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

This item is only available as the following downloads:

Full Text

Volume 3 WASHINGTON, NOVEM~BER 1947' Number 29




Thle Cyast Guardl Cutter George I.
Bibb, while occupying a weanther patrol
station in m~id-Atlantic, on Octolber 1-1
found itself at the scene of the emer.
agency landing of the American flying
boat Berlrmuda Sky~ Queecn, and was able
to successfully perform one of the m~ost
spectac~ular of recent sea rescues.
This was not a chance meeting of lis-
tressedl ai'lrerft anld rescue ship, for
the Bibb w'as on her station by design,
carrying out an assignment whlich was
a part of thle obligation assumedl by the
United States under the International
Civil Aviation Orga niza tion. Thle cap.
fain of the plane knew of thle Bibb and
her position and, according to early
reports, returned to the vicinity when it
became appDarent that a rapidly dmini-
ishing fuel supply would not carry his
craft to land.
The officers and crew of the Bibb
through Fskillful seamanship for which
the Coast Gu;ard hasi always been noted,
wlere able to remove all of the passengers
and crew of the ditchedl plane with no
loss of life and only minor injuries.
The rescue operations conducted dur-
ing high winds and stormy seas, ex-
tended over parts of 2 days.
The rescue operations conducted by
the Bibb were carried out by means of
rafts anid small boats. the cutter facili-
tating the work by the discharge of oil
and constant maneuvering to form a lee
for the plane. Passengers of the Ber-
mudwca 8ky Queen were first embarked

in n rubber rafft inflaltedl by thle p'llane's
I~lctw ee to smllj boa~~tS fromll thet Culltetr

fromr the smallI boats to the cultte' iTtself.
Thle rublber life raft was anu essential
p~ilcse If equipment in this rcenel~ as

pla~ne in the heavy~S sea~. Thle coc~m-
la~ndlingr olffi.(e of thet Bibb is Capllt. Pa;ul
Cronk, USCG.
AfTterl de'~trolyingL the plane as a mn11l-
neie to navigation the Bibb plrro~tcededt~c to
Bolstunl. Thle Amerrienn owned1i plane1,

flcrom FIIynelts. I1~;relan, and wa-fs scbed-l
uled to make its first landling at Gander,

Th'le c-uttrci I:ikrh was~ built at thle
Nav Yrd~, Charlclaton. S. t.
laiunched~t in 1937, being con~unimionerll
thle samle yea:r. Thle ship isi 327 feezt in

hans a normal.7 crlew of 16; officersi andl
107enlstd mn.Pr~opellinL' plalnt C~on-
sist oif gent~rid turbines suppgliedl with
stami fi~rom oil-fir~ed boilers andl driving
tw\'in screws.
Firs~t assigrnments of the Bibb ofter
her c~omuissiosning was to the Fifth
Coast Guardr District. with Norfolk as
her homie port. In 1938 the clhip ma~de
a special practices~ cruise with endlets
fromu thie C'onst Guard Aendemyg, and in
1930 spent a hou t 3 mlon ths on tempolrary~
d~uty wvith the ~Navy, engaging in joint
maneuvers. Later that ye~ar thle Bibb
joined] a destroye~r squa~dron for the
nasistance of whipping in the North At-
lantie. In the winter of 1939 it was a
part of the Grand Banks Patrol. In

'Published with the approval of the Director of the Budget.
Distribution (SDL No. 31) :
A: a, c, d (5 ea) ; e, f, b, m (3 ea) ; reminder (l ea)
B: c (141 ea) ; e, f, g (7), h, 1 (5 en) ; J (3 ea) ; k (2 ea) ; remlainder (1 ea)
C: all (1ea)
D: al~l(1ea)
785~9--44 1





FtebrluarIy ]I10-10 the Bibb ina uguln tedl tle
Atlantic weather patrol, taking up sta-
tinn in 3.-,oSt? north latitude and 53021'
wesoit long~itude. During 1940 and 194~1
much of her time waZs spent on weather
In 10-12 the Bibb was cruising and
do~ing~ convoy dluty in the North Atlantic
as a part of the Atlantic Fleet. It made
numerous undcerwater sound contacts,
unl drope a1I1.~1,ppropriate dlepth *-ba lrees.
Once two other ships in the same convoy
wer'e sunk by enemy action.
On September 24, 10-1'2, 61_ survivors
were brough~lt aboard the Bibb, then
undler conduand~fli of Commander Walfred
r G. Bloom, USC'G. They were members
of the crew of the S. S. Pen~mar`, which
was trlplelrnlred about 60 hours before.
Also picked up 8 survivors from the S. S.
Tennessee. All survivors were given
food, blankets, and medical care. Dur-
ing the remainder of the year there were
other submarine reports, an~d depth
charges were dropped.
By FrlbruaryJ of 1013i the Bibb had
acquired a world-wide reputation for
giving succor to survivors of enemy
action. Setting out for convoy duty
on February 1, the Bibb had several
indlications of enemy submarines in the
vicinity during the? first week of the
On F'ebruazry 7, 1943, the Bibb, Com-
mander Roy~ L. ~;lrne,, USCG, com-
mandling, began tak~ingl aboard survi-
vors of the S. S. Henry S. Mallory.
Rescue operations Cent linuel~d with, fev-
erish pace throughoutlll the forenoon
during which time 202 survivors were
taken from lifeboats and rafts. The
same afternoon 83 additional survivors
from the Gr~eek S. S. Kalliopi were
brought aboard, making a total of 235
for the day.
This date was a. record day for rescue
work at sex. Wiith heavy seas and
such numbers of persons in the water
to be rescued, the crew of the Bibe
wPere taxed to the limit of their skills
and strength. ]Because of heavy seas,
only two or three rafts could be seen
at a time, and there wclas every reason
to expedite the work since somne men
(wounded by the explosion) had al-
ready died on the rafts.
Next day another ship in the area
was reported torpedoed. Sound con-
tacts caused the Bibb to drop a pattern
of dethtIl chnrg~es which r~esulted in. an
oil slick.
On1 Mo~reb 1 and A~larc~h 5 the Bibb's
guns sank ~floating mines. On the 2d
and 8~th, the Bibb received messages

