Coast Guard bulletin


Material Information

Coast Guard bulletin
Physical Description:
4 v. : ; 25 cm.
United States -- Coast Guard
Treasury Dept., Coast Guard
Place of Publication:
Washington, D.C
Publication Date:


federal government publication   ( marcgt )
periodical   ( marcgt )


Dates or Sequential Designation:
Vol. 1, no. 1 (July 1939)-v. 4, no. 1 (July 1948).
Numbering Peculiarities:
Issues for July 1939 to June 1942 numbered v. 1, no. 1-36; issues for July 1942-June 1945 numbered v. 2, no. 1-36; issues for July 1945-June 1948 numbered v. 3, no. 1-36.
General Note:
"CG 134."
General Note:
Title from caption.

Record Information

Source Institution:
University of Florida
Rights Management:
All applicable rights reserved by the source institution and holding location.
Resource Identifier:
aleph - 004847253
oclc - 01586958
lccn - sn 90034071
lcc - HJ6645 .C6
System ID:

Related Items

Preceded by:
Lighthouse Service bulletin
Preceded by:
Marine inspection and navigation bulletin
Succeeded by:
U.S. Coast Guard bulletin

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Full Text

Volumle 3 WASHINGTON, JUNE 1947 1 Number 24

7' kllj ~2. J :\/ z~:1?O'X F/

National Maritime Day, which was
observed throughout the Nation on
M~ay 22, was observed by the Coast
Guard by all its vessels which were in
commission dressing ship, and by the
participation. of Coast Guard personnel
in various local exercises.
Admiral Joseph F`. Farley, Comman-
dant of the Coast Guard, issued the
following statement:
"It is indeed fitting and proper that
th Coast Guard join the Nation in
setting aside May 22 for the observance
of National Maritime Day. In dot~g
so, the Coast Guard stresses the iz-
portance to the national welfare of a
well-balanced, safe, and modern mer-
chant marine. The Nation needs this
kind of merchant marine for world
and domestic trade and for its own
safety and security."
The Coast Guard cutter Mentdota, on
International lee Patrol, sent out a
message on Miay 17, to the effect that
little ice had been, sighted. Her cruise
started in latitude 44" north, and it
was expected that ice would not be
encountered until the ship was well
north of that parallel.
The Men~dota is operating out of
Argentia, Newrfoundlnnd,~ while on ice
Patrol duty, but her home port is
WF\ilmingtoln, N. C. A postseason ice
and oceanographic survey will prob-
ably be undertaken. by the Mendota to
collect data not obtained during the
war years. This survey would take
the ship far north of the Arctic circle,
along the west coast of Greenland, and
into Baffin Bar.

Coast Guard activities on the sea
and in the air were subjects covered by
several Coast Guard speakers at a
meeting of tlhe F'ranklin. Institute of
Philadelphia on May 16i.
Following introductory remarks by
Director Allen of the F'ranklin Insti-
tute, Rear Admoiral McElligott, from
headquarters, explained the purpose of
the program. The meeting was attended
by members of the Firanklin Institute
and their guests.
A motion. picture film "Radar for
Navigation" was followed by remarks
on the same subject by Lt. Comdr.
Loren E. Brunner, and by a talk on
Loran by Lt. Comdr. Guy L. Ottinger.
Capt. Richard L. Burke talked on search
and rescue activities, after which the
search and rescue board wcPas demon-
The speakers were held over an ad-
ditional day and repeated their talks
before a session thrown open to the
genelrMl; public.
The American Newcomen Society
honored Rear Adm. James Pine, USCG,
Superintendent of the Coast Guard
Academy, and vice chairman of the
Connecticut Committee of the New-
comen Society of Eingland, at a luncheon.
held in New York: on May 9.
Adm. J. F. Fiarley, USCG, Com-
mandant of the Coast Guard, and a
member of the WCashington Committee
of the Newcomen Society, introduced
Rear Adm. Pine. The Secretary of
the Treasuryr, John W. Snyder, was
uflable to attend, but a message from
him was read by Mrl. E. H. F~oley, Jr.,

a Published w~ith the approval of the Director of the Budget.
OT. G. Distribuition
A, B, C, and List 1f02
5745049-47 1








Assistant Secretary of the Treasury.
This message follows:
"The l'Treasury~ Departmenlt is proud
of the honor which is being paid~ today
to Reazr Adm. James Pine by the Newp-
comen Society. Your society has been
a constant source of encouragement and
support to the Coast Guard Academy
which Rear Adm. Pine commands,
particularly through the establishment
of the annual Newomenz lectures and
the Newcomen award in physics.
"The gallant and splendid leadership
displayed byg graduates of the Academy
in the recent war has added honor to
the already honored name of the Coast
Guard. The outstanding part that Rear
Adtm. Pine has played in this train-
ing must be a source of immense per-
sonal satisfaction to him. The cadets
instructed under his command have as
officers lived up to the finest traditions
of the Coast Guard motto "Semper
Paratus"--prepared to serve thier
country equally in war and in peace.
"I deeply regret I could not be present
with you to~day3 as you pay tribute to the
cli.4tinrguliedl~t career of Rear Adm.
Pine. I tatke this opportunity of send-
ing congratulations to h~im and my best
wishes to your society."
The International Meeting on MSa-
rine Radio Aids to N\avigation, held in
New Yorkr and New Lon~don duCi~ng
April, reached agreements upon certain
radio aids to navigation devices and
systems which accorded very closely
with United States views on these
matters. At the conclusion of the
meetings, nrevernentst had been reached
on nearly all of the approximately 30
items submitted to the conference. On
only four topics were exceptions made,
and after these had been redrafted,
nll'grllree lt was reached.
The following were among the im-
po:rltanrt points on which agreement was
(a) The adoption by IMMRAN of
the 3, 5, and 10 em. bands for the con-
tinued investigation of the most suit-
able radar frequency.
(b) The rejection by IM~MRAN of
the p~'~rmise that government control
of radar specifications and licensing
was required in o~~crde to insure the
quality of equipment.
(c) The continuance of radio bea-
cons andX medium-freqluency direction
tinlingF; as a medium, distance positions
fixing system.

