THE STRANGE NAVY THAT SHIPPED MILLIONS OF JAPANESE HOME
Japanese surrender in Malaya, 1945
When Japan formally surrendered on board the USS Missouri (BB-63) in Tokyo Bay on 2 September 1945, there still were seven million Japanese soldiers and civilians scattered throughout the Pacific and Asia with no way of returning home. The Allies had so devastated Japanese shipping during the war that few transports remained. There were some grumblings among U.S. officials who thought that it was Japan’s problem to rectify, but it was quickly recognized that after suffering under Japanese occupation for years, countries such as China and the Philippines should be relieved of the burden of stranded Japanese troops. There was also a need to return the million Chinese and Koreans who had been taken by the Japanese for slave labor.
By mid-September, a plan to repatriate Japanese personnel and revive the Japanese economy began to take shape. The U.S. Navy established the Shipping Control Authority, Japanese Merchant Marine and the Japanese Repatriation Group, known collectively as SCAJAP, under the Commander, Naval Forces, Far East (COMNAVFE). RADM D. B. Beary commanded SCAJAP with RADM Charles “Swede” Momsen serving as his chief of staff. SCAJAP developed regulations for Japanese shipping rights, laws of the sea, and safety rules. SCAJAP then assembled a fleet to transport cargo and another fleet to be used for the repatriation operation.
IJN Hosho
To hasten repatriation, SCAJAP gave Japan 85 LSTs and 100 Liberty ships that had been slated for decommissioning. Because the plan called for the ships to be operated by Japanese crews, all the instruments and hatches had to be remarked with Kanji. SCAJAP also repurposed any seaworthy vessel it could, including warships, for the mass repatriation effort. The Hōshō and Katsuragi, among the few Japanese carriers to survive the war, were given new roles as passenger transports, as were destroyers such as the Yoizuki. The ocean liner Hikawa Maru, which had been converted into a hospital ship, was used to gather thousands of men at a time. The fleet of castoffs eventually grew to about 400 vessels. The Japanese government was responsible for providing the crew with all food and supplies. Fuel had to be bought through U.S. authorities.
Because the rising sun flag was abolished following the surrender, the ships of SCAJAP were given their own flags. Japanese-owned ships with Japanese crews flew a blue and red pennant modified from international flag signal code for “Echo.” American-owned ships with Japanese crews flew a flag of red and green triangles based on the signal code for “Oscar.”
IJN Katsuragi embarking Japanese prisoners, New Britain 2/28/1946
Unsurprisingly, many American servicemen who were waiting to be shipped back to the United States were not happy with the effort. They complained that their return was being delayed because resources were being used to accommodate the same Japanese whom they’d been fighting only weeks earlier. Officials explained that Asia would not recover without immediate repatriation, resulting in more Americans having to stay longer to stabilize the region.
The operation was conducted quickly and efficiently with only a few incidents. One fully laden ship sank after hitting a mine near China but only 20 of the 4,300 passengers were lost. In another incident, there was outrage when the public learned of the appalling conditions of a ship that was overcrowded with women and children being returned to Taiwan. Korean refugees on another ship almost mutinied against the Japanese crew because of what they believed was inhumane treatment.
The removal of hundreds of thousands of Japanese civilians on Taiwan also was problematic because many had lived on the island their entire lives and considered it their true home. Most wanted to remain, but the Chinese announced that they intended to use any Japanese on the island as slave labor. Against U.S. objections, the Chinese also created ways to extort the Japanese being repatriated by charging them for the transportation and inoculations that the United States was providing for free.
SCAJAP ships also encountered bitter feelings that remained from the war. When a couple of Japanese-operated ships pulled into Hawaii for repairs, the crew was not permitted to go ashore.
The repatriation effort was conducted at a remarkable speed. It was initially estimated that the operation would take until July 1947 to complete, but In March 1946 Momsen projected that the repatriation effort would be complete by that May, with the exception of the 1,700,000 Japanese who were being held by the Soviets. SCAJAP earned additional praise from the Japanese government for returning the exhumed remains of thousands of Japanese war dead from far-flung places.
A SCAJAP LST at Inchon, Korea, 1950
SCAJAP’s repatriation operation was an extraordinary logistical achievement that played a significant role in the postwar recovery of Asia. After completion of the operation, SCAJAP ships would soon be called upon to transport men and equipment to Korea, providing crucial support in the amphibious operations at Inchon and Wonsan.
The signing of the Treaty of San Francisco on 8 September 1951 meant that Japanese ships could again fly the rising sun and operate under policies developed by the Japanese government. On 1 April 1952, SCAJAP was dissolved. Many Japanese-crewed ships remained in the service of Military Sea Transportation Services, drawing the ire of U.S. maritime unions, which charged that the practice was depriving Americans of jobs.