cnc~lcer~ning ships torpedned in the At-
lantic. On the 8th a sub~marine wa~s
sighted on the surfaccr by an allied
vessel close by. On M~arch 9, another
ship in the conll~lvo I'reportedl a torpedo
crosl~~d her bow. On the same day
the Cirb si~ghted a sub on the surface
several miles away, nodi later in the
day proceeded to screen rihe S. S. MeE-
r-ose .1~bbe as ahl p-ilckedi up survivors
from another tor1P11dood~ shiP.
On March 10, the Bibbl, Cocmmanlder
Roy L;. R;uney?, USCG, commnandilg, re-
ceived word that two o:thetr shipsj had
been torpedoed. Thle same day the
Bibb rescued three survivors from the
torpedoed S. S. Coulmore and two sur-
vivors from the S. S. Donnercr~ine. Same
Ilay the RT;ibb TIroceeded to the assistance
of S. 8. Rosewood rep1~or'ted~ sinling, bujt
did not find this ship due to storm anld
Next day (March 11) the Bibb sighted
thre stern of a tanker that hzad been
torpedoed, and began search for sur-
On M~n reh 12 the Bibb sightedl thze bow
of a tanker. Later in the same day
.sighted and identified an abandoned
ship as S. S. Coulrmore.
Doing convoy duty in A~pril 1943, thte
Bibb muade three attacks with depth
charges following probable sub contacts.
Numerous similar actions in May, one
of which f followed thet mighlt ing of a peri-
rcolpe on the Casa;;blanr ca route.
In June of 30413 there were p~robab~le
sub sound contacts on the l.5th and' 21st,
resulting in dr~opping~ charges and makl-
ing emergency turns.
The Bibb, reported heavy oil andr
debris following the dlropp-,ing of a pat-
tern of charges on July 9, 1943. Oil
samples were taken from ~the water that
clay, and, another ship in the convoy,
fired on a surface target. Dozens of
such details in the Bibb's record show~
the frequency of the submarine activi-
ties with reference to thie cono~y of
which the Bibb was a part.
The year 1944 marked the continua-
tion of the Bibb's -work: in con\voy.
While escorting to North Africa in July
1944, the Bibb underwvent an enemy air
attack with protection. from her smoke
Altogether the Bibb made? a fine con-
trib~utic-n to thie allied war effort in the
Atlantic and the 111editerrranean. Her
routine activities consisted of seeking
out and fighting enemy submarines, andl
plerfor~minlg convoy dutyr. Her most
specltacullar achievements consisted of
the rescue of survivors from ships sunk



or lalmaged1 by erl~nmy torpedoes, and
hier rescue of ~285 persons in 1 day is
thc- high light of the Bibb wartime
After a fine war record in the Atlantic
andt some rcfitting~ and repairs, the Bibb
moved into the Paclific~ where she also
gazve a good account of herself.
In F'elrualry 1945, enz route to P~earl
Hal'~rbor the~ Blibe went to the assistance
of the Norrrrgan .1-ell, and took a dlryllock
inl tow for 3 days.
Arrl~iving in the Pacific battle zones
late? in the wa r, this cutter missed the
ear~lielr thrusts~f, but swungl into battle
actionl aIt Oklirnaw7. She spent mnost of
her timie durlling Okinawa ope'atio~n in
a harborll at Kerama Rhetto and was an
;almost constant target for Japanese
niebe phes.During the operation
she was subjected to somne 55 air raids.
On Juane 21 shortly after 1830 two Janl-
anese planes flyine~ low entered a blind
a~lpproslcet to the harbor. The first plane
crazshedl mto a ship- anchored 800 yardsl-
rMYt the po~rt side of the Bibb The other
plane <-irdcling2 high, came in for a dive
on a ship~ 600 yards off her port side.
The gun crewvs on the cutter Bibb and
two other vessels opelnedl ~fire and
cllwned~l the plane just before it crashed
inton its .intended target. During nu-
merous raidls the guns of the B~ibbl fired
on1 the attackers, and helpedt drive them
out of range.

Loran, which was developed during
WorkI,t War II for the armed forces, is
beinge increasingly used by both com-
mercial surface vessels and ocean air-
craft. Since the recent International
Rlet. i ngr on MaI ~iIri Radio Aids to Navi-
gatio~n, held in New York anid Nuew Lon-
don, both forcignI and domestic instal-
'Intiorns have remark alyr~ increased.
Panssencer vessels, freighters, tankers,
trawrlers, and private yachts, are among
the types of vessels utilizing loran. serv-
ice. Three firms are known to be manu-
fac~turingg ostwarl loran rere-elver-indi-
cators for commercial vessels, but only
one of these is yet in position to deliver
in quanltityv. As thrse 'firms approach
thrir production quota, it is to be ex-
pected that loran. will be utilized ex-
tcensivecly by commercial vessels anld air-
craft operating where loran service is
Th following information on current
users of loliy was compiled from the

1~ree-uirt available in Coast Guard headr-
qunarters. It I~l~represent only informua-
tion I~ reieived. and mayr~ not be comnplete..
In addit-ion to the ves els1 of the
U. S. Navy, Coast Guard, British Royal
NEvy,~ and Royal.;1 Canatdian Navy, there
are a total of at least 57 commercials.
surface vessels reported t'qulipped' withr
loran receivers at the present time.
Tr'\:vntlrv-five of this total are MRI~litimle
Commission vessels equipped with con1-
vertedl wartime type loran receijver-
indicaLtors. Four more of these vessels,
not includled'i in the! total presently
equllllippd, will have their installa:tions
esonpJ[let'('l in the near future. This
representscllt onlly a portion of the M~ari-
time Commrission. vessels that will be
C'-lquilppedl since the total contract is for
Go vessels.
SA few~ of the better known lur,1 ships
1~i-e::uIn' rlytilizinlg loran service are:
8. S. Am~erica, Un~ited States Lines
S. S. Quceen Marly, Cunard White
Star Lines.
S. S. Queen Elixabeth, Cunard
White Star1 Lines.
RI. S. Gripsholm, Swedlish Ameri~ca
M. S. Drottingholm, Swedish Amer-
ica Line.
S. S. M~atsonia, Matson Navigation
S. S. Amlner~ican Heamnan, WCar Ship-
pingf Administration.
Besides thie ships they have pres-
ently equlipped'r with 10ran receivers,
""'ll~-I C'"r~unac Lines and the H.
'V"IIe Co., have each purchased four
nrlritionai~l sets fojr further installa-
tions on their ships~. Commercial fish-
ingi trawlers, private yachnts, and other
smaller ships are also using loran with
marked success.