(d) The nonultion of the conclusion.
that standard L-oran gives higher ac-
curacy within its effecrtive coverage
area thlan does Consol and that, there-
fore, standard Loran as a long range
na:vigation system should be continued,
imuproved and expanded wherever it can
jointly serve both marine anzd aviation
interests to mutual advantage, with the
agreement of the nations concerned.
(e) The adoption of the opinion thzat
there was a need for an international
standard ship-to-ship and ship-to-shore
radio-telephone channel in the 150--160
m~egacycle region. This channel or
channels were believed necessary for
harbor control of shipping, safety, dis-
tress, and navigational communications
on rivers and lakes as well as on the
coasts of the various countries.
The meeting, under chairmanship of
Dr. William L. Everitt, University of
Illinois, was opened by Assist'ant Secre-
tary of State, Guerrison Norton, with.
a welcoming address and an address by
Sir Robert Watson-Watt, leader of the
United K~idgdoml delegation. Both
rs~~~;exrese a desire: for international
agreement on radio navigational aidLs
and systems and stressed the fact that
the United States and United Kingdom
w-ould make available to anty country
all technical information held by either
on any internationally adopted devices.
At the close of the weef-k, it being
realized that little timle was left mn
which to reach international agreement
on some phases of standardization of
radio aids to navigation, the chnairmzan,
:rppolcinlted a steering committee con-
sisting of the following members:
Brazil: Capt. Jose Paul DeAlbu-
clluelcrque Gillobel.
Canada: Mr. A. N. Fraser.
China: Mr. Wei Huan-Chang.
Denm~ark: C~apt. J. Hauprtmann-
Amilerion.l D. R. M~L.
France: M. L~oranchet.
Greece: Lt. Georges Sabassakos
Ntether~lol;11:.; A. J. W. Vanantrooty.
United Kingdom: Denlis O'Neill.
USSR: M4r. Ryzhkoy.
United States: E. Mil. Webster.
Recorder: Lt. A. H3. Graham, USOG.
During the first meeting of the above
steering committee, three subcommit-
tees were appointed. The duty of
drafting conclusions, recommendations
and views for presentation to the body
of IMMlnRAN for consideration and
adoption was delegated~l as follows:
Committee A; c~ha~irmanl M.
Loranchet (Fane): o have
cognrizelc~e of all matters pertain-
ing to radar.
Committee B; joint chairman-



ship, Det~nis (Y.Vcill andt E1. MI. Wer-
ster (ULnitel K-ingshantll and U~nited
States representatives) : TIo have
cocgniizunciie of posit inni fixing sys-
tems and de~vices; otherII than radlar.
Committee C:; Chal~irman~l, Capt. J.
fiaHpll:11111Ill-Andersen (Denmlrlalrk) :
To have tlenanix:Inve~ of all mlatte~s
not ilullin~ within the purview of
committees An ;Ii B.
The1~ last 2 (1ays of thle conference
were dev~otedt to thle presentation,, dlis-
cussion andt adloptionl of the conclusions
;lnd rcPcoHHUldationson as drlaftzed by
si~cho~nuit tteec s A, B, andl C. On only 4
of alpproxima tely .I, itemns presented
to, thle body of ].lnIMILIN were aIny ex-
ceptions md.The balance were
adlopted b~y unanimous; vote. The itels
whiChJ ennll~inined controv-ersiail matter
were setnt ba,,ck to committee for re-
clr:ff ing. The nlew drafts were

The success ac~hievedr was greater
thaRn that exslrletptd and is believed due,
to a in l~rge extent, to thle dlemonstrations
of equnipmnents durlling the? New Londlon
phase of the! conference. The entire
dlemonstr~ation program was well con-
ceived and executed with a hrigh degree
of cMtic~ienlcy. The opportunity for each
delega ;to to operate the equipmlents,
particularly Liorain, to obtain results
and evaluate themn fo' ]liimself. Cons8ti-
tuted a decisive argument in favor of
the claims for thle equipment.


A total of 658 young men took: the
examinations for appointment as cadet
and entrance to the Coast Guard Acad-
emy throughout the country on May '7
and 8. Examination papers are now
being fraldedl at New London and it is
ljxpected that notices will have been
sent to all those who took the examina-
tion by the middle of JTune stating
whether or not they passed the examina-
tions and when they are to report to
the Acade~my.
Exnlinlinations were given in the fol-
lowinrl cities throughout the country'
the figurlle indicating the number of
men aIlppearing at each place:

Norfolk, Va-_-- _____-_ 8
Charlrstlii, W. Va__, ____ 3
Raleigh, N. C---_______ 4
Atlanta, Ga_______,___ 4
Savannah, Ga____-____- 2
Jiackrsonville, II----_- 7___'

Alionlli, Flal_- _________ O
Mobile?, Ala___________ 1
Nashville, Tennt 2_______
L~ouisville, Ky__________ 1
New Orknesll. La--------- 1
Shr~evepor~t, La -- __- ___1
Jo~l k~llln, Mris~. _________1
Cincinnati, Ohio_- _______ 3
C1'leveland Ohio___-____- 23
Detroit, Mich__________ 11
Sault Ste. Mar~1ie, Micih______ 1.
Trutlinlll~i poi- Ind_______- 4
Chilange. Ill____________ 20
Milwaunikee, W\~is____-__-- 34
St. Paul, Mlinn__- ______ 6
Des Moines, Iowa?_--_--_- 3
St. Louis, M~o-_------_-- 10
Kansas City, Mo____- ___- 3
Little Rock, A1rk________ 1
Pierre, S. D~ak__-_-- ___- 3
Omlaha, Ne-br_______--- 2
Oklahhoma City, Okla_______ 2
Dallas, Tex_----------- 3
Sanr Antoniio, Tex_________ 2
Denver, Colo _..______-_- 6
Santa Fe, N. M~ex_____-_-- 2
Seattle, W\lash___.___-_- 4
Potlrtlan, Oreg________- 3
San F'rancisco, Calif___-___ 11
Los An-a-lres Calif________ 19
Honolulu, T. H-________- 6
Ketchika~n, Alaska~_______- 1
San Juan, P. R._-------- 3
Butter Dulune__-___-__- 1

TotaL_____-__--- 658

when the Clinton Rivecr reached
flood stage early in April, and threat-
ened a large area of Mount Clemens,
Mich., Coast Guard Auxiliary F'lotilla
13-03 undertook the task. of evacuating
presidents and othlerwise rendel~ring as-
sistance. Flotilla members were
alerted and an opertilngi l office opened.
Within 3 hours' time rowboats, with
and without outboard motors, were! in
operation, and residents were being
warned to prepare to leave the area
if the water continued to rise. Other
boats were soon secured from the
Coast Guard base in Detroit.
Before the day was over, F~lotilla
13-04 offered to assist in the operations,
andt IPersonnel1UP were soon at work. By
midnight the Clinton River had become

