - B-8 = L.S.T. # 229 report missing = L.S.T. # 280 Area 4 - B-12 = L.S.T. # 287 Area 4 - A-15 = L.S.T. # 293 report missing = L.S.T. # 359 Area 4 - A-13 = L.S.T. # 493 Area 4 - B-9 = L.S.T. # 503

Having assembled in Area One ( Lymington Banks ) – Berth A-Two ( La Surprise ) and Area Four ( Solent Banks )

– lines A & B ( L.S.T.’s ) NORTH of the fairway of the West Solent off the Isle of Wight, after clearing the Hampstead Boom Gate, on average, at 2008 hours on the fifth and about 73 minutes late, the group would face a voyage of 107 nautical miles at six knots per hour. Astronomical data for today, June 6, 1944, indicated a full moon was due to set at 0558 hours, with sunrise at 0553. Low tide at

Arromanches would be at 0523 hours. Despite these premium forecast conditions, actual weather in the English Channel was “ sickening “ with the results as

noted below:

Rounding “ Needles Point ( NSP ) “ into Channel B,

routing to Area Z ( “ Piccadilly Circus “ ) was next. Heading into Channel 56, the goal was Area 67 @ 49 24

24 NORTH and 00 36 18 WEST for final departure positioning, on average, at about 1525 hours within the reef area known as “ Plateau du Calvados “ in about 121 feet of water. It would not be until June 8, 1944 @

0720 hours that ALL personnel and equipment would be totally off loaded. On average, total time spent on

board transport craft would be six days, three hours and fifty-two minutes ! It appears, on average, convoy 18

was held for about 25 hours and 32 minutes for favorable unloading conditions. This would include the

alleviation of beach congestion, curtailing RHINO barge usage and finally, the decision to use “ drying out “

operations in co-operation with advantageous local ( low ) tidal requirements on the afternoon of the seventh.

This ensemble was part of the second phase of plan GRAPE installing reserve elements of the 56th ( “ UAM “ )

and 151st ( “ PPY “ ) Brigades of the British 50th ( Northumbrian ) Infantry Division into JIG and KING

sectors. By safely protecting these 17 craft, at least 3,101 troops were placed into battle for the Basse –

Normandie region of France, in particular, the high ground around Vaux-sur-Aure ( # 7882 – code name

Winnipeg ) and Vaux-sur-Seulles ( #8477 – code name Flushing ). At a minimum, another 940 various types of

vehicles entered combat. These included “ cars “, guns, trucks, jeeps, half-tracks, motorcycles, bicycles, tractors,

engineering equipment, ambulances, carriers, trailers and 79 tanks for the 8th Armored Brigade. (439) ** Now, having discovered passenger lists from L.S.T. muster rolls, it is apparent ( higher ? ) discrepancies in personnel and equipment exist from the early, projected landing tables

dated May 4, 1944 or so. Additionally, using U.S. Navy Log Books, I will attempt a reconciliation of the numbers.

** The battery at Longues – sur – Mer ( # 797871 under

construction with four X 155 mm ? ) is preserved below. Subsequent reports indicate this emplacement was

somewhat neutralized by naval bombardment within 50 minutes having offered some resistance until the next day by elements of the German 260th Marine Artillery

Division / 1260th Army Coast Artillery Division, supported by the 716th Infantry Division, a lowly rated unit. Credit

(424) is issued for the image usage with a special thanks ! )

(443)

( The above cropped ( to remove imperfections ) image is of the U.S.S. L.S.T. – 52 “ steaming “ for France on June 6, 1944. The Imperial War Museum holds the original, full-

size low-resolution photograph under copyright file A 23873. Free to reuse for non-commercial purposes, the

vessel was loaded on June 2, 1944 at Southampton Hard S-1 under landing table serial number 2824 with 176

British personnel and 55 ( 50 ? ) heavy vehicles of the 151st Infantry Brigade. The Sixth Battalion of the Durham

Light Infantry had 33 troops and six “ carriers “ on the manifest. This was another special photograph taken by

LT. J.A. Hampton. Credit (443) issued with thanks ! )

(439)

( Vaux-sur-Aure )

(439)

( 56th Infantry Brigade )

As noted above, the six battalions of infantry represented many regions of the United Kingdom: Gloucestershire – Southwest England South Wales Borderers – South Wales Essex – East England Durham Light – Northeast England

(439)

( The data ( and six images ) for the second tide of Force G were compiled from landing tables held in file number R20110897 by the Archives New Zealand Te Rua Mahara o te Kāwanatanga. Copies of the files were purchased

by the author as follows:

ARC 120753 WRI on May 20, 2019 for $ 32.68 U.S.D. ARC 120924 WRI on May 22, 2019 for $ 32.54 U.S.D.

Without fail, special acknowledgement is given to

James Hargest ( 1891 – 1944 ). As a Brigadier General and holder of a “ BIGOT “ highest level of military

secrecy clearance, he, as a Liaison Officer and observer from New Zealand attached to the British 50th Infantry

Division, kept documents related to Normandy operations until his unfortunate death. A grateful THANK-

YOU with credit (439) is issued to all ! )

(439)

(439)

(439)

Using data from the twenty-five pages of landing tables held above, I am creating an ORDER OF BATTLE for the British Army units and numbers transported in assault convoy GOLD 18. Now 100 % complete, it can be seen in GREEN file 32E. In reviewing tables 2921 through 2926 of the second tide for the 56th Infantry Brigade, it appears the top three “ movers “ of personnel by numbers were the 24th Lancers, 82 Battery of the 25th Light Anti-Aircraft Regiment and the 505th Field Company Royal Engineers. For the 151st Infantry Brigade and table numbers 2820 through 2825, the “ big 3 “ were the 61st Reconnaissance Regiment, 522nd Field Company of the Royal Army Service Corps and the 4/7 Royal Dragoon Guards.

( As noted above, at least twenty-two L.S.T.’s were

loaded at the Southampton Hard’s for assault group G.3. Ten for convoy 17 and twelve for convoy 18 ( Yellow ). The Craft Serial Number for the matching L.S.T. is noted

below. )

# 2822 = 2 # 2823 = 293 # 2824 = 52

# 2825 = 493

( still researching )

( Two “ special “ Royal Navy photographers ( J.A.

Hampton & J.E. Russell ) are acknowledged below for their efforts on D-day ! Mr. Russell has work later in the

text. )

( Vol. I – p 351 )

( Vol. I – p 352 )

( Vol. I – p 518 )

( Vol. 1 – p 698 )

( Vol. II – p 1325 )

( Vol. II – p 1325 )

( Vol. II – p 1686 )

( Vol. II – p 1687 )

(425)

( The National Library of Scotland holds the three-volume series “ The Navy List “ ( O.U. 5513 (1) 45 )

corrected to December 30, 1944. Containing valuable data regarding ships, establishments and officers of the fleet, as noted above, the 10 images are under

cover of credit (425). THANK-YOU ! )

(426)

(426)

( The above two cropped public domain images were

found on Wikimedia Commons under the title “ The

Second British Army on D-Day “. Featured are the Gold Beach assault area and appendix. Credit (426) issued

with THANKS ! )

( In researching number two ( above ) of the German military forces likely opposing Operation Neptune,

OPERATION LANDWIRT ( farmer ) was the naval attempt to filter U-boats into the English Channel.

Between June 6 and 30, 1944, thirty-six U-boats from five flotillas, in a futile endeavor, withstood an

overwhelming invasion force. The consequences, along with the operational histories of the seven boats lost will be seen in GREEN file (32B). Insight to the South

Atlantic Steamship Line at 901-14 Savannah Bank & Trust Company Building @ telephone number 2-3151 of

Savannah, Georgia is given below. The S.S. John A. Treutlen # 245324 @ “ KWQB “, built in 73 days by

Southeastern Shipbuilding as hull # 46 at way # 2, was a type EC2-S-C1 “ Liberty Ship”. (466) A further

understanding of her operations, including a travel itinerary and company association, will be seen in #

32B. Within that file, a BONUS SECTION details the Rescue Ship DUNDEE # 144713 @ “ GWRS “. Insight to convoy HX-290 is given along with her AGREEMENT

AND LIST OF THE CREW from January 14th to July 25th of 1944. )

(474)

(469)

(469)

(469)

( Held by the Live Oak Public Libraries and located by the Genealogy Reference Team at the Georgia Room

of Savannah Georgia’s Bull Street Library, PETTUS’ SAVANNAH 1942 DIRECTORY details information

regarding the South Atlantic Steamship Line. Special thanks to all with credit (469) is given ! )

Savannah Bank & Trust Company Building

(470)

(470)

(470)

( Likely produced in 1917 by Curt Otto Teich ( 1877 – 1974

), the above 3.5” X 5.5” paper stock post card depicts the Savannah Bank and Trust Company Building ( A-76262 ) and was published by the Southern Post Card

Company of Asheville, N.C. Erected in 1911 and standing 15 stories, the building is located at 2 East Bryan

Street in Savannah, GA. Purchased by the author from John Butler @ vintagepapermemories via ( ebay )

item # 392529362526 on December 4, 2019 for $ 8.33 U.S.D. with credit number (470) being issued.

THANK-YOU ! )

(468)

( Courtesy of the City of Savannah Municipal Archives from file 1121-065-1 ( Tony Cope World War II Liberty

Ships Research Collection ), the S.S. John A. Treutlen is launched from the Southeastern Shipbuilding yard on April 10, 1944 in a photograph taken by Ed Morgan. Very special THANKS is given to all with credit (468)

issued ! )

(429)

( Seen ( above ) in Plymouth Harbor, U.K. in 1944, the

two aft outboard motors propel a “ RHINO “ ferry pontoon barge upwards of 3 ½ knots. Commonly,

each simple steel welded box was five feet long by seven feet wide by five feet tall. Placing six pontoons

end to end created a vehicle 42 feet wide. Then, attaching a group of 30 “ magic boxes “ side by side

formed a stable work / conveyance platform of 180 total units about 176 feet in length ( with stern steering

gear and bow loading ramp ) that displaced some 304 tons of shallow draft water. Photograph from

CRITICALPAST file 65675060445-552 / Order # 155555696763 dated April 17, 2019 with credit (429)

issued, THANK-YOU ! )

( Longues Battery # 797871 – aerial photograph. )

( A )

( B )

( C )

( As noted above ( B ), Chief of the General Staff of the German 7th Army, Generalleutnant Max Josef

Johann Pemsel ( 1897 – 1995 ), had this endorsement for the 716th Infantry Division ( Logo ( C ) is being used

on multiple websites. ) and its commander, Generalleutnant Friedrich Wilhelm Richter ( 1892 – 1971

). Observation ( A ) was of the Army Coast Artillery Division 1260 by general Richter. )

( As noted above, Forward Operating Base 53 was to be established by the Second Battalion of the British

Devonshire Regiment ( 231st “ Malta “ Infantry Brigade ) after capturing the battery at Longues. A

communications rhyme code with corresponding call

sign table can be seen too. Initial fleet destroyer ( Class Javelin ) support was to be provided by H.M.S. Jervis ( F 00 @ 1,760 standard tons with VHF call sign “ CLAM 70 “ ) after the 150th B.Y.M.S. Flotilla‘s number 2004 minesweeper ( J 804 @ 290 standard tons ) had

cleared a safe passage . In fact, it was not until June 7, 1944 @ 1053 hours that company C, now commanded

by LT. Frank Herbert Pease # 262146 ( 1915 – 1944 ), seized the emplacement with success signal “

MISSOURI “ issued. (442) )

(463)

( Held by the National Library of Scotland in file

numbers 89449094.23 ( Yellow ) & 89462827.23 ( Red ), the above three images are from The Quarterly ARMY

LIST of July, 1944. This would be for the Devonshire Regiment lineage, LT. Frank H. Pease’s seniority date

and the title page with credit (463) issued. THANK-YOU ! )

(442)

( Used with permission from Christopher Jary, the

above photograph of LT. Frank Herbert Pease was obtained from the following book co-authored by Nick

Speakman: “ Devotion to Duty: Gallantry Awards won by the

Devonshire Regiment & the Dorset Regiment 1919-58 “ ( OCLC number 957323428 )

A special THANK-YOU with credit (442) issued ! )

(464)

( As seen above, LT. Frank Herbert Pease was awarded

the Military Cross for gallantry in action at Hottot, France on June 19, 1944. Document as added by “ LEN

“ via Find A Grave. Unfortunately, his death would occur on August 12, 1944. On that date, the British 50th

Infantry Division was in the vicinity of Saint Pierre-la-Vielle, France driving for the important crossroads at

Conde-sur-Noireau. As seen below with the photograph as added by “ WOOSE “ via Find A Grave, he is at rest in plot XV.J.16 of the Bayeux, France War

Cemetery. Credit (464) and thanks issued to all ! )

(464)

(481)

( Held by the ( U.S. ) Library of Congress in file #

2004629106, this ( cropped ) situation map dated August 12, 1944 and prepared by the Twelfth ( HQ )

Army Group, shows the German 326th Infantry Division ( LXXIV Infantry Corps ) and 21st Panzer Division ( II S.S.