In addition to the military aircraft
of the Air Transport Command, Naval
Air TranspoD'~rt Serv~ice, Army Air F'orce,
Navy?, and Coast Guard, 10 commercial
ocean air lines using loran are listed
belowi, with the scheduled respective
number of monthly ocean flights.
United Airlin~es__________-- 61
Pan American Airwvays___- 385
American Overseas Airlines-- 235
Air Frane ____________- 35
Sabena Airlines (Belgium)..- 17
KCLM, Rtoyal Dutch Airlines_ 26



Commanudant's exact words as published
in the Fede~ral Register of June 4, 10-17:
'It is the polil-y of the Coast Guard, in
the current adlministllratio of the lawrs
and rlegulations whisting to navigationl
and vessel inspe~ctio-n, to further the
orderly1? reconversionl of the merchiant
marine from wartime to peateetime
operations by simplifying the procedure
involved therein, and bringi-
int about a proper balance between the
factors of safety at sea and this o~rd~erly~
reconversion. W\hile it is not
the policy of the Coast Guard to colun-
tenance willful viola~tions~l of the law~s
and rregulationls or necgligenlrce in meet-
ing= the requirements thereof, netithelr is
it colu~nll~tniptl td that masters ma'ln ex-
ercise all reasonable efforts to comui~lly
with the I~requirclmentls in efftcc~t be cited
for violation on technical grounds.'
"In as much as marine safety is a
relative acnd not an absolute entity, the
matter of pultting~ it into practice re-
qluires much flinlillll and studyl. Safety
standards must take into account the
economics of vessel operation. The im-
position of restrictive measures that
would guarantee absolute safety, would
more frequenr~ltly than not, be impracti-
cable when easlliderinrr the economies
of, the problem. Wherrn such a.problem
does occur, the most practical solution,
of course, lies in a balance between
safety and economy, with proper weight
aIdjiustrnwntl givenl each factor dlependc-
ing on the situation at hand. This does
not mean, how,\\ever, a fixed average be-
between safety and economy for, ob-
viously, when dealing in human lives no
numerical evaluation can be given.
Under many circumstances, it is pos-
sible that emphasis on safety wrilll prove
to be th~e most economical over a long
period of time.
'"We are not ul~nmindful of the appDre-
hension of industry over the possibility
of our overlooking the accepted philoso-
phy of governing and regulatoryT bod ies.
There are those who feel that many of
the Un3ited States laws and regulations
protect everl''tviling b ut the economics
of the industry. This is felt par-
ticularly when considering the number
of Fedrrnl I aencies~ gov-erning the mer-
chant marine and the higher safety
standards of American vessels in com-
pa r~iso.n with. foreign competitors. WTe
recognize this situation fnod seekl earn-
estly to lessen anyg adverse keffects of our
actions upon the marine indlustryg. e
do not want to harass or undluly burde
a vital part of our national welfare.
At the same time, it should be borne in
mnind that the Coast Guard is a public

BOAC, British Overseas Air-
wtay~s Corp____ ___ ____ -
Trans-Canada ____ ____
Northwestt Airlines___________
Aerllinto~ Eir~e; unn (Erie) _____

Toctall ____________ __ -12

At the American M~erchalntl Marlin
Conference and the twenty-first annual
convention of the Propeller Club of
Amer'li(';, held11 in New~ York on October
14;-17, the Coast Guard wNas represented
by several palwns,~'~ most of whom ad-
dressed the panel on U. S. Coast Guard.

Conwandanrr~~llt, was the chali'irmanl, and
Commodore H. C. Sheph~ard, of the Mer~-
chant Marinle Council, wnas co-chairma'n.
Papers lurr-lnted:c~ at the Coast Guard
panel were the following: Effect of
Ra2dar on Collision Law, by Cn pt. J. A.
Kerrin~s, UISCG, secrettary of the Me~r-
chant MaI~rine! Council; Preventive
Mar~itime Safety-whailt is the Coast
Guard Policy, by R~ear Adm. Merlrln
O'Neill. U!SCO, Assistant Co lrn~;Inandant;
Progress and Trends of thle U. S. Aids
to Nav\ientrion System, by Capt. O. H.
Peterson, UTSCG, Chie~f, Aids to Navi-
ga7(lion Division; and Developments in
Louisla~tinn and Reguh0 io~l ns Afflief ing
Marine Salfety, by Capt. R. ]L. Raney,
USCG, Assistant Chief, Office of Mer-
chant Marine Safety. In addition,
Mlr. WcPiiam T. D~utlerl, of the Of-
fice of Merchant Marine Safety, U. S.
Coast Garell'l, addressed the panel on
Maritime Safety, on the subject, The
Texas City Disaster--essons Learned;
and Capt. W. R. Richards, USCG, Chief
of Staf~f of the East~ernl Area, U. S.
Coast Guard, spoke on Air Sea Rescue
in the Norl~th Atlantic, before the panel
on3 Overseas Air Transport.
The following are excerpts from the
paper presented by Rear Admiral
"In a~dmlinis~tering the marine safety
laws and regulations, it is our policy
to do that which gains for us the con-
fidence of the entire marine industry.
It is the Clommandant's desire that the
Coast Guard declare its policy openly
and ab-ov-e board for th~e benefit of those
affected by the application of the coast
Guard's preventive safety measures.
As an illustration of this I quote the

a No data.



salfet?' agenlc with 'xlr Ilpondhility re-
qluiringi attention to other factors than
economuics alone. *
"In re:*nrdc to the ;afcty standards on
American v~essels which a~re hligherl than l
tthose on vessels of some for'cignl comI-
pertitors,l it is the Coast Guardl's po'lil;y,
themiahl~l inlte~lrntiona~l collaboration,11 to
try to us lalll~l:!l the standards where
pro-tcabe.It is preferable to raise
fore~lig sl~rtandards to me~et nur-,' rather
than lowe-r American stazndardls. We
(1hI not Ilu-Tleve, for examplle, that it is
to thle best interest of the merchant
marine, to lower our fire~-p~~revention
standlard-, to meet those of fllreignl mer-
chant marines. It is not our policy to
lower accepted safety standalrdls on? the
igrounlds of economy2 Csimlly-! beeluse
someo other nation h~as lower standards.
If wve were to accede to such a prac-
tice, our standards wouldl be forever
ga~ine downhill and our position as a
worldl leader in ulh affairs would. fol-
low likiewise. Where Afme~rican stan-
dar'ds appear:ll to be runrenanubly~;1, q high,
thley will be moirficed in accordance with
our Ilolicy of strik~ine a balance between
safety and econInIIIl,' but not on the
basis of comparison with foreign
"TIhe Coast Guxard welcomes con-
structivre comments at any time from
members of the marine? industry. We
do so because we feel that these com-
ments will broaden our vision on mat-
ters which affect that industry. In
a pp roudb i n' the comuplexities and ramli-
fient-lionsi inherent in modern mafrine
safety, some problems become so ex-
tensive that they can best be handled
by a 'Ilooliner of effort.' Such effort is
nolrmlly:ll a part of ainy-to--dayl coopera-
tionr between marine interests and the
Coast Guard. In addition, the Mer-
chant Mar Iine Council meets twice
yearly to consider proposed merchant
marine regulations, to approve equip-
ment; to conduct public ]Ia;rines~ and
to provide a forum where problems con-
csP1rnine the pub~llic and maritime in-
rllltry are studied. Thil; is the nearest
applrnceh to 'scjlf-lreguLa7tio~n' that has
!et been d'evi sedt by a F'ederal
age'ncy. *
When rchangeII S are neCe~Ssary to the
marine salfety reFgulations. every effort
is made~F to stabilized such modifications.
Indlerd, this is the guiding principle
hlcl~ind~ all changes. We ask ourselves,
'If wve make this c-afnge,. will it necessi-
tate a furthler change if other circum-
stances dleveloD?.' Of course, our a~-
swer can be~based only on knlovn. con-
ditions alnQ possible future delvelop-