Info from: U.S. Naval Institute
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Military Humor –
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Farewell Salutes –
John Burson – Atlanta, GA; US Army, WWII, ETO, Bronze Star
Old Glory, courtesy of Dan Antion
Dan Corson – Middletown, OH; US Army Air Corps, WWII, ETO, Lt., 401 BS/91BG/ *th Air Force, B-17 co-pilot, KIA (FRA)
Robert Cross (100) – Yorkton, CAN; RC Air Force, WWII, ETO, mechanic
Charles Crumlett – Streamwood, IL; US Air Force, SSgt., weapons load chief, 90th Fighter Generation Squadron, KWS (Alaska)
Roland A. Hall – Hurricane, UT; US Army Air Corps, WWII, PTO, 188/11th Airborne Division, Bronze Star
Richard J. Kasten – Kalamazoo, MI; US Army Air Corps, WWII, ETO, 1stLt., B-24 navigator, 68BS/44BG, KIA (FRA)
Matthew Langianese (103) – Moab, UT; US Army, WWII, ETO / Korea
Gerald W. Miller Vienna, VA; US Army, WWII, cartographer / US Navy, Korea
Ira “Frank” Moseley (101) – Conyers, GA; US Army, WWII, ETO / US Air Force
William L. Reichow – Decorah, IA; US Army, Sgt., 11th Airborne Division
Leroy J. Schoenemann (101) – Lyons, TX; US Army Air Corps, WWII, PTO, pilot, 64th Troop Carrier Wing
Brooks Winfield – San Rafael, CA; US Navy, WWII, PTO, Radioman, USS Oklahoma, KIA (Pearl Harbor, HI)
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The History of V-Mail
Jeanne, who pens the excellent blog, “Everyone Has A Story” has this historical and interesting article from WWII…
Joy Neal Kidney also did a post on V-Mail…
Admiral Chester W. Nimitz
“Our Navy” mag, 1 September 1946
Chester W. Nimitz : “Every Man’s Admiral”
(excerpts from “OUR NAVY” magazine, 1 September 1946)
He hailed from Fredericksburg, Texas, with a sea-faring family history. It seemed natural he would choose a Navy career, but in high school, his friends made plans for the Army. Chester decided he would compete with them for West Point.
When Nimitz became eligible to take the exam, he learned there were no more appointments available in his district, except for Annapolis. The winner of a competitive examination would land him that assignment. He entered in 1901 with Royal Ingersoll and William F. Halsey, Jr.
In his first year, he showed up at the boat dock, his 150 pounds barely filling his gym suit, and tried to get a place on the boat crew. The coach thought he was a bit small, but Nimitz said, “Give me a chance.” He got that chance and became the stroke oar in the 4th crew. They did so well, the Texan was promoted to the 3rd crew that consequently kept winning. Out-weighed by 35lbs., Chester would stroke the seven men in the first boat.
At 23-years old at the Asiatic Station, he impressed his superiors as an officer fit for submarine service. With his executive abilities, remarkable memory and exceptional patience, he arrived at the 1st Submarine Flotilla for his training.
The first sub Nimitz took command of was only the second one accepted by the Navy, the Plunger. Not even named for a fish, he called it “a cross between a Jules Verne fantasy and a whale.” He then proceeded to other classes of underwater craft.
One day in March 1912, while on the Skipjack, W.J. Walsh F2c was washed overboard. He couldn’t swim. Nimitz was the first to dive into the water and reach him before he went under, as they were both being carried away in the tide. This high character and confidence his men felt here, followed Chester Nimitz through all his commands.
In WWI, he served as Chief of Staff to Admiral Samuel S. Robinson, commander of the U.S. Submarine Forces. Because of his rank, he soon found himself in the surface fleet and he continued to climb.
When Nimitz arrived on the still smoldering Pearl Harbor to take over command of the Pacific Fleet, the CinCPac staff that had served under Admiral Kimmel nervously presumed the ever-efficient Nimitz to hand them transfer orders. Instead, he said, “I did not come here to mete out punishment. I know what you men are expecting me to say. I should be honored to have the entire staff stay with me and work until victory is ours.”
He proved he could pick out top commanders by choosing Spruance to take over Halsey’s ailing Task Force. and Comdr. Eugene Fluckey, also an ex-skipper of the submarine Barb, for his personal aide. From there we know of the exploits of Admiral Chester W. Nimitz during WWII.
For a man who had no more than the average youth’s advantages, I believe we can all agree he had done quite well. Fleet Admiral Nimitz passed away 20 February 1966, 4 days before his 81st birthday.
This magazine was supplied by Jeanne Salaco, blog “everyone has a story to tell”. Thank you once again, Jeanne!
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Military Humor –
submarine magic – CLICK ON TO ENLARGE AND READ
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Farewell Salutes –
Richard Berky – Bluffton, OH; US Army, WWII, ETO
William O. Chase – Sacramento, CA; US Army, Korea
Honor Gracefully
John E. Deist III – Sterling, KS; US Army, Iraq, Sgt. Major (Ret. 21 y.), Bronze Star
Frank A. Kulow Jr. – Bailey, CO; US Coast Guard, WWII
Wrilshxer Mendoza – CA; US Air Force, Afghanistan, 82nd Airborne Division, (Ret. 22 y.)