Panzer Corps until 1400 hours. ) positioned West of the Orne River in opposition to the British 50th Infantry

Division of XXX Corps. Credit (481) issued with THANKS ! )

During the thirty-six days the German 74th Infantry Corps was attached to PANZER GRUPPE WEST / FÜNFTE PANZER ARMEE, its Command Posts in France were located between Saint-Jean-le-Blanc ( code 14770-14597 ) and Preux-au-Bois ( code 59288-59472 ), a distance of 211.15 “ air “ miles. Commanded by General der Infanterie Erich Straube ( 1887 – 1971 ), an order of battle, as compiled from data obtained within the WWII Foreign Military Studies, 1945-54 file number MS B-824, for the time frame July 28 to September 1, 1944, is seen below.

Order of Battle - German LXXIV ARMEE KORPS - July 28, 1944 to September 1, 1944.xlsx

Date From Unit Duration Commander Command Post 28-Jul-1944 47th Panzer Corps 276th Infantry Division 36 Days LT. GEN. Curt Rudolf Theodor Badinski ( 1890 - 1966 ) Claude Fougère, France ( 8-5-44 ) 28-Jul-1944 47th Panzer Corps 326th Infantry Division 36 Days LT. GEN. Victor Paul Konrad Gustav Ludwig von Drabich-Waechter ( 1889 - 1944 ) La Mésangère ( Saint-Ouen-des-Besaces ), France ( 7-31-44 ) 6-Aug-1944 58th Panzer Corps 277th Infantry Division 27 Days LT. GEN. Albert Praun ( 1894 - 1975 ) La Lande, France 18-Aug-1944 84th Infantry Corps 84th Infantry Division 15 Days LT. GEN. Erwin Menny ( 1893 - 1949 ) Ronai, France ( 8-19-44 ) 18-Aug-1944 II Parachute Corps 363rd Infantry Division 15 Days LT. GEN. Augustin Dettling ( 1893 - 1980 ) Neuvy-au-Houlme, France 30-Aug-1944 I S.S. Panzer Corps 18th Luftwaffe Field Division 3 Days LT. GEN. Joachim Adam Otto von Tresckow ( 1894 - 1958 ) Froidmont ( Bailleul-sur-Thérain ), France 30-Aug-1944 I S.S. Panzer Corps 6th Parachute Division 3 Days LT. GEN. Rϋdiger von Heyking ( 1894 - 1956 ) Cires-lès-Mello, France

mck 2-29-2020

As seen in the map below, all five infantry divisions associated with the German LXXIV Armee Korps would be ensnared in the Falaise Pocket and largely “ eliminated “ on about August 21, 1944. Amid huge casualties, on the day before that, the corps command staff and small groups of covering infantry for fragments of at least three confirmed retreating panzer divisions made a chaotic escape at the chokepoint across four crossings on the Dives River in

the vicinity of Eglise Saint-Lambert de Saint-Lambert-sur-Dive. Those survivors would form the nucleus for the Volksgrenadier Divisions in defense of the homeland.

(481)

( Held by the ( U.S. ) Library of Congress in file #

2004629113, this ( cropped ) situation map dated August 19, 1944 and prepared by the Twelfth ( HQ )

Army Group shows portions of the German Army about to be trapped in the Falaise Pocket. Credit (481)

issued with THANKS ! )

The German Seventh Army map ( below ) from M.S. B-727 shows a slightly different situation. While both maps indicate 14 divisions involved, with 10 exact matches, eight discrepancies exist and involve:

Infantry Panzer ParachuteMatches

84 2 3271 1 S.S.276 10 S.S.277326363

Discrepancies89 9353 116708 2 S.S.

9 S.S.12 S.S.

mck 2-21-2020

An audit to reconcile these discrepancies reveal: 1. 89th Infantry Division: Escaped the trap and by the evening of August 19, 1944, was assembling at Orbec, France. 2. 353rd Infantry Division: Encircled in the Forêt de Gouffern near Bailleul ( 61023 ), France on August 19, 1944, the division would breakout and by August 21, 1944 was billeted at Les Essarts ( 27390 Verneusses ), France. 3. 708th Infantry Division: Via attrition and unit transfer was dissolved on August 16, 1944. The command staff was captured at Magny, Trun, Orne, France on August

19, 1944. 4. 9th Panzer Division: Assembled East of Paris near Esternay – Sézanne, France on August 19, 1944. 5. 116th Panzer Division: Encircled, on August 19, 1944, the division command post was located at Montmilcent, France. Breaking out and funneling through Saint-Lambert-dur-Dives, France by 0100 hours on August 21, 1944, in a steady rain, the division escaped via Coudehard, Roiville, Orville, Le Sap and North East bound, a distance of over 19 ground miles. 6. 2nd & 9th S.S. Panzer Divisions: Withdrawn into the Vimoutiers, France region before the pocket closed, both divisions were poised to counter attack on August 19, 1944 as a part of the II S.S. Panzer Corps. Thrusting towards Trun ( 9th ) and Chambois ( 2nd ), France, the divisions pinned down Allied forces in the area until the evening of August 21, 1944 enabling thousands of troops to breach the ring.

7. 12th S.S. Panzer Division: Reported to be outside the trap in the area between Saint-Pierre-sur-Dives and Livarot, France on August 21, 1944.

August 22, 1944

(482)

( Two days before the trap was finally sprung, on

August 19, 1944 LT. Donald I. Grant of the Canadian ( army ) Film and Photo Unit “ captured “ the moment a group of Germans surrendered at Saint-Lambert-sur-

Dive. Note the Sherman tank in the background. Research indicates Company B of the Argyll and

Sutherland Highlanders of Canada ( Princess Louise’s ) ( 10th Canadian Infantry Brigade – 4th Canadian

Armoured Division ) are pictured. Held by the Library and Archives Canada in file number PA-116586, this (

cropped ) photograph ( above ) is in the public domain and being used by multiple sources. Credit

(482) is issued with THANKS ! )

(486)

( The above Canadian Film and Photo Unit cloth patch was purchased by the author from George A. Petersen

of the National Capital Historical Sales via ( ebay )

item # 352232103171 on February 16, 2020 for $ 17.93 U.S.D. with credit number (486) being issued.

THANK-YOU ! )

(485)

( This low resolution image, found on WIKIPEDIA, is of the Argyll and Sutherland Highlanders of Canada (

Princess Louise’s ). Qualifying for possible fair use under copyright laws, a permissions request has been directed to the Argyll Regimental Foundation of

Hamilton, Ontario. Credit (485) issued with SPECIAL THANKS ! )

(484)

( Lieutenant Donald I. Grant as seen on May 11, 1944.

This ( above ) cropped photograph is held by the Library and Archives Canada under file number PA-137026 with expired copyrights and no restrictions on

usage. Credit (484) issued with THANKS ! )

(440)

(440)

(427)

( The above photograph of the Longues Battery was placed into the public domain by the author, Sorin Lingureanu on October 21, 2006. Presently, the file is

held by Wikimedia Commons. Credit (427) is issued to both parties with THANKS ! )

One of the French River Class Frigates taking part in Operation Neptune to reacquire their homeland was the L’Escarmouche ( K-267 ). A member of the 108th Escort Group, initially, her assignment was to Force “ Utah “. Revisions “ lent “ her to support Force “ Omaha “ with Task Group 124.7. Later, heavy involvement with escort duties to and from the Baie de la Seine to the South coast, in particular, Portland occurred.

(440)

Three additional photographs in the (BLUE) subsection.

(97)

( The H.M.S. Anthony was commanded by Lieutenant

Anthony Charles Denniss Leach, R.N., with a seniority date from November 1, 1938. )

(440)

(97)

( The H.M.S. Hargood was commanded by Commander

Peter Graeme MacIver, R.N.R., ( 1905 – 1989 ), with a seniority date from December 31, 1943. )

(97)

( The H.M.S. Spragge was commanded by Lieutenant William Wallace Muir, R.N., with a seniority date from

January 16, 1938. )

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( Acting ranking officer aboard the H.M.S. Watchman was,

( Temporary / Acting ), Lieutenant Commander John Richard Clarke, R.N.V.R., who, maintained “ Temporary “

status as a Lieutenant from October 12, 1940. )

Bearing for The Solent, at 0418 hours on Monday, December 11, 1944, the U.S.S. Wingfield lost control of steering due to a power failure through loss of load of the number one service generator. Using emergency power, by shifting to the number three unit, command was regained within five minutes. (12) At 1128 hours, she reported an underwater sound contact ( off the starboard bow at 2,000 yards ) with loud and clear echoes about 43 nautical miles West-South-West from

the Isles of Scilly’s Bishop Rock ( BPR ). Within three minutes battle stations were manned and an urgent attack opened. With the convoy and section guide U.S.S. Lejeune using emergency turns to clear the area, four approaches were made. First, was a shallow pattern, followed by a magnetic grouping of depth charges. Number three run was a full dropping and finally, 24 Hedgehogs as a Coup de grace. Twenty-Nine Mark 8 depth charges were used in the first three attacks. During the excitement 60 rounds of 20 mm HET were accidently fired. At the end of the fourth attack, a coupling pin sheared off jamming the rudder hard over right. Now, being disabled, the sound gear failing to train ( including FXR ) and initial shock wave sound concussions producing engine room flooding, the U.S.S. Thornhill came up to assist. By 1230 hours, general quarters were secured and contact was totally abandoned with the opinion it was a non-sub

classification, likely a wreck. U-333, (90),

of the 3. Unterseebootsflottille, (90), a schnorkel equipped type VII C U-boat, under the command of Kapitanleutnant zur See Hans Fiedler, ( 1914 – 1944 – CREW 36 ), WAS sunk in the immediate vicinity on July 31, 1944 with the loss of all hands at a depth of about 84 meters ( 276’ ). (BLUE) (33) (P) With potential danger still at hand, additional emergency turning drills were conducted, all the while avoiding minefields. Also, the section implemented ( and secured from ) outline number 17 of the 1940 Zig Zag

Plans on that busy Afternoon Watch. It was not until 1750 hours that the U.S.S. Wingfield was fully operational again. Eddystone Lighthouse was sighted at 2007 hours, distance 17 nautical miles and shortly thereafter, the ammunition ship M.V. Bantam was detached from the group. (BLUE)

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It is believed the H.M.S. Pickle, ( - J-293 ), an Algerine class minesweeper of the NORE Command – Harwich Area of the Seventh Minesweeping Flotilla and commanded by Commander Malcolm Hilary Brown, R.N., ( 1905 – 1984 ), while in Plymouth undergoing a refit and repairs, may have escorted the important Dutch vessel to port. (BLUE) The command staff is noted above as of January 1945. Commander Brown’s seniority was dated from December 31, 1940. The U.S.S. Rinehart assisted in this exchange also. Eventually, M.V. Bantam achieved her final destination of ( Kingston upon ) Hull, Region of Yorkshire and the Humber, England, U.K. on December 27, 1944. An unknown official photographer of the Royal Air Force’s HQ Coastal Command took the photograph ( below ) of the fourth lighthouse in 1944, which, was completed in 1882. ( Note the dangerous rocks and foundations / stub of the third lighthouse. )

( Imperial War Museum # CH 13485 of the Eddystone Lighthouse. Credit (200) issued. )

The cross section of Eddystone Lighthouse ( below ), in

great detail, was drawn in 1884 by E. Price Edwards. ( Credit ( 217) is issued to WIKIMEDIA COMMONS, who, obtained this public domain file from the British Library’s digital collections ( “ Our Seamarks; … 1884 “ ) on March 11, 2014. ) When requested to the Commander IN Chief at Plymouth, the light would be shown at full power for five minutes on the hour and half hour in clear weather and continuously in fog.