mnents. Beyond this effort, there is no
guarantee that thet Con,;st Guard, or
anly other agene-ll.v, ca~n a~SUre aIbso-
lute stability in laws andrel-
tions. *
"Thiere have been comments that wve
have peInuIIII1Clutedl unnovas.(UreI. addli-
tional remal~intions :Ind unneessary ex-
tensi on of pIlr esen It ronnin.I
woolllj like to questions the~Se commenltS.
In. the first 1IlmeI, the II.Ielan~: I ica la of
any 'unnrcetssary' reenl~inf o iS nlot in.
ne.-ordI~ with Coast Guardl preventive
marine safety policy. Everyolo-~ll knows
thant the goal of marine salf'(>l cannot be
achlievedl byr the mere p.rolmn1~: icrto. or
extlension. of~ a rnt',a~tionl.Al gla
tion~ is conditional regurlatio-n. It is
detsignled for a punlrpose. TLhe intent is
to ;1n.-onl~plish1 the3I1IJIII uro under a cer-
tain set of cond~itions;. W~hen the conl-
ditions change, the regu11:l tilln m1ust
chose aso. Threfore,~e it it can b~e
clearly shown that any marine safety
reI L'ulntilon now in effect is 'unnecessaryv,'
the Coast Guard will takre steps to either
eliminate thlat re enlat(innl entirely or to
mlodlify it so as to bring about a truer
persp~ectiv~e between its purpose and
conditions of neenna plllianrlc.rte This is
a C'oast Guard~i policy in whlic~h I believe
all of y\ou will concur.
"I wTouldl like to call your' attention
to one aspctt of marine safety that is
considered to be of utmrost imporll!ta~nce.
I am referring now to that awareness
of possible danger, and the unwlle.1,o- l
olf the means of preventing it-- in other
words, marine safety mindedness. It is
with this aspect of marine safety more
than any other that the entire Coast.
Guard is indoctrinated.
"'In our endeavor~ll to broaden marine
safety mrindednelr-si;. we seek to encourage
the mazrinrer, the passenger, the vessel
opral-l;tor,' and the genelra;l public to think
in terms of marine safety. Although
the Coast Guard has found no magie
inroadt into the minds of men, it has
sought in all its relationships with the
seaman, the marine inldustrl' and the

marine safety.
"A successful program'~ll of marine
safety mindedness requires more than
publllishing~ facts and figures. It neces-
sitates a marine salfet\' attitude and ap-
titude on the part of the Coast Guard
personnel. Responsibility where there
is a possibility of loss of lifet or other-
marine casualty, is a veryT serious mat-
ter indeed. Because of this serious-
nFss, the assignment of personnel to
maritime safety dultirs must he given
eareful cocnsideration.n



"It is only proper that those whom
the Coast Guard serves, shlouldl expect
to be served by the most talented and
most experienced personnel available.
It is most important that the naviga-
tion and inspection laws and regula-
tirons be interpreted by exprIerts, indcivi-
duals who, knoiwinlg the objectives, can
determine how far it is reasonable andi
practicable to go in ncl.-omplllish Ing; such
aims. We do know that detailed
r.-tai;ldard and specifications are likely
to be taken too liter~ally by an inex-
perijenced insp~c~tional~l force. It is ree-
clnnindjt, furthermore, th~at there should
be somte policy that when des~irablel per-
sonnel are obtained they should be
permitted a continuity of association
wSith maritime .safety~ wolrk. Such a
policy would not only14 benefit thle Coast
Gualrdl by a more efficient administr'a-
tion of its duties, but would, benefit the
indtustry~ through a1 conltinuedl relation-
shlip with personnel with which it is
accustomed to work. This is exactly
the policy the Consull:nloul~~l lt has been
advoca(_ltiL for some time.
"Ai balanced safety organilzation.l lire
a balanced mercharnt marine, requires
interested and carlblel~~ individuals from .
more than just one walk of life. In
line withl this, one of th~e sources to
which the Coa~st Guard will resort for
officer Ilob c rial, to be ass~igned~c to pre-
ventive marine safety duties, will be
the merchant marine."
Hurricanes which struck the Flor~ian
and Georgia sections of the Atlantic
coast in September and October caused
damage to the navigationlll aids which
was costly in the a ge Sreg t but which
was not greatly concentrated in any
one area. D;mme~l was r~estrictedl for
the most part to minor aids and un.
attended structures.
The St. Johns R~iver Lightship, at
the entrance to the St. Joh3ns River,
FM:.. was blown from station. on two
occasions, but was replaced within a
matter of hours. Rngel~t light strue-
tures in the Savainnath River were de-
stroyed or amongedr~l~ and other destrue-
tion was reported'tr~ in various rivers,
inlets, and exposed sections of the I?-
tracoastal Waterway. There was also
damagel~t to aids in the TI~ran-Statee Wa-
terway and Lake Okeechobee. D~e-
struction or donin1;ge of aids in the fol-
loinnel areas has been reported: Flor~ida
Reefs, F'ort Pierce Inlet, L~ake WFSorth

Inlet, Port Everglaldes, the Indian
Riv~r, and the vicinity of Jupiter


Competitive examinations for ap-
`"linalentii as endtl at the Coast Guarid
Acaldemg are to be hrld on Fe~br~uary
16-17, 1I)481 3 months earlier than has
been the practice in previous years. A
chimesl~~ has also been made in the age
limit re~quiremrents, the cont ro'l~llllin da~te
now heling~ July 1 of the year in which
i~rllml-2elt i.
B-ec~ause of the early date on whlichl
the cadet examinationss are to be lild,
bothl headquarters and the district Coast
Gualrd oftices are nan~kinlg plans now for
the usual campal~ignl to secure cadet
material. Offi~ers will visit nlee~ctiredite
schools, announcements of the examina-
tions will be posted, motion picture
films will be scheduled, and other efforts
made to bring the matter to the at-
tention of the public.
The followringi are the present require-
ments for cadet calndlidaftes: This exr-
aminaztion is open to unmlarrie'~d, quali-
fled young men, military or civilian,
who will have reached their seventeenth
b~ut not passed their twenty-second birth-
day by July 1, 1948. Educational re-

crledlitedt high school or preparatory
school, the course pursued eularliingl a
minimum of j15 units of credit earned
by June 1948. Of the 15 units nceedl:d.
7 are from the ree niredl subjects;
nonlyllc~, 3 units of Englriish. f2 units of
aIlgebra, 1 unit of Ulane geometryl'g and
1 uni~t of physics. The remaining 8
units may be from optional sulb jects
such as Inneouse:~Yt, science, mal;thematics.~.s
hiistlry', Enulish. ,etc.
To qlualify phylsic-lly,v a candidate
must be in perfect health, between 66 to
76 inches in height, with we~ighlt in pro-
portion, must have 20-20 visionl un-
correctedl, in each eye; an~d must have
a minimum of 210 vital serviceable nat-
ural teeth,
No wiaivers are granlte~d for admis-
sion to the Academy.
The Coast Giuard Academy, located
at New LundonI1I Conn11., prepa~res young
men for careers as otlivers in the Coast
Guard. Upon completion of the -I-yealr
Ionuinleeringq course, a endtet is elieiblle
for a commission as enrsign in the Coast
Guard and a bachelor of science detgl~ree
in enigineering.