I.G. Nelson – Plymouth, IA; US Army Air Corps, Japanese Occupation, 11th Airborne Division
Robert Oxman – Natick, MA; US Army Air Corps, WWII
Amelia Pagel – Temple, TX; Civilian, WWII, Lackland Air Force Base, aircraft repair
Robert T. Shultz – Arlington, VA; US Navy, Vietnam, Annapolis Class of ’50, Cmdr. (Ret. 26 y.), Bronze Star
Jack G. Thomas – Kalispell, MT; US Navy, Vietnam, fighter pilot / NV National Guard, Colonel
Marguerite Wood – NJ; Women’s Royal Naval Service, WWII
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MONDAY?! Uh-oh, are they looking at me now?
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Last Year of the Pacific War in Art
I hope you all enjoy this pictorial post. 1945 was a pivotal year for the world.
“Battle of Luzon” by: Yorozujiro Terauchi, 1945
Mandalay, Burma, by: David Pentland, Feb. ’45
Pacific Glory” by: Nicholas Trudgian
‘The Great Tokyo Air Raid’ by: Hashimoto, 10 March ’45, age 7
Raid on China Coast, By: Roy Grinnell April ’45
‘Indochina Prisoners of War’ by: Donald Friend
‘Ready Room’ by: Tom Lea
“Victoria, Labuan Island” Borneo, July ’45 by: William E. Pigeon
“Surrender Flight”, Mike Hagel
‘Milk Run to Kyushu’ by: Jack Fellows
“USS Missouri Signing” by: Standish Backus, 2 Sept. ’45
Responsibility, But For What? Kyoto Street by: Barse Miller. Army WWII, 28 Sept. ’45
‘Japan Surrender’ by: Howard Brodie (veteran of 3 wars, Bronze Star)
Resources –
IHRA: for their blog and their books and prints
Jack Fellows website
Howard Brodie sketches
“WWII” by: James Jones
“WWII: A Tribute in Art and Literature” by: David Colbert
For the art of Nicholas Trudgian http://www.brooksart.com/Pacificglory.html
Roy Grinnell
https://www.roygrinnellart.com/ Barse Miller
http://www.artnet.com/artists/barse-miller/
CLICK ON IMAGES TO ENLARGE AND VIEW THE DETAIL.
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Military Naval Humor –
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Farewell Salutes –
Joshua Abbott – Fulton, MS; Mississippi National Guard, Chief Warrant Officer 4, Co D/2/151st Lakota Evacuation Unit, test pilot, KWS
Bruce W. Bunce – Pavilion, NY; US Army Air Corps, WWII, PTO, 11th Airborne Division
Patricia Ann Champion (104) – Victoria, CAN; RC Air Force, WWII, parachute rigger / military nurse
Norman “Keith” Dewey – Moscow, ID; US Army Air Corps, WWII, ETO, B-17 tail gunner, 94thBG/8th Air Force
David Drake – Dubuque, IA; US Army, Vietnam, 11th Armored Calvary / science fiction author
Robert McReynolds – La Plata, MO; US Army, Korea, 188th Regiment
John O’Neill – Rochester, NY; US Army, WWII, ETO, 299th Engineer Combat Battalion
John P. Panigutti – Fairfield, CT; US Army, Vietnam, Sgt., Green Beret
Donald L. Purrier – Mansfield, MA; US Army, 11th Airborne Division
Bryan A. Zemek – Oxford, MS; Mississippi National Guard, Chief Warrant Officer 4, A Co/1/149th Aviation Regiment, AH-64 Delta Apache instructor, KWS
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Seriously? It’s Monday already?
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The World of Sci-Fi
Alex Schomburg artwork
The first Golden Age of Science Fiction—often recognized in the United States as the period from 1938 to 1946—was an era during which the science fiction genre gained wide public attention and many classic science fiction stories were published. In the history of science fiction, the Golden Age follows the “pulp era” of the 1920s and 1930s, and precedes New Wave science fiction of the 1960s and 1970s. The 1950s are a transitional period in this scheme.
One leading influence on the creation of the Golden age was John W. Campbell, who became legendary in the genre as an editor and publisher of science fiction magazines, including Astounding Science Fiction, to the point where Isaac Asimov stated that “…in the 1940s, (Campbell) dominated the field to the point where to many seemed all of science fiction.” Under Campbell’s editorship, science fiction developed more realism and psychological depth to characterization. The focus shifted from the gizmo itself to the characters using the gizmo.
Captain Midnight
Most fans agree that the Golden Age began around 1938-39. The July 1939 issue of Astounding Science Fiction is frequently cited as the precise start of the Golden Age. It contains the first published story by A. E. van Vogt (the first part of The Voyage of the Space Beagle) and first appearance of Isaac Asimov (“Trends”) in “Astounding”. (Isaac Asimov was first published a few months earlier in the March edition of Amazing Stories.) Science fiction writer John C. Wright said of Van Vogt’s story, “This one started it all.” The August issue of the same magazine contained the first published story by Robert A. Heinlein (“Life-Line”).