The following morning, Tuesday, at 0208 hours, while acting as picket in advance of the section, an explosion rocked the forward engine room of the U.S.S. Rinehart. The number one diesel engine suffered a crank case failure. Called to general quarters, no fire or casualties were reported. Using an Aldis signaling lamp from aboard the now advance picket ship U.S.S. Wingfield, a ship was diverted from the convoy course forcing the section to come to a full stop to avoid a collision at 0421 hours.

( This Official U.S. Navy Photograph ( # 282845 ) ( above ) was taken by a blimp from ZP-24 based at N.A.S. (

Lighter Than Air ) Weeksville at Elizabeth City, N.C. on September 15, 1944. The S.T.K. Turkey Island # 246345 was just off the Virginia coast near Fisherman Island National Wildlife Refuge ( established in 1973 ). First,

being routed via the Bolivar Roads ( temporary )

Anchorage in Galveston County for loading, she then sailed from Baytown, Texas on September 11, 1944.

Bound for service in convoy CU-40 from New York, this would be her maiden Trans-Atlantic crossing to “

Merseyside the U.K. “. )

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( Public Domain U.S. Geological Survey topographical map of “ Bolivar Roads “ dated 1954 is courtesy of The University of Texas at Austin, Perry-Castaneda Library Map Collection file # 2116062940. Thank-you ! Credit

(201) issued. )

( ZP-24 – Emblem being used on multiple websites. Lieutenant Commander Harold B. Van Gorder, U.S.N.R.

# 74654, ( 1911 – 2000 ), had commanded the squadron since June 10, 1944. )

At 0540 hours, the U.S.S. Thornhill and two merchant ships, the S.T.K. Turkey Island ( above ) and the twice re- assigned S.S. Exminster, who, was carrying 5,164 tons of ammunition, were detached near the flashing White light ( every five seconds ) Red can buoy lettered “ H-2 “ at 50 degrees 23 minutes 18 seconds North and 1 degree 41 minutes 42 seconds West and made a dash to the H.E.C.P. at Fort de L’Ouest. Bearing South by East ¾’s South, the 40.1 nautical miles to France was

covered in three hours. to

( Having made arrangements for local harbor pilots and acting on authority of Commander Licon B. Ard,

U.S.N.R. # 8221, commander of Task Group 125.2 – U.S. Naval Advanced Base, Cherbourg, France ( FPO NY #

924 ), the U.S.S. Thornhill passed out of the breakwater at 0912 hours making for Plymouth, England. ) (33A)

At 0710 hours, once again, emergency signaling was used to turn aside traffic. The London section of five tankers was delivered to local control by 1048 hours. At that position, in the vicinity of POINT ZEBRA at 50 degrees 28 minutes 30 seconds North and 00 degrees 57 minutes 48 seconds West, the U.S.S. Wingfield and the U.S.S. Rinehart proceeded independently to Plymouth, England.

This spherical bell buoy with Red & White horizontal stripes, flashed a group of “ four “ White blinks every 15 seconds. It was located 11.9 nautical miles South East by East ½ South of Ventnor, Isle of Wight.

About 11.57 nautical miles due North ( bearing 002 degrees ) of POINT ZEBRA is the NAB ( rocks ) TOWER. Built in 1920, this lighthouse / radio beacon station marked the entrance to the main ( eastern ) Solent shipping channel.

As a member of the London section, the S.T.K. Champoeg reported “ dropping the hook “ in the mouth of the River Thames at 1553 hours. Flying a Black flag, the Thames Gate Centre Vessel was located at 51 29 30 North and 00 49 40 East. Proceeding up river on the 13th of December 1944, fog delayed her docking at Shellhaven within the Port of London until the next day. At some point, a pilot from Dungeness, Kent, South East, England aided in navigation. Also, the London section may have sighted the newly established Black spherical light buoy lettered “ PB-1 “ @ 50 46 39 North & 00 52 20 East flashing a group of “ two “ White blinks once every 15 seconds off the coast of Dungeness ( DGN ).

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( This cropped Imperial War Museum photograph ( #

A2014 - above ) of the Thames Estuary Boom Defence was created in 1940 by LT. R.H. Darwall, a Royal Navy

official photographer. )

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River Thames – Waterloo Bridge – London – 1944 (

About 45 nautical miles upriver from the North Sea. )

( Above, Imperial War Museum # TR 2151 by the Ministry of Information – official photographer. )

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( Above, passing under the Waterloo Bridge as

photographed by the author on February 24, 2019 aboard the Sapele as a part of credit (396). )

As a post script, while anchored off dock at Thameshaven in a dense fog on December 14, 1944 at 0150 hours, the S.T.K. Perryville was involved in a collision. Swinging with the ebb tide, the port quarter was struck by an unknown vessel, possibly a “ Regent “ class oil tanker of the Bowring Steamship Company, causing minor damage. The main Solent group headed by the U.S.S. Cates and the U.S.S. Roche layed to in Portsmouth Harbor at 0905 hours. Each then were ordered to Plymouth after local control began. At the Eastern Solent, within “ Spithead “, four, ancient ( built between 1861 and 1867 ) “ sea forts “ guarded the approaches to Portsmouth Harbor. The photograph ( below – Imperial War Museum # H 4611 ) of “ Horse Sand “ was taken on August 24, 1940 by an official photographer of the War Office, LT. E.G. Malindine.

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( This Ordnance Survey ( map ) of Great Britain dated

1931 – 1944 ( MAP G5740 s63 part 141b – above ) is graciously provided by the National Library of

Australia ( cat # vn205624 ). Thank-you ! )

The U.S.S. Lejeune tied up her starboard side to berth number 104 of the Southern Railway Dock in Southampton at 1458 hours. This was on the River Test within the Western Docks complex ( above ). (53) Disembarking all of the army personnel would take 11 hours and 35 minutes. With time zone adjustments and a count of “ revolutions “, it is estimated she travelled 3,632.5 nautical miles during this convoy. Reviewing the fuel consumption reports, errors are apparent rendering it inaccurate. Drills and exercises included abandon

ship, general quarters and fire. All ship’s personnel are noted. (33B) The River Test at Southampton, as noted below, has an extensive and interesting history of beacon and buoyage usage in the vicinity of “ The Gymp “:

( It is very likely the original document ( above ) was

destroyed as noted: . However, being digitized by Google and The University of California Library ( # 873433 ? ) via “ FREE “ E-BOOK usage, this rendering is made available with credit (205) issued.

Thank-you ! )

( The Gymp water navigation buoy ( above ) in the River Test – Southampton was taken by Lisa Moore on

May 22, 2003. When attempting to gain copyright release on a permissions request for this ID # 9020,

plimsoll.org’s PORTCITIESSouthampton website produced an internal server connecting error # 500 ( no contact ). Regardless, credit (206) is issued. Thank-you !

By 1820 hours the U.S.S. Thornhill had returned from

France and was anchored in Cawsand Bay with her port anchor in four fathoms ( 24’ ) of water with a sand bottom. At 2012 hours, on December 12, 1944, with all five escorts of the English Channel section together and swinging to the flood tide, it was determined their duties involving convoy CU 49 were now complete. (BLUE)

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It should be acknowledged, at some point during the day, the following Portsmouth Command vessels were attacking a suspected U-boat contact: H.M.S. Spragge and F.F.L. L’Escarmouche, with H.M.S. Hargood in support and F.F.L. La Surprise continuing on patrol. This was a probable wreck 44 nautical miles bearing 212 degrees 43 minutes ( South-West by South ) from Portsmouth ( South East England ).

Upon arrival within The Solent, the S.S. Cape Nome was eventually ordered to Antwerp, Belgium. Arriving about December 29, 1944, it was confirmed the official rate of exchange was 43.77 Belgian francs for one U.S. dollar. Of note, at the request of the Senior Port Representative of the U.S. War Shipping Administration at Antwerp and LT. Raymond E. Salman, U.S.N.R. # 69209, Abram D. Van Meter, who, was a deck cadet aboard the S.S. Cape Nome, was signed on as an acting Third Mate aboard the Liberty Ship S.S. John Cropper # 241681 @ “ KFAZ “ – 7,177 G.R.T. – U.S. W.S.A. – Wilmington, N.C. effective January 4, 1945. During his 47 days of service on board the S.S. Cape Nome, after “ deductions “, Mr. Van Meter had earned $ 278.65 “ take home “ pay. Was this a 22-year-old farm boy from Fancy Creek Township of Sangamon County, Illinois making good ?

Likewise, the S.S. Raphael Semmes would venture up the very dangerous Scheldt Estuary. Laying to off of Cowes, Isle of Wight, today, the twelfth, the S.S. Raphael Semmes would be held six days “ awaiting orders “. A coastal convoy would then move her to “ The Downs “ at the Port of Ramsgate in Kent. Held another three days here, she likely was added to convoy TAM 26 on December 22, 1944 for the short journey to Antwerp. As noted by the commander of the U.S. Naval Armed Guard Lieutenant Norman J. Ely, U.S.N.R. # 172241, the S.S. Raphael Semmes experienced, perhaps, the most “ excitement “ of any merchantman of this convoy:

( On a flight from London to Phoenix on February 26, 2019 aboard British Airways 289, from seat 48K, the East coast of Ireland and the Irish Sea can be seen ( below )

as photographed by the “ World Traveller “ author of this website as a part of credit (396). )

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Meanwhile, the Irish Sea section enjoyed relatively “ smooth “ sailing. Heavy swells caused what turned out to be two phantom radar contacts. Reacting, the flagship, the U.S.S. Mayo, had the section execute four

emergency turns as a precaution. This took place on December 10, 1944 between the hours of 1809 and 1838. On board the S.T.K. Sag Harbor # 245305, the commander of the U.S. Naval Armed Guard, Lieutenant Kenneth F. Perley, U.S.N.R. # 276813, indicated in his report a surfaced submarine was 18 nautical miles off the port quarter. This information was transmitted between vessels via low power, short range “ TBY “ portable radio equipment ( below ):

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( Above photograph courtesy of Tim Sammons @ N6CC – NAVY 6 COMBAT COMMS.

Thank-you ! )

( This Official U.S. Navy Photograph ( # 282706 ) was taken by blimp number K-76 from ZP-12 based at N.A.S.

( Lighter Than Air ) Lakehurst, N.J. on September 15, 1944. The Command Pilot was Lieutenant ( jg ) Eugene

Henry Lewandoski, U.S.N.R. # 278665, who, had advanced from a Seaman Second Class rating. The

S.T.K. Sag Harbor ( foreground ), “ riding high “ ( empty ), was just off Staten Island, N.Y. having arrived from Liverpool in convoy UC-36. Note the “ busyness “ of

New York harbor. The daily Operations Report for ZP-12 is below. )

Forty minutes later, a brightly lit hospital ship was sighted in the distance through rain squalls. At 2050 hours, the U.S.S. Garfield Thomas was assigned to screen the S.S. Midnight, straggling astern. Her deck cargo had broken loose, gotten adrift and needed re- securing. Just over 10 hours lapsed before both vessels rejoined the column safely, although, the merchant ship was now plagued with engine trouble into the Port of Avonmouth, South West, England, where, worries still awaited. Commander of the U.S. Naval Armed Guard, Lieutenant Charles J. Taussing, U.S.N.R. # 279920, provides insight:

( This Official U.S. Navy Photograph ( # 215576 – above ) was taken by blimp number K-28 from ZP-14 based at N.A.S. ( Lighter Than Air ) Weeksville at Elizabeth City, N.C. on February 18, 1944. The Command Pilot was Birmingham, Alabama’s Ensign Charles D. Devore,

U.S.N.R. # 315375, ( below ).