The Coast Guard radio and loran
station at Iwot Jimla wYas struck by a
typhoon on October 9, considerable
dunllnuel hering done to several of the
bu~ildillgs, but loran transmissions were
off't the air for only 13 hours and 34
A pre~'liminar'y report indicated that
ends wvere blown out of quouset huts,
sFheet-lnetal enve'tring~ peeled off, and
windows dutll .1.*d?~ and that water
damage was extensive. Seas were very
heavy and there wcias torrential rain,
Wind indicator brok~e at 160 miles per
The promptness with which loran
service wa~s restored was hlighly comn-
mnendlable~ in view~ of thle d~:~~amage to

Thii station was also ser~illusly dam-
agell by a typhoul-lln on August 15, 1940l,
and thle Okiinawa station in the same
chain experienced a typhoon in. Oc-
tober 1046t.

Coast Guard Spars of World War II,
the former members of the Wlomen's
Reserve of the Coast Guard, will hold
their first reunion in Washington, D. C.,
on November 22-23. This wrill be the
first all-civilian national reunion of
women veterans of Wxiorld War II, and
it wFill also marki the fifth ann~i\-ersary
of the founding of the Spars.
r The Spnar reunion will be held at the
Hotel Statler, where th~e opening ban-
quet wvill be aIdlllessedi by Dorothy S.
Stratton, wYartime captain and national
director of the Coast Guard Wmomen's
Reservoe. Admiral Joseph ~F. F'arley,
CI-nlunansllan t of the Coast Guard; Rear
Adlm. Merclin, O'Neill, Assistant Com-
mndanil~t; and Vice Adm3. 3Lloyd T.
C'halkeir, rettiredl are to be guests of
Of the 12,000 members of the wPartime
Spar rniztn a representative
grrloup from all parts of the United
States and several foreign. countries is
expected to foregather in Washington,
The hurricane which struck the Gulf
coast on September 18-19 seriously
damalged the aids to navigation in the

entire area from the Mlisissippll Rtiver
passes ea~stwtard to MobIih Alal. All
light towers stood with little (1~una;1co.'
but practically all li-lhtl'd hun.1si weree
extillguidwd~ l or cldiplacedt aznd pralcti-
cally every minor light structure sus-
tainted some I1tunI~g** Thle most ser'i-
ously affecitedl chaLnnecls were those leadr-
ing~ to M\obrile, Pasone:~l~ll~ ..u BilUxi, mulI1
G~ulfport. Aid in thle Intrac~oastal Va-
te~'~rwy wFFere also Iextlensix-.-l;y I:1Ino~.( .a.
On the dayi Tlllo\\ ing~ the hurrienine,
all tenders ba:sedl at 31..Inile anc New
Orleans proceeded to their ;I use-dc
areas to repair' the damage to aids, alnd
to mlake temporary e~lstablishlments an1t-
ticient to muake Ilnlicl~ilan safe. WiVth-
in a weekr of the timle the hurricane
struck, all .h-th-lime-lI..-s in huo~yage in
Pensacola, Mlobile, Pascozenal11,1. Ship
Island, and Gulfpsort chatnnecls hald been
correctedl, and wiorki was I1.;lu-nere--wing
on thle repair of the minor light strue-
tures or the temporary substitution for
them of lighted buoys.
theylight station in the path of
the ]lurricane~l sustainedl some d;one.-,~
but so iar as known, no major sea-
coa~st light failed to show its -ipnllsl
on any nial11. Damage to these sta-
tions consisted of loss of wharves'
walkwmays, Illlrlches~, and cisterns, and
the undermining of dwe~cllillgs and oth~er
buldng.Salt wvatei'rr etring~l machin-
ery rooms put generators and batteries
out of nI. and at many stations
standby anipun!11 at1 had to be placed in
service. Ship Islatnd Lighlt Station wats
pr'obably the worst hit.
Sandl Islandl Lig-ht Station, South
Pass West Jetty Range Ftront Light
Station, and Southwest Pass East
Jetty Fog Signal Station were evacu-
ated prior to thle hurricane, with lights
and radiobeacon in operation,
It appears that very little of the
detructinnill and damage to the aids
to navigation was caused by wind, most
of it be~ing due to the storm waves
which were built up by the high wmind.


A traveling exhibit of mounted pho-
tographs, showing the various activi-
ties of the service, h~as been prepared
by Coast Guard headquarters, and will
be circulated among schools and li-
braries having appropriate ila
facilities. The pu~~.r'pose of this exhibit
is to acquaint the general public with
the normal peacetime duties of the
Coast Guard, and also to call attention
to the advantages of a career in the



service, either in an enlisted status
or as an officer.
The pholltllgraph. mounted on cards 25%r/ by 201.. inches
in size., and are suitably titledt, ready
for dispiny. Te exhibit may be ob-
tained by appropr'iate organiza~tions on
;Iglr'clmentl to pay shipping cha~l.rges.
A schedule of showings is now hecing
arranged. Aplil:tions should be adl-
dressed to the Commanda;nt, UI. S. Coast
Guard, W~ashing~ton 25, D. C.