Porltlalnd. Matine _______-
Rostconl Mass __________
New Lonldon.) Conn _______
Bu ffalo,? N. Y ---_-___ __
Newv York, N. Y -_---_-_-
Philadelphia, Pa -_- _____
Pittsburgh, Pa -_ __- __-_
Baltimore, Md --L------
Was~hington, D). C --------





a raging torrent, and the equipment
available became totally illdequall~ te.
H-igh-wheeled troop'carriers were then
obtainedl from the Army, and a crash
boat was offered but could not reach
the scene where it was most needled.
A motor lifeboat from the Belle Isle
Coast Guardt Station was next sent in,
and then two Ducks and two amphibian
Weaz~sels were secured from the Detroit
Tank Arsenal.
The total number of person evuecu-
a tedc during the flood wPas approxi-
mately **00l, and there was no loss of
life. All rescue operations were in the
hands of the Auxiliary.

All activity on the Coast Guard
glider-borne life~boat project will be
term~ina~ted in, the near future. This
action is being taken in view of the
cur~tailmuent of appropriations for the
fiscal year 1948. It is expected that
thte'-t will be reactivated at some
future date when funds maybe made

To avoid the confusion arising from
many persons nwollunine that the hea~d-
qluarters Merlc~hantl Marinle Personnel
Division had cognizance of personnel
assigned to merchant marine inspection
duties, the name of this Division has
been chanced~t to Merchant Vessel Per-
sonnel Division. The functions of this
Division have to do with licensing and
certificating of merchant marine per-
sonnel, shipment and discharge of
merchant seamen, the discipline of
merchant seamen, and the maintenance
of the central records section of mer-
chant seamen records.

Commander Leon Hi. M~orine, USCG,
was decorated with the N~avy commen-
dation ribbon at a ceremony at head-
quarters on 1May 20. Presentation was
made by Rear Admn. Raymond T.
McElligott, USCG, Chief, Offce of Per-
sonnel. The citation accompanying the
commendation ribbon read as follows:
"Fior excellent service in the line of
his profession while serving as execu-
tive officer of the Ul. S. S. Cavalier
from January 19414 to May 1945. His
professional skill and dev6tion to duty
contributed ma~te~ial~ly to the success of
his vessel during participation in the
assault and capture of Snipanr. Tinian,

and Leyte. All maen and suppllliPs were
unloaded on a pre-l-arranged~l schedule,
despitr intermittent heavy mortar fire
and concerted enemI~y aerial attacks.
H-is performance of cluty was outstand-
ing andf his conduct was at all times in
kioFpin~ with the Il~hielms traditions of
the United States naval service.'"

Undetrwayt trials of the UJ. S. S.
E~dinto, the Nalvy icebreaker similar to
the Nor`twitond, were held successfully
on March 13; preliminary acceptance
was autthorizred as of Ma;rchl 20.


Clay L. Jennison, an employee of the
Coast Guar~d since October 1914, and
recently civilian assistant to the Chief
of the Navral Engineering D~ivision at
headquarters, has been separated from
the service. Mr. Jennison, upon his
graduattion from the Webb Institute
of Naval Architecture and Marine
Engeineer~inp took a position as a ma-
rine draftsman in a navy yard in 1914,
but left that post a few months later
to take up similar work in the Coast
Guard. He rose through various posi-
tions in that field to that of assistant
to the Chlief of the Division of Naval

In 1936 Mr. Jennison attended the
Fourth International Lifeboat Confer-
tence,. after which he mnade a tour of
several European countries to study
lifesur~ing methods, as a representative
of the Coast Guard. H-e is a past presi-
dentt and member of the Washington
Society of E~ngi~neers, and a member of
the American Society of Naval Engi-
During World War II, Mr. Jennison
remained at Coast Guard headquarters
and was commissioned successively a
commander and en;ptlain in the Coast
Guard Reserve (T).

The latest section of the Coast
Guard's History of W;Corld War II, en-
Stitled "SicilyI-Italy Lalnd'inps," has just
made its appearance. This prelimin-
ary history is a book of 26`1 pages, with
many illustrations, intended for distri-
bution chiefly within the service. Thisr
First draft is being distributed in order
That material still not at hand at H3ead-



quar~tters may~; be otbt:,ined frontl persol-
nel now widely scattered.
This history of the "Italianl campaign
is dlividedl into three main sections, the
Sii(ilianl Indl~ings, the Salerno landliing~.

d~ices are' qulite vTolumlinousR, and include
histories of a number of individual
ships, letters throwving light upon the
Ila iL nding opera tionlS, and much material
best ~re~sentedl in tahular form.

HendinIr11Iters~ replresentaltivei ap
peared~ before the National Inventors
Council on M~arch 21, 1947. and presented
somelt of thle te-sting and development
problems of thle Coast Guard to that
group. Moving pictures of the recent
tests of the DUKWN were shown.

Tlhe cutter JonlQuril, a former mrine
layer just being converted for service
as an azidsf-to-naviga~tio n tender,'l' was
givecn trial runs at Charlestonl, S. C.,
on MayI\ 1, and was ready for sea on
May 161 his is one of six vessels
ollriinally built for the United States
Army as mine planters, and later
turned over to the Snm-y and operated
on similar duty in the Pacifle, five of
which the Coast Guard will convert to
aid's-to-navigxation tenders, and the
sixth of which will become a cable-
Ilailyi ship
Pr sent at the trial runs of the
JonqulzlZ were Rear Adlm. E'llis Reed-
Hill, Coast Guard Eneinerlinn-Chie. ;
Capt. Ri. B3. Lank, of the headquarters i
En= -inring~il Division; Lt. Comdr. A.
E: Engrle. aInd Mr1I. Ralph B. Mfoore
Conversion worki on the ship had been
do(ne at the ('1; rtlllto Nhuavy Yard, an<1
the trial runs were madle in the Cooper
River and off the entrance to Charlesc-
ton Harbor.
Thle group of mliner layers, of which
thle Jlonqcuil is one, are vessels about
190) feet in loneisth, and hiavingr a draft
of about 12 feet loaded. They are
tw-in screw ships having~ steam engines
of the unliflow t!.l pe. Their service -Ipeal
will be about 11 knots. Or'iginllyll built
at Mlarietta, Ohio, the Jonqu/il was
nIllitirll tiirst by the Navy and secondly
by the Coast Guardl. Tlnporlltantl among
the last changes was the fitting~ of the
heavy boom on the tubular steel fore-
must for' the handl~lineL of buoys. The
fittings for this boom, and the Ilin~istin
rlngine. wer~e sa\'lvand from a no~w d?-
comnmissionled tender class cutter,
F'ive of these mnineplanters will be
usedt by thie Coast Garild to replace a