( The S.S. Midnight ( above ) was 29.72 nautical miles South-East of Virginia Beach, VA. in convoy UGS 33 A

bound for Gibraltar. Notice the “ vacant “ forward gun tub. )

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ZP-14

During February of 1944, Blimp Squadron 14 was commanded by Commander Michael Francis Donald Flaherty, U.S.N. # 62043, ( 1904 – 1993 – below ). Admitted to the U.S. Naval Academy on July 14, 1924 from North Adams, Massachusetts, Mr. Flaherty

graduated on June 7, 1928. (116 & 108) He earned a merit roll standing of 76th out of 174. (116) Mr. Flaherty would be retained at the Naval Academy along with 157 other members of his graduating class to complete a summer course in aviation instruction. (116) It would not be until September 3, 1928 that Ensign Flaherty, with signal number 5385, would report aboard the 32,600 ton, 32-gun battery first line battleship U.S.S Maryland ( BB-46 ). (176 & 177) Dated July 1, 1929, the available quarters / mess complements on board were as follows: 2 Cabin 37 Ward room officers 23 Junior officers 11 Warrant officers 51 Chief petty officers 1,236 Other enlisted men (177) Career awards and citations would include at least the Legion of Merit. (94) His temporary rank of Commander was dated September 15, 1942. Permanent status of Lieutenant Commander was maintained since March 25, 1942.

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Today’s rough weather caused a fall injury aboard the S.T.K. Chantilly # 244802. A member of the U.S. Naval Armed Guard, Seaman First Class George Howard Maisey, U.S.N.R. # 245 84 29, suffered harm to the base of his spine. This would develop into an abscess requiring being retained at the Royal Naval Hospital in Milford Haven, Pembrokeshire, Wales, U.K. on December 19, 1944 for treatment.

Air escort of at least two aircraft was noted on Monday, the eleventh. The S.S. Santa Rosa recognized both a PBY and a B-24. At 1317 hours, the U.S.S. Gandy proceeded to investigate a sound contact. Going to general quarters at 1323 hours, the section then executed two emergency turns. The contact was classified as non-sub. Aboard the S.S. Great Republic # 243529, the commander of the U.S. Naval Armed Guard, Lieutenant Richard S. Moffitt, U.S.N.R. # 169233, experienced this

incident:

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( Seen on an unknown date, likely between 1944 and

1950, the above ( slightly cropped ) photograph shows the S.S. Great Republic plying the waters of San

Francisco Bay. Held by and courtesy of the “ San

Francisco Maritime National Historical Park “ in file P85-030.844pl ( SAFR 14319 ), a very special THANK-YOU is

given ! (454) )

Having a refrigerated or chilled capacity of 3,481 cubic feet, for this voyage, the 6,178 GRT Great Republic @ “ KINX “ would be filled to about 69 % of the holding space while carrying 10,272,640 pounds of perishables as seen below. Add in deck cargo of Dodge ¾ ton ambulances and U.S. Mail, her “ deadweight “ cargo tonnage would come in at seven tons overloaded, or the need to burn off 1,939 gallons of fuel oil and safely clear Pier Two of the North ( Hudson ) River ( @ 140’ X 654’ ) and the port of departure on December 1, 1944 by just over eight hours of sailing time enroute to gain her important, eventual leader spot of column one ( pennant number 11 ). (455, 456 & 457)

( Above image used with permission from N.A.R.A. – New York. )

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United Fruit Company

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South Saint George’s Channel, near the entrance to the Irish Sea, was entered at 1645 hours. One hour and

fifteen minutes later, the Bristol Channel section ( “ 6XH3 “ ) was detached for destinations including Avonmouth ( 10 ), Swansea ( 2 ), Newport ( 2 ), Cardiff ( 1 ) and Barry Dock ( 1 ). This position was about 12 ½ nautical miles South West ( bearing 205 degrees ) from Tuskar Rock ( TKR ) ( detail to follow ). The first visible point of navigation for the inward route would be “ Point P “, a Red spherical bell and light buoy marked “ MH “. Flashing a White light every 15 seconds, this device was located at 51 37 00 North and 05 14 24 West.

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( Used with permission, the above map is courtesy of Edward Stanford Ltd. – Covent Garden – London &

Bristol – West Country – Purveyors of Maps & Travel Guides since 1853. Thank-you ! )

Being Great Britain’s largest inlet at about 69 nautical miles long, the channel deterred submarines somewhat with an average depth of only 41 meters or 135 feet deep. (46) With this relative safety, the U.S.S. Eisner was able to maintain flagship of two columns of 16 merchantmen at 000 degrees four thousand yards in front of the convoy guide. At five thousand yards distant each from the guide, the U.S.S. Earl K. Olsen was positioned at 315 degrees ( port ) and the U.S.S. Garfield Thomas at 45 degrees ( starboard ) for the run into the “ Severn Sea “. On Tuesday, December 12, 1944, individual destination dispersals were able to begin for local control. Aboard the vice commodore’s flagship, at 0258 hours, the S.S. Santa Rosa dropped anchor at Swansea, County West Glamorgan, Wales in the United Kingdom. The U.S.S. Eisner, flagship for Escort Division 55, struck a submerged object with the starboard screw shearing off a portion of two blades at 0506 hours. She moored to within the half tide basin and intermediate lock area of the Bute East Dock, Cardiff, River Taff, Wales at 0554 hours. The U.S.S. Earl K. Olsen moored next to the flagship 54 minutes later. On the Afternoon Watch, special sea details were set to change berths within the Bute East Dock complex, which was opened in 1855. (54) By 1513 hours both movements were secured and fresh water was being received from shore appliances. The U.S.S. Garfield Thomas moored to Queen Alexandra’s Dock ( 1907 ) at 0802 hours. Again, a shift of berths was needed.

Eventually, she made fast within the Bute East Docks too. By 2134 hours five lines were out, having her port side being placed to the starboard side of H.M.C.S. Huron ( G-24 ). This Tribal Class F leet Destroyer of the Eighth Destroyer Flotilla, based at the Royal Canadian Navy Depot in Greenock, was undergoing a refit and repairs in Cardiff. The command staff was:

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( Commander Herbert Sharples Rayner’s, ( 1911 – 1976 ),

seniority was dated from July 1, 1944. )

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( Having had a license, ( # RCPL2/3/62/030 expiring on October 27, 2020. ), granted by the Royal Commission on the Ancient and Historical Monuments of Wales, the photograph, ( # C879739 ) ( below ), was taken in 1921

of the Bute East Dock in Cardiff. )

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( The above three images are courtesy of the Library of Scotland’s 1956 publication of the 1:25,000 Ordnance

Survey sheet ST38. THANK-YOU ! )

Having just exited the River Usk locks at Newport, Wales at 0756 hours, today, the twelfth of December, the S.S. Exhibitor was struck by another vessel causing minor damage as noted:

( Above image used with permission from N.A.R.A. – New York. )

With tugboats owned by the Great Western Railway Company maneuvering in confined spaces forward ( TRUSTY # 128941 – 148 G.R.T. – 1913 ) and aft ( SWANSEA # 143973 – 147 G.R.T. – 1918 ) and a harbor pilot directing, a smaller vessel failed to yield and give proper clearance. The resulting collision would be investigated.

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( Having cropped an original post war 3.5” X 5.5”

photograph, the S.T.K. Chantilly is seen at an unknown location. A copyright by Tom Rayner at 41 Castle Street

of Ryde, Isle of Wight is noted. However, attempts to locate and confirm with the holder failed. Purchased by the author from Ray Woodmore @ “ woody-iow “

via ( ebay ) item # 362246074972 on February 4, 2019 for £ 2.90 with credit (392) issued to

ALL parties concerned. THANK-YOU ! )

As an additional post script to the operation of this convoy, while in the Bristol Channel area, the S.T.K.

Chantilly ( above ) would suffer two major steam line connection failures. As noted below, Second Assistant Engineer David Martin would be scalded and later, a “ close call “ at Milford Haven on December 15, 1944. The 359 GRT “ auxiliary war vessel “ rescue tug H.M.S. Superman ( W-89 @ “ GWFJ “ # 163129 ) would provide assistance at 1655 hours. As built ( # 1110 @ 120.2’ L X 27.2 B X 14.2 D ) by Cochrane & Sons, LTD. of Selby in 1933 for United Towing Co, LTD., Hull, she was placed in Admiralty service on November 1, 1939 having been armed with one 20mm AA, two 12.7mm AA, four light machine guns and a T.124T crew.

( Above three images used with permission from N.A.R.A. – New York. )

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( This cropped Imperial War Museum photograph ( # A 15509 - above ) of the H.M.S. Superman, off the waters of Harwich, was created on an unknown date by LT.

J.E. Russell, a Royal Navy official photographer. ( Please note the reference to Mr. Russell in the previous Gold

Beach assault area text. ) “ Free to reuse for non-commercial purposes “ with credit (385) issued. THANK-

YOU ! )

( Above file used with permission from N.A.R.A. – New York via U.S. Document Retrieval Service, Inc. (197) )

Continuing with the final breakup ( above ), the remaining nine vessels, headed by the aircraft carrier H.M.S. Patroller, acting as the new convoy commodore, passed abeam to port ( range 12 nautical miles ) the dangerous coastal feature at ( Wexford ) Tuskar Rock Lighthouse ( 1815 ), Ireland at 1915 hours on December 11, 1944. This Morse Code radio beacon station ( E I K ) operated at 318.5 kc/s @ 941.9 M. Normal, clear weather sounded at four and thirty-four minutes past the hour. When fog was present, commencing at four minutes past the hour, tones continued every six minutes.

( Dated Friday, October 6, 1944, this news article ( above ) is courtesy of the National Library of Australia –

TROVE file # 47702824. Thank-you ! (210) )

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( Photograph of Tuskar Rock Lighthouse ( above – 2010 )

courtesy of Niall Durnan ? @ Celtic Sea kayaking ( website ). Thank-you ! )

Maneuvers, including emergency turns, were made to avoid narrow channel traffic, all the while on the lookout for floating objects. The Liverpool Bay ( Merseyside ) section ( “ 6XE3 “ ), headed by the U.S.S. Mayo, formed one column of five merchant ships at 0604 hours on December 12, 1944 for their short run to terminus. They would depart from “ Point KK “, seven nautical miles due West of the Skerries Lighthouse ( 1717 ) at Cylch – y – Garn, Isle of Anglesey, Wales.

The Liverpool Bar Light Vessel flashed a group of “ three “ blinks every 30 seconds. When fog was present, a siren blasted once every 20 seconds. This navigation point was passed at 0945 hours. Nearby were a pilot vessel and the Traffic Control vessel distinguished by day with the international markings “ M C V “. At night, three vertical White lights pointed out if the port was open. Three vertical Red lights indicated a closed port. E.W. Callaway, Master of the S.T.K. Sag Harbor, concerned about delays in regard to pilots, cargo discharge and obtaining fresh water would issue letters of objection. (33C) Lieutenant Kenneth F. Perley wrote this:

The S.T.K. Yellow Tavern confirmed the adverse weather conditions. Also, Lieutenant ( jg ) Walter F. Oleksiak, U.S.N.R. # 328521, commander of the U.S. Naval Armed Guard, did note “ excellent progress made in discharging bulk cargo “. Those unfavorable weather conditions, consisting of a calm, smooth sea with dense fog present and visibility restricted to about 20 feet, did result in an accident. Despite observing what were believed to be adequate safety precautions, the S.T.K. Yellow Tavern and the 3,141 GRT ( 1,808 NRT ) sand pump hopper dredger “ Hilbre Island “, # 162374, collided. (232&233) Built in 1933 and owned by the Mersey Docks & Harbour Board, being 331’7” long,

54’2” wide’, having a hold depth of 21’1” with 403 engine horsepower, the bow of the Hilbre Island, unfortunately, struck the S.T.K. Yellow Tavern’s starboard stern quarter twice at 0625 hours on December 13, 1944 causing minor exterior plate damage. Apparently, both vessels were anchored and swinging to rectilinear ( reversing / conflicting ) tidal currents. To prevent further harm, both vessels “ distanced “ themselves.

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( Having cropped an original post war 3.5” X 5.5” photograph with no copyright markings, the S.T.K.