‘Amazing Stories’, April 1926, vol. 1, number 1.
There are other views on when the Golden Age occurred. Robert Silverberg in a 2010 essay argues that the true Golden Age was the 1950s, saying that “Golden Age” of the 1940s was a kind of “false dawn.” “Until the decade of the fifties,” Silverberg writes, “there was essentially no market for science fiction books at all”; the audience supported only a few special interest small presses. The 1950s saw “a spectacular outpouring of stories and novels that quickly surpassed both in quantity and quality the considerable achievement of the Campbellian golden age.”
Schomburg, “Mission to the Moon”
Many of the most enduring science fiction tropes were established in Golden Age literature. Space opera came to prominence with the works of E. E. “Doc” Smith; Isaac Asimov established the canonical Three Laws of Robotics beginning with the 1941 short story “Runaround”; the same period saw the writing of genre classics such as the Asimov’s Foundation and Smith’s Lensman series. Another frequent characteristic of Golden Age science fiction is the celebration of scientific achievement and the sense of wonder; Asimov’s short story “Nightfall” exemplifies this, as in a single night a planet’s civilization is overwhelmed by the revelation of the vastness of the universe. Robert A. Heinlein’s 1950s novels, such as The Puppet Masters, Double Star, and Starship Troopers, express the libertarian ideology that runs through much of Golden Age science fiction.
1942 poster
The Golden Age also saw the re-emergence of the religious or spiritual themes—central to so much proto-science fiction before the pulp era—that Hugo Gernsback had tried to eliminate in his vision of “scientifiction”. Among the most significant such Golden Age narratives are Bradbury’s The Martian Chronicles, Clarke’s Childhood’s End, Blish’s A Case of Conscience, and Miller’s A Canticle for Leibowitz.
As a phenomenon that affected the psyches of a great many adolescents during World War II and the ensuing Cold War, science fiction’s Golden Age has left a lasting impression upon society. The beginning of the Golden Age coincided with the first Worldcon in 1939 and, especially for its most involved fans, science fiction was becoming a powerful social force. The genre, particularly during its Golden Age, had significant, if somewhat indirect, effects upon leaders in the military, information technology, Hollywood and science itself, especially biotechnology and the pharmaceutical industry.
1950’s “The Day the Earth Stood Still”
Information sources: Sci-fi Outpost; Futurism.media; Wikipedia; Null Entrohy.
The idea for this post was contributed by Lavinia Ross of Salmon Brook Farms. Please visit with her and Rick down on the farm…
Click on images to enlarge.
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Military Humor –
Our own Super-men
Start young and learn from their mistakes!
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Farewell Salutes –
Troy E. Bartley – Alton, IL; US Army, Kuwait, Lt. Colonel, 3rd Medical Command/1st Theater Sustainment Command, Dietitian
Joseph Bear – Hedding, NJ; US Army Air Corps, WWII, B-25 mechanic
Final Mission
Sterling Cale (102) – Honolulu, HI; US Navy, WWII, Pearl Harbor survivor, Purple Heart
Edward Carroll – Orderville, UT; US Navy, WWII, aircraft mechanic, Pearl Harbor survivor
John Dixon – Charlotte, NC; USMC, WWII
Richard R. Hinshaw – Boulder, CO; US Army, 11th Airborne Division
Warren E. Kraft Jr. – Racine, WI; US Army, Korea, Sgt., 187th RCT
Edward Pascale – Monson, NH; US Army, 188th Infantry Regiment
Charles W. Stendig – Brooklyn, NY; US Army Air Corps, WWII, paratrooper
Manuel C. Zenick – Hudson, NY, US Navy
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WAIT…ARE YOU TELLING ME THAT IT’S MONDAY???
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Disney and WWII
Disney in WWII
Just one day after Pearl Harbor, Walt Disney received his first military contract and began creating promotional reels, war bond advertisements, short training and instructional films, and other WWII materials. Also at this time, he received requests from military units all over the world requesting Disney-designed insignia’s and mascots.
David Lesjak, a former employee and Disney historian says, “Insignia helped build morale. Having a cartoon character you grew up with on your plane or shoulder patch helped remind you of home. In my mind it was a happy diversion from the horrors of war.”
Hank Porter designs for Disney
One of the purest expressions of Walt Disney’s genuine patriotism during the war years was his decision to establish a unit devoted to producing customized military unit insignia free of charge for U.S. armed forces and their allies. Headed by the talented draftsman, Hank Porter, whom Walt referred to as a “one-man department,” a unit of 5 full-time artists worked steadily throughout the war, turning out 1,300 insignia.
By far, the single most requested and used Disney character was Donald Duck, who was featured in at least 146 designs. The numerous requests for Donald’s likeness resulted in a wealth of drawings that successfully channeled his irascibility as patriotism and military zeal, often with a comedic flourish.