like number of older tender class
cutters, which also had been mine
planters prior to their acquisition by
the Lighthouse Service: at the close of
World War I. The Ilr*****ntl group of
vessels will have the names Jam~rlrinil
Ilr.H. Heacther, Mental,,,ia. W~/illoto, and
YamYacraw.. The Yamacra~w will re-
place the Coast Guardt cnhlle-laiying
vessel I' etrust. The1I tender class cutters
of World War I period which~ are U.ine~l
repl wed.I'I are the Il .r_ lspruce, L~otus,
AcaciaL, anld Ljupine. The new Ivy is
now en route from the Pa.-ilil- to the
Atlantic coast, and the Mnl,!rar~ la will
be converted on the Pacific coast.


Thle first meeting of the permanent
International Civil Aviation orunniiiz;a-
tion, which replaces thle Provisional In-
ternational Civil Aviation Organization,
was held in Mlontreal, on Ma;y 5.
The permlanent organization wvas
lenaght~1 I into force when on Mar11ch 4
of this year, a total of 32 nations had
deposited their instruments, bringing
the convention into force a month
later. In this country, the convention
11ad been consented to and ratified by
the Senate, Seventy-ninth oges
Second Session, on Junly- 25, 1946, and
en~itifidr by the President on August 6 of
that year. In the same month, the
United States deposited its instruments
with thle State Department. The con-
vention was to come into force when it
had been ratified by a majority of the
countries interested.
The Coast Guard was represented
at the Montreal meetings by L~t. J. M,
Waters of the headquarters office of
thle Search and Rescue Aigncl\ who was:
in charge of an exhibit illustrating the
coordinated p1~irocedulre~ eml111ISdl by the
service in rescue work. This exhibit
was set up at the Hotel Winldsor, where
thle conference sessions were held, and
was demonstrated to all the delegates.
Lieutenant Waters also talked to vari-
ous aroupsII uponI the work of the Coast


Commzodore ErezderickiP. Dillon, USCG
(ret.), has been detalilrtd by the State
Depar~rtmntr l effective April 28, 1947, in
a temporary civilian governmental ca-
pacity as lighthnuve~ rnginecer for a
period of 3 mo~ntlii to assist and advise



was the sending of planes hield for thzis
purpose with medical relief for victims
of the Texras Cityr, Tex., disaster.

An emergency medical case was
handled expeditiously and successfully
by the Coast Guard air facility at Ar-
gentia, Newt'orundinnd, on April 7, in
spite of adverse weather conditions.
The following dispatch was received:
"Very urgent. Can. you possibly send
plane to Stag H~arbor, Fiiogo Island
(Newf oundland) today to take a very
urgent case to hospital? A midwife
case that requires immediate operation.
wYill you please reply as soon as possible?
The harbor is good and open to the
At this time the Argentia weather was
very poor, yet the emergency seemed to
Justify the flight. L~t. (jg) Rt. O. Doug-
las at his own discretion considered
that the fight could be successfully
made and took off at 1630 into light
rain and snow which reduced the ceil-
ing to 100 feet and visibility to one-half
mile. The plane encountered heavy
icing as soon as it became airborne,
with glaze ice building up on struts,
cowlings, and antennas to a depth of
several inches in some places. Instru-
ment flight was maintained as far as
Gander, where improved weather per-
mitted the remainder of the flight to
be made under contact conditions. At
17T40 a1 landing was effected at Stag
Harbor. A launch carried the patient,
doctor, and nurse to the plane and at
1820 the plane was airborne with Gander
as its destination. Dispatches from the
plane advised Gander officials that an
aml~bulance should be in readiness and
that immediate hospitalization was
necessary. The PBY landed at Gander
at 18421, and the patient was reported to
have been on the operating table within
10 minutes time.

The tender class cutter Kaknci,
which has been engaged in the work of
servicing aids to Ilavigation in the
Hawaiianl Islan~ds since it was first built
39 years ago, has been dem~~ljiumisionedd
and sold. his vessel, one of a grouD
of eight tenders built for the Light-
house Service in 1908, was a twin screw
steamn vessel of !,.~ tons dlisplalcemlent,
ceast ing~ oi'indl~ly $213,880.
Thle Kzkukni undl her sister ships were

the Dominican Government in c~onnee-
tion. with a survey of navigational aids.
Commodore D~illon entered the Fed-
eral civil service as assistant civil en-
gineer, Quartermaster Corps of the
United States Army, August 17, 1908,
and was promoted to civil engineer and
superintendent of construction. He
entered the former Lighlthonise~ Service
March 16, 1911l, as assistant superintend-
ent of lighthouses and served as super-
intendent of lighthouses in Puerto Rico,
on general duty, and in Detroit, Mich.
In World Walr I he was detailed to
the Fifth Naval District for duty.
On December 14, 1939, he resigned the
position of superintendent of lighthouses
(principal lighthouse engineer in the
civil service) to accept a commission as
commander in the United States Coast
Guard. H~e was advanced to captain
andi commodore and was Chief of the
Aids to Navigation Division in Opera-
tions froml July 1942, until his retire-
ment August 1, 1946. During World
War II the operation of aids to navi-
gation for military purposes was
carried out in a period of extraordinary
expansion in the United States, Carib-
bean Sea area, Pacific Ocean areas,
Alaska, a.nd thle Philippine Islands. The
system, included some 36,000 aids and the
L-oran system and contributed much to
the! winning of the war.
Commodore Dillon received a cita-
tion from the Secretary of the Navy
for outstanding performance of duty
as Chief of the Aids to Navigation Di-
vision during this period.