Yellow Tavern is seen at an unknown location. Purchased by the author from Andrew Richmond @ “

andrewrichmond “ via ( ebay ) item # 392226425441 on February 4, 2019 for $ 3.91 with credit

(391) issued. THANK-YOU ! )

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( Copyright © BAE Systems. All Rights Reserved. This work is reproduced with the kind permission of BAE

Systems. BAE Systems is a registered trade mark of BAE Systems plc. )

( Commissioned by the builder, Cammell Laird & Company Limited of Birkenhead, to produce a

photographic record, these cropped images ( above & below ) of the HILBRE ISLAND were taken on an

unknown date by Stewart Bale, 13 Union Court, Cook Street, Liverpool. Held by the Wirral Archives Service (

reference ZCL 2/H5/0 ), I purchased downloaded copies on July 4, 2017 via transaction # E2017/188. )

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( Copyright © BAE Systems. All Rights Reserved. This work is reproduced with the kind permission of BAE

Systems. BAE Systems is a registered trade mark of BAE Systems plc. )

( As seen below, this advertisement for Cammell Laird & Co., Ltd. was obtained from page 20 of Fred T. JANE’S FIGHTING SHIPS 1944/5 reprinted publication of 1971 as

edited by Francis E. McMurtrie and produced by the Arco Publishing Company, Inc. at 219 Park Avenue

South, New York, N.Y. 10003 with NO copyright notice found. This book was purchased by the author from Jack

Porch @ “ pebbles 123 “ via ( ebay ) item # 173772528256 on February 5, 2019 for $ 30.15. With this

book being in my possession, I will acknowledge as noted with credit (390) issued. THANK-YOU ! )

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As noted below, the home for the Western Approaches Command was located at Derby House in Liverpool. This is the Operations Map Room plotting convoys in July of 1941.

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( Imperial War Museum # A 4545 by LT. H.W. Tomlin –

Royal Navy official photographer - above. )

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( As held by the U.K. National Archives in file ADM 217/692 and used with permission ( order number

RC1731488 - $ 42.74 U.S.D. on February 27, 2019 ), the above three images in reference to the period between

December 1 and 15, 1944 show a General Survey of Events, Staff Minute Sheet and Letter of Transmittal for the Western Approaches Command with credit (406)

issued. Also, used previously in this text with credit (406) issued were diary images regarding H.M.S. Bullen and S.S.

Dan Beard. THANK-YOU ! )

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As noted above, mention is made of the H.M.S. Bullen, S.S. Dan Beard and H. ( Norwegian ) M.S. Tunsberg Castle, of which, supplemental data is found in this reading. Additionally, “ Murmansk Run “ Artic convoys JW 62 ( An uninterrupted inbound passage with 31 merchant ships. ) and RA 62 ( Twenty-nine outbound merchant ships with the battle-damaged 1,140 GRT Captain class Frigate H.M.S. Mounsey ( K 569 ) tagging along. Several notable incidents occurred including the sinking of U-387 and complete loss of U-365, who, had heavily damaged the 1,710 standard ton CAESAR class Fleet Destroyer H.M.S. Cassandra ( R 62 @ “ GGZG “ ? ) on December 11, 1944, inflicting 62 dead. ) are referenced. I will not confirm the accuracy of the following reports, however, that further insight of those two convoys are presented:

(411)

( The above 4” X 6” photograph appears to be a

reproduction of the H.M.S. Cassandra ( R 62 ) with NO additional details or copyright markings noted.

Purchased by the author from Ray Woodmore @ “

woody-iow “ via ( ebay ) item # 390722379504 on March 21, 2019 for £ 4.60 ( $ 6.30

U.S.D. ) with credit (411) issued. THANK-YOU ! )

(97)

( Corrected to December 30, 1944, the H.M.S. Cassandra

was commanded by Lieutenant George Cunningham Leslie, R.N., ( 1920 – 1988 ), with a seniority date from May

1, 1941. )

(446 – above & below)

(440)

(407)

( Originally held in the Arnold Hague convoy database, the above image for convoy JW 62 has been cropped and edited to correctly reflect the number of merchant vessels involved with credit (407) issued. THANK-YOU ! )

Of interest in the two convoys noted is the 1,600 GRT “ convoy rescue ship “ RATHLIN ( # 164098 @ “ MMBJ “ ).

Initially conceived to conduct lifesaving rescue operations with small converted coastal freighters, the process evolved to include the designation of vessels within the faster convoys to act in that capacity as noted below. Completed in 1936 for the Clyde Shipping Company, LTD. of Glasgow, Scotland, the RATHLIN had these specifications: 272.5’ L X 38.4’ W X 17.2’ D. Beginning service in 1941, she would sail in 47 convoys and save 634 souls from 13 distressed craft. (412)

(413)

( Held by the Royal Museums Greenwich as image #

P01268 ( above ), the RATHLIN is seen in a wartime footing likely in the River Clyde, Scotland. Produced into

a 6” X 8” paper stock postcard for $ 5.42 U.S.D. by CatchinColour UK and Magnolia Box on March 18, 2019, the author has cropped out the borders. Credit (413) has

been issued along with a THANK-YOU to all ! )

( As noted above, even our own convoy had provisions in place by the commander of Task Group 21.6 for the

Rescue of Survivors. The following vessels were designated as Rescue Ship ( s ): Exhibitor, Golden Fleece

and Midnight. )

(408)

( Originally held in the Warsailors Arctic Convoy database, the above image for convoy RA 62 has been cropped and edited to correctly reflect the data within

same with credit (408) issued. THANK-YOU ! )

Escorts Norwegian & Barents Sea ( s ) areas Dec. 1944

VESSEL ID TYPE CLASS ALLINGTON CASTLE K689 CORVETTE CASTLE

BAHAMAS K503 FRIGATE COLONY BAMBOROUGH CASTLE K412 CORVETTE CASTLE

BEAGLE H30 DESTROYER B BELLONA 63 LIGHT CRUISER BELLONA BULLDOG H91 DESTROYER B CAESAR R07 DESTROYER CA

CAMBRIAN R85 DESTROYER CA CAMPANIA D48 ESCORT CARRIER ( CONVOY ESCORT )

CAPRICE R0l DESTROYER CA CASSANDRA R62 DESTROYER CA

CYGNET U38 SLOOP MODIFIED BLACK SWAN EGLANTINE K197 CORVETTE FLOWER

KEPPEL D84 DESTROYER SHAKESPEAR LAPWING U62 SLOOP MODIFIED BLACK SWAN

LARK Ull SLOOP MODIFIED BLACK SWAN LOCH ALVIE K428 FRIGATE LOCH

MONNOW K441 FRIGATE RIVER NAIRANA D05 ESCORT CARRIER ( CONVOY ESCORT )

NENE K270 FRIGATE RIVER OBEDIENT G4S DESTROYER 0

OFFA G29 DESTROYER 0 ONSLAUGHT G04 DESTROYER 0

ONSLOW G17 DESTROYER 0 ORIBI G66 DESTROYER 0

ORWELL G98 DESTROYER 0 PORT COLBORNE K326 FRIGATE RIVER

SOMALILAND K594 FRIGATE COLONY SAINT JOHN K456 FRIGATE RIVER STORMONT K327 FRIGATE RIVER

TAVY K272 FRIGATE RIVER TORTOLA K595 FRIGATE COLONY

TUNSBERG CASTLE K374 CORVETTE CASTLE WESTCOTT D47 DESTROYER ADMIRALTY V & W

CORVETTE= 4 DESTROYER= 14 ESCORT CARRIER = 2 FRIGATE= 10 LIGHT CRUSIER = 1

SLOOP= 3

mck March 24 2019

( It appears, at various times, 34 escorts were operating

in the Norwegian and Barents Sea ( s ) areas during the above two convoys under Operation Acumen. They

included four corvettes, 14 destroyers, two escort carriers, 10 frigates, one light cruiser and three sloops.

Two German “ wolfpack “ groups known as “ GRUBE “ ( “ pit “ – Off the Kola coast. ) and “ STOCK “ ( “ stick “ – West of the Bear Island Passage. ), consisting of 17 U-boats, were in opposition. Ten type VII C and seven type VII C-41 boats, having 153 sorties of combined

previous experience, composed this attacking force. (409) These boats were based in Harstad, Kilbotn, Narvik

and Trondheim, Norway as part of the 13.

Unterseebootsflottille. (410 left & 409) Within 37 pages of green file 39A, complete operational

histories of these “ Wolfsrudel “ members are given. )

(409)

( Credit detail for (409) follows below in this text. )

(409)

( The above two images for the composition of the U-

boat groups known as “ GRUBE and STOCK “ were obtained from Kenneth Wynn’s “ U-BOAT OPERATIONS

OF THE SECOND WORLD WAR “ ( VOLUME 1: Career Histories, U1-U510 pages 334 & 336 ). Published by the

NAVAL INSTITUTE PRESS of Annapolis, Maryland as ISBN 1-55750-860-7 and held in my possession, previous

copyright inquiries were acknowledged and implied. Credit (409) is graciously given to all, THANK-YOU ! )

(414)

( The above map by Google has been edited by the author to reflect the Lapland Region of Finland, along

with the Pechengsky District of Russia and Finnmark County of Norway. Thank-you to Google for the original

download ! Credit (414) issued. )

(417)

( The above image of the destruction of Northern Norway during Operation Nordlicht was found on

Pinterest. Noting NO copyright information, credit (417) is issued to Catherine Binnie, who, “ saved “ the

photograph to Pinterest. THANK-YOU to both parties ! )

(418)

( The above photograph is named “ Rescued from the Germans. “ It is of the village of Batsfjord, Norway. Held

by Riksarkivet ( National Archives of Norway ) as # 17388548401, it was included in a @ flickr file known as “ Evakueringen og frigjoringen av... “ that was created in 2015 with NO restrictions. THANK-YOU to all with credit

(418) issued ! )

Norwegian Bicycle Brigade Rossi Division (193rd + 503rd Grenadier Brigades)

210th Division 2nd Mountain Division

6th Mountain Division (+388th Grenadier Brigade) XXXVI Corps: 163rd Division 169th Division XVIII Corps:

Machinegun Ski Brigade Finnland 7th Mountain Division

Division Group K (419 – 939GXXS)

( The above file ( 939GXXS ) was obtained from George Nafziger's Orders of Battle Collection and is held by the Combined Arms Research Library. It has been edited for spelling and easy formatting only. Accuracy of the data

has not been confirmed. Regardless, credit (419) is issued with THANKS to all ! )

GREEN file 39B will contain a five-page order of battle for

the Soviet 14th Army dated October, 1944.

Beginning on October 3, 1944, Generaloberst Lothar Rendulic ( 1887 – 1971 ) and his German 20th Mountain Army began its authorized withdrawal of Lapland, Finland to the proposed Norwegian Lyngen ( fjord ) line of defense from the 133,500 man Soviet 14th Army commanded by Lieutenant General Vladimir Ivanovich Shcherbakov ( ( Владимир Иванович Щербаков )1901 – 1981 ). (420) The fighting retreat through present day Pechengsky, Russia, a valuable nickel mining district, the material of which is used for armor plating, was routed towards Kirkenes, Norway for the 56,000 man 19th Corps. The 36th Corps maneuvered via Ivalo, Finland to Lakselv, Norway. The 18th Corps moved for Rovaniemi and Muonio, Finland, then, safety. (421) Thus, began the brutal, scorched earth forced evacuation of 46,000 inhabitants, including the use of child and family separation, for the purpose of coerced labor handling of the Finnmark and Troms regions of Northern Norway known as Operation Nordlicht ( III ). Particular emphasis was placed on the destruction of infrastructure, including roads, culverts, bridges, ferries, railways, port facilities, airports, utility poles and other lines of communication. Some 16,580 houses, barns, businesses, fisheries, schools, churches and hospitals would eventually be destroyed. Herds of livestock, including reindeer and cattle, met similar fates. (415&417) The Lappi Province of Finland experienced the same scale of massive and unrelenting savagery. In an attempt to establish a land base with a radio station and to supply the remote village at Batsfjord, operating somewhat in an independent task force from convoy RA 62, Royal Norwegian Navy Corvettes Eglantine ( K197 ) and

Tunsberg Castle ( K374 ), along with the Isles class naval trawlers Karmöy ( T 166 ) and Tromöy ( T 388 ) departed Polyarny, Russia on December 11, 1944. The smaller patrol vessels, each of 545 GRT, were acting as mine sweepers. Off the Makkaur Peninsula, operating in the “ Barentshavet “, at 1004 hours on December 12, 1944, the 1,060 GRT ( standard ) Tunsberg Castle struck an apparent mine in the starboard stern area causing two explosions. Sinking with the loss of five lives, the expedition was “ abandoned “ 15.48 nautical miles NE from its destination. (416)

(422)

( The above low resolution, undated, slightly cropped

photograph of the Castle class Corvette Tunsberg Castle ( K374 ), which, was in service to the Royal Norwegian Navy since April 17, 1944, is held by the Imperial War

Museum as image number FL 6036. It is part of the Ministry of Defence’s Foxhill Collection of Ship

Photographs. Credit (422) issued with THANKS ! )

(444)

( The above 4” X 6” photograph appears to be a

reproduction of the “ EGLANTINE “ ( K 197 ) with NO additional details or copyright markings noted.