The final f~rinding of the Coast Guard

explosion onl the FrI''. III S. Sj. Gravl. ll
usllinlli.~.m. Or'ille to a close the Coast
Omand's ~ inedino,i proceedings into
this ensualty.
T'he Commandant concurred in the
B3oardc's opinion that:
(1) The? tire in lower Nuo. 4 hold of
tle! S. S. Gfrurjcandeap started between
8:10~ a. inl., April 16, 194/7, the time the
illh-upsh..renwnI entered thle hold, and
8:20 a. m. that date, wrhen it was dis.
covered, and tha~t the fire wans probably
caused by unauthlorizedc sm-ok~ing in the
(2) TIhe fire could have been. extin.
guishedc in its early shaw<~~ if water had
hecen applied by meanns of the fire hoses
of the G~randaccmp immelrdiatelyl after
discovery of the fire.
(3) Even if the fertilizer had been
de~scribed~ in all shipping~ papers as
"ammo~niumm nitrate" the end result
would have b~een the same.
The Commandant has reviewed 110.
Board's I~llrllranInisin~nth.ns togc~lther with
pert'.inen~t laboratory is**(<. and aIIPproves -
the following action:
(a) Submlission of Board's report to
United State~s Attorney General, look.
in,, toward assessment of Ipulnities
:min--tI the ocean whippe-!tr for violation
of section 146.05--13 (a), (b), and (c)
of U. S. Coast Guard Icregulatilons.;; ex-
plosives or other dangerous articles on
board vessels, for failure to notify the
vessel operator in advance regarding
the characteristics of shipment.
(b) Reportinle of S. S. B5randcamp n
operators to U~nited States A~ttorney tj
General for violation of section 146.02-14
(dl) of aforemnentione~d regual~ laions for
failure to notify Coast Guard of damage
to containers.
(c) Submission of the Board's re-
port to the Interstate Commerce Com-

mission for its action relative to the use-
of a correct des~crip~tive shijpingK name
by the o~'iriginni shipper in accordanzce
with section 417 of the Interstate Colm-
meICrCe Cl'onuni.msii. u regulations gov\elrn-
ille the transportation of explosives and
other dangerous articles by land.
(dl) Refer~llinge th~e Board's recom-
mendations relative to publlicantioni of
Special manuals, establishment of fire
fighltine- beol Hanmmable containers for onekagliing of
thle ammonium nitrate fertilizer~, to thr

the hazard of ammonium, nitrate.
(e) Requir~ing an increased emphasis

ous arlticle~s andc procedures for pre-
ven~1tionl anld ex~tinguishmen t of fire in-
T-olvine, sucth car'gn=-s be incorporated
in examinations for lien--iner of masters
and mates of American merchant ves-
Action already taken by the Coast
Guard involves an amendment to the
hazardous Cargo~I. regu~laticlns (Augus~t 8,
1941-7) requiring a permit when handling
in excess of -I1fill pounds of ammoniumn
nitrate fertilizer on board vessels, and
Icrlluir'ili" the loading and uuinloiurlin of
such on ego~r to be tionel at areas remote
from popmensl~ll centers as dlesiguntedrr by
local, Coast Guard representatives. On.
April 23, 1947i, the Coast Gunrdl~t required
vessels handling ammonium nitrate fer-
tilizer to provide a fire wa~tchl and re-
sp.ons~ible persons to acquaint themz-
selv-es with texisting~ regulations for the
elll ning and plrel ; 'l rt iol of cargo holds
for Iraloain~.
The Ilhi~lnsuphlli- of the Coast Guard
r'egulations entitled, ''Expllos~ives4 any
Other Dnllge! ousl Articles on ]Board
Vessels," April 9, 31941, is that threy are
self-regulating andl Ilclicvine. While it
is true that various governmental agen-
eies prescribe rules enve\riner interstate
commerce in the interest of the pub-lie
welfare and protection, it is a respsonsi-
bility of private industry to take appro-
1.viater steps to protect and guard their
property :Ia.inst~ thie hazards encounzt-,
eredl in the courses of tradeli.
The Coast Guard pIroposes~ to takre
Iprompilt and vigorous action th~roughS the
Fe~~lera~l courts whene violation of haz-
ardlous cargo rtgula~tionsl are mII(,~ lcvred
as a deterrent aga~in9t further noncom-
p~liance with such regulatic'ns.
This report does not cocnlclude,, nor is
this a part of, the Sellcretary's sPecial
inlteragencytn l committee on3 thze Unznrd~
of ammonium nitrate, nor the dlelib~ern-
tions of the Presidezt's conference on
fire prevention, which designated a ecm-



mittee to consider the hazards of am-
Inaniuntl nitrate.
The recommendations of the 14 tech-
nical suheomumittees of the Unitced
States Slflety at Sea Calnlnittc es, were
studliedl in general session on October
21. Th~le recommendations have be~n
rrlconwa~liatedl into a draft which will
gulidel thec United States de~legt~~lion at
the international conference on safety
of life at sea, which will be held in
Londtonr on Aprril 16, 1948.
The present international convention
was drawnn l up in 1CI"! to establish, in-
ter~nationtal standr`lds for salfr ship con-
stut!'l'iOn, Tifemovrin= construlction,r life-
savinr andt rad~illtelegrapli. 1-1
Since that time technical and scientific
:Id\.lances have made possiiblel the adop-
tion of improved measures looking to-
ward g~reazter safety. Commnittees of ex-
part, rereenineall interested agen-
cies of the Government and all branches
of th-e maritime industry have been en-
L'a7Sed for the past 2 years in formulat-
ing these measures. Their recommen-
Onl:tions. if adloptedl at London, should
make future vessels markedly safer.
Prne~tirn11v all of :)hoseI recommenda-
tions involve mautters~ which are alr~eady
covered by law or regulaltio-n applying
to American vessels, so that their ac-
cepltanr.e will not impose any additional
expense to our merchant marine.


Newv editions of the pa~mplellts. Buoys
in 'Waters of the United States, and
the Sign jitia7nc~e of Aids to Marine Navi-
gotin. have just been issued by head-
quarters, providing a new supll?' of
these p~ublientonns. Changes in both
pumpbhlets are minor,
These pamphlets are matde available
for instruction in the use of the aids to
marine navigation, and are much in de-
mand for classes in piloting and small
boat handling, and for the use of the
Coast Guard Auxiliary,

The October meeting of the Clhesa-
peake Section of the Society of Naval
Architects and Marine Engineers was

held~t at the Coast Guard Ylard, Curtis
Bay, 1Md., on. the e~leven~lth. The pro-
garam consisted alt an inspection of the
yardt I;o~ilities~ and of certain Coast