Personnel of thie Coast Guard wvho
were residents of the State of Rhode
Island for not less than 6 months im-
mediately prior to their entry into the
service and who served during the
period beginning September 16, 10-1~,
and ending September 2, 1945, may be
eligible for a $200 bonus under the
Rhode Island 1946 Veterans Bonus Act.
Members of the Puxblic Hlealth ServTice
serving with the Coast Guard are also
elirlelble, as are personnelllr of the Army
and Navy and merchant marine.
Application for this bonus must be
filed with the chairman of the veterans
bonus board, roomn 127 State ]House,
Providence, R. I., before June 30, 1947.

An unforeseen advantage of the
Coast Guard's flood-relief plan, under
which eqluipmen~lt is assembled each
year dullirin the season of pows~ible
floods in the Mlississippi ]River Basin,



constructed by the New York Ship-
bnibtlingC Co., at Camrideni, N. j., and wpere
amngcl~ the most successful of the vari-
ous classes of r~rtllnder designed by the
former L~ighlthorus 'service, being par-
ticularlyr useful for the w~orkinlg of
buoys in the- open sea.

Token presentations of the Victory
Medal for WorldZ War II, were made to
pe~rsonnlel of the Coast Guard, Navy,
and Miarine Cllrpsl, at the Iwo Jima
Monument inl Washlingto~ln on May 15.
The Coast Guard personnel selected for
these token presentations were Arthur
B. Arnold, BMlc, who served in the
Pacific, and in Ricily and Italy; and
L~t. Benjamin M/. Chisive~ll. USCGR,
who served in Greenland, the South-
west Pacific, and Alaska.
Presenr~rtationr s of the medal;ls were
made by Assistant Secretary of the
Navy WC. John Kenney.

Replicas of the original tablet ald
plaque placed aboa11rd the U. S. battle-
ship Missoucri to commemorate the
ceremonies in which the Japanese sur-
rendered in Tokyo Bay on Septemuber 2,
1945, have been presented to the Coast.
Guard Aecademy. T1he formal presenzta-
tion was made to the Academy by Rear
Adm. James F~ife, USN.
The orlig~ilnn tablet and plaque were
cast at the Naval Gun Factory in
Washinegton, D. C., where the replicas
were also Inuclrl. Thec plaque was suink
in the decks of th~e Missourci to mark
the location of the table on which the
surrender documents were sig ncal. The
tablet, bearing a brief record of the
evenlts, was mounted on a nearby
At the Coast Guard Academny, the
replicas are being mounted in th~e lobby
of Hamilton Hall, where they serve as
mementoes of the participation of
Coast Guard personnel in the military
ope~rat~icon in the Pacific.

The following abstract of the final
report on the Desrignl and Methods of
Construction of WCelded Siteel Afrchalnt
Vess~els, shows the importance of this
subject to thle Coast Guardl as the

merchant vessel inspection unem-y~, as
well as a user of' vessels in which weld-
ing is employed.
Early in the walr certain weldedl
merchalnt vessels experience structural
ditticuuties in the formr of fractures
which were not: readlily explained.
These fractures in manlry cases mani-
festedl themlselves with explosive sud-
deaness and e~xhibitecd a equality of
br~ittllrnl(' which was not ordinarily
associated with. the! behavior of a
normall~lly ductile material such as ship
Thle seriousness of this strucrtlturl
failure problem may be gaged b~y the
fact that out of approximantely .~.,Oi~l~l
ships constructed in thle course of the
wvar', about One-fifth sustainedcasenual-
ties. Of these casualties, 12'7 were
classified as serious. Eight vessels were
lost, but it is extremely fortunate that
only 26 persons lost their lives. Con1-
trar~y to widlespr'ead belief, the fracture
menace didl not confine itself to ~ibert~y
ships but involved vessels of all types.
.vinrce the fractures sustained oc-
curredi under normal operating con-
diitions and were not the result of battle
(lamnage, it was ev'ident that their imp-
plicationss might have been folr reaching
and have had a signal effect upon thle
war effort. Ae.-ord~linlyI~ inl April l943, a
board was appointed b~y the Secretary
of thec Navy to investigate the circumn-
stancets unrrounlll dine~ the structural fail-
ures reportedly. This board was formally
known as the Board to Investigate the
D siign and Me~tholds of Construction of
Welded Steel Merebant Vessels, and
consisted of: The Eng~ineerr inl Chlief,
United States Coatst Guardl, a~s cha~ir-
mlan; and the Chief of the Bureau of
shlips, United States Navy; the Vice
Chair~man, United Staltesi Malritime Com-
nuission; and the vicer president, chief
surveyor.ll American Bureau of Shipping~.
as members.
The inves~~iL;tir ntio of this BoardI has
been in Ilracelrws for more tha~n 3 years.
During that time two interim reports
~were made to the Secretary of the
Navy. A, final report covering the
Board's activities has been submitted to
anud a-pproved by the Secretary of the
Navy and the following facts are
abstracted from thatt report.
During the course of the inquiry,
many research plrojee(- were initinterd
under the National Defense Rensearch
Committee. These pllrojetslt were car-
ried out wcith the services of the Weld-
inig Group of the War JIstallur'ry
Committees? at the National Research
Council. In utilvaing the facilities of
the War M~etallurgy Committee, the
Board was able to bring to bear on its



problems some of the best scientific
minds in the country. Through a com-
plete coordination of effort in research,
results were obtained in a minimum of
time. Close liaisoix was maintained
throughout the invesrtigation~I with the
British andl with other Allied Nations
who were concerned with the operation
of welded merchant vessels.
The over-all dlesigns of merchant
vessels were checked by recalculation
of the Iloneitudlinni strength and by
means of static structural tests on cer-
tain vessels. It was found that there
was a mlargin of stretngthl in every case
over thtat req~cuilcred by existing standards
and that the basic analytical method
used in calenlatingr l the .itltrength of the
hull girder~l is valid.
In the invlti;ticntio of detail des-ii n,
it became apprl en~l~t that the monolithic
character of the wveldedi ship resulting
from the method of fabrication can
produce high stress conce~ntr~ations a-nd
severe restraint, thereby tending to
inhibit plastic flow. This condition did
not exist generally in the riveted ship.
The clnnleerl of high concentration at
points of structural discontinuities in
the welded ship, is further ne~~\urovated
by wellinel usually present at such
points. Ev etry fracture examined
starl-te inl a geometric dtiscontinuity
otr notch resulting from unsuitable
des~ign or poor workmanship.
The investigation pertaining to
str~uctural details has strongly empha-
ized~c that too much attention cannot
be paid to thel eliminartion of discontinui-
ties or' notchles, whether thley be small
or large, andC that the effect of discon-
tinuities is awaral~vated by welding.
Studie~s indicated that steel as, fur-
nlished to shipyards complied in every
respect writh present physical reqluire-
mentsc. In spite of this, impact tests
of steel samples taken from vessels
which had suffered fractures indicated
that in many cases the steel was notch
sensitive. In addition, it was found
that some steels furnished to shipyards
wer~e also notch sensitive. There is a
necessity for the establishment of a new
sp~crificntionr to include a practical test
for thte evaluation of the notch sensi-
tivity of comlmercial steels.
There is nlo indication that inferior
quality or misapplication of werllding
elec(tr'odes was responsible:i~lr for wvelded
ship fractures. This does not moean,
hloweverl, tha~t an improvement in elec-
trodes and cenver'jlfningmter'ials might
not be beneficial.
The~l use of wvelding in the construe-
tion of merchant vessels during the
wIar permitted the launching of an
e-notrmou~s fleet of ships which played a