Purchased by the author from Ray Woodmore @ “

woody-iow “ via ( ebay ) item # 390839557659 on July 12, 2019 for £ 4.60 ( $ 5.98 U.S.D. )

with credit (444) issued. THANK-YOU ! )

(440)

(440)

(440)

At the same time, the U.S.S. Gandy now calling “ 6XQ3 “ with her two charges, had to navigate in the vicinity of just East of Dublin, Ireland. The S.T.K. Kernstown # 245053, with her cargo of 120,290 barrels of 100 octane aviation gasoline, had a final destination of Heysham, County Lancashire, England. First, however, she was detached at “ Point NN “ ( 54 42 North & 05 10 West ) at 1135 hours to proceed alone to the vicinity of Belfast, Northern Ireland. At 1305 hours, she arrived at the Port of Bangor, County Down, 14 miles to the East. Spending 11 hours and 55 minutes in the harbor, she then “ flew “ the 104 crow nautical miles via independent movement to Heysham in 10 hours and 54 minutes, arriving on the thirteenth of December.

(213)

( This Google Map ( above ) of the area between

Bangor and Heysham was produced by Movable Type Scripts ( website ). Thank-you ! )

Meanwhile, both the U.S.S. Gandy and H.M.S. Patroller made speed ( up to 18.5 knots ) for the departure mark to the Firth of Clyde, Scotland at “ Point OO “ @ 54 57 North & 05 19 West. From this reference, bearing 057 degrees ( North East by East ), distant 6.41 nautical miles, would be ( not a main light ? ) Corsewall Lighthouse ( 1817 ) in Kirkcolm, Scotland. The Traffic Control Vessel, with pilot services aboard, was stationed South of Cowal Peninsula’s Toward Point, a good 56 nautical miles distant. At 1443 hours, H.M.S. Patroller advanced by herself towards Greenock Bank Anchorage. Officially, she “ logged “ 3,303.9 nautical miles for the voyage. However, passing through six time zones and “ losing “ 6 hours, another 76.43 or so nautical miles would need to be added in. The escort carrier made fast to berth C-2 at 1642 hours. Eventually, she made her way to berth number ten at the King George V Dock in Glasgow two days later. Ministry of Defence records indicate for the fourth quarter of 1944, 890 total personnel were on board ( 144 officers and 746 ratings / others ? ) at some point. (57) This number is

likely inflated due to temporary attachments or “ in transit “ passage movements, with the operating complement being a much lower figure of 646. For this convoy, ten officers, two WRENS, twenty civilians and twenty-four children joined the ship in New York at the 35th Street Pier on November 30, 1944:

(92)

(57 & 215)

( The above image of the Ministry of Defence, being used to illustrate the object in question, is a non-free

license produced by WIKIPEDIA and qualifies as fair use.

Thank-you ! )

( The above crest of the H.M.S. Patroller being used on multiple websites. )

( It is believed U-482 was ordered to specifically operate within the Firth of Clyde. Departing Bergen, Norway on November 18, 1944, she likely would have challenged group “ 6XQ3 “ at some point. However, seven days

later she was sunk West of the Shetland Islands and the threat was eliminated. Within file 37 additional insight on

U-482 is available. (137&138) )

C.T. Bowring Company

(474)

Within Loch Long and approaching buoy HOW 3, the U.S.S. Gandy drew alongside the ( Admiralty requisitioned auxiliary ) harbor duty oiler “ El Ciervo “ ( # 146706 @ “ GFKD “ – 5,841 GRT – 1923 – London ) at 1713 hours. (BLUE) Gaining ownership in 1926 by the Lobitos Oilfields, LTD., she was managed by the C.T. Bowring Company. Her characteristics were: 407’4” ( Length ) X 52’2” ( Breadth ) X 31’4” ( Depth). In attempting to calculate her capacity, the following chart is presented:

El Ciervo – Panama Canal Zone related

Date Cleared From To Short Tons 18-Aug-1936 Cabo Blanco,

Peru Dunkerque, France

7,939

17-Dec-1936 Cabo Blanco, Peru

Dunkerque, France

8,043

21-Jun-1937 Cabo Blanco, Peru

Donges, France 8,069

Average 8,017 mck 12/23/2019

Based on ( 1985 ) estimates, these three Trans-Atlantic voyages would average about 53,921 barrels of crude oil per trip. (267) The above data was compiled from volume XXX of The Panama Canal Record. (476)

(476)

As noted below, in the INTERNATIONAL PETROLEUM TRADE report dated October 20, 1938 ( Vol. 7, No. 10 ), as issued by the United States Department of the Interior – Bureau of Mines, Donges, France appears to be a port of great significance. The value of Dunkerque is well known.

(477)

Taking on 51,998 gallons ( 1,238 Bbls. ) of diesel oil in 234 minutes ( 3’54” ), the U.S.S. Gandy then proceeded to buoy DOG 4 in Greenock Bay, dropped her port anchor at 2205 hours and set in port watches.

(218)

( Imperial War Museum # A 16371 by LT. S.J. Beadell –

Royal Navy official photographer. )

( While NOT of this “ oiling “, the photograph WAS taken in Greenock on May 3, 1943 and is an excellent example of what may have had happened. )

Having entered the River Mersey via the Crosby Channel at 1115 hours, the U.S.S. Mayo declared convoy CU 49 completed at 1419 hours while being moored at the Vittoria Dock, Birkenhead, England. (35) At 1730 hours, nine members of that crew left the ship on temporary duty for the U.S. Navy Shore Patrol, Liverpool. This detachment was in charge of Chief Boatswain’s Mate Spencer W. Bonnell, U.S.N. # 233 91 92, ( 1910 – 1998 ). Late of Rochester, N.Y., “ Boats “ Bonnell enlisted on May 16, 1935 and was received on board July 7, 1942.

(219)

( Multiple Shore Patrol arm bands are being sold on

eBay of which I am a member. This image is courtesy of Jeremiah Price @ cadencemilitaria of Lenoir, N.C.

Thank-you ! )

A reported currency rate of exchange at the Port of Liverpool was one Pound Sterling for $ 4.03 U.S. dollars.

( Above image used with permission from N.A.R.A. – Atlanta. )

( The above public domain poster, VDgraphic-9, created between March 9, 1943 and September 15,

1945 by the Office for Emergency Management / Office of War Information / Domestic Operations Branch / Bureau of Special Services, is held by the National

Archives @ College Park ( file # 513618 – R.G. 44-PA-172 ). It was reproduced by Wikimedia Commons with credit (234) issued. Thank-you ! to ALL institutions for the usage

of this image. )

Upon arrival at Avonmouth, the S.T.K. Grand River # 246812 was re-routed to Scotland. Arriving at the Finnart Oil Terminal within Loch Long on December 14, 1944 in an independent movement, the commander of the U.S. Naval Armed Guard, Lieutenant ( jg ) Weldon W. Poole, U.S.N.R. # 374837, had this concern:

Continued reading of his report showed “ terminal discharge delays “ in Scotland involving weather, tugs, bunker fueling and a collision with the Peninsular & Oriental Steam Navigation Company troop transport, R.M.S. Stratheden @ “ GDGT “. Built in 1937, her home port was London and the GRT was listed as 23,722. The incident was confirmed by the U.S. War Shipping Administration vessel movement card.

( This PDF file # 44b1006 ( above ) of the now Public Domain 1944 Lloyd’s Register is courtesy of the PLIMSOLL

SHIP DATA website of Southampton’s ( U.K. ) City Council. Thank-you ! (185) )

( Picture post card and coat of arms ( above ) from The Old Peninsular & Oriental Steam Navigation Company (

website ) courtesy of Commander Nicholas R. Messinger, R.N.R., retired. Credit (220) issued. Thank-you ! )

Occurring within the Firth of Clyde, off Gourock, Scotland on December 17, 1944, the master of the S.T.K. Grand River, Henry J. Morse, would note the accident in his official log, below:

( Above image used with permission from N.A.R.A. – New York. )

(251)

( The above three images of the Gourock area are courtesy of the Library of Scotland’s 1955 publication of

the 1:25,000 Ordnance Survey sheet NS27. THANK-YOU ! )

By all appearances, this convoy was routine and mostly uneventful. The Task Group ( 21.6 ) commander, Captain Connelley, in his post convoy action report ( serial 008 ), remarked “ discipline was excellent despite heavy weather. “ ( The officers are gratefully recognized. In addition, CREW muster rolls dated December 31, 1944 are provided. ) (40) (40A) Confirming that assessment, Commodore Wolfard reported on his form “ D “ an average speed of 13.13 knots and excellent station keeping. Signaling was very good except the rear ships were slow to answer hoists. This was due in part to the “ Tr iatic Stay “ ( pennant hoisting arrangements ) positioned too low

on his flagship ( S.S. White Falcon ) and the “ Flag Bag “ ( storage locker ) being placed awkwardly. As noted below, corrective efforts were directed to the U.S. Maritime Commission.

While at sea, the distillation of water pretty much offset usage. It appears, however, slight deficits were the

trend. Probably, this was due to anticipating receiving fresh dock water at end of run port facilities.

Weather moderated somewhat and the wet bulb air temperature average for the crossing was 53.43 degrees. The SST ( sea surface temperature ) averaged 59.93 degrees.

On board weather observations indicated a mostly cloudy sky condition, with ranges reported at low, middle, high and vertical altitudes and averaging 72.20 % cover for the entire voyage. Every hour of every day reported some percentage of “ sky coverage “. All ten basic cloud formation types were encountered and consisted of the following:

Abbreviation Cloud Formation Type Range Ac Altocumulus Middle As Altostratus Middle Cb Cumulonimbus Vertical Cc Cirrocumulus High Ci Cirrus High Cs Cirrostratus High Cu Cumulus Vertical Ns Nimbostratus Low Sc Stratocumulus Low St Stratus Low

( A permissions request ( # 220660 ) to use the above image directed to the Copyright Clearance Center and then forwarded to Thomson Higher Education (

Cengage Learning ) is pending as of this date. I get the feeling this will go unanswered… )

“ Toss “ in wind speed ( Force 3.32 average / 13.25 knot or a 15.25 M.P.H. average ) approaching “ moderate

breezes “ with blustery conditions that caused a constant wave action consisting of fairly frequent White caps and a corrected average barometer reading of 29.99”, thus, forecasting “ changeable “ conditions to some extent and this journey of 12 days would have likely been most uncomfortable !

( All weather data was obtained from the U.S. Navy

man of war Log Books from this sailing. In particular, the Deck Log Columnar Sheet form NAVPERS 134 ( REV. 1-44 ) was used. Admittedly, there is a variance in the data collected and the quality of the instruments consulted and their accuracy may be in question. Therefore, 118

pages of statistics from all ten warships were surveyed to ensure a degree of correctness. )

( U.S.D.A. Weather Bureau Circular N 1939 )

( Above two images. )

The biggest concern was that initial sailing destinations were altered while enroute. These orders, (

), from the Admiralty, were directed to the New York Port Director and the following offices: The Convoy and Routing operations section, British Routing Office, and Commander Alfred Young

Lanphier, U.S.N. # 7579, . ( Above two files were used with permission from N.A.R.A. – New York via

U.S. Document Retrieval Service, Inc. (197) ) These instructions were dated November 30, 1944 @ 2305 hours. Admitted to the U.S. Naval Academy on June 20, 1905 from Springfield, Illinois, Mr. Lanphier, ( 1886 – 1970 – below ), graduated on June 3, 1910 with a merit roll standing of 66th out of 132. (116 & 108) “ Midshipmen “ Lanphier, with signal number 1768, reported aboard the U.S.S. Montana ( ACR-13 ) ( see previous data ) on August 1, 1910. (176) Appointed a permanent Lieutenant Commander on June 3, 1921, he had retired on June 30, 1931. His temporary status as a Commander was dated October 16, 1942.