Next, the character that appeared most was Pluto in about 35. Pluto was popular and his trademark facial expressions made it easy for the artists to incorporate him into a variety of insignia. Goofy followed in popularity at 25 insignia and Jiminy Cricket appeared in 24.
Disney humor
Sometimes a unit had a special design in mind and was seeking a Disney artist’s skill to bring it to life, attaching a rough sketch to their request letter for reference.
The bulk of insignia were designed for Army units and Navy vessels, but occasionally individuals requested their own personal design. These requested were accommodated and executed with the same level of care as an insignia for an entire ship, bombardment group or battalion.
B-29 Disney design
The requested letters were often addressed simply: Walt Disney, Hollywood, California. Once a letter was received in was placed in the queue of pending requests, and the turnaround time was usually 3-4 weeks, though a wait of several months was possible when the insignia unit was particularly swamped.
Disney WWII Volunteer Army
The procedure for the creation of the insignia design varied, but it typically involved a preliminary pencil drawing in which the image was established, then a full-color pencil version and finally a full-color gouache on art board that would then be forwarded to the requesting unit or party. This would often hang in the unit headquarters and serve as a template for reproducing the emblem on aircraft, tanks, and other military equipment – as well as uniforms and letterheads.
War Bond by Disney
It is difficult today to fully appreciate how it felt for a serviceman to have his unit represented by a Disney-designed insignia. For the generation that fought WWII, Disney character images possessed and iconic heft that has no analog in contemporary animation
A Donald Duck insignia boosted morale, not just because it reminded soldiers of home, but also because it signified that the job they were doing was important enough to be acknowledged by Walt Disney.
The 127th Airborne Engineers/11th Airborne Division’s first insignia was Donald Duck with combat engineer equipment and aviation goggles.
This article and information was printed in the “Voice of the Angels” 11th Airborne Division Association newspaper.
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Military Humor –
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Farewell Salutes –
Hal Buell – Sunnyvale, CA; US Army / AP Photographer / author, 12 Pulitzer Prizes
Jack Casey – Dover, NH; USMC; Captain, CH-53E helicopter pilot, MHS 361/ AG 16/ 3rd Marine Aircraft Wing
Donovan Davis – Olathe, KS; USMC, LCpl., a CH-53E helicopter crew chief, MHS 361/AG 16/3rd Marine Aircraft Wing
Jack Gradolph – Ft. Pierce, FL; US Navy, WWII, USS Lexington
James C. Krick Jr. (105) – Oblong, IL; US Army, WWII, ETO, Bronze Star
Alec Lagen – Chandler, AZ; USMC, Sgt., a CH-53E helicopter crew chief, MHS 361/ AG 16/ 3rd Marine Aircraft Wing
Benjamin Moulton – Emmett, ID; USMC, Captain, CH-53E helicopter pilot, MHS 361/ AG 16 / 3rd Marine Aircraft Wing
Miguel Nava – Traverse City, MI; USMC, Captain, CH-53E helicopter pilot, MHS 361/AG 16/3rd Marine Aircraft Wing
Harvey J. Phillips Jr. – Rensselaer, IN; US Army, Korea, 187th RCT
Howard A. Rutherford – Madrid, NY; US Army, Korea, 11th Airborne Division
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YUP – EVEN ON MONDAY!
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Home Front – HARD TO KEEP THE GOOD TIMES ROLLIN’
[ This post was originally a guest post I wrote for Judy Guion @ Greatest Generation Lessons. Being as times are rough these days, I thought a bit of comparison with what our parents and grandparents went through was in order. ]
Columnist Marquis Childs said after Pearl Harbor: “Nothing will ever be the same.” Thirty-five years later he added: “It never has and never will be.”
We need to remember that in 1941 as much as 40% of U.S. families lived below the poverty level, approximately 8 million worked for less than minimum wage and another 8 million were unemployed. The median income was about $2,000 per year. The government, in virtually fighting two separate wars, entered into civilian lives by raising taxes, rationing, controlling prices and allotting jobs.
Once the war began, truck convoys became commonplace and train depots burst into arenas of activity. The movement was not entirely servicemen as women began to migrate into towns and communities near the military bases and jobs when they entered the workforce. Judy Guion’s Aunt Jean did just that by going to Florida to be near her husband Dick. Minorities headed for higher paying positions in defense plants and shipyards. I still saw convoys such as this on Military Trail, FL in the 50’s and 60’s.
The greatest annoyance to civilians was the fact that new automobiles were no longer being produced. The public’s status symbol and route to financial and social activities had been curtailed and this caused boot-leg markets to spring up selling tires and taking their chances with the law. The La Salle Motor Company in Indiana was the first firm to be cited by the government. The Office of Price Administration would regulate everything from soup and shoes to nuts and bolts and was responsible for all domestic rationing. J. Edgar Hoover issued warnings about car thefts; alerting owners to be wary of where they parked their cars, especially during evening hours. In Southwest Harbor, Maine, reports of gasoline siphoning were a constant problem.