vital part in. the winning of the war.
There are, however, certain disadvan-
tages connected with werlding which
were not fully realized at the outset.
Although the technique of depositing
weld metal and the application of weld-
ing sequences to minimize shrinka;~gr .
distortion an1d cracking were fairly
we~ll understoodllll relatively little was
known of deleterious conditions ae-
conspan.~lr\ing the welding processes on
large ship structures. Consequently,
when fractures in all-welded steel mer-
chant vecssels first began to manifest
themselves (as in the schenkectedy/ and
the Esso Ml~anhattana), conditions were
found which dliid not conform to pre-
vcious experience. The1~1re was a general
feeclingr that the accelerated shipbuild-
ing pormand the concomitant
rquanltit. p'odulctionl of a1-nl'l-wldd ships
had resiultedl in a general disregard for
pr~oper co instruction procedures and
w-orkmanship.p It was I'n particularly felt
thalt insufficient care wats being devoted
to welding sequences with the result
that locked-in stresses were presen~Plt in
muany shlips to a1 higher degree than
would be exp~cted. The pitresenc of
these higher stresses was believed to be
an important fnetor in the incidence of
the o~bserv~ed fractures. The results
of the inl \y--lan t ilon, however, have not
substantiated thlis belief.
Although a large amount of work was
conducted inl the invesr~tic;ation of resid-
nal andc lockred-in stresses wan~lltine~- in a
considerable extension of knowledge in
this respect, no evidence has been
found to indicate that these stresses
are impotrtalnt in cmusling thle fr~actures
of wtecld ships.
Thle feeling that workmanship had
s'ufferedl due to the pressure of wartime
production proummslf111 was substantiated.
The importanceiic~ of un1:iilntinin~ ade-
quate standards of wor~kmanship has
been clearly establlihedl by the analysis
of structural failures inl the pas;lt 3
years. Po okunhpesnlr
fractures since a fracture ma~y orlisinatc
at a small nlotch sudr~ as occasioned by
IIC~ned-I- lve~~ cracks andi under-cut welds,
by porosity and inclusions in the welds,
or hy "saddle" welds resu~lltingL from
incomplete penetra (innl. which leaves
voids in the center of the joints. High
quality workmannship is still an import-
ant need in the building of welded shlip8.
A itudyl of operating conditions re-
sulted in thle flilling~ that Loningljl an1d
ballasting prneeduresllll~i did n7ot create
abnormal b~endinlg moments.
T'he wanrtimne operation of cargo ships
in convocys and ovCersea r'outes whicht
are onlyl? infrequently used in normal
times imposed~l unnusul ha~r~dship



the vcsse~ls. especially diurintg the early
part of thle war when convoys were
being routed throughl) extlremlyll cold
wa~ters where hearvy seals prevailed
urlllingl the winter~ months.. Thle highest
inlcidence~ of fr~acturecs occurred under
the combinationl of low tc'mperaturesl I
andi heavy seals. T'he r~iskrs involved
were ncIeplt( ed iAs far as healvy seas we-re
cotncerned,. but at the start thle adtverse
stree'ts of lowT tempelratul;llre weret not
fullyappreiated Whe these flC'ts
wlere rcog(,nizced, vessels nlrindirtio to
increase thlei Iresistancet to fracture
were ;Iwifuro-d to t-he mlor'e r~igorous l
tradel( routes.
The Boardl colc~ludfed that the fr~ae-
tur~es in weldled ships were? caused ny
notches bunilt into the. vessels, either
thronahlC1 rlh-Munl o.r asf thet result of
wvorkmanship practices, and by steel
which wvas notch-sensitive at operal';ting :
templeratur~es. WThen an adverse coml-
bination of these factors occurs, the
ship, mayO be unable to resist the? bend-
ing momlents of normal ser~vice.
The serious epDidemicc of fractures in
the steel structures of welded mercehant
vessels has been uredptt through the
combined oftt r-~t of the! correcti ve
measures taken on the strulctur~e of ships
dulring~ con~truction and after conip~~l-
tion, improvemlc n ts in rleiprn and
imprvedconstruct ion' practices in

The results of the invad'izatltc io have
vindicated the all-welded ship. Sta-
tistical showv that the p~elrrletee~ of
ships sustaining serious fractures is
small. WC7ith proper detail desirrrm high l
quality workmanship and a steel which
has low notch sensitivity at ojlerating L
temperatures, a satisfactory all-welded
ship structure may be obtained.
However, until experience can be had
with vessels constructed under normal
conditions of Imp~rll-rove clPignl. mate-
rials and workmanship, some form, of
crack arrestor`, suchf as a riveted gun-
wale angle, should be incorporated in
the hull girder of all large welded
The research program conducted in
connection with the inves~tigatioicn has
produced at least partial answers to
most of the more urreent questions and
has given an adequate solution for the
purposes of tlhe Board. It now becomes
necessary to assure the contintance
and the extension of this workr. Paths
have been indicated along which real
improv~emntn can be made in structural
designs, materials and fabrication
methods. The Board has been dis-
solved--it cannot follow these leadfs-
however it is important that we main-
ta in our prsent position in maritime

othmirs andl ]Irotect1 our statnding ini

fundamntanlrll re~sclarch wor~k onl cllsicl
aIndl methlods of cton sf iltructin of steel
ships. Aoerordtingly, t~he S~cre~talry of
t-he Trou:suryv hats ;apponinltel a comm-
mitteee to enllrry onl t-ht- workr of the
Board. It has bee~n ll'ilrllmb-,l I S the
Ship Structure Committed. Thiis c~oii-
mit-ten is jointly contr1olledl andl~ f~inanced~J
by the agenrc~ils which compllr~isct d thel

U~nitedl Sta;te~s NavyS, the United Staltes
Coast Guiardt, thle U~nitcid Statels luntri-
time Commnission, aInd th~e Ametricran
Bureau of Shlippling~.