(108)

This information necessitated the rearrangement of the convoy on December 9, 1944 while approaching the dangerous waters around the United Kingdom. As the convoy commodore, Captain Wolfard stated “ The reshuffle is quite a tangle, but, I will try to group in a convenient arrangement. “ Twenty-nine changes were made affecting 78 % of the convoy before the break off point was reached. This redistribution of vessels would take two hours and 57 minutes. Definite hazards arose while moving these vessels from station to station. Captain Connelley observed that the net effect of this confusion was that all three commodores ended up

sailing in the Irish Sea section, leaving the English Channel group without supervision. Improvement was suggested to simplify the process by arranging ships in formation according to destination at the port of departure, keep alterations to a minimum and send any changes as early as possible.

Having reviewed actual copies of the War Shipping Administration’s Form 7802 Vessel Performance and Cargo Reports ( above & Orange file ) for this convoy, of which, each vessel usually had three pages of data, in addition to cargo and troops delivered, huge volumes of mail ( 218 long tons ) were enroute to cheer the upcoming holidays. With four reports missing, at the very minimum, this convoy transferred 623,208,320 pounds of commodities. It is estimated 1,930,967 barrels of refined petroleum related products were delivered by this one convoy alone ! Those oil by-products would aid significantly in the “ drive “ across Europe. That would have kept one infantry division on the move for over 16 years… (40B) Three of these oilers, the S.T.K. Grand River, the S.T.K. Paoli and the S.T.K. Yellow Tavern, successfully completed their first crossings of the Atlantic Ocean. Of these, the S.T.K. Grand River was placed into service within the Gulf Sea Frontier on November 15, 1944 at Mobile. It took the Alabama Dry Dock and Ship Building Company 123 days to

complete construction.

( Photograph being used on multiple web pages. )

Within file (40C), crewing, arming, outfitting, testing and regional data is noted. “ Welfare “ for the ship’s personnel is particularly “ fitting “:

Commandant of the Eighth Naval District was Rear Admiral Andrew Carl Bennett, U.S.N. # 7848, ( 1889 – 1971 ).

( 1940 company picnic logo ( above ), “ Victory “ launching pin ( below ), special tribute logo ( far below ) and “ Our Yard “ – November 1944 ( far, far below )

courtesy of Dave Kavanagh @ Sun Ship Historical Society. Credit (221) issued for all four items. Thank-you

! )

The Sun Ship Building and Dry Dock Company of Chester, PA. built the S.T.K. Yellow Tavern in 115 days with a delivery date of November 8, 1944. File (40C) has her data and here are the “ refreshments “ of mind and

body:

For this convoy, “ SUN “ built 12 of the cargo vessels or nearly one third that sailed. Special tribute is given !

In transit to the United Kingdom, the ten man of warships expended 513,130 gallons of fuel oil. That would be equivalent to about 12,217 barrels or less than 9 % of the capacity of one of the oil tankers that they were guarding. Most efficient was the U.S.S. Rinehart. For most of the voyage, she was not actively patrolling because of being “ Tail End Charlie “ to the convoy and maintaining rear discipline. By contrast, the U.S.S. Mayo and her Bethlehem Turbines with 47,000

S.H.P. devoured nearly 21 % of the total usage. One-way nautical miles averaged by “ revolutions “ 3,729.00 and 3,456.33 “ log “. An accounting, with detailed statistical information, of Task Group 21.6 while in service to convoy CU-49 is noted in green file (40D).

It appeared, on board the S.T.K. Champoeg, the commander of the U.S. Naval Armed Guard Lieutenant ( J.G. ) Wilford Bochat Penny, U.S.N.R. # 343736, continued to express concerns over the quality of service provided by the Steward’s Department. Drunkenness, theft prevention, incompetence, poor training and cleanliness were issues noted. Efforts directed to the U.S. Navy, company officials at A.E. Dietze, the U.S. Maritime Service Training Station at Sheepheads Bay in Brooklyn and the U.S. War Shipping Administration met with mixed return results.

While routine maintenance was scheduled and performed on mechanical equipment, failure was common place. Engines, generators and steering components required emergency repairs. Those

afflicted with minor issues included the S.S. Marine Wolf, S.S. Santa Rosa, S.S. White Falcon, and S.T.K. Champoeg. One of the issues aboard the S.S. White Falcon was a broken trigger on a 20-mm gun. The commander of the U.S. Naval Armed Guard Lieutenant Ralph A. Jones, U.S.N.R. # 244393, noted same in his report and immediate repairs were effected in the Cardiff area upon arrival. Being the commodore’s command vessel, one wonders if the expedited service was due to Captain Wolfard’s influence being associated with the Bureau of Ordnance…

Catholic and Protestant church services were held on both Sundays while the convoy was in transit. Being a

war time footing, discipline was extremely strict as evidenced by the U.S. Navy Deck Courts. (41) The sick bays occasioned visits, prompting medical care throughout the voyage. (42) Also, the newly arrived incoming troops to England, which totaled 22,879, including nurses, were quickly introduced to the harsh realities of war. (42A)

For the week ending December 13, 1944, as reported by the War Cabinet ( above ), V-2 long range rocket and V-1 flying bomb attacks totaled 78 incidents. The resulting civilian casualties were 65 fatalities, 119

wounded and moderate damage to homes, country buildings and factories. The details of those incidents are:

( The National Archives – U.K. – File CAB 66/59/37. Above two pages were a free

download with credit (222) issued. Thank-you !)

The Armed Guard of the United States Navy and their valuable, supreme and important service is especially noticed ! (42B,42C,42D&42E) On board the

S.S. Exhibitor, the commander of the U.S. Naval Armed Guard, Lieutenant Chester A. Geer, U.S.N.R. # 206767, as noted below, continued to press for the comfort of his crew.

Special notice is given to the New York Naval Militia, a “ naval reserve force “ established on June 23, 1891 with an eventual headquarters at the Coogan Building @ 55 West 26th Street in New York City. October 1, 1892 found 27 officers, 37 petty officers and 337 enlisted men ( 401 ) certified and mustered. Dated December 31, 1940, its brigade strength was 102 officers and 2,397 enlisted men ( 2,499 ). Providing critical assistance to this convoy, as noted below with facilities for the U.S. Naval Armed Guard ( Atlantic ), were the additional services of Lieutenant Commander Winfield Fox DeLong, U.S.N.R. # 75564. Mobilized from the 13th Fleet Division of Watertown, N.Y., the 32-year-old, with over ten years of service, would command the U.S.S. Earl K. Olsen, which, was newly commissioned on April 10, 1944 in Tampa, FL. Previously, he would command the U.S.S. Roper ( DD-147 / APD-20 @ “ NERX / NHOQ “ ) from October 1, 1943 to January 5, 1944. After an apparently successful command stint with the U.S.S. Earl K. Olsen of just under a year or 362 days, his next assignment would be blemished. Just eight days after assuming command of the U.S.S. Moffett ( DD-362 @ “ NAPC “ ), a high-speed ( 26 knots ) training incident on May 19, 1945 at “ Three Fathom Ledge “ off Seal Island, Maine would produce catastrophic engine and drive line

failure. A subsequent investigation would show him being detached on July 23, 1945 for “ further assignment “ within the Sixth Fleet.

As noted above, this action repealing portions of the 1939 Neutrality Act “ opened “ the door for the need of armed guards on board merchant ships and their “ 26 points of defense “. Having previously been designated as a potential operations center, the old headquarters / armory building of the historic Second Naval Battalion of Militia of New York ( above – 1927 and block 795 - below ) at the foot of 52nd Street in South Brooklyn, N.Y., which, was built in 1903 with 137,442 square feet of floor space and valued at $ 1,204,500.00 ( December 31, 1941 ), the physical plant of the U.S. Naval Armed Guard Center – Atlantic would swing into action and grow as noted below. Eventually, the old Brooklyn Rapid Transit car house and repairs shops ( block 804 ) and block 796 would be utilized to accommodate over 6,000 enlisted men in transit. Commanding since its inception was Commander William J. Coakley, U.S.N.R. # 23283. Mr. Coakley would become a member of the Second Battalion as a Seaman First Class on March 15, 1909 having been born in 1887 ! Needless to say, he likely knew his way around the premises having come through the ranks… Dated November 1, 1944, a grand total of 59,062 officers and enlisted men were on the sea duty muster rolls for this station, with 112,108 total for all U.S.N. armed guards worldwide. Three hundred and eighty-three days earlier ( October 15, 1943 ), in house support staff numbered 79 officers and 1,066 men ( 128 petty officers ). Overcoming those initial limitations of space and inexperience, through self-reliance, resourcefulness and initiative, the center would become an important and critical operation. The administration, equipping, training, billeting, feeding, doctoring, recreation, personal welfare & comfort, distribution

and recovery of personnel for armed merchant vessels was done from this location. Additional “ official “ U.S. Navy offices included operations, detail, transportation, captain’s administrative, educational, discipline, and disbursing. Overall, the Armed Guard program, managed by Fleet Maintenance, was impressive. By October 1, 1945, 4,290 merchant vessels had been manned with 682 lost by enemy action, a 16 % casualty rate. Facilities are noted:

The U.S. Naval Officers of the Third Naval District’s

Armed Guard pool and other officers of the Eastern Sea Frontier would enjoy far better lodgings at the Henry Hudson Hotel at 353 West 57th Street @ COlumbus 5-6100 while awaiting assignments or engaged in staff employment. Managed by John Paul Stack, the hotel is “ amplified “ by original era print media as noted below.

( Credit )

( Produced by Lumitone Press Photoprint of New York ( 1928 – 1958 ), this 3.5” X 5.375” two-sided paper stock post card of the Henry Hudson Hotel ( above ) was purchased

by the author from Christopher Blackman @ “

cbinvermont “ via ( ebay ) item # 252383970877 on November 29, 2017 for $ 12.54 U.S.D.

Thank-you ! )

( Credit )

( Obtained from the May 1942 issue of Travel Magazine, this 2” X 5.5” advertisement for the Henry

Hudson Hotel ( order # 1452890 - above ) was purchased by the author from Troy Ylitalo and Larry Starkweather @ Period Paper on December 1, 2017

for $ 27.93 U.S.D. Thank-you ! )

(241)

( This Royal Navy Defensively Equipped Merchant Ships cloth badge is courtesy of the Imperial War

Museum’s share and reuse file # INS 24620. Thank-you ! (241) )

(242)

( Created by LT. J.A. Hampton, R.N.V.R., ( September

24, 1941 ) of the Press Division, the above photograph, taken in October of 1942, depicts a

D.E.M.S. seaman gunner reporting for duty, likely at Liverpool. Imperial War Museum share and reuse file

# A 12370 is given credit (242). Thank-you ! )

On board the British flagged vessels, “ Deck Hands “, ( armed guard personnel ) were known as D.E.M.S., “ Defensively Equipped Merchant Ship’s “. With two of three reports accounted for, a total of 33 “ gunners “ provided service to this convoy and usually drew “

company “ wages of 3 shillings & 6 pence per week in addition to their military pay ( below ) IF they were Royal Navy. The Maritime Royal Artillery counterparts received only one shilling per week ! In addition to deck hands, other military personnel on board may have included radio operators, surgeons, sick bay attendants and signalman. Green file 42F acknowledges their efforts !

(237)

Needless to say, without the “ Herculean “ efforts of the merchant mariners of four countries, convoy CU-49 would have “ floundered “. In reviewing various documents and United States Coast Guard Official Log-Books for the Merchant Marine, I gained the utmost respect for these seamen and the performance of their difficult duties under trying conditions. Containing statistical data, form NAVCG 706-A, B or C listed vessel information, draught records, indexes of personnel movements, crew lists with reports of character including any disciplinary actions, vessel watertight integrity, inspections, drills, instruction and an accounting of on board “ slop “ books. GREEN file “ Merchant Marine Crew List “ , of 151 pages, recognizes and acknowledges as many of those participants of this convoy that I could

possibly locate. With reports missing for four vessels, or about 11 %, I did, however, account for the names of 1,962 merchant mariners who served in this convoy ! Also, detail on the various shipping companies and agents are provided.