ous vehicle Duklw, the 25i5-foot tur-
bine-electric bridge controlled cutter,
and various lifel-sa~ving boats. At a1
techlnicall se~ssion held inl the afternoon,
the folllr\inavin papers were preselte~d by
Conlst Gual~rd personnel: Const Gualrd
Lif,-Saving Boats andi Amphibious Vre-
hicles, by Commander W. E. (''llrledon,
USCG; and Bridge-Controlledl Turbo-
Electric 2~.-..-Foot Coast Guard Cutter,
by P". G. Tomalin.
Cormmander Creedlon's paper on Coast
Guard L~ife Saving BoSats and Amphibi-
ous Vcehiclles described the various typles
of boats carried by Coast Guard cut-
ters and Iledr by Coast Guardi store
sitaltionsl, and also coveredl fullly IIhe
use of a\mphibiousi vehicles. HEe dle-
scribed inl considerable deta~il thel war-
time tl.\ever lll~lop n of the Duckwo, and the
trannsition from an already developed
Ilicavy-cluty truck then in actual serv-
ice t'o an amphibious vehicle on pulelll~
of operating on either land or wTater.
The paper also dlscribedlrt the Coast
Guard's experience with 10 Dukwo's ac-
quired in 1944 and distributedt to life-
boat stations along the Atlantic coast.
It Iplintoo~l out that the stations were
well pleased with the vehicles and their
ability to negotiate sandy beaches and
surf, but that dleterioration was rapid
and the vehicles as then designed and
built not adapted to Coast Guard use.
Commander Creedon next described
the development of the Coast Guard
modified Dukw, concluding with the
statement that the future of the Dukwl's
in the Coast Guard rests in the pro-
longoation of their useful life and the
Reduction of time and monley rc'qlilred
in ma~intaniningi them in. good operating
Mr~. Tomnalin's paper on the Btridge-
Controlled Turbo-Electric '.5.1-fo~ot Cut-
ter, described the numerous features
of the hiull and machinery which differ
somewhat from usual practice. The
following quotations are made from
his paper :
"The design or the vessel, hull, and
machinery, is such that the vessel is'
suitable for opera~ftion in ice. She is
not an ice breaker but is strengthened
for ice operations, and her machinery
plant is so designed that no difficulty
will be experienced with ice or slush
in the condenser, sea chests, etc.
"The framing of the upper and lower
chords of the girder is longitudinal and



the sides are transverse. Transverse
framing was used so that the decks
could be utilized as ice strengtht. Lon-
gitudinal framing was '.--esI to provide
the necessarry ]longitudinal~l strengl~th of
the ship as a wrhole.
"Thle propulsion machinery plant is
operatted synchlronous thr~cughl a gen-
el~raor frleqluency of (-0 ovl.-<.
whliCh corresponds to sharft speeds of
-1 c180 revolutions for'1 minute. The
Il1:lat is of the central power plant
type, within major auxiliaries electri-
cally driven through transformers from
the propulsion buss. Speed changes
are controlled by! changing~ the cip.--ed
setting of thle main turbine gcrvernllor,
tlllinlL'h the pilot house or cmineill room
motor is by a~utomlatic control.'"

R~ear ,Adm. F~nran D. High~ee USCG
(H~et. ) was recenttly awarded the Bronze
Star Model;1 for his parllt inl the initial
invasion of Ley~te in 19)44. The presen-
tation was made aboard the UJ.S.S.
Hlerna, by Vice Adm. Wmalter S. De_
Lanyi, USN. The citation. read as fol-
lows :
--ForII heroic service as ch~ilve'l in charge
of a special advanced ben;chi party dur-
ing the inlitiall invrasion of L~eyte Gulf,
Ph]ilippine Tw1;nsuls, on October 20, 1944.
Landing with the third wave in the face
of ('I('nt~ fire which sank two of thne
JlUl.ts. Rear Admiral (then 'Captain)
Highee directed his party in sounlldine.
and rr'., ring thie beach under
hostile fire and rendered valuable as-
sistance in landing the first tanks. By
his courage and devotion to duty in calr-
rying out his mission on an open beach
raked by Japanese fire, he secured in-
for~mation vital to the success of the as-
sa ul t thereby upholding the highest
fraditionsri of the Uniitted States Naval
Rear Admiral High~ee is authorized
. to wear the combat "V."
Landings in F'rance is the title of the
latest of the Coast Guard historical
monographs to be prepared for publica-
tion, this volume of 310 pages now be-
ing in the ha ndls of thle printer. In-
tended as a first narrative, which will
be corrected and amplified after service

readers have had an oppoc.rtunity to-exr-
amine it critically, the new mnocll~graph
will be given a limited distribution.
Landitines in F11;rance is to a lairge ex-
tenlt thze story of the operations in Nor-
mandy, and the works of the transports
Bar!,fit Id. Samuuel Ch~ase, and J~osephL T.
Dickm~lan, although some space is giv-en.
to the occurrences in southern France.
The account begins with the plans and
preparations for the Norma~ndy land-
ings, and the pattern which, the invasion
wras to take. The work of the various
Coast Guard manneIIFd transports is then
d~la;iledt. along with accounts of the
activities of other Coast Guard vessels
such as the Coast Guard Rescue FIlntilla.
The text of the newt monograph is in-
terspersed with many accounts, bo~thl
those of atn official nature prepared by
various commanding cffi er~s, and those
more personal in treatment. Mwrl~h
vatluable material is also contained in
the ;I'l'llov0.0Ices which include a chrono-
]Inch-i. account of the operations of the
U. S. S. Jlo iljh T. Dickmanr, a summary
of the fifth year of Worldl War II, a list
of Coast Guard vessels which partic~i-
patedi in the invasion and bombardment
of the coast of F~~nrane. and a list; of
Coast C0 no lrd malnned ships entitled to
operation and engagementU1'1I stars.

Mlorris (W7SC-147)
Ordered detached from 11 CGD and
movoed to Mool)lilrings, Kenny[.17ile, 1Wash,
for storage.
Air Growu (W-AVR-416i)
Air M*.*!llardr (WA;~1VR---137)
Air Pelican (WACTVR--445)
Ordered detached from 11 CGD and
mooved to Hoorings, Kennygdale, Wash~.,
for storage pending disposal by MaRri-
time Commission.
Winonac (W;PG--65)
Permanent station channged from
Seattle, Wash1., to Port Anugeles. Was~h.,
effec~tiveC on arrival.
31adrt~rOna (WAGL30~2)
Permane~ tnt station c~hangedtc from
M~iami. Fla., to, Portsmouth, Van., effeec-
tive on arrival.
Air Prt I ridge (WAYB~ 1-i-4- -)
Air Peacook~ (WAVR45)
Air Ta~nager (WAVR--472).
Ordered detac~hed1 from. 12 CGD and
mov~ed to Moorings, K~ennydale, Wash.,,
for storage spending disposal by MaI1ri-
Stime Commission.



Legarre (WSO--142)
Placeld in active status on S~-~eptembei
4 from "in. c'onunissionl in reserve.
Permaanent station des~ignatdc~ as New
I~cedfordt, Ma~ss., effective as of July 25,

Wh~Vi~tc Lupinec (WABGIr.140)
Accepltted by Coast Guard in 8 (CGD

SptelTcmber T,. Petrmanent station des-
i~ign~ted as D~etroit, M~ichI., effective Sep-
temberhr 5, 1947*
White Aldrlc, (WAGCr541)
Pinced~ in commission on September 3.
P1!rma~nent station. desigrnated as New
Orlean~s, La., effective September 3, 1917.
Placed in commission on August 29
at San. Pe~dro, Calif. Permanent sta-
tion designated as Sanlta M~onica,-Calif.,
e~ffective on arrival.
Kirreall (WCSC--143)
Decomlmissioned' at Cleveland, Ohio'
on ~September~l 2, 1947.
Hibiscus (WAGL-218)
Delivered~ to Mairitim~e Commission on
~June 2(1, 1947, and sold that day to M.
Silv-er & Son, South Portland, Miaine.