Lightship No. 5/1, forl man~ly year~S
familiar to marinerls as Boston Lightt-
-Ihip, has been d~c~ommnissionedl andi
declaredt availab~-le for disp~osal havl\ineL
seen 55~ years of service.
Built in isne, at a cost of $62,0~00, thle
ship> wals 118 feet in Illength, and of 310
gross tons. It waes one of a veryv few
Unitedl States lightships haiga
single tubular mast anridwhijls sur-
mountedl by 'a large lantern housing the
Lightship No. 54 occupied the Boston
L~icht. of the! time! since the? station was first
established in 1892f. While this stai-
tion was nlot as fully exposed to the
sweep of the op~en sea as some others
in this coubtry, the ship was moored in
1414 feet of water, a greater dlepth than
that prevailing on more than half thle
lightship stations.
The old lightship hlad its share of
ne~ar' enllicionsl~. minor damage, antd even
serious disaster. On December 20.
1935, it was c~ollidedl with by the Br~it-
ish steamer Se~ven Set-as SprayZ. Thle
lightshlip was seriously cut into amidi- from che r'ail to a point 4 feet
below the waterline, but through, the
efforts of the crew was prevented from
sinking, andi was safely towed to port.
Dur1ing World War II, TiLibtcship No.
54 was held as a relief lighltship but was
restored to the B~oston Lighltship Sta-
tion in September 1943. It was finally
removed from, station in July 1945.

The State of Alichicanl has rcccntly
enacted legislation providing for the
payment of a bonus to members of the
military services who were residents of



,\litliligner att thle time of entrance into
the service aInd for not less than 6
months pr~ior' ther~eto. This bonus is
payable to those who served for more
tha~n I;( days during thle period between
Sepotember 16, 1940, and June? 30, 194i.
App~licationls for this bonus may be
obtained from the bonus and military
pay~. division, adjutant generall's office,
I.;lll.ille. Alle-ll. Ap~plicant must swercify
thle br~nc~h of the! armed services in
whlich hel served whe~n requesting the
proper forms.

Lt. C.har~les W. Rintnea, USCGRC, wNho
retired for dli-;;lility about a year ago,
died at thle Mar~ine H-ospital, Baltimaore,
Md., on May 142, and was buried in the
Arlingto~n National C~emetery, Va., on
the 16tIh
Lieutetnant Rinaeal was: born in Spar-
row~s Point, Mid., but hlad beenl a Wa~sl-
ington resident for many year~s. Prior
to thle w\ar he was emlployedi in a civilian
capacity at Coas~t Gua~rd hnirluarl~ Iters.
H~e wals comlmissioned in the Reserve in
19412, andt assigned to an 83-foot patrol
boat. Thell folllow~ing year he was trans-
ferred to an LCI, an~d participated in
the invasion of Tuini~sin, Sicily, Salerno,
andc Normandy.

Capt. Horatio Nelson Wood, UCSCG
(ret.), died on April 12, in veterans'
hospital, Oaklnand, Calif., and was buried
in the Golden Gate National Cemetery,
in that city. CaRptain W~ood was born
on August 23, 1869, and was commis-
~inuedr in the Revenue Cuntt~er Service on
December 14, 18941. He served as an
engineer officer until his retirement on
September 1, 1933.

A demonstration of a new rocket-
propelled parachute flare distress sig-
nal was witnessed by representatives
of the Coast Guard T'esting anld De-
velopment Division, the Search and
Rescue Agency, Mlerchant Vessel In-
spection Divisionl, the Me~~c~~ rchan Ma-
rine lTwcllinient Division, and others, at
thle Anacostia Natval Air` Station, Wash-
ington, D. C. on. April 24.
App'TroxKimatetr l y a doze~n flares wcpere
demonstrated, all of which could be
considered successful with one excep-
Signalll are cylindrical in. shape, have
an aluminum shell a ndi are approxi-
mnately 11 inches long by! 1%~ inches

diameter. Thre construction of the shell
insures wate rt ightness. A cap at one
end is removed by turning a soldered
kiey. Removing thtis cap andi (1ttin- it
on the opposite end it serves as a firing
pin. The shell canl be held in one
handc anld, by tapping the firing cap
witht the palm of .the bulul ign~litioni
is effected. Little or no recoil was
noticeable upon firing. TIhe initial
powder chariigi ejects the ignal verti-
cally appllll~~lroxinvl. 15 to 18 feet afteru
which the rocket plrope~lantr l thrusts~ the
sillnal to its maximum trajectory. At
approximately the apex of the trajee-
tory the parlachunte and pylllrotechnic
candle are expelled from the shell.
Thle character~istics of the -igni~l as
given by, the company representative are
as f'ollows:
Altitudle at upex of tr'ajectory,
800 to 1.000 feet.
Candtlepow-er of pyrotechnic candle,

Color of burning candle, vivid red.
Rated Unrninglil timne, 33 seconds.
Sizl of parlachlute, 16-inchl hemi-
Rate of descent of parachute and
candle, no estimate given~l.
TVeight, 17 ounces.

The Coast Guard's radio direction
finder networks in the Caribbean Sea
has been diisestabrlished. This net con-
sistedl of Goat Island Radio Direction
F'indcer Station, Jamaica; St. Lucia
Radio Direction F'inder Station; and
Antigua Radlio, Dir~c~tion F'ilnch.-c Station.

Coffin, Eugene A., commodore.
H~ellman, Paul B., lieutenant (bronze
star medal with combat "Y" in lieu
of coninwnlc~ldation~l ribbon).
Cole, NormanI R., lieutenant commander
Daty, Rober~t B., heutenant (junior
grade) (R).
Ellery, Richard O. AO120i.
Hucks, Ftrank B3., AC)hite.
Tracy, Ge~orge Rt. A., AMMlc.
Widener, Eugenire A., AhI~l"lu.
W\illiamsll, Winford C., ARM/lc.
Carroll, Donald JT., S2c awardedd FIeb-
roary 10-15).