The use of taxicabs grew throughout the world in the early part of the 20th century. In the 1940’s, the taximeter was developed and the new two-way radio was a great improvement over the old callboxes. DeSotos, Packards and the GM “General” were the common vehicles utilized for this purpose.
Streetcars were heavily used in the 1930’s, but companies began to fail as gasoline buses (”trackless trolleys”) took their place. The most prominent name was the Greyhound. In 1936, they introduced their “Super Coach” for family travel and it was so well received that within four years, they opened a chain of restaurants called “Post House.” When war began, they became a major carrier of the troops heading to the east and west coasts. Since nearly 40% of their workforce was eventually drafted, women were offered training as bus drivers. Local buses where often late and overcrowded, having standing room only. A person was often unable to keep a reliable daily schedule due to the situation.
Delta Airlines ad
Air travel was certainly difficult with a war in progress and the airlines did not have the systems they have now. Case in point: the Hoover Airport (where the Pentagon building is now), had a major highway running smack through it. When a plane took off or landed, the red traffic light was switched on to halt car and truck movement.
Trains were the dominate mode of transportation since the transcontinental was completed in 1869 and up until just before the war era when cars and trucks became predominate. The massive movement around the country pressed heavily on the antiquated railroad network. Most of the system had been built in the decades following the Civil War. The Office of Defense Transportation urged people to only travel on “slack days” and take one-day vacations. The Director stated, “Needless passenger movement is getting to the point where it is embarrassing the war effort.” One rail line that came out of Saint Louis, called the “Jeffersonian,” had only reserved seating, but people continued to line up in the aisles.
In congested areas, such as N.Y.C., vendors began to spring up to rent out bicycles. In fact, the summer of 1942, when the gas pumps went dry, drivers followed a gas truck to its delivery point, (as many as 350 would line up) so the bicycle business erupted. When walking became more important, leather for shoes became scarce and shoe rationing went into effect February 1943. In the U.S., three pairs per year was the quota and in England it was only one. By 1944, the U.S. civilian ration was dropped to two pair.
Greyhound, 1940’s
The old saying, “Let the good times roll” proved difficult and often the stories seem to be from another world rather than another decade. Do any of our readers have stories they remember or were told? How would any of you deal with this lifestyle?
CLICK ON IMAGES TO ENLARGE.
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Home Front Humor –
Chattanooga Times, the overburdened railroads
“When you boys finish with your Civil Air Patrolling stuff, I’ll have some iced tea ready for you.”
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Farewell Salutes –
John P. Askey – Gulfport, MS; US Navy, WWII & Korea, (Ret. 23 y.)
Fred J. Bacon Jr. (100) – Salt Lake City, UT; US Army Air Corps, WWII, aircraft mechanic
Leslie A. Chapman – Torrance, CA; US Army, Korea, 187th RCT
Roy W. Easely Jr. – Washington D.C.; US Army Air Corps, Japanese Occupation, 11th Airborne Division
David L. Hunter – PA; US Army, 11th Airborne & 24th Infantry Division
Breonna A. Moffett – Savannah, GA; US Army Reserves, Jordon, Sgt., 718th Engineers Co., KIA (Tower 22)
William J. Rivers – Carrollton, GA; US Army Reserves, Jordon, SSgt., 718th Engineers Co., KIA (Tower 22)
Kennedy L. Sanders – Waycross, GA; US Army Reserves, Jordon, Sgt., 718th Engineers Co., KIA (Tower 22)
Arthur P. Wright Jr. – Palmyra, NJ; US Army, 11th Airborne Division, motor pool
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USS BARB SS-220
USS Barb, SS-220
This post is in response to a suggestion I received from Pat at e-Quips.
In the closing months of World War II, heavy losses and depleted fuel stocks kept many of Japan’s remaining combat aircraft grounded and warships in port, awaiting an anticipated amphibious invasion. Starting in July 1945, Allied battleships embarked on a series of naval bombardments of coastal cities in Japan in an effort to draw these forces out to battle — with little success.
However, a week before the battleships began lobbing their massive shells, a legendary U.S. submarine toting a rocket launcher began its own campaign of coastal terror that foretold the future of naval warfare — and also engaged in the only Allied ground-combat operation on Japanese home-island soil.
Submarines still made use of deck guns during World War II, most of them ranging between three and five inches in caliber. These were used to finish off unarmed merchant ships or sink smaller vessels that could evade torpedoes, but also were occasionally directed to bombard coastal targets, such as in early-war Japanese raids on the coasts of California and Australia.
Capt. Eugene Fluckey of the Gato-class submarine USS Barb volunteered his boat to try out the experimental rocket launcher in 1945.
At the time, the Navy was actually testing the weapon’s viability as an anti-kamikaze weapon, but Fluckey managed to cajole the R&D staff into releasing the Mark 51 in time for his patrol, making the Barb the only rocket-launching submarine of the Navy.
The Barb, which displaced 2,400 tons submerged, was one of the top-scoring Allied submarines of World War II. By the most conservative count, she sank 17 ships totaling 97,000 tons of shipping. Other tallies are considerably higher.