( Above image used with permission from N.A.R.A. – Atlanta. )

Having had the opportunity to review the form NCG-705-A ( U.S.C.G. SHIPPING ARTICLES ) from the S.T.K. Perryville during the operation of this convoy, of which a copy is in the above file, I was able to construct the following monthly wage table, excluding overtime:

S.T.K. PERRYVILLE - Monthly Pay Scale - CU-49.xlsx

Department Classification Monthly Pay

Deck Chief Mate $300.00 Deck Second Mate $250.00 Deck Senior Third Mate $230.00 Deck Third Mate $220.00 Deck Boatswain $122.50 Deck Able-body Seaman $107.50 Deck Deck Maintenance $107.50 Deck Ordinary Seaman $87.50 Deck Deck Cadet $82.50 Radio Radio Operator $180.00 Radio Second Radio $170.00 Radio Third Radio $160.00 P.P. Purser / Pharmacy Mate $175.00 Q.M. Quartermaster $112.50

Engine Chief Engineer $415.00 Engine First Assistant Engineer $300.00 Engine Second Assistant Engineer $250.00

Engine Senior Third Assistant Engineer $230.00 Engine Third Assistant Engineer $220.00 Engine Electrician $197.50 Engine Junior Engine $137.50 Engine Chief Pump $137.50 Engine Second Pump $117.50 Engine Oiler $112.50 Engine Fireman & Water Tender $112.50 Engine Wiper $97.50 Engine Engine Cadet $82.50

Steward's Steward $162.50 Steward's Chief Cook $142.50 Steward's Second Cook $122.50 Steward's Baker $122.50 Steward's Galley $92.50 Steward's Galley Utilityman $87.50 Steward's Messman $87.50

mck June 15, 2017

(363)

( Held by the KRIGSSEILERREGISTERET ( of Norway ) and Thor Eicksted, the above photograph of the S.T.K.

Karsten Wang is undated. A special THANK-YOU to all with credit (363) issued for the use of this image ! )

As provided by The National Archives of Norway,

within file “ The Mercantile Convoy “ , be sure and take notice of the “ DAGBOK “ ( diary ) from the S.T.K. Karsten Wang during this convoy. A huge THANK-YOU ! to “ riksarkivet arkiwerket “ for this welcomed addition. Also, that office provided the Merchant Marine Crew List for December of 1944 for that vessel ! Her 10-page arming and supply report, dated June 6, 1944, as supplied from N.A.R.A. # NND 750161, is located on the main page of the website.

Inspired by my father’s passage aboard the U.S.S. Lejeune in this convoy, this website is dedicated to the “ Greatest Generation “ ever. (52) Technician 4th grade Gail E. Keever, ( 1924 – 1992 * Group photograph = top row, third from right. ), was a member of the U.S. Army’s Specialized Training Program. Dad was issued number 36 725 075 and was in the service from 25 January 1943 to 10 February 1946. A second class 37 mm anti-tank gunner of the 69th Mechanized Cavalry Reconnaissance Troop ( 6 Officers & 149 Enlisted Men ) and likely operating from the third platoon’s scout section as a point jeep corporal, he was detailed to guard Major General Emil Freidrich Reinhardt, ( 1888 – 1969 – U.S.M.A. class of 1910 # 4931 ranked number 79 of 83. (50) ), commander of the famed 69th Infantry Division ( Army Post Office 417 New York (245) ). (36) (36A) (36B) (P) ( A complete military biography for the general is located in file 36B. ) Dated February 11, 1945, the 69th Infantry Division’s “ morning report strength “ was listed as 13,864. (293) Within Green file 36A will be a complete Table of Organization and Equipment ( No. 2-27 dated July 15, 1943 – 32 pages ) for a Cavalry Reconnaissance Troop, Mechanized. This includes the initial writing, three supplements, statistics and such outfitting details as M17 binoculars, watches, M1941 canteen covers, cans, armaments, radio sets and latrine screens.

(335)

( The above drawing is from page 49 of the Pictorial History of the 69th Infantry Division 15 May 1943 to 15 May 1945, which, is in my possession and has credit

(335) issued. THANK-YOU ! )

(336)

( The above image of “ organizational equipment “ for a latrine screen is from the official Table of Organization and Equipment ( No. 2-27 ) dated July 15, 1943 for a Mechanized Cavalry Reconnaissance Troop and was obtained from John Thatcher @ Military Research Service with credit (336) issued. THANK-YOU ! )

Without the contribution of office clerks, farmers, mechanics, shipbuilders, refiners, manufacturers, stevedores and anyone else connected, this convoy would have never sailed. This reading is a small tribute and Thank-you ! to those who were participants in any way and to their surviving family members. “ Gratitude

makes sense of our past, brings peace for today and creates vision for tomorrow. “ (47)

Within the previous text, specific mention was made about vessels and squadrons. While no losses were reported from within this convoy, other “ victories “ did occur during the war. During the twelve days that this convoy operated, at least three U-boats were lost by all causes. U-387, U-196 and U-416 met sorrowful fates. Details of those events are recognized: (37) This undertaking was very time consuming and expensive, a small price to pay on my part to acknowledge and honor those who served. I have attempted to be as accurate and detailed as possible. Try as I did, I regret not “ cracking “ the secret communication codes and locating individual army unit designations. Sadly, many records have been destroyed and I trust this study offers some small insight. Please, be so kind as to advise me of any errors, omissions or enhancements. I apologize for the confusion of my “ numbering “ system. The first draft was well organized. Over the years, as my content grew, I lost control somewhat. At the very least, I have tried to recognize and credit my resources without infringing on copyrights. Unless noted, all photographs, emblems and etc. will be “ praised “ within the acknowledgements section. The majority of the data was collected from fold3 military records ( subscription

service ) , the Imperial War Museum –

U.K. ( note acknowledgements ) , Britannic Majesty’s Government ( and citizens ), and

the National Archives in both the United Kingdom ( note acknowledgements )

and the United States ( declassification numbers 968133 ( general and U.S. Merchant Marine vessel movement cards ), NND 735017 ( After Action Report information ), NND 927605 ( U.S.N. Deck Logs – NND 803052 are the Columnar Sheets ), NND 917533, NND 917535 and 775064 ( N.Y. Port Director related ), NND 897529 ( Record Group 178 – Form 7802 related ), NND 927605 and 803052 ( U.S.S. Lejeune related ), NND 735024 ( convoy related, T.G. 02.3, Eastern Sea Frontier and T.G. 21.6 related ), NND 745005 ( Eighth U.S.A.A.F. mission report # 226 for Feb. 20, 1944 ), NND 750161 ( U.S. Naval Armed Guard

reports and general information ), NND EO 10501 ( S.S. John A. Treutlen related ), NND 903062 ( A.E.F. – Office of the Chief Surgeon – S.O.S. related ),#

765062 ( City Lumber related ), ( U.S.S. Cates and CORTDIV35 list of officers related ) and ( Official U.S. Navy Photographs

), “ DECLASSIFIED Authority “ A2-6050-Sharp363N-1@nara.gov 20181219 TIF numbers 164302 & 164627 regarding the Leipzig battle patrol photograph & data dated April 18, 1945.

A very heartfelt Thank-you ! to the National Library of Scotland for the use of the O.U. 5513 (1)45 “

The Navy List “ containing list of ships, establishments and officers of the fleet dated January, 1945 volumes 1 thru 3. Credit # (97) reflects using alphabetical indexes, officers in order of seniority, H.M. ships and

establishments, civil officers & etc. . Scouring the depository in College Park, Maryland was “ my “ very cost-effective researcher, Stephanie E. Reich. ( stephaniereich3@gmail.com ) Specializing in Middle Eastern studies and investigations, she helped me immensely on this lengthy, long distance project. An expression of complete co-operation, confidence and gratitude is warranted. Kenneth Wynn’s two volume U- boat Operations were highly valuable and their supplemental usage throughout my website are especially acknowledged ! A very grateful Thank-you to all ! Also, Breeha R. Mack of Prince George’s County Maryland is a thief – do not trust or hire ! This work is respectively dedicated to ancestry and submitted to posterity.

Within the previous reading, I just barely exposed the contents of this material. Hundreds of very interesting supplemental stories exist about the people, places, vessels and squadrons that were mentioned within the text. Please, continue learning about these adventures !

mck March 8, 2020

Duty Stations for U.S. Naval Officers dated October 1, 1939

Name Rank Station ID Location Last known assignment before retirement.

Branham, Hugh M.

CDR.

Retired

U.S. Naval Academy

Third Naval District - Navy Yard, New York, N.Y. - Department of Operations - Officer in Charge - Navy

Motion Picture Exchange. ( April 1, 1936. )

Connelley, Harold H.

LCDR.

U.S.S. Indianapolis

CA-35

Scouting Force Cruiser Division Six

Curley, Kryan E.

LT.

U.S.S. New Orleans

CA-32

Scouting Force Cruiser Division Six

Flaherty, Michael F.D.

LT.

U.S.S. Salt Lake City

CA-25

Scouting Force Cruiser Division Four

Graves, Herbert S. ENS. U.S.S. Morris DD-417 Not yet commissioned.

Guiler Jr., Robert P.

CDR.

Retired

Navy Department - Naval Examination

Board

U.S.S. San Francisco ( CA-38 ) - Executive Officer. Scouting Force - Cruiser Division Six - Home port of

San Pedro, CA. ( April 1, 1936. )

Higgins, Donald C.

ENS.

Pearl Harbor, HI.

VP-13

Scouting Force Aircraft Patrol Wing One

Jaap, Joseph A.

LT. (jg)

U.S. Naval Academy

Postgraduate School - Instruction

King III, John W.

LCDR.

U.S.S. Lexington

VS-2

Battle Force Aircraft Carrier Division One

King, Rufus

CDR.

Retired

Navy Department - Naval Operations

Navy Department - Washington, D.C. - Naval Operations - War Plans Division. ( April 1, 1936. )

Lanphier, Alfred Y.

LCDR.

Retired

Navy Department -

Bureau of Navigation

U.S.S. Tillman ( DD-135 ) - Commanding Officer. Scouting Fleet - Destroyer Squadron Seven - Division 23 - Home port of Charleston, S.C. ( October 1, 1930.

)

Logan Jr., William G.

ENS.

San Diego, CA.

VP-12 Scouting Force Aircraft

Patrol Wing One

McRee, William H.

ENS.

Norfolk, VA.

VP-52

Scouting Force Aircraft Patrol Wing Five

Milne, MacGillivray

CAPT.

Retired

Inspector of naval ordnance @ Federal

Shipbuilding & Drydock Co. - Kearney, N.J.

Governor of American Samoa and commandant of the U.S. Naval Station at Tutuila ( Pago Pago Harbor )

from January 20, 1936 to June 3, 1938. ( July 1, 1938, present at the Boston Navy Yard, awaiting

retirement on June 30, 1939, general court martial related from a July 26, 1934 accident as

commanding officer of the U.S.S. Arizona - " Culpable Inefficiency in the Performance of Duty. " )

Munson, William H.

ENS.

Norfolk, VA.

VP-53

Scouting Force Aircraft Patrol Wing Five

Musgrave, Charles W.

LT. (jg)

Washington, D.C.

Navy Department - Communication

Division

Reinicke, Frederick G.

CAPT.

Retired

Navy Department - Naval Operations

Fourth Naval District - District Headquarters - Philadelphia, PA. ( July 1, 1938. )

Robb, Richard E.

ENS.

U.S.S. Philadelphia

CL-41

Battle Force Cruiser Division Eight

Rogers, Grant H.

ENS.

U.S.S. Enterprise

CV-6

Battle Force Aircraft Carrier Division Two

Stuart Jr., Robert R. ENS. U.S.S. Ranger CV-4 Atlantic Squadron

Walker, Robert P.

LT. (jg)

U.S.S. Biddle

DD-151

Battle Force Destroyer Squadron Six

Wenzell, Louis P.

LCDR.

Retired

Fourth Naval District

Third Naval District - Navy Yard, New York, N.Y. - Office of Commandant - Aide to the commandant. (

January 1, 1933. )

White Jr., Newton H.

CAPT.

Retired

U.S.S. Enterprise ( CV-6 ) - Commanding Officer. Battle Force Aircraft Carrier Division Two. ( July 1,

1938. )

Whitney, John P.

LCDR.

Washington, D.C.

Navy Department - Bureau of Aeronautics -

Plans Division

Wolfard, Oliver L.

CAPT.

Retired

Navy Department - Bureau of Ordnance

Fourth Naval District - District Headquarters - Philadelphia, PA. ( July 1, 1938. )

mck September 19, 2017

For any retired officer, their

mobilization station is noted.

( The above file was compiled by researching various

issues of the NAVY DIRECTORY ( especially the October 1, 1939 issue ). That particular document contained 352 pages of data and was produced by the United States

Navy Department’s Bureau of Navigation. (193) )