Mrorjine, Leon H-., commalrtnder (ribbon
with comnbat "V").
R~ir-0. Richard HI., Q;lle~.
Shea, John AI., AOhlle (R).
Stewa~rt, Gustavus U., capttain retired~)
Williamns, Jr., Rayinonerlll L,.,.CEIM (R1)

Wisniowski, Fred(I F`., 81c (R) (uwallrdetll
July 1944).
Woodso~lnl, Jeston V., (COMI (awarded
July 110-14I).
Dexrter, Dwnightl H3., commalnder.

Co~lton iroodl formerr WAGC3L--SO9)
Sold at Paris, Tenn., on May 1.
FEormerly staionciild at Cha:lt~lionnoga.
K~ubtu formerr WAGBL-.!J.)
Sold at Honolulu, T. H. Formerly
statiolldt at Honolulu.
Ar~undel (WYT--90)
Reactivated and assigned permanent
station at B3ourne, Masls., on IMay 8.
Knaw (WYT-61)
Placed Rin commission in reserve,,
at Boston, Mass~. Upon completion of
availability, will take station at Port-

Lightshcip No. 115
Completed extensive Irlpairs~ at yard,
and on May 1.1 wcas reported enroute to
take station as Fr'yinlg Pan Shoal Light-
Placed "in commission in reserve"
at Uns-rtoni. Mass., on May 7.
Pine (WAlGE12)
Ordered "in commission in reserve"
at Boston~, MaLss., on May 12.
Lightshzip No. 189
Rebeduled to depart Detroit, Mich.,
for the Fifth District about 13 May.
A7lyonrquin (WPG~-75)
Placed "out of commission, in
reserve" at Boston, Mass~.. on Apnril 18'
Flarnllcwr permanent station was Port-
land, Mlaine.
Speedwell (WAGL-245)
A4t Naval Shlipyard, Clarleston.ll S. C.,
for decommissioning for dlislrsl.
Sweeetguml (WAL-809)
Placed "in commission, in reserve"'
on April 14 at Mayport, Fla., hzer
lpilemarlnep station.

.Pe~'lrmanent ce-~llac' (Il" Stationl aut~hor-
ized from New Yorkl, N. Y., to NIIorfolk,
Va., on April 10.
Nevesinke (WYT1-88)
I'ermuanent (.bunce"1 of station author-
ized from Norfolk, Va., to New Ylr~k,
NT. YF., on April. 10.
OG~-G.50 ?7:-D
Permanent cabance- of station author-
ized fromn New Orleans, La., to Molrgan
City, L~a.
Decommissioning for disposal au-
thorizedl on April 10. Vessel currently
stationed at San. Pedro, Calif.
Acucshntet (WAT-167)
Deliveredt Ya~nscrato (WARC-333)
to Naval Shlillg;ardl, Charleston, S. C.,
fromt San Francisco, Calif., on April 17
for completion of repairs and altera-
tions. Arrived IYard on April 19 for
completOn f alterations prior to
departure for new permanent stat~ionl
San Juan, P. R.
Li~h tship No. 54
Declared available for disposal on
APpril 15.
Air Snzipe (WAlVl? -.II.)
D~eclaredt available for disposal on
April 15.
air startling (WAVR-467)
Declared available for disposal on
April 15.
On April 15 ordered. moved to Y'ardl
from Seventh District for decommis-
sioning and clispa nI~l.
Huohomish ( WUT-8)
Placed "in commission, in reserve"
at Rockiland, AIlailn, on April 21.
Golden Gate (WYT'-9/1)
Sold at sonI Frnus-is-0,~n Calif, on
April 8, having been dlecommissionetd
N~ovelmber 22, 1915.
Air Sparrowo (W1AV~R-166)
D~ecommlissionedl for disposal Aepril
16-22 at K-rnnyable~l, Wiash.
Air Warnbler (WAVcl~R-477)
D7ecommissionledl ior alillc. 16-22 at Kennylull o,;~ r Wash.
Air Ma~rtin (WYAIR- )iS~)
Decommissioned for dlisposal April
16-~-22 at K~ennydale, Wash.



Air Rook: (WAV~R--59)
Decommissioned for disposal April
16--22 at Kennydale, Wash.
Ilema (WAG;L--SES)
Decommissioned for disposal April
17 at Charleston Naval Shipyard.
Former permanent station Galveston,

iAlert (WHOS--187)
Placed "in commission, in reserve"
April 24 at Alameda, Calif.
Mocomna (WTPG-188)*
Detparted Y4ard April 24 for 2 weeks
shake-down cruise. Assigned perma-
nent station at Miami, Fila., effective on
date of commissioning March f21, 1947.


L~t. Comdr. Samuel G. Guill from United
States Army Military Government in
K~orea to Twelfth District office
(marine inspection. o~8ce).
Lt. Comdr. HarryT L. Mlorgan from
Fourteenth District office to F'our-
teenth District office (marine inspee-
tion office).
Lt. Comodr. Harrison N. WTilson, UTSCGR
from. Fourteenth District office -
(marine inspection office) to Twelfth
District office.

Capt. Clarence H. Dench.
Lt. Comdr. Ralph G. Jenkins.
Lt. Comdr. Lawrence WV. Croteau.
Boatswain David S. H-endrjx.
Chief Gunner Andrew Hi. Abraham.
Chief 1Pharmacist Robert J. Bussey.

Lt. Comdr. LeRoy A. Fuller.
Lt. (jg) Fred T`. Coombe.
Lt. Charles W. Rinaca, USCGR (ret.).

Rear Adm. Wilfrid N. Derby, to be
designated Superintendent of the
Coast Guard Academy, about Au-
gust 25.
Commander Christopher C. K~napp,
from headquarters, Enlisted Person-
nel Division, to Naval WSar College,
Newport, R. I., for course in logistics.
Lct. Comndr. Charles O. Ashley, from
San Pedro Repair Base to Eleventh
Coast Guard District Office pending
further assignment.
Lt. Comndr. Clay Clifton (R), from
marine inspection duty, St. Louis, to
marine inspection duty, N~ashville.
Lt. Comdr. F'red M. Cronab, from
marine inspection duty Duluth, to
marine inspection duty St. Ignace,
Lt. Comdtr. John W. Schmoker (R),
from marine inspection duty Nash.
ville, to marine inspection duty
Lt. Comur. Ernest J. Whelan (R), from
marine inspection duty Chicago to
marine inspection duty, Duluth.


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