In January 1945, on his fourth patrol as commander of the Barb, Fluckey sneaked his boat into the shallow waters off of Namakwan Harbor off the coast of China and torpedoed six ships before hightailing away, an action that earned him the Medal of Honor.
The Barb set sail from her base in Midway on June 8 loaded with 100 rockets. She arrived off the Japanese home islands on June 20. At 2:30 a.m. on June 22, Barb surfaced off of the town of Shari in northeastern Hokkaido Island, unleashing a volley of 12 rockets into the slumbering community. She then sailed northward to the coast of Southern Sakhalin Island, then known as the Japanese prefecture of Karafuto. (All of Sakhalin is presently administered by Russia.)
Over the following month, the Barb expended 68 rockets on Shikuka. Shoritori and Kashiho, mostly firing late at night at near-maximum range.
When Japanese seaplanes began hunting the sub during the day, Fluckey retaliated with a volley of rockets aimed at the Shikuka military airfield. The Barb’s guns also destroyed more than three dozen civilian sampans, while her homing torpedoes took out local trawlers, tugboats and a few large merchant ships.
The Barb’s most famous exploit did not involve those weapons.
USS Barb, 1944
Observing trains passing along the Japanese coastline, Fluckey hatched a scheme to dispatch a landing party to blow up one of the trains by burying the Barb’s 55-pound scuttling charge — essentially a self-destruct device — under the tracks. Rather than using a timer, the explosives would be jury-rigged only to blow when the pressure of a passing train completed the circuit, a trick Fluckey likened to a childhood walnut-cracking prank.
A landing party of eight was selected on the basis of their unmarried status and membership in the Boy Scouts. Fluckey believed the scouts would have better pathfinding skills.
At midnight on July 23, the Barb slipped up to within a kilometer of the shore, and a landing party commanded by Lt. William Walke paddled quietly to the beach. While three men took up guard positions — they encountered a sleeping Japanese guard in a watchtower, whom they left unharmed — the other five buried the demolition charge and managed not blow themselves up jury-rigging the detonation circuit.
They were furiously rowing back to the Barb when a second train passed.
Fluckey described what happened next in his autobiography, “Thunder Below!”
“The engine’s boilers blew, wreckage flew two hundred feet in the air in a flash of flame and smoke, cars piled up and rolled off the track in a writhing, twisting mass of wreckage.”
All 61 train cars derailed, killing 150 passengers. The Barb’s crew added a train to the tally of enemy ships sunk on their battle flag. Her landing party had just performed what would be the only U.S. ground operation on the Japanese home islands during World War II.
Crew of the Barb, 1945, w/ battle flag
The Barb’s raids on the Japanese coast — and even those performed by Allied battleships — were premised on the Japanese military’s inability, by 1945, to effectively defend the home-island coastlines, which included a lack of coastal-defense guns.
While the rockets the Barb employed appear to have been effective, it’s not clear that they were superior to having another deck gun. But within a decade of the Barb’s last mission, new rocket-based technologies in the form of guided cruise and ballistic missiles drastically reduced the relevance of big guns on warships or coastal defenses. The new weapons could be launched by a submerged submarine a long distance from the shore, safe from immediate retaliation.
The Barb’s month-long seaside rampage will remain a unique incident for some time to come.
Fellow blogger, Lee Austin wrote an outstanding poem for the USS Barb…
https://mypoetrythatrhymes.wordpress.com/2020/07/
Youtube has the 26 min. TV episode dedicated to the Barb…
CLICK ON IMAGES TO ENLARGE.
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Military Humor –
SIGN reads: “SECURE! Sanitation tanks under pressure!
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Farewell Salutes –
Al Cantello – Norristown, PA; USMC / US Naval Academy, Coach (Ret. 50 y.)
Christopher J. Chambers – MD & Westfield, MA; US Navy, Somalia, SEAL, Special Warfare 1st Class, KIA
Remembering
Roger H.C. Donlon – Leavenworth, KS; US Army, Vietnam, Special Forces Team A-726, Captain, Purple Heart, Medal of Honor
Evan S. Huettl – USA; US Army, Specialist, 1/5/1/11th Airborne Division
Nathan G. Ingram – TX; US Navy, Somalia, SEAL, Special Warfare 2nd Class, KIA
Joseph Lynch – Glen Cove, NY; US Army, 511/11th Airborne Division
Charles Osgood – NYC, NY; US Army, US Army Band & Chorus / radio & TV announcer
Oliver N. Price – Kearns, UT; US Army, Korea, 187/11th Airborne Division, Purple Heart
Gene F. Walker – Richmond, IN; US Army, WWII, 2nd LT., tank Comdr., Co H/3/32/ 3rd Armored Division, KIA (Hüchein, GER)
Michelle Young – Prescott, AZ; US Arizona Army National Guard, SSgt.
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Edward “Butch” O’Hare
Butch O’Hare, Feb. 1942
On Feb. 20, 1942, the flattop Lexington was steaming toward the Japanese base at Rabaul, Papua New Guinea, when it was approached by two enemy flying boats. Their crews managed to signal its coordinates before American fighters flamed the planes, and the Japanese immediately launched an attack against Lexington.