Baker, Lee H., Captain.
MIorine, Le~on H., Conmalnder.

Wa~fters, Jr., John M., Lieutenant.
Althe~imer, Donald W., ARMlc.
Berry, Oliver FZi., ACMM.
Boone, James A., AMMlc.
B1ryzeki. Leo, ~ACMM.
Cebula, Robert, ARM2e.
Cookr, Arthur T., ACMM.
Eldr~idgr, Cozie, ACMM.
Fisher, Alvin N., L~ieutenant.
HElaas, H-oward L;., AMI1lllc.
Hallen, Geranlld H., 810.
Herpel, Jr., William H., AMM~le.
Gawry~siak, Edward, AbIRlMc.
-Jabl-onski, Jr., Gus AM M~Ie.
Josepli, Anthony R., ACMMR.
M~erritt, Richanrd B., AMMIR~c.
Mills, Sterling G., AMMB~c.
O'Leary, Robe~rt, AOMr~c.
Osborn, Rihard C., AIlll7c.

Peistrup, GarnairdJ TC., A\~nIM21.
R8obbinls, Merton AI., AEl'l'lle.

Se'llrlioning Ruldolph H., ARMlc.
Scripture, Dor~is XI., L~ieutenant Com-
ma-nder (WR~).
Shaffer, John L., .\R3~11.
Silluolcll, JamesC~ P)., AltIMIc.C
Smilari, Julius J., A~M illc.
Smith, Lytle C., Ac.1111.
Somerville~, John M., Atlulle.

Wesolowcski, Ailvin J., .\:ll)11.
Weterhore.~l MerwnIn E., Al~Illcle
Whirdden, Charles D., PR23c.


Smith, Edl. H., Rear Adm~iral, Cross of
Commander of the Order of Danne-
borg, First Class (Daznish).


The folil\owing chalnges?- in assignments
'v~ere made during the week. ending
September 5:
Commander John N. Zeller, Fiirst Coast
Guard District office to Bibbf (XO).
Lt. Comdr. Harold W. Parkrer, Bibb to
Ftiirst Coast Guard D~istrict office.
Th~e following changes in assignment
were made durl~ing the week ending
September 12:
Capt. Etl wa rd E. Hahn, Jr., Twelfth
Coast Guard D~istrict office to Mlinne-
tonka (CO).
Capt. Clarence C. Paden, Thir~d Coast
Guard District office to Taney~ (CO).
Comlmandler Ralph R1. Currey, Fifth
c`'oast Guard District office to base,
Portsmouth, Va. (CO).
Commander Car'l G. Bowmtan, To'nel a to
Twelfth Coast Guard District ofiee
(C. 'es i.)
Commander Clifford R. MacflLenln,
.llianclrtonka to ]Eastern Inspector's
Commander K~arl O. Z. Zittel, Third
Coast Guard District office (Dr. Aux-
iliary) to Third Coast Guard District
office (Cih., Pers. Div.).
Lt. Comdr. John L;. Olsen, Base Ports-
mouth, Va., to WTillowl (CO).
Th~e following chanrger s illn asigvunment
were mzade during the we~k: ending Sep-
tember 19*
Commander Chester McP. Anderson,
Eleventh Coast Guard District of~iee
to Ironwood (CO).
Commander W~illiam S. Do~lnndsoln (R),
Headquarters (MIMS) to Marine In-
spection, New Orleans, La.



(.coruranndolr Theodorelll~ J. Fabllik, orders
from First Coast Gua~rd District of-
fice to yard unwnr~rthd; to Academy,
New London, Conn.
Commander Geor~ge W. H~oltzmann,
Tr'l;inlin*: Station3, Groton, Conn., to
Duanrl2e (XO).
Comumandler Howardl A. Morrison, Tanth
Ct ast Gua~rd District office to Kla-
'm~athl (CO).
Commlandler Hollis M. Warner, Klamath
to Ninthl Coast Guard District office
(Chz., P-ers. Div.).
Lt. Comdr. Richard .H. F~airman, Fourth
Coast Guarud District office! to depot
Gloucester, N. J. (Engr. Repr., Third
Coast Guard Dist riet).
Lt. Colultlr. D~onald 1M. Morell, Cedar to
Bittersaoeet (CO).
FThe followning changes in assignments
were m-ade during the wfeek ending Sep-
tember 2i:
Commallfnderr Joseph A. Bresnan, Ing~ham
to r:lcherokee' (CO).
Comnmanlder George I. Holt, Tenth Coast
Guard D~istrict office to Ingham (XO).
Comnmander Gilbert I. Lynch, Third
Coast G no rd D Listrict office to Camp-
bell1 (XO).
Commander Hown rd1c A. Morrison, orders
Tenth Coast Guard District office tO
Klarmath. (CO) canceled.
L~t. Comdr. Julian J. Shingler, Duavne
to 7 iriton (CO).
Lt. Comdr. Orvan fi. Smeder, ETscan~aba
to Her~mes (CO).
Lt. Comdr. Carl S. Studley, Bittereweet
to Escanaba (XO).
The following changes inl assignments
w~ere made during the weekr ending Oc.
tober 3:

Commander David H. BEartlett, B3ase,
Ruff'alo, N. Y1., to Focurteenlth Coast
Gualrd office (furns;).
Lt. C~omdr. Loren 3E. Brunner, Head-
qluar~ters to Bebago (XO).
Lt. Comdr. Harry~ F. Frazar, M~arine In-
'll'ctioni Philadelphia,"Pa., to Anldro-

Lt. Comdr. William C. HEart, Field Test-
ing and Development Unit to Aculrsh-
net (XO).
Lt. Comdr. Harry A. Oest, Headquarters
to Tlrrcn (EO).
The following changes in assignments
were mal~de during the weeki ending Oc-
tober 10:
Commander Robert 8. Le~kyv, orders
MohawkrF; to Ra~safr~as amiended; to
Gentian (CO).
L~t. Comdr. Victor E1. Bakianas, Ninth
Coast Guard Distr~ic~t office to Mlinie-
tonkta (XO0).
Lt. Convilr. Jonas T. Hagglove, Chrerok-ee
to base, Portsmouth, Va. (XO).
Lt. Cornldr'. Edwin B3. Ing, nir station
Eliz~abeth City, to air station San


Commander Char~les R. Peele.
Lt. Comdr. Ralph G. Jenklins."
L~t. Comdr. Gustave A. Loblse.
Lt. Comdr. Gunner 31ngnusson (R).
Chief Boatswain. Adolph Rohdin.
(_hlirf Boatswain Georlge MI. Sc~hellenger.
Boaltswrain Raymond E. Cash.
Machinist Charles G. Johnson,
Machinist John F. Crookrs.

o. S. Sornrr*rI NTrw PRrTNGl OFICrs19

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