That chance encounter had dire implications for the U.S., which couldn’t afford the loss of a single ship and certainly not a carrier.
American radar picked up two waves of Japanese aircraft. Mitsubishi G4M1 “Betty” bombers—good planes with experienced pilots.
Six American fighters led by legendary pilot Jimmy Thach intercepted one formation, breaking it up and downing most of the Bettys.
The second wave, however, approached from another direction almost unopposed.
Almost.
Two American fighters were close enough to intercept the second flight of eight bombers. The Navy pilots flew Grumman F4F-3 Wildcats, which like most American planes were practically obsolete at the time, certainly inferior to the best Japanese aircraft.
At this point in the war, the Navy had to rely on the men who flew them.
Lt. O’Hare, 1942
As the Japanese bombers dove from 15,000 feet, the guns jammed on one of the Wildcats, leaving Lexington’s fate in the hands of one young American aviator. Lt. Butch O’Hare —who’d been aboard Saratoga when she was torpedoed—had only enough .50- caliber ammunition for about 34 seconds of sustained firing.
And the Bettys were mounted with rear-facing 20mm cannons, a daunting defense. O’Hare’s aircraft may have been inferior, but his gunnery was excellent. Diving on the Japanese formation at an angle called for “deflection” shooting, but Thach had taught his men how to lead a target.
Betty bomber, Lt.Comdr. Takuzo Ito,
O’Hare flamed one Betty on his first pass, then came back in from the other side, picked out another and bored in.
Still too far away to help, Thach observed three flaming Japanese planes in the air at one time.
By the end of the action, O’Hare had downed five of the attacking Japanese planes and damaged a sixth, approaching close enough to Lexington that some of its gunners had fired on him.
After landing on the carrier, he approached one sailor and said, “Son, if you don’t stop shooting at me when I’ve got my wheels down, I’m going to report you to the gunnery officer.”
Thach estimated that O’Hare had used a mere 60 rounds for each plane he destroyed. It’s hard to say which was more extraordinary—his courage or his aim. Regardless, he had saved his ship.
Rita O’Hare puts Medal of Honor on her husband.
On April 21, 1942, at a White House ceremony, Rita O’Hare draped the Medal of Honor around her husband’s neck as President Franklin Roosevelt looked on. Roosevelt promoted the pilot to lieutenant commander.
Later in the war, Butch O’Hare was killed off Tarawa while flying a pioneering night intercept against attacking Japanese torpedo planes —an exceedingly dangerous mission, employing tactics that were in their infancy.
He had volunteered. Aviators throughout the fleet reacted with disbelief at the news that Butch O’Hare was dead.
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There is a surprising footnote to the story.
“O’Hare” resonates with Americans today for the airport in Chicago that bears his name. An area of the airport tributes the aviator with a display to educate visitors.
part of the O’Hare display.
Ironically, O’Hare’s father had been an associate of Al Capone. On Nov. 8, 1939, “Easy Eddie” O’Hare was gunned down a week before Capone was released from prison, supposedly for helping the government make its case against his former boss.
“easy” Eddie with Al Capone.
His son, Butch, was in flight training at the time, learning the skills he would put to use little more than two years later in the South Pacific.
CLICK ON IMAGES TO ENLARGE.
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Military Humor – (For Aviators)
A HAIRY SITUATION
“AND ON A WINDY DAY, OH MY!”
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Farewell Salutes –
Palmer Andrews – Los Angeles, CA; USMC, WWII, PTO, Pfc., I Co/3/5/1st Marine Division, Purple Heart / US Air Force Reserves
Richard Brinker – St. Clair, MI; US Army, WWII, PTO
One flag for every American every day.
Courtesy of Dan Antion
Myrtle Council – Shillington, PA; US Navy WAVES, WWII
Frank J. DiPiazza – Madison, WI; US Army, WWII, ETO, 42nd Infantry Division
Robert Gaylor – Bellevue, IA; US Air Force, Vietnam / SAC, NCO Academy / 5th Chief Master Sgt. / Chief of Staff of the USAF
John A. Hutton (101) – Wichita, KS; US Army Air Corps, WWII, ETO, 2nd LT., navigator, POW
Kyle Ronald Johnson – Zanesville, OH; US Army, 101th Airborne Division, Afghanistan
Samuel ‘Tickie’ Kleindorf – New Orleans, LA; US Army, Korea, 187th RCT
Frank A. Micara (100) – Brooklyn, NY; US Navy, WWII, Korea & Cuban Missile Crisis, Comdr. (Ret. 29 y.), USS Alabama & USS New Jersey
John O’Rourke – Albany, NY; US Navy, WWII, PTO, USS Roamer & USS Mount Vernon
George F. Petty – Tupelo, MS; US Army Air Corps, WWII
Virginia Spugani – Rahway, NJ; Civilian, WWII, Newark Army Base
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Pacific Paratrooper 
